technical specification for 3-coach diesel-electric high ... spar… · etcs european train control...
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(For Official use only)
GOVERNMENT OF INDIA MINISTRY OF RAILWAYS
Technical Specification
for
3-Coach Diesel-Electric High Speed Self-Propelled Accident Relief Train (HS SPART)
with 160km/h
MP – 0.24.00.84 (REV – 00) December – 2018
Issued by
RESEARCH DESIGNS AND STANDARDS ORGANISATION
MANAK NAGAR, LUCKNOW – 226011
ISO 9001 : 2008 Specification no. MP-00.24.00.84 Revision No: 00 Date Issued: Dec’2018
Technical Specification for 3Coach DieselElectric High Speed SelfPropelled Accident Relief Train (HS SPART) with
160km/h
2
Table of Contents 1 GENERAL..................................................................................................... 12
1.1 Introduction.......................................................................................................................... 12
1.2 General Information............................................................................................................. 12
1.3 Vehicle Configuration ........................................................................................................... 14
1.4 Contract Submittals.............................................................................................................. 14
1.5 References to Various Standards......................................................................................... 15
1.6 Engineering Philosophy and Requirements ........................................................................ 15
2 OPERATING & SERVICE CONDITIONS...........................................................17 2.1 Leading Parameters of SPART .............................................................................................. 17
2.2 Payload and Weight Particulars:.......................................................................................... 19
2.3 Gauge and Moving Dimensions ........................................................................................... 19
2.4 Track Parameters.................................................................................................................. 20
2.5 Climatic and Environmental Conditions: ............................................................................. 22
2.6 Station Platforms.................................................................................................................. 23
2.7 Signal and Telecommunication Installations Existing in IR & Requirements: .................... 23
3 TECHNICAL REQUIREMENTS ........................................................................ 26 3.1 Acceleration and Deceleration ............................................................................................ 26
3.2 Kinematic Envelopes ............................................................................................................ 26
3.3 Redundancy Requirements .................................................................................................. 27
3.4 Jerk Limit............................................................................................................................... 27
3.5 Shock and Vibrations............................................................................................................ 27
3.6 Noise Standards.................................................................................................................... 27
3.7 ElectroMagnetic Compatibility Requirements ................................................................... 27
3.8 Route Performance Simulation............................................................................................ 28
3.9 Reliability, Availability and Maintainability ........................................................................ 28
3.10 System Safety ....................................................................................................................... 31
3.11 Fire Safety ............................................................................................................................. 34
3.12 Operational Safety ............................................................................................................... 35
3.13 Required Document List (RDL) ............................................................................................. 37
4 CAR BODY ................................................................................................... 38 4.1 General ................................................................................................................................. 38
4.2 Arrangement ........................................................................................................................ 38
4.3 Physical Requirements ......................................................................................................... 39
4.4 Carbody Materials ................................................................................................................ 39
4.5 Car Body Design.................................................................................................................... 39
4.6 Design Calculation................................................................................................................. 41
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4.7 Car Interiors .......................................................................................................................... 42
4.8 Car Floor................................................................................................................................ 44
4.9 InterCar Gangways .............................................................................................................. 45
4.10 Racks and Boxes for Storage ................................................................................................ 46
4.11 Lavatories ............................................................................................................................. 46
4.12 Special Requirements........................................................................................................... 46
4.13 Required Document List (RDL) ............................................................................................. 48
5 COUPLER AND DRAFT GEAR ........................................................................ 49 5.1 General ................................................................................................................................. 49
5.2 Mechanical Coupler.............................................................................................................. 49
5.3 Electrical ............................................................................................................................... 50
5.4 Pneumatic ............................................................................................................................. 50
5.5 Required Document List (RDL) ............................................................................................. 50
6 BOGIES AND WHEELS ..................................................................................51 6.1 General ................................................................................................................................. 51
6.2 General Design Features ...................................................................................................... 51
6.3 Bogie Frame .......................................................................................................................... 53
6.4 Connection Between Wheel Sets And Bogie Frames .......................................................... 53
6.5 Connection Between Car Body And Bogie Frames.............................................................. 53
6.6 Suspension............................................................................................................................ 54
6.7 Wheels, Axles and Roller Bearings ...................................................................................... 55
6.8 Design Validation ................................................................................................................. 56
6.9 Required Document List (RDL) ............................................................................................. 59
7 DRIVING CAB .............................................................................................. 60 7.1 General ................................................................................................................................. 60
7.2 Driver’s Seat.......................................................................................................................... 61
7.3 Dead Man Handle................................................................................................................. 62
7.4 Horns..................................................................................................................................... 62
7.5 Miscellaneous Cab Items...................................................................................................... 62
7.6 Driver Vigilance Device ........................................................................................................ 63
.7 Cab Ergonomics .................................................................................................................... 63
7.8 Visibility and Protection of Cab Staff................................................................................... 63
7.9 Inscriptions and Signs........................................................................................................... 63
7.10 Cab Side Windows ................................................................................................................ 63
7.11 Cab Console .......................................................................................................................... 64
7.12 Required Document List (RDL) ............................................................................................. 66
8 DOORS AND WINDOWS .............................................................................. 67
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8.1 General ................................................................................................................................. 67
8.2 Body Side Doors ................................................................................................................... 67
8.3 Occupant areatoCab Door ................................................................................................. 68
8.4 Cab Side Doors...................................................................................................................... 69
8.5 Rescue Door.......................................................................................................................... 69
8.6 Windows ............................................................................................................................... 69
8.7 Required Document List (RDL) ............................................................................................. 70
9 HEATING, VENTILATION AND AIRCONDITIONING SYSTEM .........................71 9.1 General ................................................................................................................................. 71
9.2 Design Criteria ...................................................................................................................... 72
9.3 Air Conditioning.................................................................................................................... 73
9.4 Heating.................................................................................................................................. 75
9.5 Ventilation ............................................................................................................................ 75
9.6 Controls................................................................................................................................. 75
9.7 Air Ducting and Diffusers ..................................................................................................... 76
9.8 Driving Cab AirConditioning ............................................................................................... 76
9.9 Special Conditions with regard to the Medical Van ............................................................ 77
9.10 Required Document List (RDL) ............................................................................................. 77
10 PROPULSION AND DYNAMIC BRAKES .........................................................78 10.1 General ................................................................................................................................. 78
10.2 Diesel Engine for Traction Power......................................................................................... 78
10.3 Diesel Electric Drive .............................................................................................................. 83
10.4 Required Document List (RDL) ............................................................................................. 89
11 BRAKING SYSTEM .......................................................................................90 11.1 General ................................................................................................................................. 90
11.2 Requirements of Braking System......................................................................................... 91
11.3 Brake performance............................................................................................................... 93
11.4 Service Brake ........................................................................................................................ 93
11.5 Dynamic Brake Interface / Blending .................................................................................... 94
11.6 Emergency Brake .................................................................................................................. 94
11.7 Parking Brake........................................................................................................................ 94
11.8 Brake Pipe (BP) Controlled BackUp System ....................................................................... 95
11.9 Disc Brake Equipment .......................................................................................................... 95
11.10 Load Compensation.......................................................................................................... 95
11.11 Friction Brake Propulsion Interlock ................................................................................. 95
11.12 Wheel Slide Detection/Correction Control ..................................................................... 95
11.13 Sanding ............................................................................................................................. 96
11.14 Air Compressor ................................................................................................................. 96
11.15 Controls............................................................................................................................. 96
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11.16 Required Document List (RDL) ......................................................................................... 97
12 TRAIN CONTROL AND ELECTRICAL ............................................................. 98 12.1 Train Control ......................................................................................................................... 98
12.2 Electronic Design Standards................................................................................................. 98
12.3 Control Equipment ............................................................................................................... 99
12.4 Electrical ............................................................................................................................... 99
12.5 Trainline Electrical Connections ......................................................................................... 99
12.6 Wires and Cables ................................................................................................................ 100
12.7 Indication Circuit ................................................................................................................ 100
12.8 Circuit Protection and Earthing System ............................................................................. 101
12.9 Lighting System................................................................................................................... 102
12.10 Required Document List (RDL) ....................................................................................... 106
13 AUXILIARY POWER SYSTEM ...................................................................... 107 13.1 General ............................................................................................................................... 107
13.2 Auxiliary Power Requirements .......................................................................................... 107
13.3 Auxiliary Power Supply ...................................................................................................... 107
13.4 Low Voltage Power Supply (LVPS) ..................................................................................... 108
13.5 Convenience Outlets .......................................................................................................... 108
13.6 Emergency Power............................................................................................................... 108
13.7 Low Voltage Trainline ....................................................................................................... 109
13.8 Battery ................................................................................................................................ 109
13.9 Protection ........................................................................................................................... 110
13.10 External Auxiliary Supply ............................................................................................... 110
13.11 Insulation System ........................................................................................................... 110
13.12 Required Document List (RDL) ....................................................................................... 111
14 Train Integrated Management System (TIMS) ........................................... 112 14.1 General................................................................................................................................ 112
14.2 TIMS Architecture............................................................................................................... 112
14.3 Microprocessor Control and Diagnostic System ............................................................... 113
14.4 TIMS Software .................................................................................................................... 113
14.5 TIMS Labeling ..................................................................................................................... 113
14.6 Driving Console................................................................................................................... 113
14.7 Required Document List (RDL) ........................................................................................... 114
15 COMMUNICATIONS EQUIPMENT .............................................................. 115 15.1 General ............................................................................................................................... 115
15.2 Public Address .................................................................................................................... 115
15.3 Crew Intercom System ....................................................................................................... 116
15.4 GPS ...................................................................................................................................... 116
15.5 Required Document List (RDL) ........................................................................................... 116
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16 TESTING .................................................................................................... 117 16.1 General ............................................................................................................................... 117
16.2 Test Plan ............................................................................................................................. 117
16.3 Test Reports........................................................................................................................ 118
16.4 Required Testing................................................................................................................. 118
16.5 Required Document List (RDL) ........................................................................................... 123
17 MATERIALS AND WORKMANSHIP ............................................................. 124 17.1 General ............................................................................................................................... 124
17.2 Prohibited Materials .......................................................................................................... 124
17.3 Joining and Fastening ......................................................................................................... 125
17.4 Stainless Steel ..................................................................................................................... 126
17.5 Structural Castings.............................................................................................................. 126
17.6 Elastomers .......................................................................................................................... 126
17.7 Rubber Floor Covering........................................................................................................ 127
17.8 Wood and Panels................................................................................................................ 127
17.9 Wires and Cables ................................................................................................................ 127
17.10 Painting ........................................................................................................................... 128
18 PROJECT MANAGEMENT ........................................................................... 129 18.1 General ............................................................................................................................... 129
18.2 Management Plans............................................................................................................. 129
18.3 Project Management Plan ................................................................................................. 129
18.4 Quality Assurance Program ............................................................................................... 134
18.5 SOFTWARE MANAGEMENT AND CONTROL ...................................................................... 139
18.6 Required Document List (RDL) ........................................................................................... 142
Annexure A ..................................................................................................... 143
Annexure B ..................................................................................................... 144
Annexure C ..................................................................................................... 148
Annexure D..................................................................................................... 156
Annexure E ..................................................................................................... 168
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Abbreviations
Abbreviation Description
AAR Association of American Railroads
AC Alternating Current
AF Audio Frequency
APS Auxiliary Power System
APTA American Public Transport Association
ART Accident Relief Train
ASHRAE American Society of Heating, Refrigerating, and AirConditioning Engineers
ATC Automatic Train Control
ATO Automatic Train Operation
ATP Automatic Train Protection
BCS Battery Charging System
BCU Brake Control Unit
BP Brake Pipe
BS British Standards
BSFC Brake Specific Fuel Consumption
CAN Controller Area Network
CBC Centre Buffer Coupler
CEM Crash Energy Management
CFC ChloroFluoro Carbon
COP Coefficient of Performance
CPM Critical Path Method
CSS Cab Signaling Systems
DC Direct Current
DIN (Deutsches Institut für Normung ) German Institute for Standardization
DMU Diesel Multiple Unit
EBD Emergency Braking Distance
ECU Electronic Control Unit
EEPROM Electrically Erasable Programmable ReadOnly Memory
EER Energy Efficiency Ratio
EMC Electromagnetic compatibility
EMI Electromagnetic Interference
EN European Standards
8
EP Brake ElectroPneumatic brakes
EPA Environmental Protection Agency
EPA Environmental Protection Agency
ERTMS European Rail Traffic Management System
ETCS European Train Control System
EU European Union
FAI First Article Inspection
FDR Final Design Review
FEA Finite Element Analysis
FFT Fast Fourier Transform
FMECA Failure Modes, Effects, and Criticality Analysis
FTA Fault Tree Analysis
GPS Global Positioning System
GSM Global System for Mobile
HCFC Hydro ChloroFluoro Carbon
HEPA High Efficiency Particulate Air
HSLA High Strength Low Alloy Steel
HVAC Heating, Ventilation and Air Conditioning
ICF Integral Coach Factory
IDR Intermediate Design Review
IEC International Electrotechnical Commission
IEEE Institute of Electrical and Electronics Engineers, USA
IGBT MicroprocessorControlled, InsulatedGate, BipolarTransistor
IR Indian Railways
IS Indian standards
ISO International Organization for Standardization
Kmph Kilometers per hour
LCD Liquid Crystal Display
LED LightEmitting Diode
LRU Line Replaceable Units
LVPS Low Voltage Power Supply
MCB Miniature circuit breaker
MDBF Mean Distance Between Failures
MDBSF Mean Distance between SubSystem Service Failures
MMD Maximum Moving Dimension
MPR Monthly Progress Report
9
MTBF Mean Time Between Failures
MTBO Mean Time Between Overhaul
MTTR Mean Time to Repair
MVB Multifunction Vehicle Bus
NDT NonDestructive Testing
NFPA National Fire Protection Association of united states
NF Norme Française (French Standard)
NTP Notice to Proceed
OHE Over Head Electrification
OSR(S) Operational Safety Report (Software)
PA Public Address
PCB Polyvinyl ChlorideBromide
PDR Preliminary Design Review
PEA Passenger Emergency Alarm
PEI Passenger Emergency Intercom
PHA Preliminary Hazard Analysis
PQAP Project Quality Assurance Plan
PTC Positive Train Control
PTU Portable Test Unit
PVC Poly Vinyl Chloride
QA Quality Assurance
RAMS Reliability, Availability, Maintainability and Safety
RDL Required Document List
RFP Request for Proposal
RDSO Research Designs & Standards Organisation
RI Ride index
SECP Software Engineering Change Proposal
SOD Schedule of Dimension
SIL Safety Integrity level
SV Supervisor’s Van
TC Trailer Car
TCMS Train Control Management System
TIMS Train Integrated Management System
TPWS Train Protection and Warning System
TSFC Traction Specific Fuel Consumption
TSI Technical Specification For Interoperability
10
UHF Ultra High Frequency
UIC International Union of Railways
VDE Verband der Elektrotechnik, Elektronik und Informationstechnik (German
standard)
VHF Very High Frequency
VVVF VariableVoltage, VariableFrequency
WSPS Wheel Slide Protection System
WTB Wire Train Bus
11
Definitions
Definitions
Description
C&M Volume 1
Shall mean Civil and Mechanical Engineering Report Number1 Volume
1, issued by RDSO
Contractor
The Company/firm who shall design, manufacture, test and deliver the
SPART
L10
Shall mean life of bearing in accordance with ISO 281;
Married consists
Shall mean Distributed power arrangement
MC
Shall mean Motor Car
MV
Shall mean Medical Van
OT
Shall mean Operation Theatre
RDL
Shall mean Required Document List
SPART
Shall mean Self Propelled Accident Relief Train
SV
Shall mean Supervisor’s Van
TC
Shall mean Trailer Car
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CHAPTER 1
1 GENERAL
1.1 Introduction
1.1.1 Indian Railways have decided to induct Self Propelled Accident Relief Trains (SPART) with
speed potential of 160 kmph, with a view to putting in place a fast and reliable disaster
management system.
1.1.2 SPART are trainsets required to proceed to accident sites and are located at important
yards and stations on Indian Railways (IR) at vantage locations so as to be able reach the
accident spot for rescue and relief work at very short notice.
1.1.3 This specification outlines the requirement for SPART to be procured for Indian Railways.
The Contractor shall design, manufacture, test and deliver the SPART as described by this
specification.
1.2 General Information
1.2.1 Accident Relief on IR
1.2.1.1 The Indian Railways is having an organized system of relief for managing accidents with its
own resources. In most of the countries in the unfortunate event of Railway accident, relief
and rescue work is spearheaded by civil authorities as in case of road accidents. However,
on Indian Railways, all the rescue and relief work is carried over by Railways.
1.2.1.2 Presently, 161 ARMVs (Accident Relief Medical Van) and 206 ARTs, (Accident Relief Train)
are positioned at strategic locations which cover the entire rail network of Indian Railways
for rushing to accident sites on top priority, along with doctors, paramedical staff, rescue
workers and engineers. Many ARTs also have 140 Ton Diesel Hydraulic crane attached to
them.
1.2.1.3 The accident is reported by the guard or loco pilot of the train to the nearest station or
divisional control room and the nearest railway stations, through telephone sockets
provided at the poles alongside the railway track. The control gauges the extent of
requirement of relief operations and dispatches the ART and ARMV as per requirement.
Effective communication and response time is of essence. The idea is to reach the spot as
early as possible so as to provide medical relief in the 'Golden Hour'. The existing layout
has provision of 22 berths in the supervisor van however the Indian Railway guidelines say
that as many trained staff are to be sent with the relief train as possible. Staff would
include team of doctors and paramedics like stretcher bearers, dressers, assistants for
boiling instruments in water to keep in readiness etc.
1.2.2 SPART Requirement
1.2.2.1 For faster initial response and for providing quickest possible medical attention and
restoration, it is planned to induct Self Propelled Accident Relief Trains (SPART) capable of
160 kmph speed on IR system.
1.2.2.2 These will be located at strategic locations so as to cover an area not beyond a distance of
150 to 200 kms within 1 to 2 hours normally.
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1.2.2.3 On receiving information of an accident, SPART will be dispatched to the accident site
along with personnel trained in rescue and relief operations. Target time for dispatch of
SPART is a maximum 20 minutes from their ordering.
1.2.2.4 The function of the SPART is to carry medical equipment to the accident site so that
prompt medical aid could be rendered and injured persons transported expeditiously to
the nearest hospitals.
1.2.2.5 The SPART will have provision for emergency tools for extricating passengers from debris.
Hydraulic Rescue Device (HRD) like Cutters with accessories, Hydraulic pump with
generator, Manual pump, hoses etc. ; Hydraulic Rerailing Equipment (HRE) like Jacks with
hoses, Rerailing bridges and other Equipment like Ladders, Gas Cutters, Lights, Misc. tools,
Inflatable Air Bag etc. are provided in Tool Van (Detail tool list provided at Annexure E ). .
1.2.2.6 Operation Theatre in medical van is provided for emergency surgery with facilities for
tracheotomy, venesection, amputations and other life saving procedures. It also has a state
of the art anesthesia apparatus, defibrillator, pulse oxymeter and a cautery. Sterilized
dressing material, splints, firstaid, haversack, blankets and clothing for the injured and
emergency medicines are also provided. Facility for autoclaving, and sterilization, oxygen
supply, artificial respiration equipment and resuscitation kit are also provided (Medical
equipment list at Annexure D).
1.2.2.7 Supervisor Van will have berths for rescue team. It should also carry adequate supply of
drinking water and provision for tea, coffee and light refreshment to be served to affected
passengers for which a kitchen is provided in SPART.
1.2.2.8 SPART shall be readily available at all times on a stabling siding set apart exclusively for this
purpose, preferably with double exit.
1.2.2.9 With a view to test the readiness and quick turn out of SPART, it is required to have
periodical drills once in every quarter. SPART will proceed upto the mock accident site.
1.2.3 Accidents Covered
1.2.3.1 SPART will be sent for rescue operation for consequential train accidents. On IR system,
consequential train accidents include train accidents having serious repercussion in terms
of loss of human life, human injury, loss to railway property or interruption to rail traffic.
Train accidents under following classifications will be termed as consequential train
accidents:
a) Collisions: This refers to the impact of a train against another train or vehicle. It includes
headon collision, rear collision and side collision.
b) Fire in Trains: A fire in a train should be treated as a train accident only when it results
in death or physical injury or loss (damage) of railway property with a value of Rs.
50,000 and above.
c) Accidents at Level Crossings: This refers to a train running into road traffic, and / or
road traffic running into trains at level crossings. Level crossing is the intersection of the
road with railway track at the same level.
d) Derailments: This refers to the offloading of wheel or wheels from the track causing
detention or damage to rolling stock / permanent way.
1.3 Vehicle Configuration
14
1.3.1 SPART shall be a Diesel Electric Multiple Unit, with speed potential of160 kmph, on Indian
Railways tracks as mentioned in this specification.
1.3.2 It is intended to use these self propelled trains in train length of three cars in bidirectional
operation. Each train consist shall be able to couple with similar train consists (SPART) to
make a six/car long train configuration, if needed.
1.3.3 Each SPART trainset shall typically consist of three vehicles (Driving car cum Tool Van, a
Medical van, and Driving car cum Supervisor's Van) and shall have driving cab at each end.
SPART will be equipped with following items depending on type of car:
a) Tool Van
– Set of Hydraulic Rescue Device (HRD)
– Set of Hydraulic ReRailing Equipment (HRE)
– Other cutting tools & lighting provisions
b) Medical Van
– Medical Equipment and Supplies
– Operation Theatre and ward for injured passengers
c) Supervisor Van
– Kitchen
– Berths for Supervisors
Contractor will provide SPART fully furnished and fully loaded with equipment for tool van
(Annexure E), operation theatre with medical equipment for medical van (Annexure D) and
kitchen with cooking equipment for supervisor van. The equipment shall be state of the
art, being used in rescue operations
1.3.4 Presently, on Indian Railways the SPART are running in 3 coach formation. The length of 3
coach formation SPART presently running on Indian Railways is 66.6 meter (approx.)
Layout drawings of existing three coach SPART is available at Annexure B.
1.4 Contract Submittals
1.4.1 This specification requires the submittal of drawings, documents, system descriptions,
design calculations and analysis, 3D models and FE analysis, test results, manuals and
similar information for review by IR to verify compliance with requirements specified in this
specification and for afterdelivery support of the vehicles. Submittal requiring approval
are identified in each section. Typically, the RDL (Required Document List) submittals relate
to the design requirements in any given sections. Unless otherwise specified herein, the
Contractor shall submit all analyses, reports, etc even if they do not appear in the RDL.
1.4.2 The Contractor shall submit for review and approval, a Required Document List [RDL 11].
The first draft shall be due as part of the Monthly Progress Report (MPR) within 30 days of
NTP. The RDL Status Report shall provide submittal dates and current status of all Contract
Deliverables. It shall be structured chronologically such that those deliverables required
first are at the top of the list.
1.5 References to Various Standards
15
1.5.1 The standards applicable and relevant to the complete SPART and to the various sub
systems and systems shall be;
a. IEC publications
b. EN
c. UIC
d. AAR
e. IEEE
f. BS
g. IS and /or
h. Other standards referred to in Specification and Standards.
In the event of any contradiction in the aforesaid standards, the following standards shall
have priority in the order listed:
i. Standards mentioned in these Specification and Standards set forth herein
ii. EN/IEC/UIC/AAR
iii. IS
For avoidance of any doubt, in case of any conflict between the requirements of these
standards, the stipulations in this Specifications and Standards shall have precedence.
1.5.2 The SPART and their subsystems and systems thereof shall comply with the relevant
standards as mentioned in this specification.
1.5.3 Latest version of the standards as issued up to 60 (sixty) days before the date of issue of
RFP shall be considered for technical evaluation.
1.5.4 The requirements listed in these Specifications and Standards are the minimum. The
Contractor may adopt alternative internationally recognized codes, standards and
specifications if it can be demonstrated to IR that such alternative is superior or more
pertinent to the SPART than the standards specified in these Specifications and Standards.
The Contractor shall seek the prior approval of IR for any alternate standards proposed to
be used.
1.6 Engineering Philosophy and Requirements
1.6.1 The Contractor shall develop the design based on these Standards and Specifications and in
accordance with sound proven and good industry practice.
1.6.2 In developing the detailed design, the Contractor shall fully acquaint self and take note of
the Group A and Group B train routes of IR and the environmental and operating
conditions prevalent therein, especially the monsoon and dusty atmosphere. Operating
conditions are described in Chapter 2.
1.6.3 The SPART design and construction must be of the highest quality. It must be reliable in
performance and economical in operation. Its design must provide for ease of inspection
and for convenience of maintenance and repair. All wearing parts shall be easily accessible
and readily removable to facilitate maintenance. Identical Similar components shall be
completely interchangeable.
1.6.4 SPART shall be designed for a life of not less than 36 years. SPART shall not require major
unscheduled repair or replacements of components during normal operation of SPART.
1.6.5 Name brands, specific equipment, or specific materials may be referenced in this
specification. Such references shall not be interpreted as preapproval of any brand,
equipment, contractor designs or application. The Contractor shall be responsible for the
16
selection, application, and integration of equipment and materials as necessary to comply
with the specified requirements.
1.6.6 The SPART shall be employed for short distance service as well as medium distance
service on the existing track and signaling of IR and shall be designed to meet the
performance requirements enumerated in chapter 3.
17
CHAPTER 2
2 OPERATING & SERVICE CONDITIONS
2.1 Leading Parameters of SPART
Dimensions of Car shall be governed by the provisions under Chapter IV (A)Rolling Stock
(Carriage and Wagon) of Indian Railway Schedule of Dimension (SOD) 1676mm gauge (BG)
revised 2004 (with latest amendments) and Maximum moving dimensions shall conform to
diagram 1D of Indian Railway Schedule of Dimension (SOD) 1676mm gauge (BG) revised
2004 (with latest amendments).
S.No. Parameter Values
1. Track gauge 1676 mm
2. Schedule of dimensions Indian Railways Schedule of
Dimensions for Broad Gauge
(1676mm). Revised, 2004
(with latest amendments)
3. Maximum Moving Dimension (MMD) Maximum Moving
Dimensions 1D of Indian
Railways Schedule of
Dimension1676mm gauge
revised 2004 with latest
amendments (Annexure A)
4. Maximum width over body side 3250 mm
5. Maximum permissible axle load 17 tonnes
6. Maximum height above rail level for centres
of buffers for unloaded vehicles 1105mm
7. Minimum height above rail level for centres
of buffers for fully loaded vehicles 1030mm
8. Maximum length of body or roof for: Bogie
vehicles
Note :
(i) Maximum length of body or roof of
bogie vehicles can be upto 23540mm,
subject to tapering of the ends in a manner
that the end throw, when calculated as per
Appendix, is same as that for ICF coach of
21340mm length and within this Schedule
of Dimensions.
(ii) A cornice may project beyond the
maximum permissible length of the roof up
21340mm
23540mm [As per Note (i)]
18
to 51mm in the case of 4wheeled vehicle
above, beyond each end of the vehicle.
(iii) Fittings on the end of a vehicle, such as
step iron, vacuum brake piping, electrical
connections, vestibule etc., need not be
kept within the prescribed maximum
permissible lengths for bodies of vehicles,
but may project beyond the end of the
body to a reasonable extent.
9. Maximum length over centre buffer couplers
or side buffers : Bogie vehicles
Note : Maximum length over the centre
buffer couplers or side buffers can be
24000mm for Bogie Vehicles, having
maximum length of body or roof as
23540mm. However, the maximum length
over the centre buffer couplers or side
buffers for longer coaches as per above
shall be so arranged that difference
between length over side buffers and
length of body or roof is not less than
460mm.
22300 mm
24000mm [As per Note]
10. Maximum Distance apart between any two
adjacent axles. 12345mm
11. Maximum distance apart of bogie centres for
bogie vehicles 14900mm
12. Test speed 10 % more than maximum
service speed
13. Minimum clearance of all items except wheel
from rail level in with payload as per clause
2.2.1 of these Specifications and Standards
and with fully worn wheels
102 mm
14. Minimum clearance for the body mounted
under slung equipment under tare condition
with fully worn wheels
215 mm as per sod
15. Height above rail level for high passenger
platform 840 mm (maximum) as per
sod
760 mm (minimum)
16. Maximum height above rail level for low
passenger platform 455 mm
17. Floor height 1282mm
2.2 Payload and Weight Particulars:
19
2.2.1 The fully equipped SPART train will be required to carry a payload of staff/equipment as
given below. The floor area and space for men and equipment as required in the drawing
(Annexure B) will be considered as the minimum that the contractor will need to design
for. (Note: reference of above drawing is only for provision of minimum floor area and
space requirements for the design by contractor. Any other information in the drawing is
only for general information about conventional/existing three coach SPART).
Crew space:- two tier/3 tier
:22 berths/seats,
Kitchen,
Tool storage space: 8.10 m2
Lavatories: 2 nos.
Pay load: 5 t (crew plus
storage equipment)
Driving cum Supervisor Van
Ward compartment
No. of Berth: 12 berths
Operation Theatre, Doctor
room, Entry lobby+storage
Storage space: 9.45 m2
Lavatory: 1 no.
Pay load: 5 t
Medical Van
Tool storage space: 44.95 m2
Pay load: 5 t
Driving cum Tool Van
20
These are indicative and can be redistributed over the total train length subject to suit
requirement of payload and Crew to be carried. Facilities on the existing ART are the
minimum requirement and may be seen in the drawings attached at Annexure B.
This is only for guidance and contractor is expected to develop his own layout.
2.2.2 Weight Distribution
2.2.2.1 The equipment shall be so designed that the total overall axle load of the driving coach or
motor coach or trailer coach, fitted with electrics and/or complete hydraulics and other
accessories does not exceed maximum permissible axle load capacity as given in clause 2.1
of this Specifications and Standards after taking into consideration the payload as per
clause 2.2.1.
2.2.2.2 The weight calculation should be done according the standard EN 15663.
2.2.2.3 Axle load limitation shall be taken into account while finalizing and designing the
equipment layout giving due consideration to weight unbalances during tare and payload
as per clause 2.2.1 of these Specifications and Standards.
2.2.2.4 The power equipment viz. engine, traction alternator, auxiliaries etc. shall be distributed
amongst motor and trailer coaches for optimized weight distribution and axle load within
the unit. The tolerance of the axle loads is defined in the standard EN 15827, Section
G.2.3.2 table G.3.
2.3 Gauge and Moving Dimensions
2.3.1 The SPART coaches shall conform to maximum moving dimensions to diagram no. 1D
(EDO/T2202) 1676 mm gauge of Schedule of Dimensions, Revised 2004 with latest
amendments.
2.4 Track Parameters
A. The track parameters shall be the following:
Gauge Broad Gauge 1676mm
Schedule of dimensions Indian Railways Schedule of Dimensions for
Broad Gauge (1676mm). Revised, 2004
Sharpest curve to be negotiated Horizontal175 m radius;
Vertical 4000 m for group A routes
3000 m for group B routes
2500 m for group C, D and E routes
Sharpest reverse curve to be
negotiated 175 m radius (horizontal) back to back with or
without any straight portion in between
Sharpest turnout to be negotiated 6400 mm overriding switch (curved) BG (1673
mm) for 60 kg (UIC) or 52 kg rail for 1 in 8½
(crossing angle, tanθ) turnouts on pre stressed
concrete sleepers
21
Permissible speed at turn outs 1 in 8½ curved switch 52/60 kg on PSC sleepers
15 kmph
1 in 8½ symmetrical split with curved switches
52/60 kg on PSC sleepers30 Kmph
1 in 12 curved switch 52/60 kg on PSC sleepers
30 Kmph
Maximum Super elevation 165 mm for group A, B and C routes
140 mm for group C,D and E routes
(in special case 185 mm for group A routes)
Maximum cant deficiency 100 mm for group A and B routes
75 mm for group C.D and E routes
Contractor to also provide speed potential with
cant deficiency of 125 mm. .
Maximum Gradient 1:37
Gauge widening:
On curves of > 350m radius 5mm to +3mm
On curves of < 350m radius Up to +10mm
B. Permissible Track Tolerances:
Indian Railways track is classified in two categories:
� Main line track fit for operation less than 110kmph, and
� High speed (C&M1 volume 1) track permitted operation upto 140kmph
22
Peak based tolerances as per Para 607(2) of Indian Railways Permanent Way Manual
(Reprinted, 2004) and C&M 1 volume 1.
Parameter Track Tolerances Indian Railways
Permanent Way C&M 1 volume 1
Alignment
(versine measured
on
7.5m chord under floating
conditions)
(Total change of versine
from chord to chord
should not exceed 10mm)
Straight
Track 5mm; values upto
10mm could be
tolerated at few
isolated locations
5mm; values upto
10mm could be
tolerated at few
isolated locations
Curved Track ±5mm over the
average
versine, Values up to
±7mm could be
tolerated at few
isolated locations
±5mm over the
average
versine, Values up to
±10mm could be
tolerated at few
isolated locations
Cross Level No special tolerances. The track should be maintained to
standards generally superior to that at present available on
mainline track on which unrestricted speeds upto 100kmph
are permitted.
Twist
( measured on 3.5m base)
On straight
and curve
track, other
than on
transitions
2mm/metre except
that at isolated
locations,
this may go upto
3.5mm/metre
2mm/metre except
that at isolated
locations,
this may go upto
3.5mm/metre
On
transitions of
curves
Local defects
should not exceed
1mm/metres, except
that at isolated
locations this may go
upto 2.1 mm per
metre
Local defects
should not exceed
1mm/metres, except
that at isolated
locations this may go
upto 2.1 mm per
metre
Unevenness Rail
Joint depression
(Measured on 3.5m base)
10mm in general and
15mm for isolated
locations
6 mm in general
and 10mm for isolated
locations
Gauge
(No special specification,
max limit for tight and
slack gauge indicated in
Para 224(2)e of Indian
Railways Permanent
Way Manual)
Straight Track 6mm
+6mm
Curved Track with more
than 350m
radius
6mm
15mm
Curved Track
with less than
350m radius
Upto +20mm
23
C. Track Classification
The train speed limit is regulated in accordance with the classification of routes having a
particular type of track structure. The broad gauge (BG) lines on Indian Railways have been
classified into six groups, ‘A’ to ‘E’ on the basis of the future maximum permissible speed.
(Indian Railways Permanent Way Manual)
Group 'A' Speeds up to 160 kmph
Group 'B' Speeds up to 130 kmph
Group 'C Suburban Sections Of Bombay, Delhi and Calcutta
Group 'D' Sections where the sanctioned speed is 100 kmph at present
Group 'E' Sectional and branch line with the present sanctioned speed less than 100 kmph
The track structure for various routes is described below:
1) Group `A' For a sanctioned speed of 160 km per hour.
� The minimum rail section to be adopted will be UIC 60 kg in sections having a
traffic density of over 20 GMT and UIC 52 kg in other sections.
� The minimum sleeper density shall be 1.660 numbers per km.
� The ballast cushion shall be 30 cm.
2) Group `B' For a sanctioned speed of 130 km per hour.
� The minimum rail section to be adopted will be UIC 60 kg in sections having a
traffic density of over 20 GMT and UIC 52 kg in other sections.
� The minimum sleeper density shall be M+7.
� The ballast cushion shall be 25 cm.
