Reasoned Document for AC-AC Traction Control System Spec no. MP.0.2400.43 (Rev-06)

Reasoned Documents of draft specification no. MP.0.2400.43(Rev-06) of AC-AC traction Control system of HHP locomotives

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RDSO Clause no.

RDSO Clause of draft specification M/s Siemens Comments M/s Medha Comments M/s EMD Comments M/s CGL Comments

RDSO RDSO Comments

1 1.3.4

AC-AC Traction Control System Manufacturer who have sufficient experience in manufacture and integration of IGBT based traction control system for 4000/4500HP 3-phase AC-AC diesel electric locomotives shall be considered. The firm shall have prior experience of supplying IGBT based traction system for 4000HP and above Diesel Electric Locomotives.

AC-AC Traction Control System Manufacturer who have sufficient experience in manufacture and integration of IGBT based traction control system for 4000. The firm shall have prior experience of supplying IGBT based traction system for 4000HP.

Sufficient experience in manufacture and integration of IGBT based traction control system for 4000/4500HP diesel-electric locomotive is required due to specific and complex requirements in the design, integration and space constraints of these high power diesel locomotives equipped with microprocessor based AC-AC technology. Hence there is no change in existing para required.

2 1.3.5

Credentials: AC-AC Traction Control System Manufacturer shall submit the evidence of successful track record of manufacture & integration of IGBT based traction invertors. The AC-AC Traction Control System manufacturer shall also submit a detailed indigenization plan with the offer. With regard to “Make In India” concept, documentary evidence of materialization of either of the following may be furnished by the AC-AC Traction Control System Manufacturer: a) Transfer of technology to the Indian partner for manufacturing their product in India. b) Decision to set up the Green Field project in India.

Siemens has been manufacturing locomotive equipment in india in its own factories using its own technology for past over a decade. We are already practicing "Make in India " policy. Therefore this clause would not be applicable to us. Since the product under discussion (AC-AC traction system) is highly technology oriented and calls for periodic upgrades we recommend a) is deleted.

Complied

EMD India is a level 1 Approved source of RDSO already with a plant in Noida that has been approved by RDSO. Therefore, it is our understanding that we already are compliant with this clause. RDSO may please confirm that our understanding is correct.

Clause of ‘Make In India’ concept as a policy of Govt. of India is dealt separately. The relevant clause in the specification is removed.

3 Siemens Special Clause

Standard clauses mentioning Hotel load requirements were shifted to the Optional requirements.

Indian Railways has now experienced the performance of Hotel load by itself over last 2 years. The advantages including fuel savings are also well known in the country now. We, Therefore, request that Hotel load is made a mandatory requirement for passenger locomotives in this specification. Hotel load is also any ways as integrated system to AC-AC traction system.

Hotel load system is the optional item and purchaser may ask the AC-AC traction system supplier as and when demand of Hotel load loco arises. Therefore, the hotel load feature is remained optional item.

4 2.5 The existing locomotives are equipped with KNORR/NYAB’s CCB2.0 (Computer Controlled Brake) system (however, earlier locos were equipped with CCB1.5 system). This is an electro-pneumatic microprocessor based system with 30A CDW type desktop controls. The CCB2.0 shall be as per RDSO Specification no. MP.0.01.00.24, (latest version).

The interfacing of AC-AC traction system with CCB 2.0 shall be same in case of other CCB suppliers. The responsibility of interfacing with AC-AC traction system shall be with CCB supplier. (RDSO is requested to include this statement in this clause as well as in specifications of brake system). Complied

The hardware change in the Air brake computer has been noted, and we understand that the interface (as described in clause#4.28 of MP.0.01.00.24, rev-01, Jan'2010) between the Air Brake computer and the LCC remains the same as was on the CCB1.5. RDSO may please confirm that our

The interfacing with the Brake system is joint effort by both AC-AC System and Brake System supplier. As per clause 1.3.2 of the current Specification and Clause no. 4.28 of the RDSO Specification no. MP.0.01.00.24 for CCB the same has been addressed.

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RDSO Clause no.