2.5 Climatic and Environmental Conditions:
Atmospheric
Temperature Maximum ambient temperature: 50 °C
Maximum temperature of metallic surface under the
Sun: 75 °C and in shade: 55 °C
Minimum temperature: 10 °C (Also snow fall in certain
areas during winter season)
Humidity 100% saturation during rainy season
Altitude 1776 m above mean sea level (For avoidance of doubt
it is clarified that the ambient temperature of 50 °C
may not happen at the altitude of 1776 m.)
Rainfall Very heavy in certain areas (up to 2500mm during
rainy season).
Flood Level
In the event of flooding at a height between Rail Level and
203 mm above Rail Level, the Train shall operate in full
compliance with these Specification and
24
Standards with the exception that it is permissible to
restrict the operation of the Train to a maximum of 8 km/h.
Atmospheric
conditions Extremely dusty and desert terrain in certain areas.
The dust concentration in air may reach a high value of 1.6
mg/m3. In most of iron ore and coal mine areas, the dust
concentration is very high affecting the filter and air
ventilation system.
Solar Radiation 1 kW/m2
Coastal area Humid and salt laden atmosphere with maximum pH
value of 8.5, sulphate of 7 mg per liter, maximum
concentration of chlorine 6 mg per liters and
maximum conductivity of 130 micro Siemens /cm
Vibration The vibration levels at some intermittent points on
the track may be higher than those specified by the relevant
IEC publication. All the equipment and their mounting
arrangement shall be designed to withstand vibrations and
shocks as specified in IEC
61373. The suspension system and the mounting
arrangements shall be so designed that the
equipment’s performance is not adversely affected due to
such high vibrations and shocks and shall withstand
satisfactorily in service as indicated below. The equipment
and their mounting arrangements shall withstand
satisfactorily the following
Max. Vertical acceleration 3.0 g
Max. Longitudinal acceleration 5.0 g Max.
Transverse acceleration 2.0 g (‘g’ being
acceleration due to gravity)
Wind speed Wind pressures as per IS 875
2.6 Station Platforms
Indian Railways has platforms of various heights indicated below:
(i) Other high level platforms having platform height in the range of 840mm –
760mm above Rail Level.
(ii) Low level platforms having platform height below 455mm up to Rail Level.
2.7 Signal and Telecommunication Installations Existing in IR & Requirements:
2.7.1 Signal System
2.7.1.1 Single/double distant colour light signaling system with relay / electronic interlocking is
currently employed on Indian Railway.
2.7.1.2 The tracks over which the Train shall work may be equipped with AF (Audio Frequency)/
25
DC track circuits and AC track circuits at 83.33 Hz and at higher frequencies. Similarly, other
devices like axle counters, block instruments, point machines, Audio Frequency Track
Circuits up to a maximum frequency of 20.7 kHz, AWS, Line side signals with or without
automatic colour light signaling systems with relay and/or electronic interlocking, Train
Protection and Warning System (TPWS)/ Train collision avoidance system, GSMR,
Telephone circuits, Digital Axle Counters (up to frequency of 250 kHz) may also be used. On
the communication network, control circuits and teleprinter circuits, VHF/UHF and
microwave circuits are used.
2.7.2 Telecommunication System
2.7.2.1 Telecommunication Cables Based Systems
2.7.2.1.1 Armored Optical Fibre Cable (as per IRS TC 552000) Rev.1 with Amendment No.2 using
monomode fibres in 1300 nm to 1550 nm band is laid along the track. Analog circuits are
worked by converting analog information into digital (by using Primary Digital Multiplexers)
and transmitting the information on OFC using STM1 (SDH hierarchy) OFC cable is used for
telecommunication networks.
2.7.2.1.2 Following important circuits are provided on the OFC:
• Various Control Circuits for Train Operation
• PRS UTS FOIS and Railnet circuits
• Inter Exchange connectivity/Extension of AutoTelephone to stations
• Axle Counters in certain sections for BPAC/IBH
• Hot line for Block between adjacent stations.
• Connectivity for data loggers
• Connectivity between Station/locations for carrying information for functioning of TMS
on Western Railway.
2.7.2.1.3 In certain sections, Composite RE cable (Aluminium Sheathed Main Telecom Cable) as per
IRS: TC 1475) which was laid along the track is still being used to carry circuits. RE cable
circuits are in voice band from 0.3 to 3.4 KHz RE cable is presently being also used in
addition to OFC in some of the sections on IR.
2.7.2.1.4 Underground Railway Jelly Filled Quad Cable (as per IRS: TC 3005 Amendment –
IV/RDSO/SPN/TC/72/2007 Rev.0. Amendment 1) laid along the track for providing circuits
Quad cable can be used in band from 0.3 to 150 KHz Quad cable is also available on IR.
Following important circuits are being operated on RE Quad/Cable:
• Emergency Control Circuits
• LC Gate Telephones
• Block Circuits
• BPAC (Block Proving by Axle Counter)
2.7.2.2 Radio Communication Based Systems
SYSTEM FREQUENCY RANGE REMARKS GSMR 876880 (uplink)
921925 (dnlink) Provided or being provided
in various sections on IR. VHFWalkieTalkie Set 136174MHz For DriverGuard
communication
26
Digital Microwave 71257425 MHz Few may be existing Locotrol/EOTT etc. 452458 MHz Future system Real Time Train
Information System
(a) Radio
Frequency
(b) GSM/CDMA
Frequency
2.4 GHz
850/900/1800/
1900/2100 MHz
Future system
Further, the Train shall not interfere with PA system or WiFi system (in license free band).
In addition various systems like IP based video surveillance system and various passenger
information systems are provided on station platforms. The Train shall not interfere with
them.
2.7.2.2.1 Driving Cab of Train should be equipped with Cab radio for operation in sections provided
with GSMR.
2.7.2.2.2 Electromagnetic compatibility of the entire Train equipment as well as track side
equipment including interlinking cables shall comply with latest version of European
standards EN 50121 for Railway Applications – Electromagnetic Compatibility, as
applicable and Train equipment shall also comply with EN 50238, Part1, 2 & 3 for
Railway Applications Compatibility between rolling stock & train detection system & IEC
62427 as applicable.
2.7.2.2.3 The permitted transient surges shall be as per relevant Clause of IEC 60571.
2.7.2.2.4 The functioning and performance of any existing signaling gears installed in the section
where Train is proposed to be operated shall not be affected. Necessary trials and ways
for verification for such noninterference shall be arranged by the Company.
2.7.3 Train Protection System
2.7.3.1 TPWS shall generally conform to latest approved Functional Requirement Specification &
System Requirement Specification for ETCS/ERTMS level1. It shall work on the principle of
target distance and target speed.
2.7.3.2 The TPWS specification RDSO/SPN/183/2012 Ver. 2.3 may be referred for guidelines.
2.7.3.3 The dimensions of the onboard equipment shall be finalised at design stage.
2.7.3.4 The Company shall coordinate with the OEM of TPWS for suitable arrangement/interface
for Brake interface arrangement and interface of track side equipment in signalling
arrangement.
27
Chapter 3
3 TECHNICAL REQUIREMENTS
3.1 Acceleration and Deceleration
The equipment shall be designed for the following operational parameters at payload as
per clause 2.2.1 of these Specifications and Standards with half worn wheels.
S.No. Parameter Values
1. Starting acceleration at full load (up to 50 kmph) 0.8 m/s2
2. Acceleration (residual) at maximum permissible speed 0.08 m/s2
3. Deceleration (from maximum speed to 50 kmph) 0.8 m/s2
4. Deceleration (from 50 kmph to 0 kmph) 1.0 m/s2
5. Emergency braking distance with payload as per clause
2.2.1 of these Specifications and Standards at 160 kmph 1100 m
3.2 Kinematic Envelopes
3.2.1 The Contractor shall develop and furnish a typical family of Kinematic Envelopes using
calculation methodology provided in UIC 505 to define the Cars behavior on the lines.
The configuration of the vehicle, length of element, distances between bogie pivots, face
profiles, swept envelope shall be adapted to the characteristic of the line, infrastructure
structural gauge and passing clearances.
3.2.2 The Kinematic envelope shall be calculated taking into account the permissible track
construction and wear tolerance. Cars shall provide the same kinematics performance in
either direction of travel.
3.2.3 The Contractor shall develop and furnish calculations showing lateral and vertical shifts due
to each factor separately and Kinematic Envelopes of the proposed Cars for both inflated
and deflated conditions of springs, taking into account all Car displacements resulting from
the simultaneous occurrence of all normal conditions specified and any one abnormal
condition specified below. Track curves and tolerance shall be taken into account.
3.2.4 Normal Conditions:
� All vehicle speeds up to design speed
� All vehicle loads between tare and crush load.
� Any degree of vehicle wheel wear between new and fully worn.
� Any degree of vehicle suspension, wear or adjustment from new to fully worn,
including all service tolerances and potential variations in setting.
� Maximum cant deficiency.
28
� Maximum cant excess.
� Vehicle lateral and rolling movements due to wind forces.
� Vehicle yaw and vertical movements.
� Track tolerances
3.2.5 Abnormal Conditions:
� Any combination of bogie air spring deflated ( for air spring) or broken spring (for
helical spring)
3.3 Redundancy Requirements
3.3.1 All important traction systems should have suitable redundancy so that In the event of
failure, the SPART shall be able to complete journey up to destination.
3.4 Jerk Limit
3.4.1 Under all normal operating conditions, the rate of change of coach acceleration or
deceleration shall be less than 0.7 m/s³. Failure of the jerk limiting system shall not limit
braking effort. Emergency brake applications and any associated ramp down of tractive
effort shall not be jerk limited. For all brake applications the commanded deceleration shall
be reached within 1 second.
3.5 Shock and Vibrations
Shocks and vibrations should be evaluated as per IEC 61373.
3.6 Noise Standards
Noise levels shall comply with COMMISSION REGULATION (EU) No 1304/2014 of 26
November 2014 on the technical specification for interoperability (TSI) relating to the
subsystem ‘rolling stock — noise’' for stationary noise, starting noise, passbynoise and
driver's cab interior noise. For interior noise in cars, equivalent sound level should be less
than 68 dB(A) as per EN ISO 3381:2011.
3.7 ElectroMagnetic Compatibility Requirements
3.7.1 All components on the SPART coaches shall be designed and constructed to fulfill the
requirements of EN 5012132.
3.7.2 The tender shall supply an EMC plan as part of the tender which describes how EMC will be
handled and proved throughout the project. This EMC plans shall contain at least following
subjects:
� Analysis of electromagnetic interference of vehicle equipment
� Analysis of electromagnetic interference between the vehicle and the lineside
equipment
� Proof of compatibility between the vehicle and lineside signalling equipment
(requirements must be defined in this specification)
� EMC test plan for compliance with EN 50121 on apparatus level and on train level
29
3.8 Route Performance Simulation
3.8.1 Contractor to provide Simulations for fully loaded consist, traveling the whole alignment from
to for reference. The simulated alignment must be based on the latest grade,
curvature, and speed limit data made available by IR. Simulation results, including fuel
consumption calculations, shall be submitted to IR for review (RDL 3.01). Track data file will be
provided by IR.
3.8.2 Operation in Maximum Gradient: The SPART shall be able to start from the rest in 1:37 up
gradient. It shall be able to remain at rest with brakes applied in DPC (one coach) only. The anti
rollback prevention shall work in this gradient to prevent rollback. The manufacturer shall
provide simulation results for the balancing speed in 1:37 upgradient and downgradient and
the EBD calculations for downgradient. Manufacturer shall also provide controllability
simulation results for maintaining balancing speed at downgradient. SPART shall be able to
stop in downgradient within safe distance.
3.9 Reliability, Availability and Maintainability
3.9.1 General
3.9.1.1 Reliability, Availability and Maintainability (RAM) requirements and goals shall be developed in
terms of Mean Distance Between Failures (MDBF), percentage Availability and Mean Time to
Repair (MTTR).
3.9.1.2 The Contractor shall submit Reliability, Availability and Maintainability Plan as per requirement
of EN 50126. The Contractor shall verify, after system design have been completed, that the
reliability, availability and maintainability requirement will be met.
3.9.2 Reliability
3.9.2.1 The reliability of the SPART DMU shall be (under the condition, that the maintenance is
performed in accordance with the maintenance manual) as an average over the fleet per
500000 km per unit:
a) 1 complete failure of a unit (unit should be towed to the workshop)
b) 5 failures of part of the traction system including propulsion, engine, transmission and
control, unit can finish the mission
c) 5 failures of the HVAC in one unit
d) 5 failures of a toilet in one unit (toilet must be taken out of service)
3.9.2.2 The Contractor shall demonstrate by quantitative methods achievement of the specified levels
of reliability for SPART and specific individual items of equipment.
3.9.2.3 An evolving reliability model consisting of reliability block diagrams and probability of success
equations shall be developed and submitted for acceptance.
3.9.2.4 Reliability apportionment and prediction analysis shall be in accordance with established
techniques or standards, which will be submitted for acceptance. The analysis shall provide
predictions for each major equipment and subsystem. The relevant apportionment and
prediction figures shall be part of the design submission documents for the individual
equipment, subsystem and system.
3.9.2.5 The contractor will submit MDBSF of major systems as listed below:
30
MDBSF of one Subsystem
MDBSF in km
Propulsion System
Friction Brakes
Auxiliary Electrical Systems and Controls
Door Actuators and Controls
HVAC System
Bogies
All other SubSystems aggregated
3.9.2.6 A reliability demonstration plan shall be developed by the Contractor for approval by IR
prior to the start of actual service. The plan shall record all vehicle failures during the
demonstration period and establish the numerical reliability values for each system. The
plan shall include methods of collecting failure data, analysis of failures, assignment of
failures to the appropriate system, corrective action processes, and similar processes. The
plan shall also identify the processes by which corrective actions are applied to systems
which fail to meet reliability goals.
3.9.3 Availability
The daily availability of the fleet of SPART DMU’s shall be better than 98 %, the average,
determined over one month shall be better than 99 %. The availability is calculated as
follows:
Availability (entire fleet in %): A = number of units in operation / total number of units *
100
Number of units in operation:
All units, with exception of the units which are taken out of service for the following
activities:
a) taking out of service for repairs (including transition time to workshop)
b) taking out of service to perform warranty (including transition time)
c) taking out of service for preventive maintenance of more than 2.5 hours working
time
d) taking out of service for reprofiling the wheels, inclusive of the transition time to the
respective workshop
Taking out of service is calculated at 0.5 days minimum.
Transition to a workshop has to be taken into account if the unit has to be specially
transferred. The transition time has to be globally considered with 0.5 days.
31
The respective work in the workshop starts within 1 day.
Service and maintenance requiring less than 2.5 hours are planned into the revenue service
and to not have to be considered in the availability calculation.
3.9.4 Maintainability
3.9.4.1 The Contractor shall submit a maintenance program detailing all schedules and activities
for the car's corrective and preventive maintenance. This plan shall be submitted to IR for
review. The plan shall outline each maintenance task, time schedules, recommended tools,
personnel, and skill levels required. These recommendations shall be based upon those of
the Contractor and of the equipment suppliers. Periodic updates shall be submitted as
required.
3.9.4.2 The following general rules are to be followed:
• All components shall be designed in order to achieve a running distance of > 300000
km or 6 years without special maintenance. No component shall require
maintenance below 50000 running kilometers or one year.
• Components and wearparts shall be installed easily accessible. Identical parts must
be interchangeable, similar parts, which are not interchangeable must be keyed, so
that they cannot be misplaced (e.g. printed circuit boards).
• Functional units shall be designed as easily exchangeable modules.
• The exterior design of the vehicle shall take into account the automatic cleaning in
the car washer.
• In the interior design the resistance of the material against graffiti and tampering
shall be considered.
• Easy fault monitoring and identification is of essence. An integrated stateoftheart
"health" monitoring and failure detection system, utilizing all available sensors on all
vital subsystems, shall be provided.
3.9.4.3 The Contractor shall submit the expected MTTR of key systems as listed below:
MTTR of one Subsystem MTTR (hours) Maintenance
Time (Hours) Mean time
Between
Repair
Propulsion System
Friction Brakes
Auxiliary Electrical Systems and
Controls
Door Actuators and Controls
HVAC System
Bogies
32
Car Body
Communication
All other SubSystems
aggregated
3.10 System Safety
3.10.1 General
3.10.1.1 The objectives of the system safety design shall be to ensure that no failure or deficiency
shall result in a catastrophic or critical accident and that a hazard control program (as part
as the system's operational procedures) will be maintained to ensure the optimum level of
safety for:
i. Staff and Occupant.
ii. IR personnel who are operating, maintaining or testing the vehicle.
iii. The vehicle, its equipment and supporting facilities.
iv. Wayside personnel, equipment and facilities.
3.10.1.2 The following accident categories shall be used in assessing hazard impacts on the system:
(i) Category I Catastrophic: May cause one or more fatalities and/or loss of major
portion of the system.
(ii) Category II Critical: May cause serious or multiple injuries and/or may require
immediate corrective action to prevent fatalities or major system loss.
(iii) Category III Marginal: May cause minor injury or system damage and/or may cause
lengthy service interruption.
(iv)Category IV Minor: Will not result in injury, system damage or lengthy service
interruption, but may require nonroutine repair service and/or operational
procedure.
The vehicle system shall be designed, so that a second order failure (i.e. two failures
superimposed) does not cause a category I or II hazard.
3.10.2 Hazard Analyses
The design of the vehicle, its subsystems and components shall be done according to
internationally accepted practices with regard to systems safety. The safety analysis shall
be performed by the Contractor on a regular basis, and shall be presented to IR at design
review meetings. The safety analysis shall specifically include:
a) Identifying by analytical techniques the sources of functional failures in vehicle
equipment, arrangements and operating controls which can result in catastrophic or
critical accidents. Particular attention shall be given to accidents involving:
• Collision or Derailment
• Fire/Explosion
• Electrocution
33
• Entrapment/Crushing
• Falls/Contusions
b) Demonstrating that sources of these functional failures are eliminated and/or,
c) Demonstrating how the consequences of these functional failures are controlled to
attain the program objectives.
Safety information and procedures shall be developed for inclusion in operations, training
and publications. These shall include, but not be limited to, normal and emergency
operations and the use of protective devices and emergency equipment by operating and
maintenance personnel. The emergency procedures shall be demonstrated as part of the
training program.
a) Preliminary Hazard Analysis
The Contractor shall perform a Preliminary Hazard Analysis for all Hazard Severity Category
I, II, and III hazards. The PHA is due within 90 days after NTP, in time for the Preliminary
Design Review.
The PHA shall be an initial assessment of hazards which identifies potential provisions to
control hazards. The PHA shall consist of a general description of the hazard; assessment of
potential causes and effects of the hazard, including an estimation of the hazard severity;
and a list of potential corrective actions that the Contractor, its suppliers, and other project
participants might take to eliminate or control the hazard.
b) Fault Tree Analysis (FTA)
The Contractor shall perform a Fault Tree Analysis for all Hazard Severity Category I and II
hazards. The initial FTA is due within 180 days after NTP.
The Contractor shall perform the FTA .The Contractor shall develop a fault tree for each
toplevel Category I and II hazard identified in the PHA, investigating all significant causes,
conditions, and mitigations related to the hazards.
The Contractor shall tabulate all bottomlevel events from the fault trees in a Basic Events
Table. The Basic Events Table will include:
• Event ID number
• Event description
• Event frequency
• Event responsibility
• Remarks, including crossreferences to FMECA and OHA items
• Action required
c) Failure Modes, Effects, and Criticality Analysis (FMECA)
The Contractor shall perform a FMECA for all equipment in all SPART systems. The initial
FMECAs are due within 180 days after NTP. The FMECAs will systematically analyze each
potential equipment failure mode of each equipment item, and for each failure mode,
determine the hazard severities, failure rate, failure effects, means of failure detection, and
failure management strategies. The Contractor shall update and review the FMECAs on a
periodic basis including in conjunction with the Final Design Review, to ensure that
34
necessary design modifications are made and that these do not introduce new safety
critical failure modes.
Critical hazardous events identified in the FMECAs will show as basic events in the fault
trees.
FMECA data shall be a key input to the maintenance manuals and training program.
The FMECAs shall provide:
� Identification of single failure points critical to proper SPART performance and
human safety
� A basis for selecting the location and coverage of performance monitoring and fault
sensing devices and other builtin automatic test equipment
� Design engineers with a method of selecting a design with a high probability of
operational success and safety
� Early visibility into potential SPART interface problems
� A list of possible failures which can be ranked according to their category of effect
and probability of occurrence
� Early criteria for test planning A tool which helps evaluate proposed design,
operational, or procedural changes and their impact on SPART performance or
safety.
3.10.3 Software for SafetyCritical or Vital Systems
The functional safety of the software for safetycritical and/or vital system shall comply
with SIL 4, according to IEC 61508:2010 “Functional safety of
electrical/electronic/programmable electronic safetyrelated systems”.
The aspects of the hardware safety integrity and the systematic safety integrity have to be
taken into account.
3.10.4 Vehicle Safety Provisions
3.10.4.1 Markings and Emergency Signage
All interior and exterior markings, decals and labels shall conform to the following:
� The Contractor shall clearly and permanently label (no decals) or tag each air line, hose,
and valve; each electrical jumper, breaker, and receptacle; each electrical box, locker,
and panel; each equipment box, locker, and compartment; and each item inside each
box, locker, panel, and compartment. The labels shall be made from stainless steel.
Labels and tags shall be applied proximate to the item when the label or tag is not part
of the item assembly and the item is subject to replacement during unscheduled or
scheduled maintenance. Labels and tags shall be affixed with mechanical fasteners.
� Decals for the various system functions and instructions shall be applied where
applicable. All decals shall be edge sealed.
� Permanent metal "Danger XXX Volts" tags to warn of voltages above battery voltage
and other warning tags shall conform to ISO3864. Selfadhering tags shall not be
utilized. Metal tags and their fasteners exposed to electrical equipment shall be covered
with insulating paint.
� Embossed or intaglio metal tags shall be provided to identify all electrical and
35
mechanical (including valves) components. Plastic, selfadhering tags shall not be
utilized.
� Interior "No Smoking", "Emergency Exit" and "Caution" signs, and other permanent
directional or advisory signs for passengers and/or crew members, shall be as directed
by the Engineer.
� Signage and locators showing the location of emergency exits and instructions on their
operation shall be provided in each car
3.10.5 Safety Measures
3.10.5.1 All exterior components including under slung equipments shall be attached with use of
secondary restraints, redundant fixings or secondary latches as appropriate to ensure that
no single point failure shall cause equipment to either physically detach or protrude out of
gauge.
3.10.5.2 Standard protective systems shall be provided, in accordance with the Good Industry
Practice, for protection of the electrical equipment against abnormal currents, excessive
voltages, etc., with indicating facilities, so as to ensure safe and correct operations. All
equipment shall be adequately earthed, insulated, screened or enclosed and provided with
essential interlocks and keys as may be appropriate to ensure the protection of the
equipment and safety of those concerned with its operation and maintenance.
A sensitive and reliable protection arrangement against earth fault shall be provided in
each circuit group.
Relevant provisions stipulated in Indian Electricity Rule 1956 (or latest) shall strictly be
followed in the interest of safety of passengers/staff as well as for equipment/instruments
provided in the SPART coaches.
3.11 Fire Safety
3.11.1 General requirements
i. The equipment shall be designed to minimize the risk of any fire.
ii. The cars shall be designed and constructed in accordance with EN 455454 .
iii. Materials used in the manufacture of equipment shall be selected to reduce the heat
load, rate of heat release, propensity to ignite, rate of flame spread, smoke emission
and toxicity of combustion gases.
iv. Fire testing shall not be required on materials used for internal fittings with a total
combined mass of less than 100 g. The mass of materials is combined if they are
located within a cubic space whose sides measure 200 mm.
v. Each selfpropelled unit must have at least two extinguishers for each driving cab, at
least one of which must be inside the cab, and the other must never be in the engine
room. Furthermore, no extinguishers shall be located more than 15 m away from
any occupant or crew member.
vi. The general design criteria for rolling stock, such as partitions, capacity for passing
through very long tunnels and systems for evacuation, extinguishing and alarms,
36
must comply UIC leaflets 642 and 5642.
vii. All safety features in design, construction and materials used shall conform to the
best safety standards and shall in particular prevent fires in SPART in accordance
with Good Industry Practice.
3.11.2 Fire Safety Plan
The contractor shall draw up a fire safety plan covering the following points:
A. Prevention:
i. Fire performance of components and materials.
ii. Onboard fire detection systems.
iii. General design measures of rolling stock.
iv. Supervision and diagnosis concepts.
B. Mitigation:
i. Means of communication in the rolling stock (between occupants, crew and
cab).
ii. Additional measures for improving running capacity.
iii. Passenger alarm system.
iv. Firewalls in rolling stock, partitions and cavities.
v. Emergency lighting system in rolling stock.
vi. Shutting down forced ventilation in rolling stock.
vii. Extinguishing systems.
C. Evacuation and rescue:
i. Emergency exits for passengers.
This plan may be submitted for approval to IR.
3.12 Operational Safety
3.12.1 Spin Slide Control
A system shall be provided to detect and correct wheel spin and slide on each car whether
random or synchronous on an individual bogie basis, both in acceleration and braking.
Vehicle speed shall be calculated based on all axle speeds in a vehicle.
3.12.2 Sanding
Sanding shall be applied automatically during correction of major spins and slides. Sanding
shall be cancelled at nomotion or if the spin/slide condition is corrected.
3.12.3 NoMotion Detection
A system to detect zero speed shall be provided to be used in conjunction with the door
control system for the purpose of preventing the opening of train doors while the train is in
motion. The system shall follow fail safe principles and detect vehicle speed down to at
least 2.5 kmph.
3.12.4 Roll Back Prevention
The roll back prevention shall avoid unintended rollback motions on a gradient. If the
37
commanded start up torque is too low, the torque shall be increase by the controls,
overriding the command value, to prevent a roll back condition.
3.12.5 Roll Back Protection
The propulsion and braking systems shall prevent the vehicle from rolling in a direction
opposite to that selected by the reverser at any point of the alignment. When moving the
Master Controller to a coast position from motoring, the vehicle shall detect and prevent
rollback by applying friction brakes upon detection of reverse motion. In either
configuration, a fully loaded vehicle shall not roll backwards at speeds > 1.5 kmph or more
than 5 m on any specified grade.
3.12.6 Overspeed Protection
Vehicles shall be prevented from exceeding a maximum track speed. The speedometer in
the active cab shall give visual and audible warning to the operator if the overspeed limit is
reached. If the operator does not reduce speed within a fixed amount of time, consist
tractive effort shall be cut and a penalty brake automatically applied. Overspeed setting
shall be limited by hardware or software keys/passwords.
3.12.7 Speed indicating and recording equipment
3.12.8 The speed indicatingcumrecording equipment shall be provided in each driving cab of
SPART. The speed indicatingcumrecording equipment with electrical/electronic type shall
be used. The equipment shall also incorporate the feature of indicating and recording
kilometers traveled by the SPART.
3.12.9 Event recorder
The event recorder shall monitor and record various events so that data is available for
analysis to assist in determining the cause of accident, incident or operating irregularities.
The equipment shall be designed in such a way so as to provide an intelligence based
recording of the following suggested parameters against the time axis (time interval shall
be decided by recorder itself whenever there is a change in the respective parameter).
Maintenance related data to be stored and downloaded in the depot, while data for
accident investigations be stored for last 30 minutes in loop form. Suggested minimum
data for storage is given below.
The following parameters shall be recorded:
� Speed in kmph;
� engine RPM;
� Traction alternator voltage and current;
� tractive/braking effort;
� battery voltage;
� brake pipe pressure;
� status of main circuit breaker i.e., open/close;
� mode of operation i.e., traction mode/braking mode;
� direction of travel i.e., forward/reverse with respect to activated cab;
� head light status on/off;
� flasher light status on/off;
38
� horn status on/off;
� status of penalty brake application;
� wiper on/off; and
� any other parameter considered necessary.
� The event recorder shall be designed to:
� Permit rapid extraction and analysis of data for the purpose of monitoring driver or
SPART system ;
� assist retrieval of data after an incident or accident; and
� mitigate the effects on recorded data of foreseeable impact or derailment.
3.13 Required Document List (RDL)
Following Submittals are required:
RDL Description
301 Route Performance Simulation Report
302 RAM Plan
303 Hazard Analysis Report, Fault Tree Analysis Report, FMECA Report
39
CHAPTER 4
4 CAR BODY
4.1 General
4.1.1 Each car body of the trainset shall consist of the roof, the side frames, the underframe, and
the end frames. The underframe shall consist of two end underframes, two side sills, body
bolsters, and floor beams. Center or intermediate sills may be used in the underframe if
necessary.
4.1.2 The carbody structure shall meet the crashworthiness, dynamic, and static strength
requirements stated in this Section.
4.1.3 The cars shall have a suitable gangway connecting to the adjoining coaches excluding the
driving cab. The gangways shall be completely weather and draught proof. The floor plate
in the intercoach gangway shall be maintained as nearly as possible at the same height as
the rest of the coach floor. The height difference shall be kept to a minimum, and shall not
exceed 20 mm during stationary condition or while on run. Height changes shall be suitably
ramped so as not to cause inconvenience to occupants.
4.1.4 The design of the car exterior shall generally be aesthetically pleasing, and shall minimize
the buildup of dirt. Any surface preparation and wall thickness of roof, sides and end
panels shall be without bulges or depressions and shall also not deform during service
according to conditions specified herein.
4.2 Arrangement
4.2.1 The carbody structure shall be designed and manufactured to provide for the mounting
and functioning of all the elements/features defined in this Specification, including:
� Occupant seating and related convenience features
� Doors, passageways, windows, and emergency exits
� Mechanical elements such as bogies, brakes and HVAC
� Electrical elements such as lighting, communications, and control lines
� CEM features as defined in this specification
� Medical facilities, such as OT in Medical Van
� All ancillary equipment
4.2.2 Apparatus requiring frequent inspection or attention, including any element of the CEM
system that requires periodic inspection to confirm serviceable condition, shall be readily
accessible and replaceable. The frequency of required service shall govern the degree of
accessibility. Apparatus requiring attention frequently, or in emergencies, shall be
accessible from the side of the car or from the inside of the car unless specifically approved
by the IR. All other underfloor apparatus shall be arranged to provide ready access from
maintenance pits and/or from the side of the car. Large apparatus shall be capable of ready
replacement by forklift bogie from the side of the car, or by overhead crane through
appropriately sized roof access panels.
40
4.2.3 The general arrangement of car shells, layout/mounting of the subcomponents, and
equipment access setups shall be approved by IR during the mockup and design review
process.
4.3 Physical Requirements
4.3.1 The carbody structure shall be designed to prevent water or dust ingress when operating
at any permissible speed under all weather conditions consistent with the worst case
climatic data as specified in this specification.
4.3.2 The carbody shall be designed to be watertight for a service life of at least 36 years,
without maintenance. Housings for externally mounted equipment shall be completely
watertight when covers are in place, excluding battery boxes which are ventilated. Drain
holes shall be provided to prevent the accumulation of water.
4.3.3 The carbody shall be designed for ease of accident repair, including replacement of CEM
components. The Contractor shall review these and other aspects of the carbody design
with the IR during the design review process.
4.4 Carbody Materials
4.4.1 Materials used in carbody construction shall be in accordance with the appropriate
Standards and the requirements of this Specification. The carbody shall be constructed of
Austenitic stainless steel/ Aluminium. Acceptable steel grades are 1.4301, 1.4310, 1.4318
or 1.4372 as defined in EN 100881:2014. Where dissimilar materials are used, measures
shall be provided to mitigate corrosion in the body due to electrolytic action.
4.4.2 All welding and fastening shall conform to the requirements of this specification. Other
alternate materials and fabrication techniques providing equivalent strength and
performance goals may be proposed by the Contractor for IR approval.
4.4.3 The Contractor shall submit for IR approval the types of materials and their respective
locations to be used in the components of the carbody.
4.4.4 The method used by the Contractor to prevent corrosion from the inside surfaces of closed
structural sections (i.e. inside of tubular sections) shall be identified at the design review.
At a minimum, each such element shall include a drain hole.
4.4.5 There shall be no corrosion that reduces the load carrying ability below the design strength
requirements for the design life of the vehicle. This can be met by material selection,
coating or corrosion allowance and shall be submitted for review and approval at the
design review.
4.5 Car Body Design
4.5.1 General
4.5.1.1 The coach body shall be lightweight and corrosion resistant. The coach body shall conform
to ‘EN 12663– Railway applications – Structural requirements of railway vehicle bodies’ or
any other standard as applicable to trainsets of an intercity rail transport system with end
sill compression load of 1500 kN (PII vehicle ).
41
4.5.1.2 The design of the coach body shall be such as to ensure that under fully loaded condition
the maximum vertical deflection of the structure shall be less than 1/1000 the distance
between two bolster.
4.5.1.2 The coach body shall be of an integral design, where body and under frame (chassis) shall
be integrated so that the body structure contributes to strength of under frame and the
unit as a whole behaves as a rigid tube in its ability to withstand loads. The body ends of
the coach shall incorporate an antitelescopic feature.
4.5.1.3 Verification of welds and Dimension checks shall be used for verification of construction of
car body. Verification of welds on the car body shall be done as per standard EN 150855
(visual inspection and inspection using nondestructive testing methods).
4.5.2 Underframe
4.5.2.1 The underframe ends shall be designed to distribute coupler as well as buffing loads
evenly into the car structure. Vertical collision posts shall be installed on both ends for
maximum protection of the passengers, staff and the operators. Attention shall be given to
the crashworthiness of the design.
4.5.2.2 Buffers shall be provided at both ends of the vehicle to carry horizontal loads, e.g. from
impact with stationary or moving objects.Side Buffers shall be provided at the leading and
trailing end of Driving Cum Supervisor Van and Driving cum Tool Van. These buffers shall
be designed with energy absorbing elements and shall be easily replaceable. These buffers
shall be mounted on the same height as on the existing vehicles and shall feature anti
climbing functions.
4.5.3 Sides
4.5.3.1 The car sides shall be designed to be fully integrated in the carbody structure and utilised
as load carrying elements.
4.5.3.2 Door and window corners shall be designed to avoid fatigue cracks in these areas.
4.5.3.3 Skirts shall extend the sidewalls below the underframe. These skirts can be removable
metal or fibreglass panels or can be designed as equipment covers. In addition to the
improvement of the car aesthetics, these skirts protect the underframe mounted
equipment and reduce the exterior noise level of the vehicle.
4.5.4 Roof
4.5.4.1 The roof shall be adequately stiffened in order to carry the respective equipment (if any).
The roof shall be able to carry two men with their equipment without permanent
deformation. Antislip coverage shall be provided on top and insulation on inside.
4.5.4.2 Waterdeflecting gutters shall be installed on the roof along the entire side of the car, and
over the cab windows and body end doors. The gutter shall discharge at each side of each
side doorway, clear of the doorway, adjacent windows, indicator lights, loop steps, and
handholds.
4.5.5 Cab-end structure
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4.5.5.1 The cabend structure shall meet the requirements for crashworthiness. Adequately
dimensioned collision posts shall avoid the shearingoff of the front portion of the carbody
structure.
4.5.5.2 A cattle guard (obstacle deflector/ pilot ) shall be provided under the cab end of eachvehicle.
The cattle guard shall resist at speed of 160 kmph, a static load of 300 kN at centre line and
also a static load of 250 kN applied at the 750mm lateral distance from centre line (as per
requirement of EN 15227). A stress analysis of the pilot shall be submitted for approval [RDL
402].
4.5.5.3 Nonload carrying fibreglass /composites/metallic carends may be provided. The
connection of the fibreglass / composite/metallic part to the carbody structure shall be
durable and water tight.
4.5.6 Jacking and Hoisting:
4.5.6.1 The carbody structure shall be designed so that jacks or cradles may be used for lifting the
car at the jacking pads. Eight / four jacking pads per car shall be installed on the side sill in
approved locations, to prevent damage to the carbody structure when lifting a car. The
bottom of all jack pads shall have a nonskid surface to provide frictional resistance against
incidental horizontal loading between the jack pad and jack head.
4.5.6.2 There shall be no permanent deformation when the car is symmetrically jacked from any
combination of pads with the car in empty condition with the bogies attached. The empty
carbody, with bogies attached, shall be capable of being lifted on the outboard most
diagonally opposite jack pads without resultant permanent deformation on any element of
the carbody structure. Lifting lugs capable of being used to right an overturned vehicle
shall be provided.
4.5.7 Design CalculationStress Analysis:
4.5.7.1 A stress analysis shall be performed showing compliance with the structural requirements
of EN12663/ UIC 566 standards.The analysis shall be submitted for approval prior to the
start of construction [RDL 401]. Finite Element Analysis (FEA) software shall be utilized as
the main analysis tool. The stress analysis shall also show compliance with the jacking and
hoisting requirements.
4.5.7.2 Critical connections which cannot be adequately analyzed shall be prototyped and tested
to demonstrate compliance with the requirements of the design and the Specification
4.5.7.3 The stress analysis shall show the calculated stresses, allowable stresses, and margins of
safety for all elements for all specified loading conditions. The stress analysis shall include
calculations of stresses in joints, joint elements, and other important elements.
4.5.7.4 Approval of the stress analysis shall be a prerequisite for approval of the structural test
procedures and structural drawings required by this Specification, and shall be used as an
aid in determining strain gage locations for use during the tests.
4.5.8 Natural Frequency (Modal Analysis)
4.5.8.1 Sufficient decoupling between the carbody and bogie shall be attained to prevent carbody
43
excitation in the vertical direction at its natural frequency due to the bogie’s natural pitch
frequency input.
4.5.8.2 The natural modes of vibration of the vehicle body should be separated sufficiently,
or otherwise decoupled, from the suspension frequencies, so as to avoid the
occurrence of undesirable responses and to achieve an acceptable ride quality.
4.5.9 Fatigue Strength
4.5.9.1 Fatigue strength of Car body should be demonstrated as per EN 12663.The carbody shall
be designed to permit operation under nominally expected operational loads in the three
orthogonal directions and about the torsional axis, for the design life of the car without
fatigue cracks/issues.
4.5.9.2 Fatigue critical joints and members shall be identified using an appropriate analytical
method such as finite element analysis (or alternate method to be approved by IR). The
key load cases from a fatigue consideration are:
• Vertical loads from car weight and passenger loads
• Load input at the carbody/bogie interface due to vehicletrack interaction
• Load input at the coupler interface due to traction and braking
4.5.10 Crashworthiness
4.5.10.1 Crashworthy features of carbody must be compliant with the standard EN 15227.
4.5.10.2 The structure and its supplemental energy absorption devices shall be designed to
minimize accelerations transmitted to passengers by absorbing collision energy, whilst not
permitting one vehicle to override another nor to telescope one into another.
4.5.10.3 At high energy levels it shall ensure that collision energy is absorbed by progressive
deformation of the vehicle end structure, thereby protecting the passengers and passenger
area in the coach. There shall be least deformation between the body bolsters.
4.5.10.4 Of particular concern is the cab front structure, which is required to protect the driver and
vital control and communications equipment in the event of impact with an obstruction
after a collision.
4.6 Car Interiors
4.6.1 Interior Linings and Finishes
4.6.1.1 The interior of the vehicle shall be pleasing in appearance, and shall be free of sharp
corners or edges to reduce the possibility of injury in either normal operation or collision.
The car interior shall be resistant against tampering.
4.6.1.2 The Contractor shall coordinate the overall appearance of the SPART in consultation with IR.
4.6.1.3 The approval of car interior shall be based on a mockup or similar existing vehicles as well
as on the drawings, artist’s views and material samples.
44
4.6.1.4 Materials used in the car interior design must meet the following requirements:
• long life
• no deterioration due to normal use (passengers, cleaning materials etc.)
• no discoloration due to light impact (ultraviolet radiation)
• noncombustible or selfextinguishing and producing a minimum of toxic fumes,
meeting the relative requirements
• nonsplintering
4.6.1.5 The installation of the interior linings and fixtures shall be by:
• quick disconnects (tamperproof), where accessibility to components or equipment
is necessary
• squarekey type locks for maintenance access panels
• minimum number of screws
• visible screws only where unavoidable
4.6.1.6 With regard to fittings and attaching hardware (nuts and bolts) only noncorroding
materials are acceptable. The use of selftapping screws shall not be acceptable. Careful
attention shall be paid to possible injury of occupants or staff members, in either normal
operation or collision, by the deletion of sharp corners or edges.
4.6.1.7 If shadow gaps are going to be used in the connection and installation of the interior
linings care has to be taken to equalize their width and to make sure, that these gaps
remain parallel.
4.6.1.8 The Contractor shall optimize the interior of the Supervisor Van from the point of view of
the acoustics by adding acoustically soft materials to reduce reverberation.
4.6.1.9 Sufficient storage area / cupboards for the personal belongings of the staff shall be
provided.
4.6.1.10 If equipment boxes have to be placed into the saloon area, they shall be integrated into
the aesthetic design. They shall be constructed in order to avoid any potential hazard to
occupants and shall allow leaning against them.
4.6.2 Side linings
4.6.2.1 The interior of the car sides as well as the front and the rear shall be covered with
laminated plastic linings having an integrally coloured melamine facing. As alternative
moulded fibreglass reinforced plastic linings, thermally formed plastic linings or melamine
faced aluminium panels may be proposed.
4.6.2.2 They shall be applied and fastened in a manner to permit ready removal for maintenance.
Appropriate methods to avoid squeaking shall be utilised.
Parts of the interior lining, covering apparatus like door operators, shall be hinged and held
in place by tamperproof quickrelease fasteners.
45
4.6.3 Roller blinds
4.6.3.1 Roller sun blinds shall be provided on each window in the SSV and the MV. The roller
blinds shall preferably be integrated (with easy maintenance access) into the side wall
lining above the windows. They shall be designed in a way to allow stopping and holding
the roller blind in every position.
4.6.4 Ceiling
4.6.4.1 The ceiling of the cars shall be of laminated plastic sheets with melamine facing, fibreglass
panels or melamine faced aluminium sheets. It shall be integrated with the interior
lighting, the loudspeakers of the public address (PA) system (if provided) as well as the
diffusers of the aircomfort system. The ceiling panels shall be applied and fastened in a
manner to permit ready removal for maintenance.
4.6.5 Partitions
4.6.5.1 Partitions shall be covered with laminated plastic linings having an integrally coloured
melamine facing. As alternative moulded fibreglass reinforced plastic linings, thermally
formed plastic linings or melamine faced aluminium panels may be proposed.
They shall be applied and fastened in a manner to permit ready removal for maintenance.
Appropriate methods to avoid squeaking shall be utilised.
4.6.6 Stanchions and Windscreens
4.6.6.1 An adequate number of vertical stanchions grab handles and handrails shall be provided.
The decision on the final arrangement will be taken based on the mockup or based on actual
vehicle designs.
4.6.6.2 The material, used for the stanchions and brackets shall be resistant to mechanical
damage, scratch proof and easy to clean.
4.6.6.3 The attachment of stanchions, windscreens and any associated handholds shall be
mounted to the carbody so as to resist all the forces which may be applied to them by
passengers, and to prevent squeaks and rattles; they must also be easily removable.
Attachment shall be by means of approved fittings and shall allow flexibility for latter
modifications such as seating rearrangements or installation of additional stanchions. The
mounting of the stanchions and handholds to the seats shall be by an integral design
(support is part of the seatback).
4.7 Car Floor
4.7.1.1 The nonskid floor structure shall be designed to minimise the life cycle cost of the floor
over 35 years.
4.7.1.2 The floor, and its mounting structure, shall be designed to withstand any loads that may be
applied over 35 years in normal operation of SPART.
4.7.1.3 The floor structure shall provide a high resistance barrier to fire and to noise
generated beneath the vehicle. At all door openings, the floor shall make a weathertight
connection. No opening in the subfloor is permitted.
46
4.7.1.4 The floor covering shall be waterproofed and sealed, resistant to staining, and shall be
easily cleaned using conventional floor cleaning methods and media.
4.7.1.5 The floor design shall allow the floor covering to be removed without damage to the floor
substructure.
4.7.1.6 The subfloor shall be insulated for antidrumming and noise suppression.
4.7.1.7 The floor covering shall be according to UIC Leaflet 5672 OR par.2.16 and shall be of a high
performance, resilient, rubber material resistant to damage and wear, and shall be
securely bonded to the floor with a thermosetting adhesive recommended by the floor
covering manufacture. Joints shall be watertight and minimized. Floor covering designs and
materials shall be provided for IR approval [RDL 403].
4.8 InterCar Gangways
4.8.1.1 The gangways, when coupled shall be completely weatherproof and draught proof.
4.8.1.2 The gap between the station platform edge and the exterior of the intercar gangway shall
be minimized.
4.8.1.3 All intercar gangway structures shall be totally interchangeable with one another.
4.8.1.4 To protect the interior of the vehicles when stabled as units, (i.e. not as a complete
trainset), from rainy weather, temporary gangway end covers shall be provided. The
covers shall be sufficiently robust to provide good protection, but sufficiently light
weight to permit fitting and removal by one person. The covers shall be lockable in
position to withstand high wind conditions.
4.8.1.5 The headroom in the intercar gangway area shall be at least 1900mm, and the clear
width through at least 1400mm.
4.8.1.6 The floor through the intercar gangway shall be maintained as nearly as possible at the
same height as the rest of the car floor. The height difference shall be kept to a minimum,
and at no point shall it exceed 20mm difference from the remainder of the floor. Height
changes shall be ramped so as not to cause inconvenience to passengers.
4.8.1.7 Sealing of the gangway shall eliminate leakage of water into the car area.
4.8.1.8 The elements of the gangway shall give a service life of fifteen years excepting
those susceptible to deterioration, such as gangway flexible elements, which shall give a
service life of 7.5 years.
4.8.1.9 Gangway Strength
a) The gangway floor shall be designed to meet the same strength requirements as the
rest of the car floor.
b) The gangway shall withstand without permanent deformation the following loads:
� A differential pressure between inside and outside of the gangway of 2.5kN/m2.
� A concentrated perpendicular load, acting from within the gangway, of 1000N
47
applied over an area of 0.1m 2
anywhere on the surface of the side walls
c) The gangway shall be provided with sufficient thermal and acoustic insulation.
4.9 Racks and Boxes for Storage
4.9.1 For the purpose of storing medical equipment, drugs, consumables tools and other
miscellaneous items following types of storage arrangement are required:
i. 2Tier/ 3tier Racks
ii. Enclosure with sliding door and rack
iii. Cupboards
iv. Locker
v. Underslung multipurpose box
Layout of storage arrangement to be submitted for approval [RDL 405]
4.10 Lavatories
4.10.1 Lavatory shall be provided along with all other standard fittings such as mirrors,
washbasins, toilet paper holder, liquid soap dispensers and litter bin. The toilets shall be
designed in such a way as to permit the wheel chair users to use them conveniently.
Lavatory engaged / free indication light shall be provided inside the coach at convenient
location.
4.10.2 The Coaches shall be provided with modular lavatory module including all passenger
amenities and shall be no direct discharge on the track.
4.10.3 Roof mounted or under slung water tanks of not less than 455 litres capacity per lavatory
shall be provided. The tank shall be mounted so as to be readily removable for repairs. Side
filling arrangement only shall be provided for filling water.
4.10.4 Natural/forced air ventilation shall be provided at convenient location in lavatory module to
remove the foul smell.
4.11 Special Requirements
4.11.1 Medical Van
4.11.1.1 The medical facilities shall include, among other things, an operation room and a ward.
The interior lining in the Medical Van shall comply with the respective hygienic
requirements. The floor shall be coated with antibacterial, washable and nonslip materials.
4.11.1.2 A separate fresh water supply with a capacity of atleast 500 liters shall be installed for the
medical facilities. This water supply must comply with the hygienic requirements.
4.11.1.3 The Medical Van shall be designed pressuretight, during transit and during the rescue
mission on site a constant overpressure of 0.1 bars shall be maintained within the patient
and examination section and the operating theater. The air conditioning system shall be
equipped with the necessary control system; airintake HEPA filters shall be installed in
order to guarantee a hospital type clean and sterile environment.
48
4.11.1.4 For operation theatre room:
� The floor mat marking the surgical site should be a uniform colour and with a
contrast color to make it easy to see particles and spills on the floor (danger of
slipping or contamination).
� The lighting in the OR should fulfill the requirements of cleanroom luminaires in
protection class IP65. These luminaires have a high efficiency rating and will help to
prevent glare on monitors used in the OR. In addition, no dust, pollen, bacteria or
viruses in the air are collected in or on lights. The surgical lights have a light
intensity of up to 100 000 lux.
� The side walls should be painted or laminated with color that can withstand
repetitive wet cleaning and spot disinfection. The painted surface may not form
pits / orange peel, in order to minimize the surface area for bacterial growth. The
floor covering should extend at least 300mm up on the wall and should cover bases
under cabinets. This way of installation of the floor covering protects damages
from the low wheeled carts on the vulnerable floor coverings in the operating
room, disinfection room etc.
4.11.1.5 Medical Van will include one lavatory with universal WC (accessible for wheel chair user).
4.11.2 Tool Van
4.11.2.1 The entrance to the main compartment shall be via a wide tool van door with a free
opening of approx. 3000 mm, in order to get enough space to manage equipment.
4.11.2.2 A suitable mechanical arrangement shall be proposed for fast loading or unloading of
heavy equipment.
4.11.2.3 Sufficient heavy duty equipment cabinets shall be located within the tool van. The
equipment cabinets shall be equipped with the necessary receptacles for a safe storage of
the respective equipment.
4.11.2.4 The Tool van coach should be divided into these following compartments:
� Storage for fuel and lubricants combined with electrical cubicle.
� Cubicle for rescue equipment, cubicle for hydraulic hoses.
� Storage room for ladders, hydraulic rescue tools, rerailing bridge, ropes, tents, etc.
Vestibule combined with storage for rescue equipment.
� Capacity generator room. Generator set sufficiently dimensioned to supply the
auxiliary power for the entire SPART unit
� Driver´s cab including driver´s desk, driver´s seat and electrical cubicle.
4.11.3 Supervisor Van
4.11.3.1 The Supervisor Van features, in addition to the facilities for the transport and the
accommodation of the staff during transit and during the rescue mission, the following:
� Kitchen for the preparation of the meals for 200 persons
� Cabinets for the personal belongings of the staff
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� Office with the necessary equipment (such as telecommunication, computers,
printers) for the supervisor
� Auxiliary generator room with a power generator set, sufficiently dimensioned to
supply the auxiliary power for the entire SPART unit
4.11.4 The Kitchen provided in supervisory van shall have provision of cooking and serving food to
at least 200 persons. Flooring in kitchen area will be provided with 3 mm stainless steel
chequered plate or with 3 mm aluminum chequered plate laid over PVC sheet on the floor.
The Kitchen shall have the following minimum amenities:
� 3 burners for cooking
� Electrical power points for induction plate and microwave
� Refrigerator of minimum 400 litres capacity
� Dish washing Machine
� Water cooler with provision of additional tap outside the coach body for drinking.
� Water purifying equipment like Aqua Guard
� Hot box to store cooked food
� Exhaust fan
� Stool for cooks
� Vegetable cutting space
� Roti Tawa with small burners below
� Electrical power points for emergency cooking
� Water tank(s) with minimum 1000 litres capacity
� The electrical power required for the kitchen equipment shall be taken from
Auxiliary DA set.
4.12 Required Document List (RDL)
Following submittals are required:
RDL Description
401 Analysis Report for Static strength, Modal Analysis, Fatigue Strength and
Crashworthiness
402 Cattle Guard (Pilot) stress analysis
403 Floor covering samples
404 Interior material data sheets
405 Layout of Storage arrangement
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CHAPTER 5
5 COUPLER AND DRAFT GEAR
5.1 General
5.1.1 The cars shall be provided with automatic tight lock centre buffer couplers with transition
coupling and semi permanent couplers. The automatic coupler shall in conjunction with
draft gear automatically permit mechanical, electrical and pneumatic coupling.
5.2 Mechanical Coupler
5.2.1 Between noncab ends semipermanent couplers is to be used and at both cab ends AAR
'H' type tight lock coupler fitted with transition screw coupling and side buffers are to be
provided. Also pneumatic coupling compatible with locos to be provided at the cab ends.
Uncoupling device and supporting arrangement should be provided at both cab ends with
AARH type tight lock couplers.
5.2.2 Coupler system would allow the coupler to “push back” during a medium to high speed
collision. The pushback coupler/draft gear system shall also have energy absorbing
elements that engage during such a collision. Couplers should have anti climbing feature
and suitable for crashworthiness requirements in reference to EN15227.
5.2.3 The elastomeric draft gear elements shall be capable of withstanding loads, in both draft
and buff directions. Draw and buffing gear provided between vehicles shall resist locking.
Draw and buffing gear systems shall resist over riding and relative rotation to keep vehicles
upright.
5.2.4 The Contractor shall prepare and submit for review and approval calculations and/or
supporting test data which demonstrate the tensile, buff, lateral, vertical load, and draft
gear energy absorption capability of the coupler system [RDL 501].
5.2.5 The CBC shall, in conjunction with the draftgear automatically effect mechanical coupling
in straight lines, curves and also (with some limitations) in transition between straight lines
and a curve. It shall permit separation of cars manually from the track.
5.2.6 The CBC and draftgear shall be capable of gathering, engaging and coupling units on all
track conditions detailed in this specification. Under these track conditions, coupling shall
be achieved with the most adverse mismatch of car heights, caused by wheel wear,
passenger loading, air spring deflection, and service tolerances.
5.2.7 Semi Permanent coupler shall be equipped with a selfcentering device to prevent the
coupler from swinging transversely when uncoupled. The couplers shall care for all
suspension conditions and dynamic movements encountered during operation, including
complete suspension failure
5.2.8 The couplers shall be easily replaceable in the event of becoming damaged and shall not
impede the anticlimbing feature in the event of a collision.
5.2.9 The couplers shall provide jerk free operation and incorporate longitudinal resilience
sufficient to absorb shock loads during the transmission of traction and braking forces. The
longitudinal stiffness characteristic of all couplers shall be identical.
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5.2.10 Required type test for couplers and draft gear to be conducted as per the latest
international standards with the test plan being submitted for approval of IR.
5.2.11 The Contractor shall prepare and submit for review and approval drawings of all coupler
system assemblies and components [RDL 502].
5.3 Electrical
5.3.1 Couplers shall have an electric coupler portion for capable of making all necessary low
voltage electrical connections between adjacent cars to permit normal control of all cars in
a train. Circuit requirements shall be determined by the Contractor. Minimum trainline
controls shall include propulsion commands, cartocar communications, and door
controls.
5.3.2 The electric coupler shall be supported and mechanically aligned by the mechanical
coupler, using hardened pins and bushings, or other approved means. The electric coupler
shall be designed to ensure positive contact under all conditions and to withstand all shock
and vibration loads imparted to it by the mechanical coupler in normal revenue service.
5.4 Pneumatic
5.4.1 The coupler shall be capable of making all necessary connections for trainlining the main
reservoirs and the control pressure (brake pipe) if applicable.
5.4.2 To prevent debris from entering the pneumatic trainlines, a tappet valve shall be provided
in the face of the coupler for each pneumatic trainline. The tappet valve shall
automatically open upon mechanical coupling and automatically close upon mechanical
uncoupling.
5.5 Required Document List (RDL)
Following submittals are required:
RDL Description
501 Calculations and/or supporting test data which demonstrate the tensile, buff,
lateral, vertical load, and draft gear energy absorption capability of the coupler
system
502 Coupler system design with Drawings of all coupler system assemblies and
components
52
CHAPTER 6
6 BOGIES AND WHEELS
6.1 General
6.1.1 The rolling assemblies shall be based on 2 axle bogies and there shall be two bogies per
car. Bogie weight shall be kept to a minimum consistent with the strength, performance,
and maintenance accessibility requirements of Design Criteria.
6.1.2 The bogies shall be of proven design and shall provide the required riding comfort, as set
out in this Standards and Specifications. The suspension shall give a low transmissibility of
vibration to the bogie and the coach body and shall minimise impact, vibration and noise to
support safe, comfortable and stable riding at all speeds as described in the performance
section. Suspension characteristics shall be selected so as to avoid resonance.
6.1.3 Primary and secondary suspensions shall be designed to be compatible with vehicle
weight, track characteristics, ride quality requirements, and level boarding requirements.
Power car bogies shall be specifically designed to accommodate the specified propulsion
equipment, with a strong history of commuter rail service.
6.1.4 Bogies shall be suitable for operation at speeds up to 160 kmph, over the entire range of
wheel wear. Bogies shall be designed to operate under the environmental and operating
conditions identified in this Standard and Specification. Bogie design shall prevent
“hunting” of the bogie at all speeds, while at the same time allowing the cars to negotiate
the curves specified in this Specification without causing excessive flange or rail wear.
6.1.5 The bogies shall be designed to accommodate the friction brake equipment.
6.2 General Design Features
6.2.1 The bogie shall meet the requirements of EN 15827 or UIC 6150 for powered bogie and
UIC 5150 for nonpowered bogie. The powered bogies and the nonpowered bogies shall
be based on the same concepts and utilize a maximum of identical components (such as
axle box and primary suspension, secondary suspension). Similar type of bogies must be
interchangeable without any adjustment
6.2.2 Car shall have bogies of fabricated or cast design suitable for taking brake gear, motor
suspension unit, 2stage suspension etc. and capable of withstanding the maximum static
and dynamic load conditions as per UIC / EN standards. Maximum permissible axle load
shall be 17t and shall be designed for commercial speed of 160 kmph.
6.2.3 Design of the bogie shall be maintenance friendly and permit easy access to running gear
and brake gear in the case of motor bogie as well as trailer bogies. Bogies shall have
provision for jacking the assemblies safely, jacking pads shall be provided for use during
maintenance and rerailing. Jacking pads shall have an antislip finish. Lifting eyes shall also
be provided to permit bogie assemblies to be lifted once removed from beneath the car.
Appropriate means shall be provided to prevent primary or secondary suspension
53
elements from overextending during jacking or lifting actions. Bogie assemblies shall be
easily removable from the car body for maintenance.
6.2.4 The bogies shall be designed in such a way that, when fitted to the body frames for which
they were intended, the vehicles thus formed satisfy Braking and load gauge requirements.
6.2.5 The bogies shall be designed to enable the vehicles to which they are fitted to run at the
maximum speed indicated, while fulfilling the stipulated safety and ride quality conditions.
6.2.6 Bogie Mounted Equipment
a. Equipment mounted on bogie frame shall withstand without permanent deformation
the loads associated with the following accelerations acting on the mass of the item of
equipment:
i. Vertically 10g
ii. Transversally 3g iii.
Longitudinally 5g
b. Equipment mounted on bogie frame shall have a fatigue life of not less than 107
cycles
under loads associated with the following accelerations acting on the mass of the item
of equipment:
i. Vertically ± 5.0g
ii. Transversally ± 1.5g
iii. Longitudinally ± 0.2g
c. Equipment mounted on the axle box shall withstand without permanent deformation
the loads associated with the following accelerations acting on the mass of the item of
equipment:
i. Vertically 25g
ii. Transversally 5g
iii. Longitudinally 5g
d. Equipment mounted on the axle box shall have a fatigue life of not less than 107
cycles
under the loads associated with the following accelerations acting on the mass of the
item of equipment:
i. Vertically ± 10.0g
ii. Transversally ± 3.0g
iii. Longitudinally ± 0.5g
The acceleration level specified in paragraphs (a) & (b) above will be reviewed by the IR,
based upon International Standards or Norms followed by reputed railways.
6.2.7 The bogie shall be compatible with the track parameters specified in clause 2.4 of this
Standard and Specifications. The bogie shall be capable of safe operation keeping the
damping values positive, at all permitted combinations of track condition, vehicle speed,
equivalent conicity, coefficient of friction, operating conditions, maintenance condition,
and loading. The suspension system shall prevent excessive forces transmitted by wheels
leading to track damage/derailment and/or unloading of wheels leading to risk of
derailment. The axle yaw stiffness and the rotational resistance of the complete bogie shall
54
be such that lateral flange forces generated when negotiating the track alignments shall
not cause excessive rail wear and flange wear, but shall be sufficient to obviate bogie and
wheel set hunting.
6.3 Bogie Frame
6.3.1 The bogie frames shall be of a serviceproven, weldfabricated steel, cast steel, or cast
weld steel design. The frame shall be of copper bearing steel plates of approved quality.
Any alternative, steel equivalent to Copper bearing steel with chemical composition and
better mechanical properties as regards to strength and corrosion resistance may be used
by the supplier only with prior approval
6.3.2 The structural design of the bogie frame shall conform to EN 13749:2005 –‘Railway
applications – method of specifying structural requirements of bogie frame’ or UIC 615 4
Motive Power Units – Bogie and running gear – Bogie frame structural strength test’ for
powered bogie and UIC 5154 ‘Passenger rolling stock – Trailer bogies Running gear –
bogie frame structural strength test for nonpowered bogie.
6.3.3 Verification of welds on the bogie chassis shall be done as per standard EN 150855 (visual
inspection and inspection using nondestructive testing methods). Critical areas of all welds
shall be magneticparticle inspected as per ISO 17638, radio graphically inspected as per
ISO 17636 and ultrasonically inspected as per ISO 17640.
6.4 Connection Between Wheel Sets And Bogie Frames
6.4.1 Connection between wheel sets and bogie frames shall be in line with EN 13749 Railway
applications – Wheelsets and bogies – Method of specifying the structural requirements of
bogie frames..
6.5 Connection Between Car Body And Bogie Frames
6.5.1 Mechanical safety connections shall be provided between the coach body and bogie to
meet design load transfer requirements. A positive means shall be provided such that the
bogie can be raised with the coach body when the coach is lifted.
6.5.2 Connection between car body and bogie frames shall be in line with with EN 13749 Railway
applications – Wheelsets and bogies – Method of specifying the structural requirements of
bogie frames.The car body centre pivot shall be capable of permitting the full range of
bogie movements without excessive restraint.
6.5.3 Traction linkage(s) shall be provided, and located such that the ride characteristics of the
vehicle are devoid of any pronounced fore and aft pitching motion
6.5.4 The car body to bogie connection shall withstand the following loads without permanent
deformation:
� A vertical load of 0.75 times the fully loaded weight of the car body (existing bogies).
� A lateral load of half fully loaded body weight subjected to an acceleration of ±1.1g.
� A longitudinal load equivalent to the bogie mass subjected to an acceleration of
±3.0g.
6.5.5 Bogie and car body connection shall be designed to minimize the transmission of noise and
vibration.
55
6.6 Suspension
Each bogie will have primary and secondary suspensions. Suspension components shall
have characteristics optimized to perform with the track geometry as defined in this
technical specification and shall achieve the ride quality identified in this specification
without causing undue rail, wheel, or car component wear.
6.6.1 Primary Suspension
6.6.1.1 Primary suspension shall be metal bonded conical rubber spring.
6.6.1.2 The primary suspension may consist of elastomeric elements designed for a minimum
functional service life of eight years. The primary suspension shall be capable for sustaining
track perturbations under given vertical and lateral load conditions up to a maximum
frequency of 12.0 Hz.
6.6.1.3 The resonance frequencies of the primary suspension system shall not cause resonant
vibration with carbody, or bogie components.
6.6.1.4 Rubber springs, if used, shall have a minimum amount of "creep". Elastomeric springs shall
be subject to an approved program of preloading or exercising at assembly of the bogie to
compensate for the deflection caused by initial "creep" of the elastomer. Provision shall be
made in the bogie design to compensate for "creep" and keep the bogie properly levelled
and trammeled.
6.6.2 Secondary Suspension
6.6.2.1 The bogie bolster shall support the carbody by a secondary suspension system consisting
of air springs designed to also resist the lateral forces to be expected in rail service. The
springs shall be augmented by elastomeric stops to support the car body in the event of
failure. Safe operation of the vehicle shall be assured at all speeds when any or all springs
are inoperative. Air springs shall be capable of easy replacement and maintenance.
6.6.2.2 Secondary suspension (including the emergency springs) shall ensure a constant height of
the carbody relative to the top of the rail. The secondary air suspension should offer
maximum running qualities and safety even if a component fails.
It must be possible to adjust the suspension height in a simple manner. Two airbellows
shall be used in one bogie; they shall be in accordance with EN 13597. A four point air
spring control system shall be used i.e. 04 levelling valves with 04 numbers air spring in
one car, in accordance with EN 14817 shall be used in order to minimize the air
consumption. The supply of the airsuspension shall be directly from the main supply pipe
through air reservoir of suitable capacity. In case of Air Spring failure FIBA (Failure
indication cum brake application device) should operate. SPART should be capable of
running at 110 kmph in deflated mode of air spring.
6.6.2.3 The anti roll bar mechanism can be incorporated to prevent excessive rolling of car body in
accordance with EN 15049. The value of roll coefficient shall meet UIC 515/4 and 615/4
requirements.
6.6.2.4 The powered bogies shall be of similar performance as EN 13104:2009 – ‘Railway
applications – Wheel sets and bogies – Powered axle design method’ or UIC 615 4 Motive
56
Power Units – Bogie and running gear – Bogie frame structural strength test’
6.6.2.5 The non powered bogies shall be of similar performance as EN 13103:2009– ‘railway
applications – wheel sets and bogies – nonpowered axle design method’ or UIC 5154
‘Passenger rolling stock – Trailer bogies Running gear – bogie frame structural strength
test’.
6.6.3 Damping
6.6.3.1 Lateral and vertical motion of the bogies and carbody shall be damped by the use of shock
absorbers and/or air orifices (if air suspension is used).
6.6.3.2 Sufficient vertical damping shall be provided between the bogie frame and the carbody to
comply with the ride quality standards defined this specification. It is preferred that
hydraulic shock absorbers be used, but other solutions can be used with approval.
6.6.3.3 A hydraulic shock absorber shall be mounted between the bogie bolster and the carbody
to damp lateral movement and ensure that specified ride quality is attained. This shock
absorber shall not prevent the carbody from centering on the bogie after a lateral
movement. The mountings for the shock absorber shall be sufficiently resilient to provide
sound and vibration isolation between the bogie and the carbody
6.7 Wheels, Axles and Roller Bearings
6.7.1 The wheel and axle shall be designed as per EN 13979 specification for the service condition
covered in this specification. These shall be manufactured as per EN 13262 specification. If the
manufacturer supplies the wheels complying with specification other than these, then the
details need to be submitted.
6.7.2 The non –powered axle shall be designed as per AnnexB of EN 13103 for use on trailer car
and powered axle shall be as per AnnexB of EN 13104 specification for use on powered car
for the service condition covered in this specification. These axles shall be manufactured as
per EN 13261 specification. If the manufacturer supplies the axles complying with
specification other than these then the details need to be submitted
6.7.3 Wheel and axles dimensions shall meet the requirements of Indian Railways Schedule of
Dimensions, 1676 mm gauge.
6.7.4 Wheel set bearings shall be able to withstand and cater to service condition covered in this
specification and shall confirm to EN 12080 or UIC 5151 and UIC 5155. The wheel set
bearing must provide the following performance:
� Interval for additional lubrication, inspection and operating safety not be less than
1.2 million kilometre.
� Service life shall not be less than 3.0 million kilometer when computed as per
method given in ISO Standard ISO 281/1.
6.7.5 To protect rails and wheels against excessive wear, particularly on curves, selfpropelled
units must be fitted with wheelflange lubrication, at least on the front axle. Following
lubrication, the contact area between the bearing surface and the rail must not be
contaminated. Lubrication must comply with the specification EN 12081
57
6.7.6 Assembled axle boxes shall comply with specification EN 12082.The axleboxes shall be
electrically insulated as well as possible; earthling contacts with resistors connected in
parallel as per UIC 522 shall be provided for the return current.
6.8 Design Validation
6.8.1 Approval of Design Data
6.8.1.1 The Contractor shall submit the design data and calculations for approval for all bogie
components not limited to the bogie frame, wheel/axle sets, bearings, and the primary and
secondary suspension systems. The data shall include a general description of system,
operation, drawings and layouts with components clearly identified. The type test reports
of critical components and assemblies shall be submitted.
6.8.2 Stress Analysis Requirements
6.8.2.1 A structural finite element analysis of the proposed bogie design, including bogie frame,
radius rods and their attachments, shall be submitted for review. This shall include data on
stresses under static and dynamic conditions. Allowable stress values including, endurance
limit data for base material and connections shall be clearly identified for the material
proposed. The stress analysis shall demonstrate that the bogie frame members and
structural connections comply with the requirements of specifications and shall be
submitted for approval before bogie production commences.
6.8.2.2 The basis for determining maximum load variation will be a per the standard EN 13749
which defines the load assumptions and shall include forces resulting from passenger load,
track shocks, tractive effort, friction brakes, and any possible combination of these forces
when operating under all possible conditions of track.
6.8.2.3 The stress analysis shall show the calculated stresses, allowable stresses, and margins of
safety for all elements for all specified loading conditions. The stress analysis shall be
carried out on finite element analysis (FEA) software such as NASTRAN, ANSYS, ABAQUS, or
approved equivalent, supplemented as necessary by manual or computerized calculations.
6.8.2.4 The Contractor shall submit and receive approval of its finite element model prior to
performing the FEA parts. The element grid, all assumptions, and all input data, such as
loads, section properties, boundary conditions and material properties, shall be included as
part of the preliminary submittal and again as part of the complete analysis.
6.8.2.5 The analysis shall also include at least the following:
� A structural diagram (layout) of the bogie frame and bolster showing all member
locations and shapes, and indicating the material and thickness of each. The
methods of joining shall be completely defined.
� Diagrams displaying external loads applied to the bogie frame and bolster.
� A summary of the results of calculations of stresses in all members. The locations
where calculated stress levels equal or exceed 85% of the allowable stress criteria
shall be shown in a separate table along with the design or operating conditions
(loads) which cause them.
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� Calculated stresses shall be supported, where available, by the results of actual tests
of bogies of identical design.
� An analysis of all critical connections of the bogie frame and bolster major structural
elements under all specified loading conditions.
� A tabulation of the Contractor's selection of allowable bogie frame and bolster static
and fatigue stresses and assumed applied fatigue stress ranges for the bogie frame
and bolster members which are fatigue critical. Allowable shall be substantiated by
the Contractor's test data or by citing published sources.
� Critical welds shall be as identified by the bogie manufacturer and shall include, at a
minimum, all welds or portions of welds which, based on the results of the stress
analysis and/or bogie tests, are expected to be critical in fatigue.
For those portions of the proposed design which are based on a serviceproven bogie, the
Contractor may, with IR approval, provide data from previous tests, historical data from
operations, or stress analysis, as required above, to satisfy the corresponding portion of
these requirements.