RDSO Clause of draft specification M/s Siemens Comments M/s Medha Comments M/s EMD Comments M/s CGL Comments

RDSO RDSO Comments

understanding is correct.

5 5.2 Two traction control cabinets TCC#1 and TCC#2 (or TCC#1 and TCC#2 housed together in one cabinet); each TCC shall house IGBT based inverters for traction motor control. The traction control computer(s) can be housed in this cabinet or can be separately located in ECC1. The inverter configuration can be either for single motor control or for bogie control. However, single motor control (Axle control) is preferable. In this case, the AC-AC Traction Control System Manufacturer shall have to supply any uncommon item arising out of this alternate location. In case of motor control, each motor shall be controlled by separate inverter and there will be a total of 6 inverters. In case of bogie control 3 traction motors of a bogie will be controlled by a single inverter and there shall be a total of 2 inverters. The location of the DC link terminals and traction motor terminals shall be as per the sketch placed at Annexure - N. Separate cables for each traction motor shall be used from TCC to traction motors. All cooling requirements of the TCC shall be met by inbuilt blower within the envelope of TCC, any additional cooling requirement (including blower, motor and ducting) shall be in the scope of supply of AC-AC Traction Control System manufacturer and not in the scope of DLW. Cost implication for such equipments shall be borne by the AC-AC Traction Control System Manufacturer.

Two traction control cabinets TCC#1 and TCC#2 (or TCC#1 and TCC#2 housed together in one cabinet); each TCC shall house IGBT based inverters for traction motor control. The traction control computer(s) can be housed in this cabinet or can be separately located in ECC1. The inverter configuration can be either for single motor control or for bogie control. In this case, the AC-AC Traction Control System Manufacturer shall have to supply any uncommon item arising out of this alternate location. In case of motor control, each motor shall be controlled by separate inverter and there will be a total of 6 inverters. In case of bogie control 3 traction motors of a bogie will be controlled by a single inverter and there shall be a total of 2 inverters. The location of the DC link terminals and traction motor terminals shall be as per the sketch placed at Annexure - N. Separate cables for each traction motor shall be used from TCC to traction motors. All cooling requirements of the TCC shall be met by inbuilt blower within the envelope of TCC, any additional cooling requirement (including blower, motor and ducting) shall be in the scope of supply of AC-AC Traction Control System manufacturer and not in the scope of DLW. Cost implication for such equipments shall be borne by the AC-AC Traction Control System Manufacturer. Before we make our comments to this clause, We request RDSO's clarification on "preferable" would this affect tender evaluation.?

Both the options are given in the specification and this should not affect in the process of tender evaluation. As per Siemens Comments the para “However, single motor control (Axle control) is preferable” is removed as both the systems are existing in IR and both have own advantages and disadvantages.

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RDSO Clause no.

RDSO Clause of draft specification M/s Siemens Comments M/s Medha Comments M/s EMD Comments M/s CGL Comments

RDSO RDSO Comments

6 5.3 A TFT LCD display for driver’s cab called DIALS (Digital Into Analogue LCD - based System) shall be provided as per RDSO specification no. MP.0.0400.10 (Latest version). For dual cab loco, two DIALS shall be located on the operators control console and one DIALS unit on the assistant’s desk (total of 3 display units per cab, 6 per locomotive). For single cab locos, DIALS is optional item and shall be provided when specifically asked by the purchaser. Two DIALS shall be located on the operators control console and two DIALS unit on the assistant’s desk (total of 4 display units per locomotive).

No comment Complied

For the DIALS application in single cab, the Control Consoles of the single cab need to be redesigned suitably to accommodate the DIALS hardware. We understand that this redesign of control consoles will fall under the scope of DLW/RDSO and a standardized control console design UG module will be provided by DLW/RDSO to bidders as reference. RDSO may please confirm that our understanding is correct.

Control console shall be procured separately by DLW as per relevant DLW drawings with provision of accommodating DIALS display and AC-AC Traction Control System Supplier shall follow DIALS dimension as governed by DIALS specification no. MP.0.0400.10.