The information derived from the analysis shall be used to determine strain gauge
locations and other criteria for the bogie tests. The analysis shall be updated as the vehicle
design proceeds.
6.8.2.6 The bogie structural test results shall be compared with the corresponding stress analysis
results. The information shall be tabulated and submitted as a part of the bogie structural
test report. The tables shall compare strains measured from the tests and the FEA results.
The test procedure tables shall include the strain gauge number, FEA element number,
location and predicted strain values from principal stress output from FEA. The procedure
shall also include plots of the FE mesh with all strain gauge locations and dimensions. In
the event that the test values and the FEA values do not agree within 15%, a detailed
explanation of the reasons for the excessive variance shall be included in the test report.
6.8.3 Prototype Bogie Frame Stress and Fatigue Testing and Inspection:
6.8.3.1 Prototype Bogie frame shall be used for the bogie fatigue load tests and shall be performed
as per EN 13749 or UIC5154 and 6154. Fatigue test shall be witnessed by IR official. After
the test this frame shall not be used in any case and shall be discarded or destroyed. The
mechanical strength of the bogie frame shall comply with the requirements of UIC 6154,
UIC 5154 for static test under exceptional loads and fatigue tests. The dynamic effects due
to the inertia of the motors and transmission shall also be simulated along with traction
and braking forces.
6.8.4 Dynamic Modeling and Vehicle Dynamic Simulation
6.8.4.1 The Contractor shall submit a detailed dynamic model to demonstrate the running
behavior and performance characteristics of the proposed service proven bogie design.
6.8.4.2 It is mandatory for the supplier to conduct vehicle dynamic simulations on the coach bogie
in following domain of analysis and submit the results in the form of a report to the
engineer, before finalizing optimized suspension design of coach bogie.
59
� Frequency domain analysis for evaluating critical speeds.
� Time domain analysis –for evaluating riding quality and safety against derailment
on given BG mainline track up to maximum test speed (10% higher than operating
speed) as per UIC norms.
6.8.4.3 The simulation results shall exhibit satisfactory riding and stability performance up to
maximum test speed. The vehicle dynamics software package used for conducting
simulation studies should be specified in the report.
6.8.4.4 The natural frequencies of vehicle suspension in bouncing, pitching and rolling mode under
tare and gross load condition as obtained by simulation / calculation along with damping
factor is to be furnished by the supplier
6.8.4.5 Derailment Quotient (Y/Q) shall be demonstrated to be less than 1.0 under the most
adverse conditions through calculations/simulations where Y & Q are the instantaneous
lateral force on the wheel flange and the instantaneous vertical load on that wheel tread
respectively under the most adverse conditions.
6.8.4.6 The bogie suspension, in conjunction with the car body, shall be designed to enable cars to
operate satisfactorily on track with the maximum specified track twist. The maximum off
load of wheels shall not exceed 50% of nominal wheel loads in inflated up to maximum
permissible speeds and shall not exceed 50 % of nominal wheel in deflated conditions up
to maximum permissible speeds during on track ( Oscillation Trial) tests.
6.8.4.7 The bogie rotational resistance (X factor) test under inflated and deflated air spring
conditions would be carried out at the manufacturer's works under tare conditions, at
rotational speed of 0.8 degrees/second. Analysis of track twist performance shall also be
done for the leading wheel set using the wheel unloading factor ΔQ/Qo. The procedure
shall be as detailed in EN14363.The rotational resistance shall neither cause excessive
flange wear nor cause any possibility of flange climbing but shall be adequate to avoid
bogie hunting on straight track. The Contractor shall show by analysis that no flange
climbing occurs on any curve and moving at all possible speeds.
6.8.4.8 The Dynamic Analysis, to evaluate the running behaviour of the cars with the proposed
bogie design, shall be carried out by means of theoretical calculations applying multibody
simulation techniques. The following parameters, at a minimum, shall be evaluated /
analysed and submitted.
i. Natural frequency of the suspension
ii. Stability of the car
iii. ΔQ/Q for the track twist
iv. Bogie rotational resistance (X – factor )
v. Wheel wear index at the tread and flange
vi. Derailment quotient Y/Q
vii. Car body accelerations
viii. Curving capability and any tendency to hunt
ix. Ride index lateral and vertical
6.8.4.9 The Supplier shall submit a proposal covering the scope of the analysis and the model for
60
review by IR.
6.8.4.10 The axles yaw stiffness and the rotational resistance of the complete bogie shall be such
that the lateral flange forces generated when negotiating the track alignments for the
route specified are not so high as to lead to excessive rail wear and wheel flange wear, but
shall be sufficient to obviate bogie or wheel hunting.
6.8.4.11 For IR network, RDSO has a Standing criteria committee, which deliberates over the criteria
to be met by Rolling Stock, and other issues related to performance of vehicles on rails
with respect to Ride Quality and / or stability. Assessment of Stability/Riding of Rolling
stock are provided in this report: "3rd Report of the Standing Criteria
Committee"(Annexure C). Ride Index shall be taken as " Sperling Ride Index", calculated in
time domain and shall not be greater than 3.5.
6.9 Required Document List (RDL) Following submittals are required:
RDL Description
601 Bogie Design Detail
602 Bogie Stress Analysis
603 Bogie Dynamic Simulation/Calculations
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CHAPTER 7 7 DRIVING CAB
7.1 General
7.1.1 A cab shall be provided at each end of the SPART trainset with provision for adequate
forward visibility. The cab shall be adequately insulated against noise, vibration and heat
and ingress of water and dust. Driving cabs shall be adequately reinforced and connected
with the main under frame at the cab ends. The cab shall be ergonomically designed for
convenience and to minimize fatigue of the driver. The visibility diagram shall be in
accordance with UIC 651.
7.1.2 For the design of the driver’s cab, the requirements of UIC leaflet 651 “Design of driver’s
cabs for locomotives, motor coaches, multiple units and driving trailers” have to be
complied with. There will be two seats in driver's compartment. Furthermore the
ergonomic requirements stated in UICdata sheets 6175, 6176, 6252 und 6255 have to
be taken into account. Cab shall be fully functional in either the partialwidth or fullwidth
configuration. Alternative cab configurations may be proposed if the basic functionality of
the Operator’s cab is preserved with a lockable door between the Operator’s cab and the
occupant space.
7.1.3 The cab shall contain all controls and apparatus necessary for operating the train.
7.1.4 Two seats shall be provided in each driver's compartment, one for the driver behind the
controls, and the other for the guard behind the other glazed window. The cab shall have a
fixed side window as well. All controls and panels shall be sufficiently compact to enable
the driver freedom to move about the cab with minimal restriction. The Driver's control
area panels, switches, and displays shall be organized in a logical and ergonomic manner
7.1.5 There shall be provision of air conditioning including cooling, heating and ventilation
arrangement in the cab space. The air conditioning and heating system shall maintain
temperature as per UIC 651, during summers, by compressor cut in/ cut out and between
2325 °C, during winters and humidity between 40% 60%. In addition, provision of two cab
fans shall also be made. Temperature and humidity indicators shall also be provided in the
cab.
7.1.6 All windows, rearview mirror (if feasible) and door glasses shall be of shatterproof type
laminated glass, set in sun and heat resisting synthetic rubber sections. Electric or electro
pneumatic or pneumatic windscreen wipers with washers shall be provided on the lookout
windows with foolproof drive arrangement and emergency manual control. Rolling blinds
and sun visors shall be provided on the windscreens. The front look out glass shall be
plastic laminated.
7.1.7 The layout of the driving cab and the driving position shall be ergonomically sound,
enabling the driver in the interest of safety, to concentrate his attention outside of the cab
to observe line side signals and instructions as applicable. The driver shall be able to
undertake this task in both seated as well as standing position. A suitable adjustable seat
shall be provided for the driver. All necessary controls and instrumentation shall be
presented in a manner that shall aid the correct reflex action from the driver in both
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normal and emergency situations. The driving position shall be on the leftside of the
driving cab and the brake handles shall be located on the lefthand side of the driver in the
running direction. The relative positions of cab equipment shall be similar to those
available on existing SPART. The Car Builder shall submit drawings of the cab identifying all
controls and ergonomic considerations for review and approval by IR [RDL 901].
7.1.8 Access to the cab shall be from either side of the cab by means of sliding or inward opening
doors having minimum height of 1900 mm and minimum width of 650 mm. The door
leading to occupant area from cab shall open into the passenger area. The cab access doors
shall be provided with lock and key. The position of hand holds provided for cab entry shall
be so as to enable the climbing into the cab from ballast level.
7.1.9 Hinged grill for prevention of damage to the front glass panel of the windscreen shall be
provided.
7.1.10 The interior of the cabs shall present a clean, pleasing appearance and shall be free of
sharp edges and protrusions.
7.1.11 Primary console features shall be positioned to be accessible and functional from the
driver’s seated position with all primary operating controls and displays mounted within
the Driver’s console desk. Normal operation shall not require awkward or unnatural
positioning, extension, or excessive movement by the Driver. Secondary controls, switches,
and features, not used for train operation, shall be placed on panels more remote but
accessible to the Driver. Electrical and control enclosures shall be designed to preclude the
intrusion of water and dust. The cab must be designed and constructed such that it can be
cleaned regularly without damage to electronic equipment. To the extent possible,
indicator lights shall be grouped together in a panel with a single pushtotest button. The
use of quick disconnects shall be maximized to facilitate removal and replacement of
components.
7.1.12 Any pneumatic component mounted in the cab or cab area shall vent outside of cab or
passenger compartment.
7.1.13 Details of the design and arrangement of the cabs shall be submitted to IR for review and
approval. Both soft and hard mockups of the cab layout shall be provided by the
Contractor
7.2 Driver’s Seat
7.2.1 A heavy duty, upholstered, adjustable Operator’s seat shall be installed in the Operator’s
cab. The seat shall be fastened to the cab floor in a manner approved by IR. The seat shall
be designed to provide satisfactory comfort, proper access to all operating apparatus, and
good visibility.
7.2.2 The armrests, cushioned back panels seat cushions, upholstery materials, and any other
combustible materials used in the operator’s seat shall meet the requirements of fire
safety laid down in this specification.
7.2.3 The cab seat shall be designed and tested to demonstrate compliance with the static load
tests, dynamic load tests, cushion durability tests, and life cycle tests as defined in UIC 566
or APTA STD SSC&S01198
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7.3 Dead Man Handle
There should be provision of Dead Man’s handle which is an emergency safety device fitted
in the handle of a master controller which when released, automatically cuts off the supply
of electrical energy to the traction motors and applies brakes.
7.4 Horns
7.4.1 Dual tone (low tone and high tone) pneumatic horns without rubber parts shall be
provided facing outwards at each driving cab. The horn, operable from the driver’s console
shall be provided, located at the front end of the cab, facing forwards. It shall be in
accordance with the requirements of EN 151532 or latest international standards. Details
of the loudness, tone and pitch shall be subject to review by IR
7.5 Miscellaneous Cab Items
7.5.1 In addition to above, each driving cab shall be provided with the following:
a) Two cabinets in the rear and locker for toolbox;
b) Two fire extinguisher;
c) One LED based rechargeable torch with socket and charger;
d) Space / room for installation of wireless set and automatic train protection/auxiliary
warning system/ train protection warning system equipment;
e) Suitable trays with clamps for working time table, caution orders, walkietalkie etc;
f) Suitable LED based lighting in cab. Lighting on the driver’s console shall not be less
than 60 lux measured at the console. The cab shall be provided with ceiling lights
designed to provide 200 lux at 1 meter above floor level. There shall also be
provision that during running of the SPART only driver desk, timetable and caution
order area shall be illuminated without causing any hindrance to the visibility of
drivers. Interior ceiling cab lights shall operate by means of a switch mounted on
each control console.
g) SPART train indicator (head code) shall be provided on the driving coach face. The
head code box shall be behind the lookout glass and flushed with the driver cab
interior. The indicator shall have IP65 protection.
h) Red and white classification/buffer lights, mounted at approximately deck level at
both ends of unit. White light is for lead position and red light is for trail position. A
3position selection switch shall be provided to select either color or OFF.
i) Driving Cab underframe cable theft prevention feature. A lightweight sheet steel
shield and grill to cover the traction motor cables along the underframe shall be
provided.
j) Fans ; Two cooling fans shall be provided within the cab
k) A tool storage compartment. The compartment shall be approximately 9” by 15” by
6” deep to contain a customer supplied hammer and spanner.
7.6 Driver Vigilance Device
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7.6.1 A microprocessor controlled modern vigilance device of proven design having an interface
with several driver's controls such as throttle, electric brakes and horns, etc., shall be
provided. Details of all safety devices shall be furnished. Vigilance device should also have
interface with pneumatic brake in addition to electric brake. It shall be possible to delete
the vigilance device, if not required, through a different version of software.
7.6.2 The train shall have a vigilance device compliant with UIC leaflet 641 and Section
4.3.2.6 of UIC leaflet 651.
7.7 Cab Ergonomics
7.7.1 The ergonomics of the driving cab (cab layout, accesses, internal lighting, field of vision,
hearing, internal cab noise) must be compliant with UIC leaflet 643 (Section 1), UIC leaflet
651, Sections 5 and 7 of standard EN 13272 for internal cab lighting. The methods for
measuring lighting inside the cab are set out in Section 6 of standard EN 13272
7.7.2 Interior armrests and water bag hooks shall be provided on both sides of the cab interior
below or on the side sash.
7.8 Visibility and Protection of Cab Staff
7.8.1 Driving cabs must comply with the staffsafety requirements of UIC leaflet 651.For
conventional selfpropelled units, driving cabs must meet the visibility requirements of UIC
leaflet 651.
7.8.2 Drivingcab windscreens must comply with the requirements of standard EN 15152.
Demisting shall be by an appropriate electrical heating.
7.8.3 The doors to the electrical control cabinet in the cab shall have provisions for padlocks. The
access door for the circuit breaker panel is not lockable.
7.8.4 Lugs shall be provided around the front windows (4 lugs per window) the outside of the
cab to allow for customer fitment of front window grills.
7.9 Inscriptions and Signs
7.9.1 The inscriptions and signs in driving cabs must comply with UIC leaflet 640 (Sections 3, 4
and 5). Inscriptions and signs must be in English/Hindi/Regional Language and magnitudes
shall be expressed using the decimal metric system.
7.10 Cab Side Windows
7.10.1 A cab side window shall be provided on both sides of the drivers cab. It can be a window in
the carbody structure, a window in the cab entrance door or both alternatives. If both
windows are provided per side only one of them shall feature the opening function.
7.10.2 The side windows shall be located and dimensioned such that they allow communication
with the personnel on the platform and unrestricted observation of the train when
opened.
7.10.3 Opening and closing of the side windows must be possible with one hand. Locks must be
unlocked and locked automatically by opening and closing the window. Operation forces
for opening and closing of the side windows must not exceed 80 N in any case even after
prolonged operation and shall be at most 50 N in average. It shall be possible to latch the
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side windows in open position (continuous or with several steps).
7.10.4 The door windows shall be designed as sash windows und they shall be dimensioned for an
operation frequency typical in commuter traffic.
7.11 Cab Console
7.11.1 General
7.11.1.1 Driver's console shall be provided in each Driver’s cab. The console shall include switches,
indicators, card/key reader, the communications control panel, the reverser, the Master
Controller, an alerter control acknowledge switch, and audible and visual warning
indicators.
7.11.1.2 The arrangement of controlling devices and displays on the driver’s desk has to be divided
into areas of different importance and functionality according to UIC 651.
7.11.1.3 The console may be of a light color compatible with the rest of the interior color scheme.
The console display panel shall be shaded against direct sunlight. The console shall be
ergonomically compatible with Indian adults from the 5thpercentile female to the 95th
percentile male. All operating controls shall be placed within the normal reach of the
Driver in the seated position.
7.11.1.4 The cab console shall be illuminated for day and night operation without causing
reflections on the windshield.
7.11.1.5 All controls and indicators located in the Driver's cab shall be arranged in a logical and
orderly manner.
7.11.1.6 The Contractor shall submit renderings of at least three unique designs of cab console
layouts. Details of the design and arrangement of the console shall be incorporated into
the cab mockup and shall be approved by IR per the mockup requirements [RDL 0903].
7.11.1.7 A writing surface and clip for retaining papers on the writing surface shall be provided on
each control console.
7.11.1.8 All driving cabs must have at least the following equipment:
i. Control, traction and braking elements (including emergency button).
ii. Measuring devices (pressure gauges, speedometers, voltmeters, etc.).
iii. Display devices for vehicle parameters and diagnosis.
iv. Control and command devices (at least radio telephony, driver vigilance device,
door control and as applicable ASFA, ERTMS/ ETCS, LZB, etc.).
7.11.2 Speed indicator
Speed indicating and recording equipment of 0 240 km/h range, shall consist of an axle
box mounted optoelectronic speed sensor, one junction box and one recorder cum
indicator unit with micro controller containing FLASH EEPROM internal memory for
calculating and recording the journey data. A portable FLASH memory card shall be used
for external memory.
7.11.3 Gauges
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7.11.3.1 Adequate control equipment including gauges, instruments and cab safety devices shall be
provided for safe and satisfactory operation of the Power car and the Driving trailer car. All
gauges shall be of proven and reliable design. Graduations of all gauges shall be in metric
units. Following gauges shall be provided in the cab:
i. Local engine starting switch/push button
ii. Battery charging/discharging ammeter
iii. Local engine stop switch/push button
iv. RPM meter
v. Diesel engine lube oil pressure gauge.
vi. Cooling water temperature gauge (Electronic).
vii. Fuel oil pressure gauge.
viii. Traction motor load Ammeter.
ix. Air brake gauges.
x. Battery charge and discharge ammeter.
xi. Water level indicator (Electronic)
xii. Speed indicator cum recorder.
7.11.3.2 The following audiovisual signals or reference panel lights shall be provided in the cab for
single and multiple operations of the Power cars:
i. Low lubricating oil pressure.
ii. Radiator water temperature too high.
iii. Cranking contactor welding indication
iv. Traction control supply ON
v. Rectifier fuse failure
vi. Rectifier cooling fan failure
vii. Aux. alternator failure
viii. Motor overload failure
ix. Motor earth fault
x. Parking brake applied xi.
Drive function released xii.
Common annunciation xiii.
Train parting indication
xiv. Multiple operation status
7.11.3.3 The following safety devices, inter alia, shall be provided:
i. Water temperature too high Transmission cutoff and engine will return to idle.
ii. Low water in radiator Power to transmission cutoff and engine shut down.
iii. Low lube oil pressure Power to transmission cutoff and engine shut down
iv. Engine speed too high (Over speed trip) Power to transmission cutoff and
engine to shut down.
v. Adequate protection of an approved design shall be provided against electrical
overloads and grounding.
7.11.3.4 The following minimum operating controls for multiple unit operation of all Power cars
from any cab of Power or Driving trailing unit shall be provided:
i. Notch control
ii. Brakes
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iii. Forward and reverse movement control
7.11.3.5 Safety interlock shall be provided to prevent Power cars in multiple operations from being
moved when all the Power cars are not set for propulsion in the same direction.
7.12 Required Document List (RDL)
Following submittals are required:
RDL Description
701 Cab Layout depicting all features required in this Section
702 Operator’s Seat Design Details
703 Cab Console Design
704 Layout and Functionality of Controls
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CHAPTER 8
8 DOORS AND WINDOWS
8.1 General
8.1.1 SPART shall have following types of doors:
i. Body Side door: Sliding Plug type door for medical van, Single leaf plug type for
Supervisor van and Sliding type door for tool van
ii. Cab Side door: Hinge type swinging inside
iii. Internal door: Sliding type door in Medical Van and Swing hinge type for other
coaches.
iv. Rescue Door: at Front Cab end of SPART
8.2 Body Side Doors
8.2.1 General Requirement
8.2.1.1 Each car shall have four door openings, two on each side of the car, apart from those in the
driver’s cab. Doors may be of the sliding pocket/plug type/ swing type depending on the
requirement, covering the entire height of the door opening. Doors wider than 1200 mm
shall be of sliding type. Drawings of existing doors on SPART may be seen for guidance.
Drawing to be submitted for approval.
8.2.1.2 The design, operation, installation, arrangement, and signage of the door system shall
comply with EN 14752 or UIC 560.
8.2.1.3 Door opening and closing shall be interlocked with the nomotion circuits.
8.2.1.4 The door panels, door mechanisms, door controls, and equipment shall be based on,
nearly identical to, a service proven design.
8.2.1.5 The door controls and all door equipment shall be interchangeable, from one location to
another, and car to car, as far as possible.
8.2.1.6 No single point failure of the door system shall cause,
� Any door to unlock or open
� A door open command to be transmitted or responded to when the train is in
motion
� A door closed indication to be transmitted when any door is unlocked or open
� A traction interlock OK status when any door is unlocked or opened
� A door closed indication to be transmitted when an unlock or opening command is
stored anywhere in the system
8.2.1.7 Details of the design, hardware, relays, control circuits, software, diagnostics, usage,
arrangement and location of the Door System shall be submitted for review and approval
8.2.2 General Design Feature
Body side doors shall meet the following requirements:
i. The free passing through height of open door shall be 1900 mm minimum;
ii. The access doors shall be electrically controlled as defined in EN 14752.
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iii. The doors shall be suitable for air conditioning and provided with suitable sealing
arrangement;
iv. The doors shall be vibration free and insulated against heat and sound transmission.
The doors shall be sealed against draughts and water. Any ingress water shall drain
rapidly without affecting surrounding equipment or systems. The doors shall be as
light and rigid as possible;
v. The passenger body side door shall fully open in not greater than 4.5 (four point five)
seconds and shall close within 6 (six) seconds from the instance the driver operates
the door. The door mechanism shall have safety provision whereby the SPART cannot
start unless all doors have been closed and electrically locked;
vi. the doors shall be designed so as to retain the occupants during all service conditions
and shall minimise risk in the event of an accident;
vii. the strength of the sliding doors shall be as per EN 14752 and the doors shall be able
to resist the loads without deformation or damage; and
viii. the doors shall have following additional safety features:
� Obstacle detection and preventing the SPART from starting in case of
obstruction;
� An Interior and exterior manual (Emergency) door release mechanism shall be
provided for each side door, permitting the doors to be opened locally, without
the use of electric power
� Door closing warning by audible and flashing light indication
� visual door open indication; and
� monitoring from the driver’s cab.
ix. Provision shall be made for passengers to open SPART doors to permit evacuation
from a stopped SPART in an emergency.
x. Bypass devices shall be provided to circumvent specific door system faults, so that the
train can, continue in service, be removed from service and returned to the
maintenance facility, or moved to clear the line. The activation of the bypass shall be
indicated on the vehicle diagnostic panel and shall also be indicated to the driver.
8.2.3 Door Functional Requirements Door system design should take into account following requirements:
i. Ingress/Egress of occupants on main track level while attending accident site
ii. Movement of stretcher or wheel chair in or out of coach
iii. Fast movement of medical and rescue equipment out of coach
To fulfill above requirement, door system can have pneumatically operated folding steps
(fitted on doors and open simultaneously with it), stowable ramps or any other better
proven arrangement.
8.3 Occupant areatoCab Door
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8.3.1 There shall be a solid door between the saloon and the cab. The clear door opening shall
not be less than 1100 mm wide.
8.3.2 In normal operation opening the door from the saloon shall require the use of a special key
Opening the door from the cab shall only require the train operator to operate a handle
and no key shall be required.
8.3.3 A visual and audible alarm shall be activated in the event that the cartocab door in the
unoccupied cab is opened
8.4 Cab Side Doors
8.4.1 There shall be a cab side door on both sides of the cab. The doors shall be manually
operated doors. It shall be possible to lock, unlock, open and close the cab side doors from
track level.
8.4.2 The cab side doors shall be lockable from inside without the use of a key.
8.4.3 The cab side door shall be positively retained in the closed position under all
operating conditions.
8.4.4 The assembly of the cab side door, including the mounting tracks, door retaining
mechanism, cushioning bumper, stopper, etc., shall be of a robust design that can
withstand rough handling including slamopen and slamclose by operation and
maintenance personnel.
8.4.5 The doors shall be sealed against draughts, noise and water.
8.4.6 The door shall be positioned such that access to the cab is free from obstructions.
8.4.7 The clear door opening width shall be 650mm + 50mm.
8.4.8 Heavy duty locks with proven record in railway applications shall only be used.
8.4.9 The open/close and lock/unlock status of the cab side doors shall be monitored using
reliable & suitable sensors. The train control logic shall be designed so that the train shall
not be able to move unless all the car doors and cab side doors are proved, closed and
locked.
8.4.10 The open/close and lock/unlock status of the cab side doors shall also be used to provide
the status to TIMS and also to actuate the cab lights.
8.4.11 Each cab side door shall contain a fixed window, which shall be flat and positioned to avoid
stress points resulting from any change in angle of the body side.
8.5 Rescue Door
8.5.1 Rescue doors for rescue of entire crew and driver shall be provided at the front cab end of
the SPART
8.6 Windows
8.6.1 Windows shall meet the following requirements:
i. All windows of airconditioned coach shall be doubled sealed, flush with the exterior
of the coach and shall normally be provided with doubleglazed, toughened and
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laminated glass to the appropriate standard. The glazing shall have resistance to
breakage and shall minimise danger on breakage, especially from objects hitting it,
taking into account the speed of the SPART. The exterior glazing shall withstand aero
dynamic forces. Windows seals shall be designed to prevent ingress of water. Use of
rubber extrusions is preferred to make mounting watertight. The sealing material
shall be so selected that it lasts at least for the interval between major overhauls of
car body.
ii. Each coach shall have emergency exit windows, two on each side in accordance with
UIC 560, UIC564 and UIC 567.These shall use toughened glass for both the inner and
outer panes so as to allow the windows to be broken by passengers in an emergency
iii. All windows shall be highly resistant to acts of vandalism involving the etching or
scratching of the glass and shall be easily cleaned. It shall be impervious to and
chemically unaffected by water, paint, human waste, graffiti removers, wash plant
solutions, cleaning solutions, food and drink spills.
iv. All windows shall be highly resistant to damage arising from the impact of ballast up
to 75 mm at speed of up to 160 Kmph.
8.6.2 Side windows in occupant compartments that are not emergency windows must meet
following requirements:
i. Flatness: The flatness of laminated glass corresponds to the flatness of its
component materials, although the maximum admissible bow measured in the least
favourable direction must not exceed 3 mm/m.
ii. Transparency: Transparency must not be less than 70% of ordinary glass of the same
thickness. Windows must be flat and smooth enough that objects seen through
them at a distance of 0.25 m at an angle of 20° do not appear deformed. Objects
seen through reflection or refraction must also not appear deformed. Transparency
characteristics shall be checked for each type of glass.
8.6.3 All internal windows not covered by other parts of this technical approval specifications
must comply with the requirements of UIC leaflets 5641 and 651.
8.6.4 Cab Side Window
The driver's side windows shall be fitted with a sliding part, so that they can be opened by
the driver to:
• communicate with anyone outside the car
• provide ventilation
• adjust the exterior side mirrors
The windows shall include a latch and lock to secure them in the closed position.
8.7 Required Document List (RDL)
Following submittals are required:
RDL Description
801 Body Side Door System Design
802 Cartocab door System design
803 Cab Side Door System design
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CHAPTER 9
9 HEATING, VENTILATION AND AIRCONDITIONING SYSTEM
9.1 General
9.1.1 The Heating, Ventilation and Airconditioning (HVAC) System shall be installed on all three
cars viz. Tool Van, Medical Van and Supervisor Van, to provide full control of interior
temperatures automatically, over the full range of heat loads associated with occupants,
miscellaneous electrical equipment, lighting, heat transmission and solar gain.
9.1.2 Each single car shall include two separate, unitized, roofmounted packaged HVAC. The
HVAC system shall be service proven in a rail-borne application, and shall achieve a reasonable degree of comfort for minimum weight and life cycle cost.
9.1.3 HVAC system shall be as per UIC 553 OR/ EN13129.
9.1.4 The units shall continue to operate at maximum capacity at condenser inlet temperatures
up to 50°C and derated capacity up to 58°C.
9.1.5 The refrigerant used in the airconditioning system shall be in accordance with the
requirements of the Montreal Protocol. Environmentfriendly R407C or any other eco
friendly refrigerant having zero ozone depletion potential and A1 safety category as per
ASHRAE standard.
9.1.6 All HVAC units shall be identical and interchangeable on the same car and between all cars
of SPART. Equipment design and installation shall provide full accessibility for maintenance,
troubleshooting, and minor repairs without interference with other systems. Each of the
entire HVAC units shall be removable, with the use of an overhead crane, without any
disconnections of refrigeration piping.
9.1.7 Temperature control shall be provided by a microprocessor based integrated HVAC control
system that monitors outside and inside temperatures and adjusts the system’s cooling
and heating functions to maintain a comfortable inside temperature and humidity level
throughout the range of environmental and climatic conditions.
9.1.8 Each HVAC unit shall have its own controls, including a complete set of temperature
sensors and microprocessor logic controllers, and it shall be able to function independently
in the event of failure of the other unit on the same car. A communication link shall be
provided between the units on the same car, such that when both units and their controls
are operational they should operate in the same or adjacent modes in the control scheme.
In the event of one control unit failure, the other functional controller shall operate both
HVAC units in the same control mode. The HVACs shall be integrated in the train control
and monitoring system via the MVB/WTB.
9.1.9 Heating shall be provided by the overhead heaters supplied as part of the unitized HVAC
equipment.
9.1.10 Air ducting shall be arranged such that each HVAC unit will provide its portion of the
conditioned air to the entire vehicle in case of the other unit failure, with the possible
exception of the area immediately below the failed unit.
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9.1.11 Each car shall have a layover heating and cooling mode operated from 415V AC, 3phase,
50 Hz wayside power, which is capable of maintaining vehicle conditions during extended
layovers.
9.1.12 A switch shall be provided in the cab to enable the layover operation. All system
components shall be supported by design and test data that is adequate and acceptable to
IR that will demonstrate compliance with the specified requirements. The HVAC system
shall be designed and constructed to operate under the shock and vibration conditions
specified in this specification. The HVAC system shall not impose vibrations greater than
those specified in this specification to the carbody in any mode of operation. Interior and
exterior sound levels shall meet the requirements of this specification.
9.1.13 Dampers on the fresh air intake vents shall control the amount of outside air taken in by
the HVAC system. Fresh air should be filtered in accordance with internationally accepted
norms.
9.1.14 Details of the system capacity and performance calculations, design, arrangement,
installation, and operation of the HVAC system shall be submitted for review and approval
[RDL 1101]. The specific measures taken to minimise energy consumption of the HVAC
unit shall be detailed in the submittal. In order to minimize energy consumption, load
weigh signal shall be used for controlling the performance of HVAC system.
9.1.15 The design of the ventilation unit shall be such that CO2 level inside the coach with payload
shall not exceed the permissible threshold limit of CO2 concentration in air compared to
outside the coach.
9.2 Design Criteria
9.2.1 A comfort control system shall be designed to automatically provide the specified control
of car interior temperatures with any ambient temperature from 4°C to 50°C at the
specified wet bulb conditions, with or without or partially without variable internal heat
loads such as passengers, motors, lights and solar gain, at the nominal applied voltages.
The cooling system shall also remain in operation, at reduced capacity if necessary, should
the design cooling conditions be exceeded.
9.2.2 The average temperature throughout the passenger area shall be maintained at the
following temperatures for the respective ambient temperatures:
Exterior Ambient Interior Ambient
50°C DB, 25°C WB (Dry
Summer) 23°C 25°C (DB), 4060%RH
40°C DB, 28°C WB (Wet
Summer) 23°C 25°C (DB), 4060%RH
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4°C DB 19°C 21°C (DB)
9.2.3 The interior relative humidity shall not exceed 60% at any time when the HVAC system is
operating in the cooling mode.
9.2.4 Failure of one of the HVAC units on a car shall not adversely affect operation of the other
unit. The Contractor shall submit calculations for the inside conditions with one HVAC unit
out of operation.
9.2.5 The HVAC system shall be designed to achieve the following:
i. Air Discharge Velocities: The air discharge velocities at any outlet grille shall not
exceed 4m/s. The air velocities at specified points in the car, as proposed by
contractor, shall not exceed those set out in EN13129. The air velocity at any point in
the car shall not exceed 0.75 m/s. The air velocity within ducts shall not exceed
8m/s, shall not cause noise or air movement discomfort to passengers, and shall
generally follow internationally accepted practices. The air intake velocity at the re-
circulation and exhaust grilles shall not exceed 3m/s. Details of the Contractor’s proposals shall be submitted.
ii. Temperature Distribution: Temperature difference among all points in the same
horizontal plane over full car length shall commensurate with best international
practices. The Contractor shall submit proposal for review.
iii. Saloon Pressure: The ventilation shall pressurize the car with all doors closed and car
stationary. The proposed value of pressure shall be submitted.
9.2.6 In the event of the failure of both HVAC on a car, an emergency ventilation system
shall operate automatically to admit fresh air directly into car to maintain the required
oxygen level in the fully laden car, in accordance with ASHRAE. Contractor shall submit
minimum fresh air required as per ASHARE. The emergency ventilation fans in the saloon
shall be fed from the 110V D.C. supply in the event of nonavailability of 415V A.C.
supply.
9.2.7 Provision shall be made to shut off the fresh air intake and recirculate the internal air of
the saloon, during an emergency condition, such as fire outside the train causing excessive
heat and smoke to be drawn into the vehicle. Operation of such provision shall be made
from the operative driving cab. Full details of the system proposed shall be given. Provision
shall be available to bypass the fire detection control unit though TIMS.
9.2.8 Contractor shall furnish energy efficiency ratio (EER) for the offered system. In cooling
mode the Coefficient of performance (COP) of HVAC shall not be less than 2.5 for both
summer and monsoon outdoor and indoor conditions specified in table above. The COP
shall be validated as per ASHRAE standard. The contractor shall submit the record of
proven system already functional in other railways with the specified COP
9.3 Air Conditioning
9.3.1 Airconditioning in coaches shall conform to EN13129 or equivalent and to internationally
accepted standards and practices. The air conditioning units shall be fed from auxiliary
supply.
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9.3.2 The vehicles shall be cooled using electromechanical equipment that has been proven in
rail service. Selfcontained, hermetically sealed, roofmounted HVAC units shall be
provided. The HVAC units shall all be identical. All components within the unit, such as
seals, shall be compatible with the refrigerant and its associated lubricants.
9.3.3 The roof mounted units shall be supplied with a stainless steel or aluminum housing and
shall be mounted in watertight recesses on the main carbody structural roof. There shall
be a removable hatch over each unit that shall be of the appearance and contour that
generally match the main structural roof. There shall be no handles, flanges or other drag
or noise inducing features on the hatch covers which project above the basic contour of
the unit
9.3.4 Each occupied area of the DMU car shall be supplied by two HVAC units arranged so that
conditioned air will be evenly distributed to all areas in the event of a failure of one of the
HVAC units.
9.3.5 Each HVAC unit shall be selfcontained, easily removable, and shall consist of one or more
compressor/condenser sections and one or more evaporator sections with electric heating
units.
9.3.6 The refrigerant compressor(s) shall be a hermetic scroll type, suitable for transportation
application. The HVAC compressor(s) shall be powered from the 415 VAC supply. The
condenser fan(s) shall be driven directly by 415V AC, 3phase, 50 Hz motor(s).Scroll
compressor shall be suitable for operation at high ambient temperatures upto 50°C.