7 5.4 Remote Monitoring Of Locomotive: Remote Monitoring and Management of Locomotives and Trains (REMMLOT) system shall be offered by the AC-AC Traction Control System Manufacturer. Complete control system offered shall be compatible with this Remote Monitoring and Management of Locomotives and Trains system as per RDSO Specification no. MP.0.04.02.04 (Latest version).

We support the endeavour for remote monitoring, however, we would like to suggest the following amendment in procurement process. We request that the items in Part1 and Part 2 of the REMMLOT specs should be purchased as a package, but the items contained in Part 3 of the specs should be procured separately because they consist of basic infrastructure like PCs, communication racks, smartphones, power control, screen, furniture, air conditioner, etc, which Indian Railways can procure directly at more competitive rates from market.

Complied

The REMMLOT is a subscription of service rather than something that of the part of the material sale. During the joint meeting with RDSO, DLW and the AC-AC TC system suppliers on 3-Mar- 2015 and 04-Mar-2015 at RDSO, EMD presented concern on the scope of work as being defined in the RDSO REMMLOT specification MP.0.0402.04, Part-2 and Part-3, that setting up of server and Locomotive Monitoring Center (LMC) for Indian Railways and maintaining those is not the LCC Manufacturer core competency. It was highlighted that it is advisable to keep this activity under the scope of Indian Railways to develop with 3rd party independently to maintain standardization, flexibility and upgrade control. All the AC-AC TC system suppliers presented in the meeting were in sync with this proposal. The

REMMLOT is not a simple software based application. It has complete integration with AC-AC traction Control System, Posting on Server, Data management and reporting based on logic to alert the maintenance and management team. As this is not a simple data warehousing and data management, it has the analysis of data also for fetching information from data involving know how of locomotive technology also including Information and communication technology. The REMMLOT spec. is made on this model accordingly and one of the firm has already developed as per the model. RDSO or Indian Railway at present does not have the resources to maintain server, develop software independently from the data transmitted from Locomotive. Hence. The existing model which is already in working should continue in IR. REMMLOT is required for IR and hence it is made part of the AC-AC Traction Control System. REMMLOT is also a vendor Directory item and AC-AC System manufacturer can also use third party system to integrate with their AC-AC Traction Control System., which will not burden the AC-AC manufacturer for development of REMMLOT on their own.

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RDSO Clause no.

RDSO Clause of draft specification M/s Siemens Comments M/s Medha Comments M/s EMD Comments M/s CGL Comments

RDSO RDSO Comments

proposal discussed during the said meeting is shown below for ready reference and consideration (EMD's presentation file"EMD_Proposal_REMMLOT_IR.pdf"). The scope of work needs to be deliberated and revised before the REMMLOT system is implemented and is proliferated in the HHP locomotives.

8 5.5 Distributed Power Consist System (DPCS): In all goods variants of HHP locos, AC-AC Traction Control system shall be fitted and interfaced with DPCS as per the RDSO specification no. MP.0.0400.02 (Rev.03/Latest) and DPCS shall be procured by the AC-AC traction control system supplier from the RDSO approved sources only.

Comment - DPCS is a safety item. We have two concerns: 1). Provenness of the system: As per siemens world wide experience currently there is only one DPCS system in the world which is filed proven and considered highly reliable. We have supplied that very system in one of our orders from DLW. IR is aware of the same. In order to arrive at an approval criterion for this product, being of safety in nature, we request RDSO to kindly consider a criterion as applicable for other similar products e.g Brake system. 2). Cost competitiveness - As one of the existing AC-AC supplier itself a supplier for DPCS system, there would definitely be a price advantage to this supplier. This we have experienced in one of the existing tenders at DLW ( tender no: 061412810 dtd 30.09.2014). Therefore this would make us non-competitive w.r.t this supplier in all tender cases. We, therefore propose that IR procure DPCS against a separate tender and take an undertaking from AC-AC suppliers for interfacing their AC-AC system with DPCS prcured by IR. This would also bring price advanatge to IR. Implementation of DPCS depends on several factors namely, operation zone, availability of operating license, pool of locomotives available in a particular shed and the operation of locomotives. In view of this, it is recommended that DPCS be procured as per the operational needs of a particular zone. As it is DPCS