The details of the drive for the compressor shall be provided. Full details of the
compressor and its experience in Rail application, particularly in high temperature,
dusty and humid environment shall be furnished.
9.3.7 The condenser and evaporator coils shall be of copper with copper fins . Condenser
fins spacing shall be no closer than 3mm to prevent dirt/dust build up. The coil assembly
shall be mounted in a stainless steel / copper alloy frame. Cleaning of condenser and
evaporator coils should not be required earlier than 1.5 lakhs KM running.
9.3.8 Rooftop mounted HVAC units require that a condensate drain pan be provided beneath the
evaporator coil, headers, thermal expansion valves and coil U bends to collect moisture
from the evaporator components subject to sweating. The condensate drain pan shall be
made of stainless steel, with stainless steel or copper alloy fittings and shall discharge into
the drain pan.
9.3.9 Quality of HVAC copper tubing and joints shall be of a very high order so as to
minimize chances of refrigerant leakage.
9.3.10 The refrigerant piping shall be of copper with suitable nonferrous fittings. All
connections between the piping and equipment shall be made using either capillary fittings
or brazed joints
9.3.11 In the event of failure of airconditioning unit/units, harmful quantities of the refrigerant
shall not be released inside the compartment and there shall be an arrangement for forced
ventilation of the coach/coaches.
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9.3.12 The airconditioning system shall provide a high rate of renewed air, maintenance of
constant temperature and take into account, frequent door opening and high User density.
The units shall be compact; roof mounted and of low power consumption.
9.4 Heating
9.4.1 The cars shall be electrically heated by a thermostatically controlled system, using
overhead heat from the heater elements, supplied as part of the unitized HVAC system.
9.4.2 The system shall be designed to provide an inside temperature of 19°C21°C with an
external ambient temperature of 4°C.
9.4.3 The overhead heater coils shall have sufficient capacity to heat the total input of fresh air
from 4°C to 19°C21°C at 415V AC, 3phase, 50 Hz.
9.4.4 Overhead heaters shall be supplied within the evaporator compartment to provide
tempering for fresh air and for reheat to maintain humidity control under partial cooling
operation of the airconditioning apparatus. The heater elements shall be located
downstream from the cooling coils. The heaters shall be powered from the nominal 415V
AC, 3phase, 50 Hz supply and their power shall be variable to match the thermal and/or
reheat loads as required in order to maintain the specified interior temperature and for
energy efficiency.
9.4.5 There shall be no exposed, uninsulated, or unprotected high voltage components, wiring,
or terminal connections in the heater area, except the heater element coils
9.4.6 The overhead heater circuit(s) shall be protected by dedicated circuit breaker(s). Each
stage of overhead heat shall be switched by a solidstate contactor. Three (3) stages of
overhead heater protection shall be provided. The details of the overheating protection
shall be submitted to for approval [RDL 11.02].
9.5 Ventilation
9.5.1 Ventilation of the car shall be accomplished by centrifugal fans supplied as part of each
HVAC unit. The evaporator blowers, and the fresh air fans if provided, shall operate to
ventilate the car whenever the HVAC system is energized, including conditions when
heating and/or airconditioning functions have failed. The fans shall be powered from the
415V AC, 3phase, 50 Hz
9.5.2 Fresh air shall be drawn into each air conditioning unit through a screened, weather
protected air intake grill and shall be filtered. The design shall preclude winddriven rain or
snow from accumulating and leaking into the vehicle interior and to ensure no moisture
traps or collection points exist.
9.5.3 Fresh and return air shall mix such that the mixed air entering the evaporator coil is at a
uniform temperature. Air flow velocity shall be uniform across the entire face of the filters
and evaporator coils.
9.6 Controls
9.6.1 The vehicle shall be provided with an automatic control system, including the necessary
thermal sensors (if required). A manual control shall allow the operator to set certain
operation modes in case of system malfunctions.
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The air conditioning system and its controls shall be integrated into the SPART DMU
diagnostic system.
9.6.2 The main operation modes of the HVAC control shall be:
• preconditioning (heating and cooling)
• regular HVAC mode
• external power supply
• Parking mode (hold interior temperature on preselected value, i.e. 10°C in winter
and 30°C in summer) with existing power supply.
The control system shall include a selftest mode.
During precooling or preheating the HVAC system operates with return air only, for all
other modes with mixed air. The preconditioning period lasts until the climate in the
passenger areas is suitably conditioned.
9.6.3 The control of the HVAC system shall be designed to automatically maintain the car interior
temperature at the specified conditions, with or without variable internal heat loads such
as passengers, motors, lights, and solar gain. The final selection of temperature control
location and arrangement shall be submitted for approval [RDL.11.03].
9.6.4 The control system shall include, at a minimum, the following components and features:
� Temperature control panel
� Temperature sensors
� Motor starters
� Motor protective devices
� Heater switching devices
� Pressure transducers
� Diagnostics and test capabilities
9.7 Air Ducting and Diffusers
9.7.1 For air ducting due consideration to be given to but not limited to thermal insulation
performance as required to prevent condensation on the exterior of the duct under all
conditions, acoustic insulation such that the interior noise requirements are met, weight,
appearance, and ability to repair.
9.7.2 Continuous linear slot diffusers shall be provided throughout entire passenger area of the
car.
9.7.3 The air ducting arrangement and materials shall be submitted for review and approval [RDL
11.04].
9.8 Driving Cab AirConditioning
9.8.1 The driving cab shall have a special package HVAC unit in accordance with EN 14813
capable of maintaining inside conditions at less than 25°C, 60% RH. The temperature shall
be easily adjusted by the operator.
9.8.2 In case of the failure of cab airconditioning, it shall be possible for car cooling air to be
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supplied to the cab.
9.8.3 A suitable diffuser, adjustable in both vertical and horizontal directions shall be provided.
9.8.4 Manual On0ff and twospeed controls shall be provided for fan operation.
9.8.5 The other requirement shall generally be same as for HVAC units for occupant cars.
9.8.6 The design shall ensure changing of filters from inside the cabs.
9.9 Special Conditions with regard to the Medical Van
9.9.1 The air conditioning system in the Medical Van shall be amplified to fulfil the necessary
hygienic and sterility requirements:
� Necessary power to create a constant internal overpressure in the various rooms,
especially in the operations theatre, the examination room and the patients' areas.
� Additional hospital type HEPA intake filters
9.10 Required Document List (RDL)
The following submittals are required:
RDL Description
901 Details of the system capacity and performance calculations, design,
arrangement, installation, and operation of the HVAC system
902 Details of the overheating protection
903 Selection of temperature control location and arrangement
904 Ducting arrangement and materials
905 The following drawings shall be submitted, as a minimum:
• General views of the HVAC unit and all types of heaters
• Detail drawings of major components
• Installation details and interfaces
• Electrical and piping schematics
• Assembly details
• Controls assembly drawings
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CHAPTER 10
10 PROPULSION AND DYNAMIC BRAKES
10.1 General
10.1.1 The SPART propulsion system shall be diesel engine based with, electric drive system. IR
has no preference as to the propulsion system configuration as long as it is a proven design
and meets the minimum performance requirements of these design criteria.
10.1.2 The section describes the diesel engines, generators, inverters, transmission units, final
drive gear units, control logic, friction brake interface, all accessories necessary to meet the
specified propulsion and dynamic braking requirements. The diesel drive train shall be
redundant so that the vehicle can still be operated, presumably at reduced power, if one
drive train is not fully functional. It is intended to operate these selfpropelled trains in
minimum train lengths three cars in bidirectional operation..
10.1.3 The propulsion system shall interface with several vital car systems. Traction shall be
inhibited unless all doors in the train consist are safely closed and the friction brake system
is sufficiently charged and operational. Each propulsion engine shall have an automatic fire
detection and suppression system that interfaces with the operator cab, the propulsion
control system, and the friction brake system.
10.2 Diesel Engine for Traction Power
10.2.1 General Requirements
10.2.1.1 All traction power diesel engines shall be of a serviceproven design. They shall be identical
and fully interchangeable with one another. The diesel engine shall deliver sufficient power
to meet the performance requirements of these design criteria.
10.2.1.2 The diesel engines shall have the following basic design features:
i. Water cooled
ii. Turbocharged
iii. Electronic fuel injection
iv. Self protection
v. Low temperature starting capability if required to meet climatic conditions mentioned in
clause 2.5
vi. Shall comply to European Union (EU) Euro Stage II certification or better
vii. The engines shall conform to UIC 6231 OR, 6232 OR and 6233 OR
viii. The minimum engine performance requirements should be:
a. MTBF 5,000 operating hours
b. MTBO 12,000 operating hours
10.2.1.3 Contractor will provide detailed engine performance curves which are required for traction
and braking performance in comparison with a stated maximum adhesion coefficient. This
has to be submitted to IR for approval.
10.2.1.4 Each diesel engine and associated traction power equipment shall be either directly
mounted under the car frame or a sub frame for modular removal from the car. The engine
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shall be resiliently mounted. The mounting system shall meet the shock and vibration
criteria stated in this specification while minimizing noise and vibration transmitted into
the occupant areas.
10.2.1.5 The diesel engines shall not require a major overhaul (engine disassembly) within fewer than
12,000 service hours. Oil change shall not be necessary more often than every 1000 service
hours or 180 days. similar to existing engines fitted in 2 Coach SPART/SPARMV and 3 Coach
HS SPART with 120kmph.
10.2.1.6 The engine shall be packaged to allow easy access to all elements without dismounting
scheduled for service less than or equal to every 180 days. Here, easy access shall be
defined as not requiring the removal of any belts, fluidcontaining elements, or exhaust
system components not directly related to the scheduled maintenance task.
10.2.1.7 Engine compartment access shall be provided through removable access panels. Test ports
shall allow service personnel to collect samples of engine oil and coolant easily. Filling,
draining, and checking all polluting components such as oil, grease, and coolant shall be
done from the outside of the car passenger area. At a minimum, the following items shall
be easily serviced through side access doors:
� All fuel, engine oil, and associated filter elements;
� Engine oil level dip stick or sight glasses, oil fill port, and drain ports;
� Engine start panel;
� Water and lubricating oil pumps;
� All visual indicators, gauges, protective devices and test connection points for engine
coolant, lubricating oil, fuel oil, and combustion air.
10.2.1.8 The Contractor shall submit a maintainability study to the IR to show that access is
ergonomically appropriate to frequent service points on the engine cradle. [RDL 1001] It
shall show the path through which parts will be visually inspected or removed and replaced
during scheduled maintenance activities. It shall also list the frequency of required access
or removal.
10.2.2 Fuel Consumption Brake specific fuel consumption (BSFC) of the diesel engine at rated outputs under
standard AAR conditions and the traction specific fuel consumption (TSFC) value at
standard AAR conditions and at full power shall be quoted by the contractor and these will
be demonstrated to IR by contractor as part of prototype tests. The specific fuel
consumption figures and curves shall be computed on the basis of a fuel with lower
calorific value of 10000KCal/Kg.
10.2.3 Lube Oil Consumption
Average lube oil consumption at rated outputs will not be higher than 0.5% of the fuel oil
consumption of the engine.
10.2.4 Engine Starting System 10.2.4.1 All oncar diesel engines shall be equipped with electric starter motors, preferably
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operating at nominally 24VDC. Pneumatic starters are not acceptable. An independent
battery system shall be provided for diesel engine starting. Batteries may be nickel
cadmium. Starting the engines shall not impact the vehicle low voltage control power
supply.
10.2.4.2 The starter batteries shall have the capacity to start the propulsion engine(s) and auxiliary
power generator (if applicable) sequentially. If the car is equipped with multiple engines,
each engine shall have some means, preferably an alternator, to charge the engine starter
batteries such that any one engine can replenish the starter battery system. Starter battery
capacity shall not be dependent on engine start order, specifically starting an auxiliary
power generator before starting the propulsion engine(s).
10.2.4.3 Engine start batteries shall be capable of supplying engine starting current, as defined by
the engine supplier, over the full range of environmental conditions defined in this
specification. Batteries shall be sized to allow one diesel propulsion engine to be cranked
for 10 seconds, rested for 20 seconds, cranked for 10 seconds, rested for 20 seconds, and
cranked for 10 seconds without being recharged during this time.
10.2.5 Engine Cooling System 10.2.5.1 Each engine shall have its own cooling system.. The cooling system shall consist of the
radiators, expansion tank, temperature sensors, controllable valves, and fans to regulate
the cooling air volume. The cooling controls shall keep the engine temperature in the
specified optimum operating range under all operating conditions. The radiators shall be
mounted on the roof for maximum access to clean, ambient air.
10.2.5.2 The cooling equipment for diesel engine shall be required to work efficiently under climatic
conditions specified under Chapter 2. Apart from meeting the cooling requirement of
diesel engine including after cooler, the cooling equipment shall be required to dissipate
heat of Iube oil, with 30% chocked condition of radiator. Airflow required for the radiator
fan shall be at least 15% more than actually required to make up for any reduction in air
flow due to train movement.
10.2.5.3 The cooling media shall consist of a mixture of water and corrosion inhibitor/antifreeze.
The media shall be captive, with no automatic drain valves as might be found in
locomotives. The coolant shall provide freeze protection over the range of environmental
conditions described in this specification. The coolant shall provide boiling protection over
the anticipated range of operating temperatures.
10.2.5.4 Coolant shall flow in stainless steel, copper, or brass piping. No flexible hoses shall be used
except for direct connection to the engine and radiator to provide dielectric isolation and
allow limited relative component movement. Swivelthreaded, hydraulictype hose
assemblies shall be used for such applications. System filling and draining valves shall be
easily accessible.
10.2.5.5 Expansion tank shall be provided at a suitable location for ease of maintainability. It shall
be provided with glow type sight glass marked with high & low level. Water level indicator
shall be provided on radiator top tank and it should be easily visible and readable. Also, the
capacity in liters may be indicated on tank itself. Its filling point shall be provided with
pressurized cap & strainer & pressure relief valve. There shall be provision to see the water
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level on driver’s control desk provided in driver’s cab.
10.2.5.6 The radiators shall be of service proven design, made of either copper/redbrass or
aluminum compatible to the corrosion inhibitor/coolant used in engine cooling system.
Connections shall be provided with couplings to facilitate easy removal and replacement.
10.2.5.7
The cooling system shall be designed to work in the range of environmental conditions
described in Chapter 2. The cooling system shall be with excess capacity of 30% towards
choking. The contractor shall submit cooling system thermal capacity design calculations for
approval [RDL 1002]. Calculations shall include propulsion loads, dynamic braking loads, and
engine intake manifold air temperatures. The Contractor shall submit following details and
calculations for the offered cooling system.
� Cooling requirement for all sources of heat (with break up)
� Heat dissipation characteristics of the radiator and its resistance characteristics.
� Radiator fan characteristics curve showing the air flow Vs total heat at different
speeds and power consumption.
� Cooling systemmatching calculations and heat balance sheet at maximum
output.
� Schematic cooling circuit diagram showing water, oil and airflow.
� Installation drawing of radiator, fan assembly for both cooling and ventilation
arrangement shall be provided.
� Cooling proving trial including testing of hydraulic oil cooler, shall be conducted at
contractor’s premises to prove adequacy of the offered cooling system for
prototype. The maximum temperature of hydraulic oil shall not exceed 70 ºC.
10.2.5.8 Sufficient airflow over the engine block shall be provided to comply with the engine
manufacturer’s recommendation for convective cooling, accounting additional heat from
proximate equipment that may include the exhaust system and charge air cooler. Ambient
temperature near the engine shall be monitored and the operator warned if allowed to
exceed the lesser of the engine supplier’s recommendation or 93°C.
10.2.6 Preheating
A preheat unit shall heat the cooling media to the temperature needed to start the engine
safely, as specified by the engine supplier, if required.
10.2.7 Charge Air Cooling
� An airtoair charge air cooler shall be used, designed to meet the engine cooling
requirements and the environment conditions as described in Chapter 2. The cooling
surface shall be sized for at least 25% contamination.
� The cooler and the turbo charger connections shall be equipped with service proven
flexible connections which shall provide vibration isolation through the range of the
charge air pressure.
10.2.8 Engine Exhaust System
10.2.8.1 Each engine shall be equipped with a silencer to reduce engine noise to be in compliance
with noise standard specified in this specification. Engine operation with the silencer shall
comply with noise levels defined in Chapter 4.
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10.2.8.2 The exhaust piping system shall allow for heat expansion. All connections shall allow an easy
exchange of the exhaust system parts. Exhaust piping shall be designed in such a way to
reduce number of curves.
10.2.8.3 Approved nonasbestos hightemperature insulation shall be applied, where required, to
minimize thermal radiation to heatsensitive equipment or where the exhaust tubes may
present a safety hazard to passengers, service personnel, or equipment. Exhaust piping
shall be properly insulated to avoid water condensation that may trap unburned fuel/oil.
10.2.8.4 The exhaust gases shall be released to the environment in a suitable location on the roof.
Exhaust gases shall not interfere with any fresh air intake under all caroperating
conditions.
10.2.9 Fuel System
10.2.9.1 The fuel system shall consist of a fuel tank, common to all engines on one car, two fuel
filler pipes (one on each side of the car), equipped with IRapproved fuel level switches
for the automatic fuel pump shutoff valve, two analogue fuel level gauges (one per
side) adjacent to the filler pipe, fuel filters, and interconnecting pipes or hoses. The fuel
system shall be primarily separated from the engine cradle(s).
10.2.9.2 The fuel tanks shall be made of stainless steel with separation areas inside. The tanks
shall be attached to the underframe with side skirts and a protective stainless steel grid
below the tank having impact resistance against stones, metal pieces etc. in accordance
to UIC 566
10.2.9.3 Fuel lines shall be fabricated from stainless steel tubing with minimal use of reinforced,
fuelrated flexible hose, limited to transitions between tubing, filters, the engine, the
fuel tank. The Contractor shall only use swivelthreaded hose assemblies for such
applications.
10.2.9.4 The fuel tanks and fuel system shall be designed according to standard EN 455454 and
EN 455457
10.2.9.5 High speed diesel fuel oil to IS:1460 Grade “a” shall be used in IR. Fuel sulfur content
normally varies between 0.25% to 0.8% with an average of 0.6%. On occasions sulfur
content of upto 1% may be encountered.
Note: As per BS IV the Sulphur content in HSD oil varies from 50 ppm to 350 ppm
10.2.9.6 The fuel tank capacity shall be sufficient to ensure continuous operation in IR service, as
defined in these design criteria, for at least one full day before refueling. The Contractor
shall submit calculations supporting the fuel tank sizing. [RDL 1003]
10.2.9.7 An emergency fuel shutoff system shall be provided. The fuel line shall have a safety
cutoff device that—
a. Is located adjacent to the fuel supply tank or in another safe location;
b. Closes automatically when tripped and can be reset without hazard; and
c. Can be hand operated from clearly marked locations, one inside the cab and one on
each exterior side. They may be protected by skirts, but shall be easy accessible.
d. An activated emergency fuel shutoff shall be displayed at the driver’s desk
10.2.9.8 Fuel level shall be monitored by the TCMS. The fuel tank and refilling system shall be
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provided of:
one fuel stop ElectroValve to avoid overfilling.
two air venting valves but holding the fuel to avoid overpressure.
10.2.10 Engine Control System
10.2.10.1 Engine operation shall be controlled by an electronic control unit (ECU). The control unit
shall have a connector for a portable test unit (PTU) to permit static testing, access to
diagnostics, and monitoring of the traction system during car operations. All major
operating parameters, such as engine temperature, speed, and fault conditions, shall be
reported to the car monitoring and diagnostic system.
10.2.11 Fire Protection System
10.2.11.1 Temperature sensors near the engine/engines shall detect excessive heat levels. If the
trip level is reached, an automatic fire suppression system shall get activated. . Upon
fire detection, all engines on the affected car shall be immediately shut down and the
fuel supply stopped at the fuel tank. A trainlined fire alarm shall be displayed in the
active cab.
10.2.12 Emission Control 10.2.12.1 Exhaust gas emissions from the diesel engines are expected to comply with European
Union (EU)Euro Stage IIIA or better levels.
10.2.12.2 The Contractor shall submit a letter documenting the emissions compliance of the
proposed engine. [RDL 1004]
10.3 Diesel Electric Drive
10.3.1 The traction power diesel engine shall be coupled to a matching alternator. The alternator
shall provide electric power to traction inverters and potentially an auxiliary inverter. The
traction inverters shall provide a variablevoltage, variablefrequency (VVVF) output to
drive the traction motors. Each VVVF output may drive one or more traction motors in one
bogie.
10.3.2 The alternator, rectifier, auxiliary machines, traction motors, inverters and control system
shall be designed to withstand Indian ambient conditions indicated in Chapter2, without
any harmful effect after sustained working at 100% load factor.
10.3.3 The components test schedule followed by IR is given below for guidance.
Equipment Test Specification
1. Traction Motor IEC 603491
2. Auxiliary Machines IEC 600341
3. Power Rectifier IEC 60411, 60571
4. Relays & Contactors IEC 6094741, 6094751, 609472, 61095
5. Control Cubicle IEC 60068214
6. Traction Alternator IEC 603492
7. Control Electronics IEC 60571
8. Companion Alternator IEC 603492
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9. Equipment Blower BS 848
Contactor will provide corresponding test procedures following during the production
testing of those components. The test procedures so provided are equivalent to the
specifications mentioned above and fully comply to the internal design specifications.
Electrical equipment shall comply with relevant IEC/AAR/IEEE/DIN/ VDE standards. The
temperature rise limits given in the IEC/IEEE Publication shall be reduced by 30 ºC to work
out the applicable limits for alternator, traction motor and other machines to account for
higher ambient temperatures in India
In the selection of insulating material for electrical equipment, the tropical humidity
weather conditions prevailing in India shall be kept in view. The contractor shall furnish full
information regarding suitability of the selected material under various climatic conditions
referred to in Chapter 2 of this specification.
Detailed information about traction machines and equipment will be provided by the
contractor before the trainsets are inspected. This information shall, inter alia, include
alternator voltage / current (notch wise), alternator efficiency plotted against speed
(full power),and inverter input current / voltage, inverter output current / voltage, and
frequency plotted against speed (full power). IR will attend the validation tests and
combined tests at the test bench of the supplier of the traction propulsions system.
The insulation system of all the auxiliary machines shall be class F or higher. Vacuum
pressure impregnation of the stator winding is preferred.
10.3.4 Alternator
10.3.4.1 The alternator unit shall consist of the excitation circuit, output rectifier, protection
circuits, and the corresponding controls. The excitation shall be provided by a car battery,
at 24VDC nominal, and shall be functional over the full battery voltage range but not less
than +25% 30%.
10.3.4.2 The alternator controls shall be part of the car controls to allow an optimum control of the
power generation, as needed by the traction and auxiliary inverters.
10.3.4.3 Any fault conditions or irregularities shall be reported to the train controls and
management system.
10.3.4.4 Asynchronous generator may be proposed.
10.3.4.5 If the alternator is not closecoupled to the traction engine, then it shall be resiliently
mounted to a sub frame and the sub frame resiliently mounted to the car in a similar
manner as the engine. The mounting system shall meet the shock and vibration criteria
stated in this specification while minimizing noise and vibration transmitted into the
passenger areas.
10.3.5 Inverter
10.3.5.1 Power modulation in both propulsion and dynamic braking shall be accomplished by
microprocessorcontrolled, insulatedgate, bipolartransistor (IGBT) VVVF inverters. The
inverter shall power up to two selfventilated traction motors in parallel in each power
bogie. Each inverter shall be completely independent and shall allow continuous operation
86
of one power bogie if one inverter is cutout.
10.3.5.2 The Contractor shall have responsibility for the complete sizing, coordination and
integration of the inverter system with the diesel generator, controls, input filtering, loads,
load management, fault condition control and annunciation and fault protection.
10.3.5.3 Inverter unit cooling shall be accomplished by passive means or forced aircooling. No
external air shall pass over energized surfaces.
10.3.5.4 Each inverter shall protect itself from over temperature by performance reduction such as
cutting out dynamic brakes. If the overheat conditions persist, the inverter may shut itself
down completely and signal “Inverter/ failure" to the monitoring and diagnostics system.
10.3.5.5 The inverter drive control system shall be a modern vector control system, with sufficient
accuracy to provide stable operation at any speed, including standstill.
10.3.5.6 Inverters shall comply with IEC 612871 and operate over the full range of the intermediate
DC link voltage.
10.3.5.7 Power semiconductor devices, their drivers and associated assemblies shall be grouped in
readily removable phase modules that are designated as line replaceable units (LRU). The
IGBT module shall be the LRU.
10.3.5.8 The inverter controls shall be fully integrated into the train control & management system.
The inverter construction will be highly modular. High ambient temperatures and
dusty environment will be taken into account by providing well sealed enclosure for the
inverter interconnecting hardware, gate drive electronics and the traction control
computer. This enclosure will be pressurized with paper filtered air provided by the
traction motor blower. Filter replacement interval will be no more frequent than one year.
Power semiconductors are will be protected from dust in hermetically sealed phase
modules.
10.3.6 Traction Motors
10.3.6.1 All traction motors shall be identical and applied one per powered axle as necessary to
achieve the vehicle performance requirements of this specification. Traction motors shall
be fully suspended.
10.3.6.2 The traction motors shall be three phase, squirrel cage induction motors, with welded
copper cage, and formwounded stator coils. Motors shall be selfventilated, insulated with
IEC Standard 603492, Class C, but dimensioned for one class less based on the duty cycle
specified in this specification. The motor enclosure and ventilation system shall be
designed for potential undercar environmental conditions and water spray. Traction
motors shall be of a serviceproven design with a strong history of commuter rail service.
10.3.6.3 Applicable Motor Standards are IEC 60349 or IEEE Standard 11.
10.3.6.4 Following requirements to be followed for traction motor:
A. Design parameters of traction motor
(i) The manufacture of the motor shall be of highest standard in accordance with
modern traction practices and the design shall include all those features which are
known to have worked well in hot and tropical climatic conditions.
87
(ii) The motor shall be liberally rated as per the trainset performance requirement for
the most severe normal service.
(iii) The motor shall be capable of withstanding transients such as voltage fluctuations
and other conditions caused by stalling and wheel slip under difficult operational
conditions.
(iv) The following operational and environmental factors shall be specifically kept in
view and design changes made if felt necessary:
a) Excessive vibrations that are experienced because of average track conditions.
b) Prevalence of high temperature and humidity for most part of the year.
c) Operation for long periods over terrain in which the climate will vary from
excessive dry heat at one end to high humidity at the other end or during
winter months from very cold to moderately warm and humid conditions.
d) Operation under a highly dusty environment.
B. Insulation system for traction motors
The basic insulation systems used in traction motor is designed for operating at current
levels that are slightly higher than current levels proposed in this application. Consequently
the overall traction motor temperature as well as hot spot temperature will be
approximately 20° 30°C below the design limits of the equipment.
The contractor shall provide test procedures adopted during production testing of traction
machines. The traction motor testing will be done according to IEC 60349.
� Imperviousness to moisture and insulation aging tests of the class 200 insulation system
shall be performed according to IEC 6003418. which includes subjecting the test models
to humidity, high temperature, vibrations and high potential.
� Various aging parameters, such as heat, vibration, mechanical/ compressive stresses,
special environmental effects of humidity, dust, metallic dust from brake shoes etc.,
shall be incorporated to simulate actual working conditions as closely as possible.
� The temperature at which an extrapolated life of 20,000 hours is obtained shall be
treated as the thermal endurance limit (Temperature Index) of the insulation system.
� The `hot spot' temperature under any condition of loading in any winding (armature,
stator, rotor or field) shall not exceed average temperature of that winding
(measured by resistance method) by more than 30°C.
� The temperature rise of the traction motors during type/routine tests shall be linked
with the temperature index of the insulation system, which shall be adjusted suitably for
the ambient temperature (50 °C) and hot spots. The temperature rise limits so worked
out shall be furnished.
C. Ripple / Harmonic Factor
The traction motor will operate over the entire range of loading with ripple/harmonic
current imposed from the supply system (comprising of alternator, rectifier & inverters)
both during motoring and braking conditions.
The torque pulsations of traction motors arising out of imperfections in wave form will be
controlled to provide constant and high adhesion between wheel and rail throughout the
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operating speed range of the locomotive.
Traction motor will be of high voltage / low current compact design that satisfies Class 200
insulation is used in construction of traction motor windings.
D. Traction control computers
(i) Traction control computers will control the individual inverters. They directly control
the firing of IGBTs’ to control the voltage and the frequency for the AC traction
motors. They will also provide failure detection and protection for the individual
inverters.
(ii) Traction control computers communicate with the trainset control computer to
receive the operating conditions that they have to maintain and to feed back the
actual operating conditions of the traction motors.
(iii) Traction computers will provide the trainset computer with fault information to be
displayed on the trainset display and to be archived in the computer memory.
10.3.6.5 Gear Drive
10.3.6.5.1 Support and torque reactions of the gear unit and traction motor shall be transmitted to
the bogie frame through resilient mounts which shall not restrict the movements
allowed by bogie frame.
10.3.6.5.2 Bearings shall have an L10 rating life equivalent to 1.2x106
km or more of service.
10.3.6.5.3 Gears shall be designed and applied to require inspection and adjustment no more
frequently than once in every 450,000 km and have a life of at least 900,000 km.
10.3.6.5.4 Gear units shall be oil lubricated and provided with sufficient baffles, dams, and
passages to ensure an adequate flow of lubricant to bearings and gears under all
conditions of speed, load, temperature, and weather, including continuous operation in
either direction at maximum speed. Gear units shall be designed to prevent infiltration
of moisture into the lubricant from any and all sources. The gear units shall have a
minimum oil level check interval of 48,000 km and a minimum oil addition interval of
96,000 km. They shall not require replenishment of oil at a rate in excess of one liter for
every 160,000 km. Gears will be oil lubricated and will require oil topping only every
92 days.
10.3.6.6 Gear Case
10.3.6.6.1 The gear case offered is of the sturdy but light weight design as used on US locomotives.
Top half will be made of aluminum for lower weight and better heat transfer. Bottom
half will of fabricated steel that provides the needed sturdiness but will also repairable
in case of physical damage.
10.3.7 Dynamic Brake System
10.3.7.1 The car shall have a dynamic brake system. Dynamic brakes shall be automatically blended
with the friction brakes to minimize use of friction brakes while producing the required
service braking rates as specified in Chapter 3.
10.3.7.2 The dynamic brake resistors shall have sufficient capacity to provide full power dissipation
during operation at full service braking over the specified profile and at maximum payload.
10.3.7.3 Resistor grids shall be electrically isolated from their frames, and the frames electrically
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isolated from the car body. Provision shall be made for grid expansion to prevent warping.
The resistor grids shall be convection ventilated and roof mounted. Screens shall protect
resistors from damage.
10.3.7.4 The brake resistors and the wire routing to the resistors shall not cause electromagnetic or
acoustic emissions during dynamic braking.
10.3.7.5 Resistor grid and all metallic frame materials shall be stainless steel.
10.3.7.6 It shall be possible to cut out the dynamic brakes by means of a sealed switch.
10.3.7.7 The dynamic brake shall be able to provide power to the auxiliaries through regenerative
braking. As an option the car builder shall investigate the viability of onboard energy
storage to recapture most of the brake energy.
10.3.8 Environmental Sustainability
10.3.9 IR is committed to environmental sustainability, whereby rail construction and transit
equipment shall comply with all applicable current environmental regulations and work to
embrace new regulations, standards, and technologies as they are developed and
implemented. The diesel traction power equipment shall comply with regulations in place
at the time of first car delivery. System design and packaging shall also look at the next
generation of technology and provide enough flexibility and/or packaging volume to allow,
to the extent possible, retrofitting as these technologies are brought to market. This shall
include, at minimum, progressions in fossil fuels, progressions in renewable biofuels,
independence from foreign energy sources, reduced tailpipe emissions, exhaust after
treatments, reduced system noise emissions, alternative engine control schemes, and on
board energy recovery, storage, and reuse. IR will give strong preference to diesel power
generation equipment that addresses progressive technology improvement in a changing
environmental policy and energy economy.
10.3.10 The Contractor shall propose an emissions compliance plan [RDL 1005] for the first 15
years of car operations. This shall include anticipated dates of propulsion engine rebuild or
repower. At each major engine maintenance interval, the Contract shall state the expected
applicable emissions regulations and any emissions control system modifications required
to maintain propulsion engine compliance. Through this plan, the Contractor shall
anticipate any significant changes in the propulsion and exhaust system packaging and
provide reasonable space allowance for such future modifications.
10.3.11 Maintenance procedures shall minimize waste and especially the discharge of hazardous
materials. Maintenance procedure considerations shall include sight glasses in favor of dip
sticks, drain and sampling ports that provide clear access to containers to minimize spilling
and dripping, fill ports that allow quick and clean access from bulk containers, and the
maximization of shop power during cleaning, maintenance, and warmup.
10.4 Required Document List (RDL)
The following submittals are required:
RDL Description
1001 Maintainability Study
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1002 Cooling System Thermal Capacity Calculations
1003 Fuel Tanks Sizing Calculations
1004 Engine European Union (EU)Euro Stage IIIA or better Certification Letter
1005 Emissions Compliance Plan
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CHAPTER 11
11 BRAKING SYSTEM
11.1 General
11.1.1 The SPART shall be equipped with a friction brake system and a dynamic brake system
which shall be incorporated as a part of the propulsion system. The service brake rate shall
be maintained whether achieved through friction braking or a blend of friction and
dynamic braking. The primary brake shall be a wear free dynamic brake. The brake system
shall consist of:
• Dynamic Service Brake.
• Friction Service Brake. (ElectroPneumatic brakes)
• Emergency brake (Pneumatic)
• Parking Brakes ( Spring applied, pneumatic release brakes)
• Brake pipe Controlled backup system
11.1.2 Contractor will provide details of brake system for IR approval [RDL 1101]
11.1.3 The Contractor shall ensure proper integration of the propulsion, wheel slide protection,
air supply, and friction brake systems such that they work together to meet all of the
requirements of Technical Provisions. Brake system shall comply with following
requirements:
� As brake system shall include both friction braking and dynamic braking, in normal
operations, the friction and dynamic braking systems shall blend, with dynamic
braking taking precedence, to share duty and energy dissipation. The service friction
brake shall normally be used during deceleration to supplement dynamic brake at
highspeed, highload conditions, and below the dynamic braking fadeout point.
However, the friction brake system shall be designed to provide 100% braking effort
in the event of partial or complete dynamic brake failure.
� The friction brake system shall use axlemounted disc brakes as the main braking
device and shall be as per RDSO Specification No. RDSO/2011/CG04 Rev.1.
� In this section, dynamic brake shall mean a wearfree electric brake.
� Adequate safety straps shall be provided below the moving components of brake
rigging to prevent falling on the track in the event of failure of any component.
� All piping shall be of stainless steel with flare less compression fittings for tropical
conditions.
� The friction brake system shall be pneumatically actuated. Brake pipes shall allow air
connections through the automatic couplers on the F/E of the vehicles in a consist
and through intercar connections of the married pair.
� Control of the friction brake pressure shall be through electrical or /and pneumatic
trainlines.
� Emergency braking shall be friction only and pneumatically controlled.
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11.2 Requirements of Braking System
11.2.1 Brake Design
11.2.1.1 Compressedair braking units shall be compliant with UIC leaflet 540 “BRAKES Air brakes
for Freight Trains and Passenger Trains”. The different elements that makeup the
compressedair braking system must be compliant with UIC leaflets 541 to 547.
11.2.1.2 Air reservoirs shall be compliant with standards EN 2863 for steel reservoirs and EN 2864
for aluminumalloy reservoirs.
11.2.1.3 The braking circuit shall have its own air reserve for application. Use of air from the braking
circuit for other applications shall not be permitted.
11.2.1.4 If the brake friction elements are not visible externally, a device must be provided to
indicate their operating state. In any case, the friction elements must be shearable from
the wheel. Solutions that differ from conventional brake design shall be admitted if an
equivalent level of safety can be demonstrated.
11.2.1.5 The completevehicle type and duplicate tests shall include a static brake protocol in
accordance with the specifications of UIC leaflet 547.
11.2.2 Braking System Requirements
11.2.2.1 The requirements set out below shall apply to all SPART units, although alternatives
providing demonstrably equivalent or better safety levels shall be admitted:
� “In service brake, the air pressure in the automaticbrake piping of the compressedair
service brakes must be adjustable between 5 and 3.5 kg/cm2 on application and 3.5 and
5 kg/cm2 on release. To take care of the difference in mass when empty and loaded, the
system must be fitted with a brake power changer to compensate the pressure values in
the brake cylinders (UIC leaflets 540 to 543).”
� The brake control valve must be compliant with UIC leaflet 54103.The driver must
have access to two emergency brake controls. There must be at least one
mechanical control that acts directly on general ducting, and the other must provide
an equivalent level of functionality. Connections between the general ducting and
the atmosphere must be provided by means of apertures with a diameter of at least
25 mm.
� Trains must be fitted with a device that immediately cuts out the tractive force in
the event of service or emergency braking.
11.2.3 Service Braking Requirement
11.2.3.1 The SPART trains shall achieve deceleration as per requirements in Chapter 3, subject to
the requirements with respect to jerk rate, also specified in Chapter3.
11.2.3.2 The SPART shall have load compensated braking effort control.
11.2.3.3 Specified brake performance shall also be achieved in case of failure of dynamic braking.
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11.2.3.4 The supplier shall submit design calculations for the safe braking distances for both dry and
wet conditions as per UIC 5441 or EN: 13452
11.2.3.5 The compressedair braking systems must satisfy the minimum requirements set out in the
general traffic regulations (RGC) for multiple unit train type, determined as per UIC leaflet
5441.
11.2.3.6 The following shall be taken into account for completevehicle tests:
� Type test: The entire test shall be carried out in accordance with UIC leaflet 5441.
� Duplicate test: Tareweight test braking shall be carried out to check that
performance is consistent with the results obtained in the type test.
11.2.4 Emergency Braking Requirement
11.2.4.1 The emergency brake rates shall be met with all wheel diameters from new to fully worn
wheels on dry, level, tangent track. Emergency braking shall not be jerklimited and shall
be irretrievable down to the nomotion detection speed. For emergency brake
calculations, the train consist may not benefit from train resistance forces.
11.2.4.2 The emergency brake control system shall be designed in a failsafe manner. If applied,
consist tractive effort shall be vitally cut.
11.2.4.3 The SPART shall be fitted with an emergency brake which can bring the train with train
load as specified in Chapter 3, to stand still position The supplier shall submit design
calculations for the Emergency braking distances for both dry and wet conditions as per
UIC 5441 or EN: 13452
11.2.4.4 The braking distance must be respected using the UIC pneumatic brake or braking systems
with an equivalent safety level.
11.2.4.5 Dynamic, electromagnetic eddycurrent or any other brake that works by friction on the
rail shall be permitted as emergency brakes provided they provide a level of safety
equivalent to the UIC pneumatic brake.
11.2.4.6 SPART units must comply with the provisions of the general traffic regulations (RGC)
depending on speed and track type, and in accordance with the criteria of UIC leaflet 544
1.
11.2.4.7 The following shall be taken into account for completevehicle tests:
� Type test: The entire test shall be carried out in accordance with the UIC leaflet 544
1.
� Duplicate test: Tareweight test braking shall be carried out to check that
performance is consistent with the results obtained in the type test.
Tests must check different scenarios involving the loss and failure of a brake type and
transition to the pneumatic brake.
11.2.5 Maximum braking adhesion
� SPART units must comply with the provisions of Annex I.4 of UIC leaflet 5441.
11.2.6 Slide Protection Systems and Locked Axle Detectors
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11.2.6.1 SPART units must be fitted with antilock systems in accordance with UIC leaflet 54105.
11.2.6.2 The completevehicle type test for the antilock system shall be as specified in UIC leaflet
54105.
11.2.7 Automatic Play Recovery System
11.2.7.1 Braking units must have an automatic device for compensating play caused by wear.
11.3 Brake performance
11.3.1 Service Brake Performance
11.3.1.1 The service brake must be progressive in application and release over a range from the
minimum force corresponding to the first braking stage to the maximum braking force
available on the train.
11.3.2 Parking Brake Performance
11.3.2.1 SPART units must be fitted with a parking brake compliant with Point 8 of UIC leaflet 5441,
depending on the maximum inclines on the track it will be running on.
11.3.3 Thermal Performance of Brakes
11.3.3.1 The thermal performance of brakes must allow fully loaded SPART units to run on the
maximum incline on the line they will be running on, at a speed of at least 90% of their
maximum speed.
11.3.3.2 In all cases, this thermal performance shall be used to determine which lines the SPART
unit is authorised to run on, or the running conditions as a function of the specific
characteristics of the line.
11.3.3.3 Notwithstanding the above, the components of the braking system must be designed to
withstand at least two consecutive emergency brake applications from the top speed of
the SPART unit.
11.3.3.4 The requirements set out above shall be checked during the completevehicle type test.
11.4 Service Brake
11.4.1.1 The service braking system shall be designed and built to perform the requirements of EN
15179 or UIC546. The pneumatic brakes shall be designed as a load dependent system, in
accordance with UIC54104, in order to cover the weight differences between empty and
loaded cars.
11.4.1.2 Service Friction Braking shall be controlled on a perbogie basis in response to trainline
commands, the brake blending control, and the requirements in this Specification.
11.4.1.3 The brake control units (BCU) shall calculate the required level of friction braking per
bogie, based on the trainline command signals, dynamic braking effort; wheel slide control
status and load weigh signals. The primary service brake shall be the dynamic brake.
11.4.1.4 Instantaneous brake rate will not vary from average brake rate by more than +/ 10%. A
brake performance diagram including blended braking shall be provided. [RDL 1102]
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11.4.1.5 All brake modes shall be load compensated by a load weight signal on a per bogie basis.
Tractive effort may be load compensated up to maximum engine power.
11.5 Dynamic Brake Interface / Blending
11.5.1.1 A dynamic brake signal from the propulsion system, proportional to the achieved dynamic
braking effort shall be utilized by each BCU to modulate disc brake effort in response to the
dynamic braking effort on that bogie, such that the requested brake effort is provided
regardless of the status of dynamic braking.
11.5.1.2 The dynamic brake shall be the primary brake and provide most of the brake power. The
carbuilder shall provide a brake performance diagram, identifying the maximum dynamic
brake effort as well as the total braking effort over the whole speed range for a vehicle
load of Exceptional Load. [RDL1102]
11.6 Emergency Brake
11.6.1.1 Emergency braking shall be pneumaticallyoperated, frictiononly, and controlled on a per
car basis in response to venting of the brake pipe. Propagation of an emergency brake
command shall be both pneumatic (via the vital brake pipe) and electropneumatic (via the
emergency brake trainline in conjunction with emergency magnet valves).
11.6.1.2 Upon detection of brake pipe pressure falling below an approved threshold value each BCU
shall apply a load compensated emergency brake cylinder pressure to its respective bogie.
Emergency brake application shall be irretrievable before zero speed.
11.6.1.3 The pneumatic controls shall be configured such that an emergency brake command takes
precedence over any service friction brake command then in effect.
11.6.1.4 It shall be possible to apply emergency brake from the drivers control position. The
emergency braking system shall be designed to optimize the train retardation and shall not
be degraded by wheel slide protection equipment if provided. If a door opens when an
SPART is in motion, emergency brake shall be applied to bring the SPART to a standstill.
11.6.1.5 SPART shall be provided with selfcheck method to ensure completeness of the train in all
respects before emergency brake can be released.
11.6.1.6 In emergency brake where the air pressure in automatic brake piping of the compressedair
service brakes is fully evacuated during brake application i.e. 5 and 0 kg/cm2 on application
and 0 and 5 kg/cm2 on release. Brake system should also have feature of graduated
application and release.
11.7 Parking Brake
11.7.1.1 The parking brake shall be automatic and shall be designed to hold an SPART with payload
as mentioned in Chapter 2 of this Specifications and Standards on the gradient of 1 in 37 in
the wind condition, in accordance with clause 2.6 of these standards and Specifications, for
unlimited time. The parking brakes in accordance with the provisions of UIC543, paragraph
2.2 and UIC5441 shall be of the springapplied, airreleased type. A manual release
override shall be provided from both sides of coach. The Contractor shall indicate the
number of axles to be braked by the parking brake.
11.7.1.2 All cars are equipped with a springapplied, airreleased parking brake. It operates on both
axles of the trailing truck.
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11.7.1.3 The parking brake system shall apply in a failsafe manner whenever the direction
command is removed. A means to activate or deactivate the spring applied parking brake
shall be located in the Driver Cab. The spring applied parking brake arrangement and grade
calculations shall be provided for review and approval. [RDL 1104]
The parking brake control signal shall be configured to release the parking brakes when
energized.
11.8 Brake Pipe (BP) Controlled BackUp System
11.8.1 A brake pipe controlled backup brake system shall be provided, allowing the brakes on
each Car to be controlled by the pressure in the brake pipe, irrespective of the presence of
electrical power on any Car. This system shall operate in parallel with the
electropneumatically controlled brake and the overall retardation achieved shall be the
greatest of that demanded via the electropneumatic control and that demanded via the
brake pipe.
11.8.2 The brake pipe pressure shall be controlled by means of a separate control unit
ergonomically placed on the Driver’s console and having three positions for application,
charging and lap modes.
11.8.3 This system shall also be used to control brake system of dead Train during rescue by a
healthy Train, transit of Cars and shunting operation.
11.8.4 During the operation of this mode, dynamic brakes shall be isolated and the pneumatic
brake application shall be resorted.
11.9 Disc Brake Equipment
11.9.1 Disc braking shall be provided for each axle. Disc braking shall be airapply, springrelease.
Calipers shall utilize automatic slack adjusters. The slack adjusters shall not require
additional pneumatic air lines to function. They shall be manually adjustable to facilitate
adjustment when replacing shoes and pads.
11.9.2 The disc brake arrangement shall have adequate thermal capacity to meet the requirement
of this specification and also to prevent thermal damage to the wheels, discs, brake friction
material, or other equipment under any operating condition.
11.10 Load Compensation
11.10.1 The braking system shall automatically adjust the brake force to compensate for varying
passenger loads. Weight sensing shall be independent for each bogie. Weight signals shall
be shared with the propulsion system. The load compensation scheme shall be provided
for review and approval.[RDL 1105]
11.11 Friction Brake Propulsion Interlock
11.11.1 The friction brake system shall be interlocked with the traction system such that traction
power for the entire train is removed if any friction brake remains applied on any bogie in a
train, including parking brakes, for more than 5 seconds after the application of tractive
power.
11.12 Wheel Slide Detection/Correction Control
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11.12.1 A Wheel Slide Protection System shall be provided on each car to protect against
synchronous and differential wheel slide in traction and braking, respectively.
11.12.2 The wheel slide protection system shall detect all spins and slides, whether they are
random or synchronous, under all adhesion conditions and speeds. Its requirements shall
apply to blended braking and frictiononly braking (including emergency braking), and shall
be met for all wheel diameters from new to fully worn.
11.12.3 Physically, the WSPS shall be a distributed system using both propulsion and friction brake
system devices and subsystems.
11.13 Sanding 11.13.1 Pneumatic sanding shall be provided for the leading axles of each bogie and shall be
effective in either direction of travel. There shall be provision in the wheel creep control
system for automatic sanding during wheel slip.
11.13.2 Sand pipe nozzles shall be located at a height of 50 mm from rail level with new wheels.
11.13.3 The sand boxes shall be underframe mounted and shall be easily accessible for filling from
outside.
11.13.4 The sand box lids shall be so designed as to avoid water entering the boxes and prevent
clogging of the injector inlet.
11.13.5 The sanding gear shall be capable of functioning properly in the tropical humid climate
where the sand does not remain dry and also gets moisture from the compressed air.
11.14 Air Compressor 11.14.1 Main reservoir pressure shall be trainlined. Each car shall supply clean, dry, cool, oilfree
air to its local brake system and, to the entire consist. The air supply system and reservoirs
shall be sized to support the local married pair or car and one additional married pair or car
of equal size, with an interoperable air supply system. The start of all air compressors in a
consist shall be synchronized to avoid overloading a single compressor.
11.14.2 The air supply system shall be modular and interchangeable between vehicles. The system
shall be service proven or built of serviceproven components.
11.14.3 The air compressor and filter/dryer shall be operated by the 415VAC, 3phase, auxiliary
power supply.
11.14.4 Electric motor driven compressor of proven design shall be used. The Air Compressor
should be of adequate capacity to meet air requirement at idle rpm of engine. The
Contractor will provide details of Air Compressor for approval by IR
11.14.5 The compressor shall be capable of operating efficiently in spite of dust. dirt, mist,
torrential rain, salt taken in coastal area, heavy sand or snow storms, presence of oil
vapours and radiant heat etc. to which rolling stock is normal exposed in Indian railway
service.
11.14.6 The Contractor shall provide Schedule and maintenance manual for compressor.
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11.15 Controls 11.15.1 The friction brake system shall include microprocessorbased controls (Braking Control
Unit, or BCU) on a perbogie basis. Each BCU shall independently interpret master
controller and other signals from the controlling cab and apply the requested brake effort,
augmented by the dynamic brake signal from the propulsion ECU.
11.15.2 Each BCU shall provide system status and fault logging, and shall connect to the vehicle
data network.
11.15.3 Emergency braking shall be initiated directly by hardwired signals from the cab console
and the control pipe pressure drop to all brake control valves, and sanding controls, and
shall not be processed by the BCU, except for monitoring purposes.
11.16 Required Document List (RDL) Following submittals are required:
RDL Description
1101 Friction brake system overview components and operation
1102 Brake performance diagram
1103 Emergency brake performance diagram
1104 Parking brake arrangement and grade calculations
1105 Load Compensation scheme
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CHAPTER 12 12 TRAIN CONTROL AND ELECTRICALS
12.1 Train Control
12.1.1 A modern ergonomically designed console located between the train operator’s seat and
the cab front end structure shall be equipped with vital trainoperation controls
mainly master controller, backup brake control, door controls, gauges, indicators,
push buttons etc. In addition to the above direct controls, an indirect access to
miniature circuit breakers, fault indicator lights, sealed switches shall also be
provided. The console shall also be provided with TIMS, VDU and ATP/ATO displays.
Suitable ventilation shall be provided by the Contractor at the backside area of the console.
12.1.2 The control and operation shall be based on the optimized combination of the
following principles:
(i) Maximum safety
(ii) Maximum reliability and availability
(iii) Operator convenience and ergonomic design
(iv) Adequate redundancy
(v) Energy efficiency
(vi) Maintenance support
12.1.2.1 The control logic shall ensure that the vital train control functions (such as Couplers,
door system, brakes, propulsion power removal, etc.) are executed using conventional
relay control and dedicated hardwired train line signals. All vital circuits not totally within
the system apparatus enclosure, shall be double wire, double break, with the exception of
connections to nonvital circuits. The identified safety critical signals shall be carried using
redundant train line pairs.
12.1.2.2 Warnings and indications that are necessary for safe operation of the train shall be
indicated by means of LED lights and shall also use hardwired system.
12.1.2.3 TIMS link shall be used to execute nonvital commands and controls of the train. In
addition, TIMS link shall also be used for the identified nonvital control functions through
VDU interface. TIMS link shall be designed to provide backup signals of certain identified
vital commands.
12.1.2.4 The Contractor shall develop overall control logic and submit for review of the IR.
The proposed equipment shall be service proven and reliable.
12.2 Electronic Design Standards
12.2.1 The electronic systems shall be designed in accordance with IEC 60571. All electronic units
shall conform to IEC 60571. Electronics boards shall be mounted in suitable EMCproof
racks or housings. Different boards must be prevented from being confused. All electronic
control equipment shall comply with the requirements of IEC 60571, for Electronic
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Equipment Used on Rail Vehicles, or IEEE Std 16, IEEE Standard for Electrical and Electronic
Control Apparatus on Rail Vehicles, latest revision, EN 50125 Railway applications –
Environmental conditions for equipment, EN 50124 Railway applications – Insulation
coordination, EN 50155 Railway applications – Electronic equipment used on rolling stock
12.2.2 Control and auxiliary relays and miniature circuit breakers shall be of the plugin type, rack
mounted or railmounted. Relays shall be provided with cable connection sockets and
anchored by quick fastening vibrationproof devices. The rated trip current and other
characteristics of miniature circuit breakers shall be clearly marked on the rack or rail.
12.2.3 The rated trip current and other characteristics of fuses shall be clearly marked on the rack,
rail or panel. Nonresettable fuses should not be used. Exceptions are possible for the
protection of the battery and the electromagnetic track brake.
12.2.4 All control and low voltage connections to premounted devices are done via plugin
contacts.
12.3 Control Equipment
12.3.1 The control equipment relays and switches and such other devices shall be of
proven technology established under the most severe operating conditions with
particular regard to reliability.
12.3.2 Wherever considered necessary by the Contractor, contacts shall be duplicated to
provide redundancy. Intervehicular control couplers and data transmission pairs shall be
duplicated to ensure reliability of operation.
12.3.3 Interlocks and auxiliary contacts connected with important protective operation,
control, auxiliary and safety circuits will be housed in dust proof enclosures either by
providing the complete equipment in dustproof cabinets and/or pressuring the cabinets
or by covering the contacts only by dustproof covers of a satisfactory design in accordance
with IEC 60529 (Degrees of protection provided by enclosures (IP Code)).
12.3.4 The voltage range of all relays and contactors will be 77 to 138 V dc (110V d.c. –30%,
+25%,in accordance with IEC requirements). These devices will work within this voltage
range properly under their rated temperatures and contact pressures. The contact
pressure will be adequate to ensure satisfactory operation under most severe working
conditions.
12.4 Electrical
12.4.1 Ontrain electrical equipment and control circuits, other than those for the propulsion
system, shall use one or more of the following power sources:
� 415V AC, 50 Hz, 3φ, 3 wire
� 230V AC, 50Hz, 1φ
� 110 V AC 1φ
� 110V DC
� 24 V DC
12.5 Trainline Electrical Connections
12.5.1 Electrical contact blocks, mounted on the semipermanent or automatic coupler shall
be provided. When the automatic couplers are mechanically coupled, automatic pneumatic
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and electrical coupling shall be effected between the mating couplers. When the
automatic couplers are uncoupled, the electrical contact blocks shall be automatically
retracted and protected by covers with adequate weather protections. Electrical
connectors for the semipermanent couplers shall be mechanically secured together.
12.5.2 The Contractor shall submit details for intercar and inter–unit connections to meet
the necessary train operation requirement. Adequate number of spare connection pins
shall also be provided.
12.5.3 The free end of the cabling from the electrical connector shall be terminated in a multipin
plug (s) with compatible socket(s) at the interface with the car wiring.
12.5.4 All exposed cables at the exterior including the inter car jumper cables, if any shall
have suitable mechanical protection.
12.6 Wires and Cables
12.6.1 All wires and cables shall be installed as per EN 50343 and shall be adequately protected
for the maximum design and fault currents, and designed for minimum voltage drop.
12.6.2 The insulation of all wires and cables including those used within equipment / subsystem
shall be halogenfree flame retardant and formulated to minimise generation of
smoke, noxious emissions and corrosive fumes, in the case of overheating or fire. Cables
shall all comply NF F 63808 (for low voltages) and NF F 63826 (for high voltages) or other
international standards like EN 50264.
12.6.3 Fire resistant cables shall be proposed for circuits, which should survive for long periods
during fire as per EN 50200 or other applicable international standards.
12.6.4 The system adopted to rate cable shall be fully specified for review. All derating factors
shall be applied, together with the maximum permissible conductor temperature for
the particular insulation type. In no case shall the conductor continuous temperature
exceed 90°C .The maximum short circuit temperature shall not exceed 250°C. The
cable insulation shall be capable of withstanding these temperatures. The requirements of
EN 50343 shall be followed.
12.6.5 The minimum cross sectional area of control cables for connections between equipment
shall preferably be 1.5 mm 2. Smaller cable sizes may be used inside equipment cases. Any
deviation from this requirement, in exceptional cases, will be subject to review by IR in
design stage.
12.6.6 The proposed cables shall be proven on main line Rolling Stock. The Contractor shall
submit the voltage grade, size and type of cable for different applications along with
the proposed specification for the cables for review.
12.7 Indication Circuit
12.7.1 All hardware indications shall be with LED type. Failure of a single LED shall not cause
incorrect indication. Individual cars shall have local indication of the operating status
of the equipment, being remotely indicated in the VDU display, through TIMS.
12.7.2 Backup LED indication for critical function shall also be provided in the Driving Car. In
addition to VDU display the indications provided shall be for train and car level. All
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indications shall be provided either on the driver’s console or on the panel behind
and adjacent to the driving position. The contractor shall furnish a list of indicators
including function, control and display format for review.
12.8 Circuit Protection and Earthing System
12.8.1 All electrical circuits shall be protected by fast acting, 10kA fault current rated
MCB’s. The Contractor shall propose a protection scheme for review. The Contractor
shall submit a detailed protection scheme including calculations to demonstrate
proper segregation and discrimination between the cables, fuses and the traction
substation circuit breakers. Calculations shall be submitted to verify proper discrimination
between different levels of the protection system.
12.8.2 All equipment will be adequately earthed, insulated, screened or enclosed and provided
with essential interlocks and keys as may be appropriate to ensure the protection of the
equipments and safety of those concerned with its operation and maintenance.
12.8.3 All equipment on the vehicles, except the battery boxes shall be safety grounded to
the carbody structure. The safety grounding shall be distinct from power return grounding.
Safety grounding points shall be of tinned copper, clean, free from paint, and of a sufficient
area to ensure proper electrical contact for the grounding cable fasteners. Untinned
bronze grounding points and austenitic grade stainless steel grounding points are also
considered acceptable.
12.8.4 The area of any weld joining the grounding pad to a surface shall be at least equal to the
crosssectional area of the grounding cable. Grounding points will have either a tapped
hole or, preferably, a clearance hole (with access to both sides) suitably sized for the lug
attachment fasteners. Minimum grounding cable size will be 6mm 2.
12.8.5 An earth fault detection system shall be proposed by the Contractor for review.
Protective devices shall also prevent fires resulting from short circuits, or other electrical
defect.
12.8.6 The Earth Concept shall be such that requirement of audio frequencies used in
signaling track circuits is met.
12.8.7 All electrical circuits shall be fully insulated from the superstructure on both the positive
and negative sides and the superstructure shall not be used as any portion of an
earth return circuit.
12.8.8 Earth fault protection shall be provided on control, auxiliary and traction power circuits, so
that it shall be possible to continue operation for a limited period even when there is one
earth fault on the circuit. For this purpose the earthing of the circuits may be provided
through the coils of earth fault detection relays and the supply battery.
12.8.9 All electrical and electronic equipment shall be protected against surge or transient
voltages caused by switching (internal or external to the rolling stock), lightning
discharges and line voltage disturbances by the provision of suitable filters or surge
suppressors.
12.8.10 Driving cars shall be provided with a manually operated two position earthing
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switch. The operation of the switch shall enable earthing of the power circuit of the
motor cars. The HT equipment shall be safeguarded by a system of interlocked keys in a
receptacle associated with the earthing switch. (Annett’s or Castell Key or similar).
12.8.11 Fuse Protection
12.8.11.1 Adequate fuse protection for all electrical circuits shall be provided. The Contractor shall
propose a protection scheme for review. The Contractor shall submit a detailed
protection scheme including calculations to demonstrate proper segregation and
discrimination between the cables, fuses and the traction substation circuit breakers.
Calculations shall be submitted to verify proper discrimination between different levels of
the protection system.
12.9 Lighting System
12.9.1 General
� The interior lighting for the passenger areas and in the tool van shall be in
accordance with EN 13272.
� It shall be possible to individually dim the lights in the passenger area and the
sleeping compartments of the SSV as well as in the patient area of the MV.
� Supply of the lights shall be from the auxiliary power supply system.
� Emergency lighting shall be supplied directly from the battery.
� The design of the head and tail lights shall be in accordance with UIC leaflets 534 and
651
12.9.2 Exterior Lighting
12.9.2.1 Exterior lights lens assemblies shall be sufficiently robust to resist the impacts of flying
ballast.
12.9.2.2 The IP protection shall be IP65, when fitted on the carbody.
12.9.2.3 Individual power LED clusters used as exterior lights shall be able to be replaced easily
from track level. Replacement of individual cluster shall be possible in depot without
disturbing the functioning of the light.
12.9.2.4 Access for cleaning and the replacement and adjustment shall be possible.
12.9.2.5 Complete lighting system(s), their components shall generally conform to relevant
ENs/IECs applicable for railway applications and shall be type tested.
12.9.3 Head and Tail Lights
12.9.3.1 Power LED based Head and taillights in watertight sealed, verminandinsect proof
integrated housings. These may be placed at approximately 3m centres and 1.5m above
top of rail datum, beneath the windscreens, or any other suitable location meeting the
operating requirements. The units shall be "handed", left and right, so that the taillights
are outboard of the headlights.
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12.9.3.2 The two power LED based white light, with provision for dipper shall be mounted at the
front of the driving end of the Car, to provide even illumination of the tunnel bore,
track bed and track side signal posts. The illumination level of the head light shall be as
per the international norms. Replacement of individual cluster shall be possible in depot
without disturbing the functioning of the light. Each beam shall be separately
adjustable both horizontally and vertically. The On/Off and Beam controls shall be
switched from the train operator's console.
12.9.3.3 Two bi colour power LED based marker lights (tail lights) shall be provided which may be
lit in both active and nonactive cab. The taillights shall be LED type. Each LED shall be dual
colour of white and red which shall be selectable from cab. Alternatively white & red
LEDs may be provided within the same block/fitting and be used accordingly. In active cab
the marker lights shall be white and in nonactive cab it should be of red colour. During the
normal train operation, white front lights shall glow and rear shall be red. However, in case
of a stationary train in siding or depot , both front and rear lights shall be red.
12.9.3.4 The taillights shall be sufficiently large and bright, to enable the lamp to be seen and acted
upon by a train operator within the stopping distance of the consist travelling at maximum
speed.
12.9.3.5 When a driving cab is activated by a Train Operator, in the occupied cab either the head
lights shall be lit and the tail lights shall be switched off or only tail lights (white colour)
shall be lit; while in the nonactive cab the head lights shall be switched off and tail lights
(red colour) shall be lit.
12.9.4 Flasher Light
12.9.4.1 In order to attract the attention of the train operator of the following train or a train
approaching from the opposite direction, in emergency, a 'powerful flashing amber tight in
addition to the tail lamps shall be provided in the front panel of each driving car. This light
shall be switched ON by the train operator in case of emergency.
12.9.4.2 Flasher light when lit and flashing shall be able to attract attention at a distance of 300
meters under clear sunny day light.
12.9.4.3 Algorithm for Auto Flasher Operation based on the Air Flow sensor as per applicable CCB
(Computer Controlled Brake system) Specification no MP.0.01.00.24 (latest revision)
subject to availability of air flow sensor signal from CCB to control system.
12.9.5 Door Indicator Lights
12.9.5.1 An amber indication lamp (power LED based) shall be located at an appropriate location
both outside and inside near each door.
12.9.5.2 The lamp shall be illuminated when the door is in open condition or unlocked, or
when the locking mechanism has failed to register. In this condition the traction shall be
not allowed. Only when all the train external doors are closed and locked the traction shall
be allowed. This information shall be provided also to the driver on the driver desk via
train wire in a safety manner.
12.9.6 Call-On Light Switch
12.9.6.1 A CallOn Switch shall be provided in the train operator's cab, to cater for Emergency Push
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Out situations. Operation of the switch on a failed train, with the Mode Selector in OFF,
shall cause the tail lights at the rear of the failed train to flash on and off, indicating to the
train operator of the rescuing train that he may proceed to effect coupling.
12.9.7 Interior Illumination System
12.9.7.1 Interior Lighting system may comply with following requirements:
(i) The lighting system shall generally conform to EN13272. The system shall be base on
power LEDs and should meet following requirements in general.
(ii) The guaranteed life of the LEDs with their control system and optics/luminary shall
not be less than 60000 burning hours.
(iii) The specified illumination level shall be met till at the end of the life of 60,000 hours
when the illumination is not less than 70% of their original illumination level.
(iv) The colour of the LEDs shall be warm white (temperature 4000K5000K). It shall be
ensured that all LEDs are selected from same bin to avoid any difference in colour
and performance.
(v) Complete light and energy simulation calculations shall be provided during design to
prove validity of the proposed solution.
(vi) The system shall be designed to limit glare and ensure no glare by night time
reflections in windows. Luminaries shall be designed to conform relevant
international standards.
(vii) The change of chromaticity over the lifetime of the product shall be within
0.007 on CIE 1976(u',v') diagram or equivalent.
(viii) Luminaire efficiency inclusive of LEDs/control gears & optics etc. shall not be less
than 100 Im/W at the working junction temperature; higher values shall be
preferred.
(ix) Design layout of LEDs & their strings/blocks should be such that the failure of one
LED should not cause isolation of complete string/block. Similarly failure of one
controller on one string/block should not adversely affect other strings/blocks.
Details shall be finalized during design stage.
(x) Coaches may remain unpowered in open sun and internal temperature may go upto
70°C. Suitable protection measures shall be taken to ensure that this does not
adversely affect the performance, reliability or efficiency of the lighting system
and its components. Verification/validation to the above shall be proposed by
the contractor during design.
(xi) Illumination within saloon with LED luminaires shall be designed so as to
ensure that the desired maximum illumination level is achieved with LEDs operating
at approximately 50% of its rated capacity. However, driver/control unit/optics etc.
shall be designed for full rating of the LEDs.
(xii) All luminaires shall be of LED type and fitting shall be protected and diffused. No
exposed light sources will be accepted.
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(xiii) LED luminaires and control gears shall be sealed to IP 52 and IP 54, BS EN
60529:1992, respectively to prevent the ingress of dirt and foreign objects.
(xiv) After one year, two year and 60,000 operation hours, the colour temperature s all
be within ±5%, ±8% and ±10% of the initial value respectively.
(xv) LED luminaries shall be designed to withstand switch cycles of 1,00,000 and
tests shall be conducted to prove the compliance.
(xvi) The contractor shall replace all the LED lighting with a newly improved LED lighting if
a) The total cumulative failure rate of the LED luminaries and control gears
within DLP exceeds 5% with 20% of LEDs failed in a LED luminaire is
constituted as a failure of the LED luminaire;
(xvii) Since LED technology is fast evolving and the rolling stock supply is a long drawn
process , subsupplier shall commit to supply new generation of improved LEDs
progressively and which should be compatible with the luminaries already supplied
and installed. The contractor shall regularly update IR on this aspect during the
manufacture.
(xviii) LEDs manufactured by reputed manufacturers shall only be used after taking
the prior approval of the Engineer during Design Review.
(xix) LED(s) shall have lumen rating as 100 lumen/LED or above.
(xx) Maximum number of LEDs which a driver/power supply can feed shall not exceed 60
LEDs.
(xxi) During commissioning and subsequently, it may be desirable to adjust the lux level
to 250/200 in the saloon. Provision shall be made for adjustment of the lux level
within saloon. At least three levels of adjustments i.e. 200 lux/250 lux/300 lux
shall be provided in the saloon illumination design as a minimum. Details shall be
discussed during design review.
12.9.8 Emergency Lighting
12.9.8.1 Each car shall be provided with emergency lights in the occupant areas and in the
vestibules The battery systems shall have sufficient capacity to operate all emergency
lights for at least 90 minutes. Emergency lighting shall be evenly distributed throughout
the car interior, including the car door areas.
12.9.8.2 The quantity and location of the emergency lights, emergency lighting arrangement, and
operation shall be submitted to IR for review [RDL 1402].
12.9.8.3 The emergency lights shall be wired with cables according the standard EN 50200 in order
to guarantee the functionality of the system while fire on board of the train for at least
15min.
12.9.8.4 Photo luminescent elements must be placed along the evacuation routes and at the
emergency exits to enable the safe and efficient evacuation of occupants and crew. The
signing of safety elements and emergency devices, such as extinguishers, shall also be
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photo luminescent. The materials used in photo luminescent elements shall comply with
standards UNE 230351 and UNE 230352.
12.9.8.5 The following shall be taken into account for completevehicle type tests:
� The lighting measures adopted for emergency lighting shall be compliant with
Section 6 of standard UNEEN 13272.
� The placement of the photo luminescent elements shall be checked to make sure
they enable evacuation routes, safety elements and emergency devices to be
identified.
� Duplicate testing must check that the placement of the photo luminescent elements
enables evacuation routes, safety elements and emergency devices to be identified.
Moreover, the corresponding pictograms shall be checked to ensure that they are
correctly placed.
12.10 Required Document List (RDL)
Following submittals are required:
RDL Description
1201 Lighting Design, Arrangement and Installation
1202 Emergency lighting arrangement, quantity and location
CHAPTER 13
13 AUXILIARY POWER SYSTEM
13.1 General
13.1.1 All electrical systems shall conform to basic IEC and IEEE standards. Rotating electrical
components shall conform to IEC 60349 or IEEE Std 112000 for rail vehicles. Electrical and
electronic control apparatus shall conform to IEC 60571 or IEEE Std 162004 for rail
vehicles.
13.1.2 Design review packages shall be provided for each major component of the auxiliary power
system:
� Auxiliary Power Supply: [RDL 1301]
� Low Voltage Power Supply: [RDL 1302]
� Main Battery and Charger: [RDL 1303]
� Engine Starter Battery and Charger: [RDL 1304]
The design review packages shall include functional specifications, design descriptions,
circuit schematics, parts lists, and mechanical drawings.
13.2 Auxiliary Power Requirements
� 415 V +/ 10%, 3phase, 50 Hz AC supply is required to run the motors of the air
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conditioning compressors, condenser and evaporator fans. 230 V AC or 110 V AC
Single Phase is required for convenience outlets and other possible single phase AC
appliances.
� 110 V DC is required for controls and lighting.
� For engine staring, a 24 V battery may be used.
� A 110 V battery may be used for emergency requirements.
13.3 Auxiliary Power Supply
13.3.1 The auxiliary power system (APS) shall comply with IEC 60287, IEC 60571, and IEEE Std
14762000. All auxiliary motors shall be of a brushless design.
13.3.2 The SPART trainset shall be provided with two 400 KVA Auxiliary DA set, of which one will
be standby. Both the DA sets will be required to work at accident site and the controls shall be
accordingly provided so that these can be worked as single or a combined unit.
13.3.3 The following electrical loads will be catered by the auxiliary DA set:
S.No. Description
1. WRA pump – 2 Nos. (only 1 work at a time) 2. Fans – 0.84 kW per coach for 3 coaches 3. Lights – 1.2 kW per coach for 3 coaches 4. Boyle’s Apparatus 5. Suction Apparatus 6. Electric Cautery 7. Pulse Oximeter 8. Autoclave 9. Water sterilizer 10. Refrigerator 11. Kitchen load 12. Headlight – 2 Nos., Marker light, Tail light,
Flasher light 13. 110V Battery Charger 14. AC Units
13.3.4 Contractor to submit calculations showing assessment of power rating of Auxiliary DA.
13.3.5 Auxiliary diesel engine shall be operationally independent of all other diesel engines and
power generating equipment and may share starting batteries and a fuel tank with the
main propulsions diesel engines on the same vehicle. The auxiliary diesel engine shall
comply, to the extent practical, with the propulsion engine technical provisions defined in
this specification.
13.4 Low Voltage Power Supply (LVPS)
13.4.1 The 110V DC lowvoltage system shall supply: the marker, emergency and vestibule lights,
headlights, communicating signal, Public Address system, radio and intercom
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communication, door operators, traction and brake control units etc.
13.4.2 The LVPS shall be powered from the 415VAC supply. It shall be possible to start the LVPS
upon establishment of the 415VAC in the absence of battery voltage
13.5 Convenience Outlets
13.5.1 230 V or 110 VAC convenience outlets shall be provided for use by crew and occupants.
13.5.2 One circuit shall feed duplex outlets on each side of the cab.
13.5.3 A second circuit shall feed duplex outlets on the sidewall of cars to power laptop
computers, mobiles or other utility devices. These outlets will be used for giving power
supply to medical equipment.
13.5.4 Outlets for passenger use shall be limited to a maximum output power of 150W.
Differential Magneto Thermal Circuit Breakers should be used to protect outlets. After
each circuit breaker an high voltage transient peak suppressor should be installed. Ground
fault shall be limited to 30mA.
13.5.5 110 VAC convenience outlet locations shall be submitted to IR for review and approval.
13.6 Emergency Power
13.6.1 Emergency low voltage power shall be provided by the batteries. The batteries shall have
the capacity to supply all emergency loads as indicated below. The list is not exhaustive
and Contractor may supply list of emergency loads as required.
System Time Emergency ventilation 90 minutes after the loss of power
Emergency lighting 4 hours after the loss of power
Door release of alternate doors on either side 4 hours after the loss of power
Train controls (full load) 4 hours after the loss of power
Communication (PIS and PA system) 4 hours after the loss of power
Fire detection system 4 hours after the loss of power
13.7 Low Voltage Trainline
13.7.1 A low voltage trainline shall be provided to transmit emergency control power through the
train using contacts in the automatic coupler electric portion. The purpose is to permit a
car with a functioning low voltage system to power critical control loads on a car with a
nonfunctioning low voltage system. This is so that critical train control and
communications circuits can function, allowing the train to be driven from the cab in either
car. Logic and power switching shall be provided to shed nonessential loads. This trainline
shall not be used to charge batteries.
13.8 Battery
13.8.1 24 V nickel cadmium battery that comply with the applicable requirements of IEEE Std
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15362002 .
13.8.2 110 V nickel cadmium battery for emergency lighting and controls. It will provide backup
low voltage power in the event of LVPS failure. Emergency low voltage power shall be
provided by the batteries. The batteries shall have the capacity to supply all emergency
loads.
13.8.3 The batteries shall use proven noncombustible transparent or translucent cases which
comply with NFPA 130 and NFPA 70. The load cycles shall be based on an ambient
temperature mentioned in this specification. Batteries shall be rated for the indicated
operating environment over a normal service life of not less than 10 years.
13.8.4 The battery charge may be a separate device powered from the 415VAC circuit or it may be
a function that is provided by the LVPS. The battery charger shall provide power switching
to connect the battery to the vehicle low voltage bus if the battery charger is not
functioning and shall provide current limited temperature compensated battery charging
current to the batteries when the battery charger is functioning. The charging voltage,
current and temperature compensation shall be as recommended by the battery supplier
as approved by IR.
13.8.5 Thermal switches mounted in the battery box shall be provided to indicate battery over
temperature to the battery disconnect circuit breaker shunt trip circuit.
13.8.6 The battery pack shall have an automated water level topping up system. The battery
compartment shall be sealed towards the vehicle interior and be adequately ventilated
towards the exterior.
13.8.7 A twopole battery disconnect circuit breaker, breaking both the battery positive and
negative, shall be provided for each battery. The circuit breaker shall be explosion proof if
mounted in the battery box.
13.9 Protection
13.9.1 Circuit Protection: Circuits and apparatus shall be protected against damage by
overcurrent, overvoltage, overheating, voltage transients, and electromagnetic
interference. Each circuit shall be protected by circuit breakers to protect the wiring and
load devices. Contractor may follow requirements of IEC 603644.
13.9.2 Source Overvoltage and Overcurrent Protection: The auxiliary power supplies, low voltage
dc supplies and battery chargers shall provide automatic overvoltage and current limiting
for both device and load protection. Contractor may follow requirements of IEC 603644.
13.9.3 Ground Fault Protection: Circuits shall be provided with ground fault detection circuits.
Detection of an excessive level of current to ground shall cause the appropriate circuit
breaker to be tripped open. Contractor may follow requirements of IEC 61991.
13.9.4 Transient Protection: All equipment shall be protected against damage and malfunction by
transient voltages. Equipment that is capable of generating electrical transients shall
include suppression devices to reduce transient voltages to an acceptable level. Contractor
may follow requirements of IEC 61000Part 44 Electrical fast transient/burst immunity test
and IEC 61000Part 45 Surge immunity test
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13.9.5 EMI Protection: Shielding and filtering shall be provided to both protect the equipment
from damage by externally generated EMI and to prevent it from transmitting EMI.
Contractor may follow requirements of IEC 610004 about EMC and IEC 6223632 .
13.9.6 Low Voltage DC Circuit Isolation: The low voltage system shall not be grounded. Contract
may follow requirements of IEC 606641.
13.9.7 The auxiliary power supply, low voltage power supply and battery charger shall each
incorporate a local diagnostic and test system
13.10 External Auxiliary Supply 13.10.1 A weatherproof external auxiliary supply receptacle shall be provided on each side of the
vehicle at a convenient location to permit an external 415VAC, 50 Hz, 3phase supply to be
connected to the auxiliary system. The receptacle shall include interlock contacts to control
switchgear on the vehicle and in the external power supply, and shall be accessible from
the side of the vehicle from rail level and from high platform level.
The 415VAC shop power / layover power supply shall provide power to the low voltage
system and vehicle / starter battery chargers.
13.11 Insulation System 13.11.1 The insulation system to be employed shall be particularly designed to withstand the
adverse climatic and environmental conditions specified in these Specifications and
Standards and as per IEC 60721. Imperviousness to moisture shall be ensured.
13.11.2 The evaluation of the insulation system for thermal endurance shall be with fabricated test
models by way of accelerated ageing tests based on the test programme drawn up in
accordance with the norms specified in IEC: 6003418. Evaluation of the insulation system
shall be done according to IEC 6003418, IEC 606641 and IEC 600711.
13.11.3 Ageing parameters of heat, vibration, mechanical/compressive stresses, special
environmental effects of humidity, dust and metallic dust from brake shoes shall be
incorporated to simulate the actual working conditions as closely as possible. Contractor to
follow requirements of IEC 60587.
13.11.4 The temperature at which an extrapolated life of 20,000 hours is obtained shall be treated
as the thermal endurance limit (Temperature Index) of the insulation system.
13.11.5 With regard to the system of insulation adopted and the climatic and environmental
conditions, the Contractor shall provide maximum possible margins in the temperature
rise, for prolonged life of the traction motors.
13.12 Required Document List (RDL) Following submittals are reuired:
RDL Description
1301 Auxiliary Power Supply
1302 Low Voltage Power Supply
1303 Main Battery and Charger
1304 Engine Starter Battery and Charger
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CHAPTER 14
14 Train Integrated Management System (TIMS)
14.1 General
14.1.1 The Train Integrated Management System (TIMS) shall be of the latest version, complete
integrated system for the control and monitoring of train functions, systems and sub
systems. The system shall provide for realtime distributed control and modular processing
of subsystems in a redundant manner with high reliability and availability in the
adverse operating environment of a railway.
14.1.2 It would be desirable for the train control data bus and the control processor to be
duplicated.
14.1.3 The contractor shall provide the preliminary functional specification of the train including
diagnostic functions for review to IR.
14.1.4 The design shall consider the train as a complete system. The train shall monitor all its
subsystems’ operation and fault status, fault data logging, incident investigation and
reporting. Realtime diagnostic information shall be accessible on the console display to
assist drivers to operate the train safely, quickly, efficiently, and to rectify faults or failures
that are resettable. A proven train data communication link, which is immune to EMI and
harmonics generated by traction equipment, will be provided between the cars. The
contractor shall list the subsystems that are to be monitored or controlled by the TIMS
with their interface details.
14.1.5 The scheme proposed shall differentiate between faults which are not potentially
life threatening, (e.g. air conditioning failure), and other system faults which could
be life threatening (e.g. failure of the brake system).
14.1.6 Contractor shall provide a preliminary safety concept with a list of safety and nonsafety
function for review to IR.
14.2 TIMS Architecture
14.2.1 The system shall be made up of subsystem processing nodes interconnected through a
train data communication link. Both subsystems processing nodes shall be redundant to
increase system reliability and availability. Diagnostic capability incorporated in the system
shall detect node or line section failure rapidly to ensure no impairment of normal control
and monitoring functions. The contractor shall submit proposed system architecture.
14.2.2 The TIMS shall be of a fault tolerant distributed control system architecture.
14.2.3 The TIMS shall be modular in functional design at all levels with at least 10% spare capacity
for expansion.
14.2.4 The TIMS unit shall incorporate builtin selftest diagnostic functions.
14.2.5 The hardware system shall conform to IEC 60571
14.2.6 Data protocols and standards should be to international and railway industry standards.
The contractor shall advise the standards he intends to apply, for review to IR.
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14.3 Microprocessor Control and Diagnostic System
14.3.1 A Microprocessor/MicroController based control system shall be adopted to cover
control, protection, fault diagnostic display and data acquisition requirements.
14.3.2 A suitable physical bus interface, to ensure errorfree and high speed data transmission
shall be provided. It is desirable that the majority of control and monitoring
functions are implemented by software, so as to reduce hardware and cables.
14.3.3 The microprocessor should perform the task of fault diagnostics and display, in
addition to performing the control task. The microprocessor should be capable of
monitoring the status of the equipments continuously and occurrence of faults. The
microprocessor should also cause appropriate action to be taken, and wherever necessary
shut down equipments.
14.3.4 The fault data reading system shall be connected to the Train Integrated Management
System (TIMS) via the Car Data Bus and InterCar Data Bus. Fault data shall be displayed in
the “live” driving console on a VDU.
14.3.5 Fault occurrences should also be stored in the memory of the microprocessor and it should
be possible to transmit the output by means of a serial interface to a printer or a
personal computer. The various important parameters of the equipments at the time of
occurrence of faults should also be recorded with a view to enabling proper fault
analysis. Adequate redundancy should be built into the microprocessor.
14.3.6 The contractor shall furnish detailed technical features of the control system
including control methods and strategy adopted in the design.
14.3.7 User Settable parameters / Settings:
14.3.8 For flexibility of operation, it is desirable to provide user configurability for various control
parameters like currents, voltages, horse powers, temperatures, pressures, tractive effort
on locomotives and speed (Auto Emergency brake feature) of the traction equipment. It
shall be possible to configure these parameters through a laptop. A menu driven easy to
use application software shall be provided for loading on the laptop for this purpose.
Password protection shall be provided to safeguard against misuse.
14.4 TIMS Software
14.4.1 The software and communication protocols used throughout the TIMS and the
interfaces to subsystems shall be to a common standard or standards.
14.5 TIMS Labeling
14.5.1 The type, location and identification of all hardware, software interconnections,
cabling and terminals shall be determined on a coherent hierarchical system basis.
Labelling or identification shall use appropriate English language based mnemonics or
abbreviations. The Contractor shall submit proposal for review.
14.6 Driving Console
14.6.1 Each Driving Console shall be provided with a VDU to display real time information
to the driver. The display screen shall be of the liquid crystal display (LCD) type. The
VDU shall display information of equipment operating status, faults and failure of
both auxiliary and control functions. The VDU shall also display recommended remedial
actions in the event of alarms or faults occurring on the train.
14.6.2 A communication port on each car to interface with a notebook computer shall be
provided and all information on the VDU shall be accessible on the notebook computer. In
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addition, other diagnostic access by maintenance staff via the notebook computer shall
also be provided.
14.6.3 The notebook computer shall provide full testing of and interaction with the onboard
TIMS at both train and car level.
14.6.4 The following minimum capabilities shall be provided:
i. System monitoring, fault data retrieval and analysis.
ii. Viewing and processing of logged TIMS data.
iii. Uploading facilities for new operating software and parameters.
iv. Uploading facilities for new train configuration data (e.g. wheel diameters, etc.).
v. Downloading of fault and usage information in Depot.
vi. Exercising and checking of digital inputs and outputs.
vii. Checking of train and subsystem serial links.
viii. Checking of train data bus setup and configuration.
ix. Retrieval of equipment identification numbers.
x. Initiating function testing of onboard equipment.
14.6.5 A sevendigit odometer display shall be incorporated into the VDU display on each
driving console. It shall record cumulative distance run, irrespective of direction, and
shall be nonresettable.
14.7 Required Document List (RDL)
Following submittals are required:
RDL Description
1401 TIMS architecture
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CHAPTER 15 15 COMMUNICATIONS EQUIPMENT
15.1 General
15.1.1 The Contractor shall provide a complete and functional communication package for each
car. Each communications package shall be comprised of the following units:
• Public Address System
• Crew Intercom System
15.1.2 The communications system shall permit the train crew to make announcements, contact
passengers, and other train crew members. It shall:
• Permit twoway intercommunication, cabtocab, between any two or more
communication panels within the train, or consist.
• Provide for a transfer of data between the train and wayside installations, using a
wireless data link.
15.1.3 The communications system functions that require data transfer between cars, or
components within a car, shall utilize an Ethernet network. The communication controls
shall incorporate a local diagnostic and test system that interfaces with Train control and
management system.
15.1.4 The communication package shall operate efficiently and effectively for all possible consist
combinations without adjustment. An inoperable communication system on one or more
cars in a consist shall not adversely affect the operation of the communication systems on
the rest of the cars in the consist. The communication package equipment shall not pose
any health hazard to the public, passengers, and train crew.
15.1.5 Exposure to RF emissions shall conform to IEEE C95.1, Table 2. The equipment shall be in
accordance with IEEE STD 1477, latest revision, where the requirements do not conflict
with the Technical Specification.
15.1.6 Details of the design, hardware, software, equipment arrangement, location and usage of
the Communication Package shall be submitted for review and approval [RDL15.01].
15.2 Public Address
15.2.1 The Public Address (PA) System shall provide the function of making audio
announcements, via the interior and/or exterior speakers. Audio announcements may be
made by either the train crew.
15.2.2 The PA system shall provide, clear intelligible audio, with a constant audio level regardless
of the position of the audio source within the train, incorporating an automatic volume
adjustment feature to compensate for ambient noise conditions. The PA system shall
include microphones, amplifiers, speakers, associated wiring and circuits.
A boom style or gooseneck, noisecancelling, dynamic, microphone shall be provided in
each cab, usable for all PA, cabtocab, and PEI modes. The PA amplifier power shall be
sufficient to drive interior and exterior speakers at maximum levels, simultaneously,
without audible distortion.
15.2.3 A minimum of eight internal speakers shall be installed per car, providing an even,
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comfortable, sound distribution, and intelligible audio, at all seating locations, within 3 dB,
under all operating conditions. Four speakers, suitable for exterior operation, shall be
mounted on the exterior of the car, two per side, near the side doors. All speakers shall be
arranged to eliminate feedback from any audio input source. The location and number of
speakers shall be subject to the approval of IRA
15.2.4 The frequency response of all audio circuits, from signal origin to output signal at the
speaker shall be 150 Hz to 6 kHz, ± 1 dB at all power levels. Total harmonic distortion of all
circuits, without compression circuits, shall not exceed 1% at 1 kHz, full output.
15.3 Crew Intercom System
15.3.1 The Crew Intercom system shall permit the train crew to communicate privately by
individually selecting the intercom transmission mode. The intercom system shall permit
two or more members of the train crew to communicate simultaneously.
15.4 GPS
15.4.1 A GPS system shall be provided for use by the monitoring and diagnostic system, and other
systems on the car that require position and time information. The GPS shall provide the
vehicle/train time which shall be passed on to all relevant vehicle control electronics.
The GPS antenna shall mount on the roof, or other location, optimized for satellite access.
The antenna location shall be coordinated with the radio antenna to avoid interference.
15.5 Required Document List (RDL)
Following submittals will be required:
RDL Description
1501 Communication package design details
1502 Location and number of speakers
1503 Radio type, function and location
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CHAPTER 16 16 TESTING
16.1 General
16.1.1 The Contractor shall carry out a comprehensive testing program to demonstrate that the
cars meet applicable requirements, standards, and codes, consistent with the
requirements of design criteria.
16.1.2 All the tests shall be carried out at the contractor’s cost, wherever performed, in the
presence of and to the satisfaction of the IR, who reserves the right to witness any or all of
the tests and to require submission of any or all test specifications and reports.
16.1.3 Complete trainset or individual cars will be tested as per EN 50215 or IEC 61133 or other
equivalent international standard.
16.1.4 Wherever any equipment, system or subsystem is not specifically covered by an
internationally recognized specification or test procedure, or where the type and routine
tests prescribed by other international standard do not adequately cover the requirement,
tests which are acceptable both to the contractor and to the IR, shall be devised.
The IR reserves the right to call for additional tests as may be considered necessary.
16.1.5 Type tests for certain equipment may be waived if these were carried out earlier on
equipment of identical design, witnessed by a reputed organization, and the service
performance of such equipment was found to be reliable. The Contractor shall submit a
proposal in this regard to IR for review. The waiver of Type Test is entirely at the discretion
of IR.
16.1.6 All appropriate testing documentation shall be prepared and submitted to IR for approval
no later than 90 days in advance of the start of the test program.
16.2 Test Plan
16.2.1 General
16.2.1.1 Contractor shall develop Test Matrix, Test Schedule and Test Procedures as part of Test
Plan[RDL 1601].
16.2.1.2 Tests shall be grouped in the following categories:
i. Component or System type tests
ii. Car Level type tests
iii. Online type test
iv. Predelivery Car routine tests
v. Acceptance tests
16.2.2 Test Matrix
16.2.2.1 During the design phase, the Contractor shall develop test matrix listing tests to be
performed during the test program. This test matrix shall be approved by the IR before test
scheduling may begin. The test matrix shall be updated regularly to accurately capture any
changes to program scope or direction.
16.2.3 Test Schedules
16.2.3.1 Test schedules shall be prepared during the design phase for all tests listed in the test
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matrix. Test schedules shall be submitted for review and approval by the IR. The schedules
shall be updated regularly (at least monthly) once testing has commenced. The schedules
shall identify the type of testing to be performed, the location and date of the testing, the
status of the applicable test specification, and the representation required at the test (e.g.
vendor, Contractor, IR, etc).
16.2.4 Test Procedures
16.2.4.1 The Contractor shall prepare a test procedure in advance of each test for review and
approval by IR. The plan test procedures shall include the following information:
i. Relevant specification applicable to each of the tests.
ii. Type, routine and special tests to be carried out.
iii. Description of the tests, scheduled dates, and locations of the tests.
iv. Test parameters to be measured.
v. Constraints to be applied during the test.
vi. Defined pass/fail criteria.
vii. Facilities, equipment, and test and measurement tools.
16.2.4.2 Test procedures may be amended, as required throughout the duration of the Contract, to
reflect changes in system design or the identification of additional testing requirements.
16.2.4.3 No test shall be performed by the Contractor or any Subcontractor without a test
procedure that has been approved by IR. The Contractor shall submit one test procedure
for each unique test, recorded as a unique Contract Deliverable. The Contractor shall
develop a numbering scheme (ie. RDL 1603A, 1603B, …) to accurately track test
procedure submissions and allow one test to be closed out without unnecessary
dependence on other tests.
16.3 Test Reports
16.3.1 For each test performed, a test report shall be prepared, regardless of the outcome of the
test, and submitted to IR. [RDL 1604]The Contractor shall submit one test report for each
unique test, recorded as a unique Contract Deliverable. The Contractor shall develop a
numbering scheme (ie. RDL 1604A, 1604B, …) to accurately track test report submissions
and allow one test to be closed out without unnecessary dependence on other tests.
A register of all test reports shall be submitted on a monthly basis. [RDL 1602]
16.4 Required Testing
16.4.1 Component and System Type Testing
1. Carbody Interior Materials Tests
2. Window Tests (including Emergency Windows)
3. Flammability, Smoke and Toxicity Emission Tests
4. Door Panel
5. Door System Endurance Test
6. Heating, Ventilation and Air Conditioning
7. Coupler, Drawbar, and Draft Gear Tests
8. Auxiliary Power, LVPS, Battery and Battery Charger
9. Bogie Frame Static Load Test
10. Bogie Frame Fatigue Test
11. Bogie Frame Weld Inspection
12. Bogie Primary Suspension and Secondary Suspension (Air Spring) Tests
13. Carbody Static Structural Tests
14. Operational Safety Testing
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15. Seat Frame and Cushions
16. Electrical Interference Tests (EMI)
17. Diesel Engine Tests
18. Propulsion Equipment Tests
� Diesel electric: alternator, inverter, traction motor, gear drive
The Contractor shall define the scope and magnitude of these tests in order to fully
demonstrate compliance with the requirements of the design criteria. However the tests
mentioned below shall be part of test program.
A. Material Test
All materials used in the production of the vehicles shall be tested to verify conformance
with all applicable standards, regulations and specifications, and to ensure that the
material performs as specified. However, testing will not be required for materials supplied
with test certification. At a minimum, the following materials unless provided with material
test certification, shall undergo material testing:
i. All interior materials shall be certified to meet smoke, flame and toxicity
requirements.
ii. All subfloor panels shall be certified to meet strength and impact resistance
requirements.
iii. All materials used in production of the carshell shall be certified to meet material
strength, composition and performance characteristics.
iv. All components used in the manufacture of bogie, suspension and coupler
assemblies shall be certified to meet all applicable strength, composition and
performance requirements.
v. All insulation materials shall be certified to meet applicable insulation performance
standards.
vi. All emergency power sources and all emergency equipment shall be certified to
meet relevant standards.
vii. All exterior graphics components, including paint, decals and hardware, shall be
certified to meet all applicable performance requirements including environmental
and air quality requirements, durability in accordance with environmental and
climatic conditions.
B. The car body structural test
i. A static compressive endload test, and a lifting test shall be performed in
accordance with EN 12663 or UIC 566, under a simulated load as specified in Chapter
2, as a type test.
ii. The strength of the car side wall windows and of those in the doors shall be
performed in accordance with EN 12663 or UIC 566, as a type test.
iii. The strength of the cab windscreen shall be tested in accordance with the
requirements of both UIC 651 and EN 15152:2014, also as a type test.
C. Bogie Frame Stress and Fatigue Testing
iv. The bogie shall be subject to static as well as fatigue tests in accordance with EN
13749 or UIC 6154, with the payload as specified in Chapter 2. This shall be a type
test.
v. Tests for clearances in the bogie, and between bogie and body shall also be carried
out by rotating the bogie to simulate a 150m radius curve. This shall be a type test.
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vi. The Contractor shall perform a wheel unloading test to verify the calculations
submitted. The test shall be conducted in the most disadvantageous combination of
unloading and suspension conditions.
vii. A load deflection test and accelerated ageing tests shall be performed to
demonstrate that the spring rate of the primary suspension system and the creep
rate for the materials used are within the design limits. These tests shall prove that
the primary suspension system behaves as predicted and will notresult in excessive
deflection or a decrease in bogie clearance above top of rail to less than the
minimum specified herein.
D. Body Side Door
i. The body side doors shall be tested for strength in accordance to UIC 566 or relevant
standard.
ii. The following type test shall be carried out on a complete door and operating
assembly equipment with its control gear.
a. Endurance One Lakh (100,000) operations shall be performed. A record of the
velocity profile shall be taken at the beginning and the end of the test. It should
also be demonstrated that no undue wear or compression of seals has occurred.
b. Vibration Tests Vibration test shall be carried out as per IEC 60077 or EN 61337
standard.
E. Interior Doors (Compartment Door, Vestibule Door and Lavatory Door) i. The Prototype Compartment Door, Vestibule Door and Lavatory Door shall be
subjected to an endurance test of One Lakh (100,000) operations, during which it
shall be demonstrated that no component fails.
F. Seats/Berths
i. The Seat/Berths assembly shall withstand without permanent deformation with
type test strength requirements based on international recognized standards,
subjected to mutual agreement (UIC 566 ).
G. Water Tank
Testing of the water tank shall be done in the same condition as fixed in the cars. Following
test shall be applied to water tanks:
i. Dimensional Checking.
ii. Water Tightness.
iii. Air tightness with a air pressure of 50000Pa for underslung water tanks.
iv. Strength requirement according to Para 1.1.4 of UIC566 or equivalent standard.
v. Complete weight of the entire tank types and suspension.
H. Fire Performance Verification:
i. Type tests according to the relevant standards shall be undertaken to establish fire
ratings for all materials proposed. However, test certificates from any Testing Agency
of international repute may be accepted in lieu by the IR at his sole discretion.
16.4.2 Car Level Type Testing
1. Clearance Tests
2. Door Operation Tests
3. Heating, Ventilation and Air Conditioning
� Fresh Air Duct Watertightness Tests
� System Air Flow Tests
4. Lighting Tests
5. Brake Shoe and Disc Pad Force Tests
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6. Parking Brake Tests
7. Bogie Equalization and Stability Tests
8. Electromagnetic Emissions Tests and Limits
9. Auxiliary Power System/LVPS/Battery
10. Operational Safety Systems Test
16.4.2.1 The Contractor shall define the scope and magnitude of these tests in order to fully
demonstrate compliance with the requirements of the design criteria. However the tests
mentioned below shall be part of test master plan.
A. Brake Equipment Type Tests
For Disc brake following Tests shall be carried out:
i. Functional checks such as working stroke, slack adjuster operation and parking brake
action.
ii. Recording of the relationship of disc brake pad force to cylinder pressure over the
full working range.
iii. Plotting of brake force against pressure curves in all conditions of operation of brake
cylinder and parking brake.
iv. Vibration test as defined in IEC 61373.
v. Air leakage test
16.4.3 Online Type Test
1. Noise and Vibration Tests
2. Performance Tests
3. Acceleration Tests
4. Friction Brake Deceleration Tests
5. Dynamic Brake Deceleration Tests
6. Blended Brake Tests
7. Wheel Slip Tests
8. Route Performance
9. Ride Quality Tests
10. Communication System Tests
11. Operational Safety Systems Test
The Contractor shall define the scope and magnitude of these tests in order to fully
demonstrate compliance with the requirements of these design criteria. However the tests
mentioned below shall be part of test program.
A. Noise and Vibration Type Test
(a) The Contractor shall perform noise and vibration type tests to demonstrate
compliance this document. The measurement of Noise level of rail bound vehicle shall be
carried out as per BS EN ISO 3381. All test procedures, data and results shall be submitted to
the IR for acceptance.
B. Complete Brake System, Type Tests
A complete set of brake equipment comprising all items of equipment forming the Brake
System shall be assembled. The contractor may submit a proposal to combine the test of
individual items with the system test if agreed by for review and acceptance of the IR.
Instrumented tests shall be carried out at train level both in tare and loaded condition, to
establish designed performance of braking. Similarly emergency braking distance tests shall
be carried out in tare and loaded condition under dry and wet rail conditions. Wheel Slide
Protection system shall be tested under and wet rail conditions.
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The prototype train shall be used for carrying out emergency braking distance trials under
tare and loaded conditions of the train as per EN 50215 or IEC 61133.
16.4.4 Pre Delivery (Car Routine) Tests
1. Water tightness Tests
2. Weight
3. Piping Tests
4. Car Wiring Tests
5. Wiring Continuity Test
6. Insulation Resistance Tests
7. High Potential Tests
8. Grounding
9. Trainline Tests
10. Low Voltage DC Supply Tests
11. Primary Power System
12. Door Tests
13. HVAC Tests
14. Headlight, Marker Light, and Auxiliary Light Tests
15. Communication Systems Tests
16. Pneumatic System and Friction Brake/Parking Brake Tests
17. Leveling Tests
18. Lubrication Checks
19. Safety Devices
20. Propulsion Control Systems
21. Operation Safety Testing (Alerter, Event Recorder)
22. Load Weigh System
23. Monitoring and Diagnostics Systems
The Contractor shall define the scope and magnitude of these tests in order to fully
demonstrate compliance with the requirements of these design criteria. However, the
tests mentioned below shall be part of test program.
A. Car Weight
The Contractor shall weigh each complete car and the weight of each car shall not differ by
more than 5% of design load. In addition, bogies of cars shall be weighed separately.
Certified weight shall be submitted to the IR and copies thereof included in the car history
book.
B. Body side Entrance Door, Routine Tests
These will comprise functional test to verify that performance is consistent with accepted
type test results, and shall include tests to relevant specifications for the electrical portion.
C. Complete Brake System, Routine Tests
All reservoirs shall be tested to an appropriate international pressure vessel standard and
necessary test certificates shall be provided from a recognized test agency.
16.4.5 Acceptance Tests
A. Service Trials
The cars shall be subjected to prerevenue Service Trials. Service trials are intended to
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prove not only the satisfactory running performance of the cars, but also to enable
practical evaluation of their reliability in service, ease of maintenance and operation, in
parallel with the work of other Designated Contractors, and adequacy of the cars and
equipment for all performance requirements envisaged in the specification.
The prototype train shall be evaluated by the Indian railways during operation for the first
45,000Kms (the “Service Trials”). Service trials shall include load haulage tests under
payload, on different sections with different gradients at different speeds to evaluate the
performance of occupant train in compliance with the specifications.
Before initiating service trials, the prototype Railcars will be subjected to certain other
tests, mainly to satisfy the Indian Railways regarding operational performance, capability
and safety. The following tests shall be conducted in this connection on prototype railcars
of a particular design.
a) Oscillation Test
Oscillation trials shall be carried out as per the Third Report of Standing Criteria
Committee enclosed as AnnexureC along with latest amendment, for evolving Criteria
for Assessment of Stability of Rolling Stock on Indian Railways. Oscillation trial to be
carried out using measuring wheel which shall be provided by the contractor.
b) Emergency braking distance trials (EBD)
The measurements shall be recorded in accordance with the test scheme prepared by
IR.
c) Rating and Performance/Service Trials
The train shall be inducted into Revenue Service only after statutory certification by the
authority after Service Trials to ensure that functions and operations of various systems
are satisfactorily integrated and permit all the technical systems to stabilize.
Before the commencement of Service trials the contractor shall submit a statement
confirming that the rolling stock is safe and ready for the same.
16.5 Required Document List (RDL)
The following submittals are required:
RDL Description
1601 Test Plan comprising of Test Matrix, Test Schedules and Test Procedures
1602 Test Reports
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CHAPTER 17 17 MATERIALS AND WORKMANSHIP
17.1 General
17.1.1 General workmanship shall be of the highest quality and manufacture shall follow best
modern practice for high grade equipment. Parts shall conform to the dimensions shown
on, and shall be built in accordance with approved drawings. The surface finish of parts and
components shall be in conformity with the respective strength, fit and service
requirements. Adjoining surfaces shall be worked to ensure proper alignment and
matching. Holes for bolts shall be drilled and accurately located by templates. Joints,
datum surfaces and mating components shall be machined and all castings shall be spot
faced for nuts. Machined finishes shall be shown on the approved drawings.
17.1.2 In order to be able to freely exchange parts and components during the vehicle
maintenance, the individual fitting of parts during manufacturing shall be avoided. All fits,
bolthole patterns etc. have to be performed with the use of appropriate jigs and
templates. The ISOSystem for fits shall be adopted.
17.1.3 Materials and finishes selected for equipment shall be suitable for the purpose intended
and for the environment conditions under which the equipment is to operate. The use of
other materials may be permitted where the equipment is hermetically sealed. Where the
Contractor proposes to use stock material not manufactured especially for works under
this Contract, he shall submit to the Engineer proof that such material complies with an
approved standard, that the quality of such material is adequate for the intended use and
that an acceptable quality control system is in operation. Substitution of specified
materials is only acceptable if approved by the Engineer. Substitutes will have to be
suitable for the purpose intended and have similar physical and chemical properties as the
specified material. When selecting materials as well as combinations of materials, the
Contractor shall follow the guideline as given below:
� consistent utilisation of light weight design principles (form and material)
� reduction of flammability
� minimum maintenance
� reduction of human impact during manufacturing (dust, toxic fumes, asbestos etc.)
17.1.4 The application notes and manufacturing prescriptions of the material suppliers have to be
followed strictly.
17.2 Prohibited Materials
The following materials shall be prohibited from use on the cars:
• PVC
• Asbestos
• Cadmium (except for battery)
• Lead, all applications including in paint and coatings, except for electronics solder
and diesel engine starting applications
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• PCBs
• Carcinogenic materials as listed by current Publication of the American
• Conference of Governmental Industrial Hygienists (ACGIH)
• All CFC and HCFC compounds
• R22 refrigerant
• Urethane foam
17.3 Joining and Fastening
17.3.1 General
17.3.1.1 When it is necessary to use dissimilar metals in contact, these shall be so selected that the
potential difference between them in the electromechanical series is not such as to cause
galvanic corrosion. If this is not possible, the contact surface of one or both of the metals
shall be electroplated of otherwise finished in such a manner that the potential difference
is reduced within the required limits or, alternatively, the two metals shall be insulated
from each other by a suitable material or a coating of varnish compound. For joints
between aluminium parts or aluminium and steel, the relative prescription of the
aluminium supplier shall be followed strictly. The connection of subassemblies and
components, especially at the bogies, shall be designed in a way, that dismounting is
possible also after many years of revenue service.
17.3.1.2 Plain pins in the relative connections (e.g. for silent blocs, brake hangers etc.) shall be
manufactured with a greasing groove in order to allow greasing and to avoid contact
corrosion. Moving connections must be provided with facilities for greasing during vehicle
servicing and maintenance.
17.3.2 Bolted Connections
All bolts, studs and nuts shall be to an approved standard and to metric dimensions, and
shall generally be of steel with a minimum quality of 8.8 (diameter > M6). Different
materials for nuts and bolts might be appropriate for specific applications; such deviations
are subject to the approval of the Engineer. Bolted connections under high static and/or
dynamic load shall be subject to a stress analysis. The tightening moment has to be
prescribed for high loaded and safetyrelevant connections. Locking of bolted connections
shall be by means of approved elements such as tensionwashers (e.g. NORDLOCK). Locking
by means of adhesives ("Loctite") and by selflocking nuts is subject to approval by the
Engineer. Crownnuts are not considered to be an approved locking device and shall be
avoided. If bolts pass through hollow sections, the section has to be stiffened by means of
a weldedin tube. All bolts, studs and nuts shall be properly corrosion protected. Elements
which are visible or which are subject to frequent adjustment or removal shall be made of
stainless steel.
17.3.3 Bonding
17.3.3.1 Bonded connections shall withstand all operational loads. The adhesives selected shall be
appropriate for the purpose and keep the integrity of the element within the operational
temperature cycles and also under the influence of humidity. When selecting the
adhesives, the requirements with regard to flammability and the production of toxic fumes
have to be considered.
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17.3.4 Welding
17.3.4.1 All welding procedures shall be documented by the Contractor. Approval of the welding
procedure shall be as required by EN 15085 Part 16.
17.3.4.2 Approval of the welder shall be as required by BS EN 2871 : Specification for Approval
Testing of Welders Working to Approved Welding Procedures, or equivalent.
17.3.4.3 Arc welding shall be performed by the MIG process and in all cases complete and adequate
fusion with the base material shall be ensured.
17.3.4.4 The Contractor shall provide details of all preparatory and postwelding procedures to be
undertaken during the process of spot welding. Spot welding of components which carry
structural loads shall be performed using equipment fitted with time, current and pressure
control.
17.3.4.5 The Engineer or Inspector reserves the right to verify the quality of welds, particularly in
critically stressed areas, by appropriate nondestructive testing methods (NDT).
17.3.4.6 Welding of important highly stressed components shall be subject to radiographic or
ultrasonic examination
17.3.4.7 The design of welded joints and connections, and the fabrication of welded steel parts,
shall conform to the requirements of an approved code for structural steelwork, such as
EN 15085
17.4 Stainless Steel
17.4.1 Stainless steel shall comply with EN 100883
17.4.2 Stainless steel shall have good arcwelding properties. Stainless steel adversely affected by
welding shall not be used.
17.5 Structural Castings 17.5.1 All steel casting and forgings shall conform with the chosen standard. Cracks or other
defects disclosed during cleaning or machining operations shall be chipped or grooved out
by carbonarc air process to sound clean metal, and the inspected by appropriate non
destructive methods. Repairs by welding on steel castings and forgings shall be undertaken
only by properly qualified welders and in full accordance with an approved procedure. All
such repairs shall be subject to stress relief.
17.5.2 Cast iron shall not be used for systems containing air, oil or water or for any components
subject to tension or impact stresses. Where cast iron is used, the quality shall be in
accordance with the chosen standard. If not otherwise specified it shall be of the
spheroidal graphite type.
17.5.3 Decorative Aluminum Parts
17.5.3.1 Decorative aluminium parts such as trimming shall be made from alloys best suited for the
purpose. Surface treatment shall be by anodising or by epoxy powdercoating.
Flammability Requirements: Special care has to be taken in the selection of the light metal
alloys in regard to flammability.
17.6 Elastomers
17.6.1 Elastomers should be defined by the suppliers. The elastomer shall have no toxic element
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and shall be fulfil the fire protection requirements according standard EN 45545 16.
17.7 Rubber Floor Covering
17.7.1 Neoprene and similar synthetic compounds shall be ageresistant and not be subject to
deterioration due to climatic conditions. Applicable standard area e.g. UIC 8443 and 844
4. All plastic material has to be tested in regard to flammability and production of toxic
fumes. They have to be in accordance with the latest standards in regard to fire prevention
in rail vehicles. Rubber parts, especially those utilised for window and door sealing, shall
conform to DIN 22103 or approved equivalent. The material has to be resistant to the
cleaning chemicals (for inside and outside cleaning) and shall not produce any staining on
the passengers' clothes.
17.7.2 Plastics, used as seals and fillers shall be of a quality which allows the application of the
painting system. After removal of seals and gaskets (also after an extended period) no
residues shall remain which would inhibit the further use of the assembly.
17.8 Wood and Panels
17.8.1 As far as possible the use of wood shall be avoided. When used, woodwork shall be of
approved hardwood resistant to fungicidal decay and entirely free from knots, splits, sap,
warp and other defects. All woodwork shall be appropriately treated in approve manner to
protect it against the ingress of moisture, termite attack, growth of fungus or other forms
of deterioration and it shall be fire resistant. Plywood shall be "weather resistant"
according to DIN 68 705, AW 100 or approved equivalent. Special care has to be taken with
respect to the selection of the glue, which shall, when cured, be fire resistant and shall not
produce toxic fumes. The edges of plywood plates have to be properly sealed. Only
corrosion resistant screws are allowed in combination with wood. Nails, clamps and staples
are not permitted in conjunction with wood.
17.9 Wires and Cables
17.9.1 All wires and cables shall be adequately protected for the maximum design and fault
currents, and designed for minimum voltage drop.
17.9.2 The insulation of all wires and cables shall be halogenfree flame retardant and formulated
to minimise generation of smoke, noxious emissions and corrosive fumes, in the case of
overheating or fire. Cables shall all comply NF F 63808 (for low voltages, and NF F 63826
(for high voltages) or other international standards approved by the Engineer.
17.9.3 The system adopted to rate cable shall be fully specified for review. All derating factors
shall be applied, together with the maximum permissible conductor temperature for the
particular insulation type. In no case shall the conductor continuous temperature exceed
90° C. The maximum short circuit temperature shall not exceed 250°C. The cable insulation
shall be capable of withstanding these temperatures.
17.9.4 All cables and pipes shall be cleated at frequent intervals to avoid vibration leading to
abrasion or fracture. All holes through which cables pass shall be fluted, or bushed, to
prevent chafing and damage to insulation.
17.9.5 High and low voltage cables shall, wherever possible be kept separate. Where cables
carrying voltages of greater than 200V between conductors are carried in the same jumper
as other cables, they shall be run together only as far as the nearest junction box. Any such
arrangement shall be submitted to the Engineer for review.
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17.9.6 All cable runs in exposed locations, such as on the bogies or underframe, and therefore
potentially vulnerable to damage shall be in conduits of stainless steel. Where such
exposure is not a problem, cables shall be run in enclosed waterproof and dustproof
ducting.
17.10 Painting
Environment friendly Waterborne paint shall be used. All painting processes shall be
proven in railway applications, and suitable for the local climate, and shall be subject to
review. Such processes shall include surface preparation suitable for the material,
corrosion preventative priming and high durability finish. Exterior stainless steel,
aluminium or their alloys shall not be painted. Bogies shall be treated with primer and an
internationally accepted finishing paint. All steel which will be hidden, except stainless
steel, shall be treated with primer and an accepted rust preventative before being
concealed. The treatment of copper bearing structural steel shall be subject to acceptance
by the Engineer.
17.10.1 Metallic Coats
Metallic protection such as anodising, chrome plating, nickel plating or zinc plating shall be
performed with adequate thickness. The thickness shall be determined in consideration of
the specific application.
17.10.2 Corrosion Protection and Painting
Every component and connection between elements shall be corrosion protected
according to the stateoftheart. Hollow spaces in conjunction with corrosionprone
material shall be treated and sealed. Approved procedures and protection materials shall
be utilised. The corrosion protection of the entire vehicle shall be in accordance with an
approved method (such as e.g. the latest edition of TL 918 300/6 of the DB German Federal
Railways).
17.10.3 Noise and Thermal Insulation
Noise and thermal insulation materials shall be applied on the painted surfaces in
accordance with approved methods. The selection of noise and thermal insulation
materials shall be in accordance with the requirements of fire protection.
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CHAPTER 18
18 PROJECT MANAGEMENT
18.1 General
18.1.1 This section covers project management related requirements viz, Management Plans,
Submittal requirements, Design Reviews, Quality Assurance etc., which are necessary for
smooth execution of the contract.
18.2 Management Plans
18.2.1 For satisfactory execution of the contract, following Management Plans shall be developed
and submitted by the Contractor for review:
(i) Project Management Plan
(ii) Quality Assurance Plan
(iii) System Safety Assurance Plan
(iv) Reliability, Availability and Maintainability Assurance Plan
(v) Software Quality Assurance Plan.
18.2.2 The respective Plans shall be submitted as per the submission schedule furnished in table
below:
S.No. Plan Submission Time
1. Project Management Plan 30 days after issue of NTP 2. Quality Assurance Plan 30 days after issue of NTP 3. System Safety Assurance Plan* 90 days after issue of NTP 4. Reliability, Availability and
Maintainability Assurance Plan* 90 days after issue of NTP
5. Software Quality Assurance Plan 75 days after issue of NTP
* System Safety Assurance plan and Reliability, Maintainability & Availability Assurance
Plan will be submitted as per requirements in Chapter 3.
18.3 Project Management Plan
18.3.1 General
18.3.1.1 The Contractor shall develop a Project Management Plan [RDL 1801] and submit to IR for
review and approval. The Project Management Plan shall be submitted within prescribed
time. The Project Management Plan shall include, but shall not necessarily be limited to:
(i) Organization Structure specific to contract
(ii) Program Schedule showing key milestones and events
(iii) Submittal approval schedule
(iv) Design Review
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18.3.1.2 The project management plan shall have a live document status. All changes must be
submitted to the IR during the next monthly progress report covering the time period the
change took place. Changes will be subject to approval by the IR.
18.3.1.3 The Contractor shall submit a monthly progress status report in the form of updated
computer printouts and narrative reports. In the narrative report, the Contractor shall
state the percentage of work physically completed and include a description of the physical
progress during the report period; plans for the forthcoming report period; problem areas,
current and anticipated; delaying factors and their impact; and an explanation of corrective
actions taken or proposed. This report shall also include the work done by major suppliers
and subcontractors
18.3.2 Organization Structure
18.3.2.1 The Contractor shall establish an organization to properly manage this contract. The
organization shall be highly responsive to the needs of SPART as required in this manual of
standards and specification. Contractor will submit:
(i) An Organization Chart specific to the contract, defining the responsibilities and
qualifications of all personnel, including contact details for Contractor,
subcontractors, and major equipment suppliers
(ii) Resumes of key executives and supervisory and engineering staff to be employed
fulltime for the works, for both principals and subcontractors. Resume should
be current and shall include qualifications, brief summary of experiences,
technical skills and other relevant information.
(iii) The internal methods and communications to be used to control the work
schedule. The contractor will nominate a suitably qualified and experienced
Project Manager having good working knowledge of English
18.3.3 Program Schedule
18.3.3.1 The Contractor shall develop and submit a Program Schedule for review within prescribe
time. For Program Schedule, the Contractor shall use an industry standard computer driven
Critical Path Method (CPM) to schedule all activities related to this contract, including its
work, and the work of its subcontractor's and major supplier's work. The CPM system shall
be approved by the IR. The CPM shall have a precedencetype network.
18.3.3.2 The Program Schedule shall include all of the Contractor's work activities with sufficient
detail such that all interfaces with all direct and related parties of the project are
highlighted. The work of subcontractors and suppliers shall be shown on the schedule,
being supplied by them and updated whenever necessary. In CPM network every
milestone listed in the contract will be included and shall be shown in proper logical
sequence.
18.3.3.3 The Schedule shall be accompanied by a narrative statement that shall describe project
activities, assumptions and logic, and highlight the Contractor's perception of the major
constraints and critical areas of concern in the design, organization, manufacture, supply,
testing, commissioning and completion of the Works. This narrative statement shall also
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indicate proposed location of each work where it will be carried out, the facilities available
and any third party undertaking the Contractor may have in this regard.
18.3.3.4 The Program Schedule shall be monitored and controlled by the Contractor's management
team responsible for all management functions and shall be updated and submitted to IR
for review and approval at least monthly during the design, production, and acceptance
phases of the Contract [RDL..] The initial baseline schedule shall be maintained for the
duration of the contract for review
18.3.3.5 Major procurement activities shall be indicated, including submittal and approval of
drawings and delivery of all material. A complete RDL list with proposed delivery dates
shall also be provided.
18.3.3.6 Scheduling Software and relevant instruction manuals, licensed for use in connection with
the contract, shall be provided by the contractor.
18.3.4 Submittals Approval
18.3.4.1 Contractor will submit a schedule identifying all elements of design and manufacture
requiring approval or otherwise deliverable under the terms of the Contract, indicating
when and for which items the IR approval is required, to the level of the individual item
submittal.
18.3.4.2 IR will review those Contract submissions which require their acceptance and shall give
their acceptance or otherwise within 30 days. The Contractor shall resubmit his
submission within 14 days if any changes are suggested.
18.3.4.3 IR will endeavor to review and respond to the Contractor on the adequacy and
acceptability of the Contractor's submissions and resubmissions as soon as reasonably
possible but the Contractor should always allow for a 30 day review period.
18.3.4.4 Unless otherwise specified, the Contractor shall allow in his programme a 30day review
period for all submissions to IR.
18.3.4.5 Submittals requiring the approval prior to implementation shall be reviewed and classified
as follows:
• Approved –– IR concurs with the information in its submitted form. The material
may be incorporated into the program.
• Conditionally Approved –– IR conditionally agrees with the submitted information in
principle, but insufficient information was provided to allow a complete review, or
some details must be revised to make the information fully approved. The material
must be resubmitted in revised form for approval.
• Disapproved –– Means the IR does not concur with vital details. The Contractor shall
not incorporate the material into the program. IR objections must be reconciled,
and the material must be resubmitted in revised form for approval
18.3.4.6 An approval shall not be construed as:
• Permitting any departure from the Contract requirements; or
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• Relieving the Contractor of the responsibility for any error including details,
dimensions, materials and calculations.
18.3.5 Design Review Process
Three types of design reviews will be conducted depending on the status of the designs;
Preliminary Design Review (PDR), Intermediate Design Review (IDR), and Final Design
Review (FDR).
18.3.5.1 Preliminary Design Review (PDR)
Preliminary Design Review (PDR) shall include a review of the design concept, written
descriptions of the functionality, schematics of the system wiring, and drawings of each
component showing dimensions and structural elements. IR retain the right to redline,
comment, and request changes to improve design and/or functionality.
PDR submittals and activities shall comprise but are not limited to the following:
• Program Schedule –– The Contractor shall submit a Program Schedule in accordance
with specification requirements giving particular attention to the entire design
review program portions of the procurement. The CPM is to be updated by the
Contractor every 30 days.
• Compliance Matrix –– The Contractor shall provide a matrix showing all technical
requirements, the Contractor’s proposed design and/or vendor and a determination
as to whether the proposed design is compliant with the specification or not.
• Drawing Schedule –– A drawing schedule for all distinct releases covering the design
of all areas and subsystems of the cars in conformance with the Contractor's
configuration management plan shall be prepared at the start of the PDR and
submitted for approval. Each release shall be given a proper title for the top drawing
and a drawing number. Arrangement drawings to be developed during the PDR shall
also appear on this schedule with a title and number. The drawing schedule shall be
immediately updated to reflect any revisions.
• Arrangement Drawings and Related Documents –– During PDR arrangement
drawings and related documents of the cars and all major subsystem hardware items
shall be submitted for review and approval.
• Detailed Technical Specification –– Within 60 days following the start of the design,
the Contractor shall submit detailed technical specifications for all major systems
and components.
• Weight Analysis –– After receipt of the approved minutes of the first design review
meeting, and then monthly until the complete weighing of the pilot cars the
Contractor shall submit a report on the estimated car weight. This shall include the
most recent weights for the carbody without bogies, each bogie and the complete
car. It shall also include a list of weights for every subsystem on the car, indicating its
percentage of the total car weight, and if these subsystem weights are based on
actual scale weights of complete equipment. The Contractor shall make scale
weighings of all components as early as possible. Contractor shall follow the
requirements of standard EN 15663.
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18.3.5.2 Intermediate Design Review (IDR)
Intermediate Design Review (IDR) shall represent an advancement of the design of the cars
from the preliminary design stage to development of draft production drawings,
arrangements, component and material specifications and schematics for all systems,
subsystems and components on each car type, which will be used by IR to evaluate the
proposed design of the car to a level of detail sufficient that the Contractor shall be able to
proceed with the development of the car design.
Storyboard palettes shall be provided proposing a variety of interior decor schemes for
fabrics, patterns and colors to be used throughout the car.
IR comments from the PDR stage shall be reviewed, and the Contractor shall provide
documentation that the previous comments were incorporated into the car design. All
drawings, specifications, schematics and other project documentation shall be updated for
the IDR.
Once reviewed, the drawings and designs shall be updated to incorporate IR comments.
The Contractor shall prepare fullsize hard mockups or computer generated 3D Models of
the following areas and systems of the cars; according to the drawings as reviewed and
approved, for IR review and comment:
� Operation Theatre in Medical Van
� Ward room showing berths layout for patients in Medical Van.
� Storage arrangement for Tool van
� Door system and loading & unloading
� Sample compartment for Supervisor Van
� Kitchen in Supervisor van
� Toilet
� Cab showing location and arrangement of all controls
All mockups shall be constructed of materials with sufficient strength so that they can be
evaluated safely and thoroughly by IR. This includes the ability to sit on seats, lean on
countertops, open and close doors, simulate operation of controls, appliances and
equipment; and view the mockup from a variety of angles. The mockups shall include all
finishings, colors, patterns, textures, fasteners and hardware as designed.
The mockups shall be built at the Contractor’s facility, or the facility of subcontractors or
other locations as determined by the Contractor. Comments from the mockup review shall
be incorporated into the car design and presented to IR at the final design review.
The Contractor may build additional mockups for IR review at different points in the design
review process, to assist in the development of the car design.
18.3.5.3 Final Design Review (FDR) The FDR shall include a review of all documents and plans for the design as revised,
including the written descriptions of the functionality, schematics of the system wiring,
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drawings of each component showing dimensions and structural elements.
Redlines and comments from the IDR and mockup review shall be reviewed. IR retain the
right to provide additional comments during this process as production progresses and
concerns are brought to the attention.
FDR submittals and activities shall comprise but are not limited to the following:
• The continuation and updating of all activities specified as ongoing in the PDR and
IDR review, i.e., Program Scedule, weights analysis, detailed technical specification,
car functional analysis, drawing schedule, arrangement drawings and supplier
identification.
• Detailed Drawings and Related Documents –– The Contractor shall submit as a
minimum the following detailed drawings and related documents to IR for review
and approval:
• All top and associated sublevel release drawings, properly dimensioned,
detailed, to scale and in accordance with the approved drawing schedule.
• Single line control schematic and functional block diagrams for each subsystem,
and electrical wiring diagrams and schematics for all electrical circuits.
• A complete set of drawings related to clearance. These shall include static and
dynamic envelopes relative to the wayside allowances, including clearances for
all parts of the truck, and general arrangement drawings with all static
dimensions including camber, low level platforms, high level platforms, curves,
etc.
• Single line piping and flow diagrams for all pneumatic circuits, displaying all
valves and control components. All test points shall be displayed.
• Graphs and curves giving response and functional characteristics of the car,
subsystems and major items.
• Manufacturer's data and specification sheets on all control items.
• Maintenance requirements and necessary procedures for all equipment in each
subsystem. These shall be listed from daily inspection to complete overhaul,
with frequency and time needed to service being tabulated.
• Stress Analysis –– A stress analysis of the carbody, bogie frame and wheelset
shall be submitted for approval.
18.4 Quality Assurance Program
18.4.1 General
18.4.1.1 The Contractor shall establish and maintain a Quality Assurance (QA) Program that
complies with ISO 9001:2015 or approved equal. Subcontractors, manufacturers, and
suppliers selected by the Contractor, whether foreign or domestic, shall also comply with
this requirement.
18.4.1.2 The QA Program shall assure that all aspects of the Contract are in conformance with the
design, materials and workmanship requirements provided in this specification.
18.4.1.3 The approved QA Programs of the Contractor, subcontractors, manufacturers, or suppliers
shall not be changed without IR concurrence.
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18.4.1.4 IR may verify implementation of any aspect of the Contractor’s operation as it relates to
Quality Assurance or the QA Program at any time.
18.4.1.5 The Contractor shall perform all work required by its Quality Assurance program and
conduct regular quality program audits. IR may conduct an initial audit of the Contractor's
QA Program prior to issuance of the Purchase Order for this Contract.
IR may suspend the work if the Contractor fails to promptly correct deficiencies identified
by IR via corrective action requests, failure analysis reports, nonconformance reports, or
other contractual communication.
18.4.2 Quality Assurance Plan
The Contractor shall submit a Project Quality Assurance Plan (PQAP) [RDL 1802]
conforming to the requirements of ISO 9001:2015 for review and approval within
prescribed time schedule.
This plan shall identify the controls, resources, and skills the Contractor will apply for the
duration of the Contract to satisfy project quality system requirements.
The PQAP shall address each of the clauses in ISO 9001:2015 and provide the following:
� Control of Quality Records
� Document and Data Control
� Management Responsibility for QA Program
� Quality Assurance and Training
� Contract Review
� Configuration Management
� Manufacturing Plan: Customerwitnessed and holdpoint verification lists shall be
submitted to IR for approval.
� Modification Plan
� Test and Inspection Plan: Test and inspection procedures shall be subject to IR
review and approval.
� Design Control Plan
� Control of Purchased Items and Services
� Product Identification and Traceability
� Control of Inspection, Measuring, and Test Equipment
� Handling, Storage, Preservation and Delivery
� Warranty Plan
� Control of IRSupplied Products
� Internal Quality Auditing
� Controlling Nonconforming Products and Services
18.4.3 Subcontractor Quality Assurance Requirements
18.4.3.1 The Contractor shall require that each subcontractor establish and maintain a QA program
acceptable to the Contractor and IR for the services and items it supplies. The Contractor is
responsible for all subcontractor and supplier quality and performance.
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18.4.3.2 The Contractor shall survey, audit and periodically review each subcontractor and their
facilities to assure adequate capabilities to perform subcontracted efforts in compliance
with the Contractor’s QA program.
18.4.3.3 Each subcontractor or supplier shall have a QA system that is approved by the Contractor
and fully implements the QA plan of the Contractor as it applies to the subcontractor or
supplier’s scope of work.
18.4.4 Quality Assurance Assessments
18.4.4.1 IR shall have the right to visit all facilities of the Contractor, subcontractors and suppliers
associated with this Specification to conduct initial and ongoing assessments of their QA
programs to determine if the QA programs are capable of assuring product compliance
with the requirements of this Specification. During these assessments, the Contractor shall
provide IR personnel reasonable assistance as they inspect production facilities, examine
operations in progress and review documentation. If any deficiencies are noted, the
Contractor shall ensure that the deficiencies are properly documented and the necessary
corrective action is promptly implemented.
18.4.4.2 For ongoing assessments, IR shall have free access to the production facilities of the
Contractor and his Subcontractors. The Contractor shall perform periodic quality assurance
audits and inspections during the execution of the car contract to ensure that all QA
program obligations are being fulfilled and that all deliverables meet the requirements of
the Technical Provisions and all approved drawings and procedures. Customer audits and
monitoring will be performed independent of and in addition to the Contractor’s quality
assurance function, but will in no way replace, negate, override or lessen the Contractor’s
QA obligations.
18.4.5 Quality Assurance Audits
18.4.5.1 The Contractor shall maintain adequate records of compliance with the QA program plan
for the life of the contract and subsequent warranties are in force. These records shall be
made available to the Customer representative on demand, and a complete set of records
shall be submitted to the Customer at the end of the warranty period.
18.4.6 Corrective and Preventive Action
18.4.6.1 The difference between corrective and preventive action procedures shall be clearly
expressed in the Contractor’s PQAP. Corrective action procedures shall address actual
nonconformities that have occurred. Preventive action procedures shall address the
potential for nonconformity.
18.4.6.2 The Contractor shall establish and maintain procedures for taking corrective and
preventive actions that address the entire scope of the problems encountered and take
their risks into account.
18.4.6.3 For failure of any kind in systems, devices, apparatus, components and parts, the
Contractor or its subcontractor, supplier, or manufacturer shall perform a documented
failure analysis to determine the root cause of the failure and corrective action(s) to
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eliminate the problem and cause of failure.
18.4.6.4 Corrective action procedures shall be effective in handling complaints from
nonconformance reports and as reported from each source, including IR.
18.4.6.5 Methods shall include root cause investigation, problem analysis, recording results,
determining the most effective corrective action, verifying that corrective actions have
been taken, and that they are effective.
18.4.6.6 Preventive action procedures shall require use of all available information to eliminate
potential sources of nonconformity. Methods shall include data and information analysis,
determining the best approaches to preventing nonconformity, implementing and ensuring
effectiveness of preventive action plans, and forwarding significant details of actions taken
for review by the Contractor’s management.
18.4.7 Use of Statistical Techniques
18.4.7.1 The Contractor’s PQAP shall identify specific needs and requirements for statistical
techniques in controlling production processes. Statistical quality control application
software program(s) used in acceptance of parts, materials, or processes by the Contractor
or its suppliers shall be documented and based on recognized and accepted statistical
quality control methods. Statistical quality control application software program(s)
intended for use on the project shall be defined and submitted to IR for approval along
with the PQAP.
18.4.8 First Article Inspection (FAI)
18.4.8.1 General
18.4.8.1.1 The Contractor shall submit a FAI Plan that includes a list and schedule of FAIs to THE
CUSTOMER for review and approval not later than 120 days after Notice to Proceed.
18.4.8.1.2 Before the performance of any FAI, the Contractor shall prepare and submit an FAI Log
detailing relevant information for FAIs included in the plan. The log shall include FAI
status, preFAI submittals, corresponding letter numbers (both submittals and
responses), and FAI report status. The Contractor shall keep the log current and submit it
to the Customer at least once per month until the FAIs are completed.
18.4.8.1.3 Equipment shall be shipped from the point of manufacture only after an FAI has been
offered, performed, passed and approved by the Customer.
18.4.8.1.4 IR reserve the right to participate or waive its participation in any FAI.
18.4.8.1.5 The Contractor shall perform independent preFAIs to ensure readiness for formal FAIs.
18.4.8.1.6 The Contractor shall perform FAIs on components built using approved production
processes and tooling, and jointly with the Customer shall establish the level of quality of
workmanship for the balance of like components.
18.4.8.1.7 First Article Inspection will not be conducted until the design drawings of the article have
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been approved and all open issues from design reviews are resolved. Conditionally
Approved drawing status may be considered acceptable for conducting the FAI provided
that the Contractor assures the Customer that the drawing review comments will be
resolved as agreed with the Customer and solutions included in the FAI item and verified
by the Contractor during its preFAI.
18.4.8.1.8 The Contractor shall not conduct the FAI until the Customer has approved the FAI
package. Conditional Approval status will be considered with the same stipulations as
applied to Conditionally Approved drawings as mentioned above.
18.4.8.1.9 In the event the Contractor schedules Type tests immediately following an FAI or in
conjunction with the FAI, the Type test procedures must be submitted to the Customer
for review and approval prior to testing. Prior to conducting any Type test, the Contractor
shall conduct a FAI of each component.
18.4.8.1.10The Contractor shall provide an individual notice to the Customer for each FAI at least 30
calendar days prior to the FAI. The Contractor shall not schedule more than two FAIs on
the same date or two FAIs in different locations within the same work week without prior
approval by the Customer.
18.4.8.2 FAI Components, Equipment, and Apparatus
18.4.8.2.1 The Contractor shall perform FAIs for all components, equipment, and apparatus at the
source of manufacture or assembly.
18.4.8.2.2 Inspected “First Articles” (components, equipment, and apparatus) shall be retained for
the duration of the manufacturing period and stored in a secure area at the Contractor's
facilities. These items shall be made available for inspection and comparison at the
request the Customer. These items may be utilized for production of the last cars with
prior approval by the Customer, and provided these items conform to the latest, current,
approved configuration.
18.4.8.2.3 In addition to the atsource components, equipment, and apparatus, FAIs shall be
conducted for the following:
� Complete car underframe structure
� Side frame structure
� Roof structure
� End structure
� Floor structure
� Complete assembled carbody structure
� Complete underfloor equipment installation
� Complete assembled and integrated cabs
� Complete assembled bogie
� Exterior paint, decal, and finish scheme
� Each Pilot Car type with vehicle systems fully assembled, integrated into the car, and
fully operational.
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18.4.9 FAI Package Requirements
18.4.9.1 At least 30 days before conducting each FAI, the Contractor shall submit to the Customer a
FAI package for review and approval. The Contractor shall submit a FAI package to the
Customer in advance of the FAI to provide the following:
� Schedule and agenda of inspection
� Vendor name
� Vendor address
� Vendor phone number
� Vendor contact
� Component list with latest drawing status for the equipment to be inspected
� Contractor inspection plan.
� Participating Contractor representatives
� A complete set of approved or conditionally approved drawings and software
documentation (with the Customer comments) for the item to be inspected.
� For purchased items, a copy of the vendor's purchase order with commercial items
excluded.
� Completed vendor inspection forms that control and document acceptance of in
process work.
� Completed vendor and Contractor final inspection reports and applicable
certification(s).
� Completed test documents that reflect that the unit has passed the Type Test(s).
� Inspection work space that provides the proper environment for inspection of the
piece part, subassembly, or car.
� Inspection tooling and test and measurement equipment
� Performance of routine test to the approved test procedure.
18.5 SOFTWARE MANAGEMENT AND CONTROL
18.5.1 General 18.5.1.1 The Contractor shall submit a Software Assurance Plan within prescribed time schedule, for
review by IR
18.5.1.2 All software to be developed or modified (reengineered software) shall follow the
standardization requirements of EN 50128 (Railway Applications: Software of Railway
Control and Protection Systems). The contractor shall define within the Software Quality
Assurance Plan what techniques and measures are to be applied for software
development.
18.5.1.3 The Plan shall require the Contractor to provide all changes, bug fixes, updates,
modifications, amendments and new versions of the programmes, as required by the IR.
18.5.1.4 The Contractor shall provide all tools, Laptop or any special device to upload / download
the software, manuals and training necessary for the Customer to maintain and re
configure all software provided under this Contract The documentation of software may be
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supplied after the expiry of the warranty period, under terms and conditions to be
mutually agreed at Contract preaward stage.
18.5.1.5 When a fault is discovered in delivered software, or an error in the associated
documentation, the Contractor shall take the necessary steps to rectify such faults and
errors at the earliest opportunity. The Contractor shall supply to the Customer, full details,
in writing, as to the nature of the corrective action proposed or taken. These changes shall
be documented in the form of Software Engineering Change Proposal (SECP), which shall
be got approved from Customer.
18.5.1.6 It will be incumbent upon the Contractor to take responsibility for any changes required to
software.
18.5.2 Software Framework
18.5.2.1 As defined in EN 50128, all software produced or supplied for the Project shall be subject
to a defined quality framework. ISO 90003:2014 shall be considered appropriate for low
criticality software (safety integrity level 0 or 1) whilst the application of a more stringent
framework shall be required for higher criticality software (safety integrity level 2 or
above). The quality framework requirements for safety integrity level 2 and above are
supplementary to the requirements of EN 50128.
18.5.2.2 SIL level of all software used in different subsystems shall be defined and certified.
18.5.3 Auditing
18.5.3.1 The Customer shall carry out an audit of the Software. Further external independent audits
may also be arranged at the Cutomer's discretion.
18.5.4 Software Acceptance
18.5.4.1 The Contractor also shall submit an Operational Safety Report (Software) for software
acceptance by the Customer.
The Operational Safety Report (Software) shall include, as a minimum
(i) OSR(S) Introduction: Shall describe the nature of software sufficiently to ensure
that the Engineer is given a comprehensive overview of primary characteristics such
as structure, functions, criticality, volume and language.
(ii) OSR(S) Evidence of Quality Management: Shall provide evidence to demonstrate
that the software development has been subject to acceptable quality assurance.
(iii) OSR(S) Evidence of Safety Management: Shall provide evidence to demonstrate
that the software development has been subject to acceptable safety management.
(iv) OSR(S) Technical Report: Shall describe how software integrity has been achieved.
(v) OSR(S) Operation and Maintenance Report: Shall describe the Software operation
and maintenance characteristics.
(vi) ORS(S) Restrictions for Use: Shall define what restrictions are applied to the use of
the software.
18.5.5 Availability of Complete Documentation And Development Tools
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18.5.5.1 With the exception of commercial, “Off The Shelf" Software, the Customer shall be
provided with full access to application software(s) and any other software /hardware
tools which may be specifically required for the intended purpose specified in this
specification. For commercial software the Contractor shall provide all available
documentation for the application and maintenance of that software. In case any
commercially available software has been modified for being used in the train, the same
shall be supplied.
It shall be possible for Customer to modify/change various parameters used in the
software.
Complete set of parameters along with necessary changes that may be required to be
made in the supplied software shall be furnished so that different makes of equipments if
need be, can be integrated.
18.5.5.2 After loading, and the satisfactory functioning of the software, the Contractor shall supply
two backup copies of the software, including any new versions adopted. The
documentation of software shall be supplied before the expiry of the warranty period.
18.5.5.3 All software(s), irrespective of contractor’s own software or of subsuppliers, shall be
compatible with latest version of Windows Operating software and shall also have upward
compatibility. In case, the compatibility of installed software(s) with latest version of
Windows is not available, the contractor shall replace the installed software(s) that are
compatible with latest version of Windows O.S. without downgrading the train
performance. Contactor shall commit to support and supply free of cost any special
hardware/software required for ensuring compatibility with new version of Windows for at
least a period of 5 years beyond DLP of the last train.
18.5.5.4 Beyond this period, in case of obsolescence suitable alternatives solutions shall be
implemented (at mutually agreed terms and conditions) and full support shall be provided
by the contractor so as to ensure that train performance are not affected adversely.
18.5.5.5 Diagnostic tools to be provided as per the contract shall include all hardware/software
required for the purpose of
(i) Uploading/downloading of all software’s used in the train/system/subsystems,
(ii) Downloading of faults and any other information required for trouble shooting and
diagnostic purpose.
(iii) Data analysis and Investigation tools for realtime downloads on the nominated
server.
18.5.5.6 Software Rights
18.5.5.6.1 The Contractor shall ensure that the Customer is granted all necessary rights to use
Software embodied in the equipment and there are no restrictions attached to the use of
any information supplied by the Contractor which might later prevent or hinder the
Customer from modifying or adopting or extending the system. The Contractor shall
indemnify the Customer against claim of any party, subcontractor for the unauthorised
possession or use of the software supplied.
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18.6 Required Document List (RDL)
The following submittals are required:
RDL Description
1801 Project Management Plan consisting of Program Schedule
1802 Quality Assurance Plan containing manufacturing Plan, Testing Plan, etc.
Manual of Standards and Specifications for 160 kmph SPART
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Annexure A Maximum Moving Dimension
Manual of Standard and Specifications for 200 kmph SPART
Page 144 of 170
Annexure B
Existing Three Coach SPART Layouts
1. Layout of SPART
Manual of Standard and Specifications for 200 kmph SPART
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2. Layout of Supervisor Van
Manual of Standard and Specifications for 200 kmph SPART
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3. Layout of Medical Van
Manual of Standard and Specifications for 200 kmph SPART
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4. Layout of Tool Van
Manual of Standard and Specifications for 200 kmph SPART
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Annexure C
Manual of Standard and Specifications for 200 kmph SPART
Page 149 of 170
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Page 150 of 170
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Page 151 of 170
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Annexure "A" of Annex. C
Manual of Standard and Specifications for 200 kmph SPART
Page 156 of 170
Annexure D
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Page 157 of 170
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Page 159 of 170
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Page 162 of 170
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Manual of Standard and Specifications for 200 kmph SPART
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Annexure E
Manual of Standard and Specifications for 200 kmph SPART
Page 169 of 170
Manual of Standard and Specifications for 200 kmph SPART
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