Complied

DPCS is not a common item since it is not used in passenger applications. Therefore we recommend to make this as a separate option so that the quantity of DPCS hardware can be purchased separately to match the number of freight application to ensure financial propriety for Indian Railways. Also - the successful integration of DPCS is yet to be demonstrated in field by all potential bidders under Indian operating conditions. Therefore, a time period of 1-2 years will be needed before such DPCS application is made mandatory part of AC-AC system supply

DPCS is a separate vendor directory item and approval of DPCS is governed by the RDSO Doc. No. MP-M-7.1-1 As per Railway Board letter no 2015/M(L)/466/4, dated-31-03-2015, all the HHP goods loco shall be fitted with DPCS. In view of the IR policy, the DPCS is made part of AC-AC Traction Control System Scope of supply as DPCS is tightly integrated with AC-AC Traction Control system. However, the firm may integrate the DPCS from RDSO approved vendors, which may be the AC-AC manufacturer or any third party DPCS manufacturer. .

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RDSO Clause no.

RDSO Clause of draft specification M/s Siemens Comments M/s Medha Comments M/s EMD Comments M/s CGL Comments

RDSO RDSO Comments

is an add on item as demonstrated in past and can also be retro-fitted on existing locomotives. In much larger interest of operational flexibility, DPCS can be procured separately by IR. With regards to interface, all AC-AC suppliers have agreed to provide suitable interface.

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RDSO Clause no.

RDSO Clause of draft specification M/s Siemens Comments M/s Medha Comments M/s EMD Comments M/s CGL Comments

RDSO RDSO Comments

9 5.6 Supply of APU and interfacing with AC-AC System is under the scope of AC-AC traction control system manufacturer as detailed in clause no. 7.2.6. This shall be as per RDSO Specification No. MP.0.2400.64 (latest version) for Auxiliary Power Unit for HHP loco.

Comment - As all AC-AC suppliers have already agreed to provide interface for APU, IR may benefit by separately tendering APU and having prices out of competitive bid. We further request you to treat Hotel Load Converter and APU on similar grounds because they are both fuel saving technologies(on an passenger Loco, other on Goods Loco) and making only one of them mandatory will not fully serve the purpose of reducing operating cost. It is also a bit difficult to understand this differential treatment to the two technologies.

Complied

EMD recommends that the APU system be procured by DLW separate from the AC-AC Traction System material. Such kind of system on the locomotive usually interfaces with the AC-AC TC systems like any other system such as Traction Motors, Engine, Event Recorder etc. APU is also not a system that is commonly manufactured by AC-AC TC OEMs around the world. It is a stand-alone product which the customers mostly buy on their own and get interfaced with AC-AC TC system. It is thus suggested that IR should continue in their endeavor for performance enhancement of their locomotives by introducing such new systems separately and not as part of the AC-AC TC system. This will also help Indian Railways going to independent suppliers to get a better cost effective product. During several suppliers meetings held at DLW and RDSO on this subject, it had been decided that, the integration of the APU system with different LCCs is a prerogative of the APU manufacturer and the AC-AC TC System supplier will provide required interfacing support for the integration of the APU system upon receipt of such request from IR’s approved APU manufactures. During one of the recent supplier meeting, RDSO also insisted on standardization of the

Supply of APU and interfacing with AC-AC System is under the scope of AC-AC traction control system manufacturer as detailed in clause no. 7.2.6. This shall be as per RDSO Specification No. MP.0.2400.64 (latest version) for Auxiliary Power Unit for HHP loco

In order to save fuel and to reduce engine wear/tear and NOX emissions during idling APU is important item and it has been made part of the AC-AC system. APU is already a separate vendor directory item and vendors for the same are being developed by RDSO. Railway board has decided APU to be a mandatory item of AC-AC traction system for HHP locos. Standardized ICD has been incorporated in the APU Specification and responsibility of integration shall lie on the APU manufacturer. This will result into commonality of the APU system across different vendors and ease of integration with AC-AC system. Comments from M/s CGL is not agreed to remove APU.

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RDSO Clause no.

RDSO Clause of draft specification M/s Siemens Comments M/s Medha Comments M/s EMD Comments M/s CGL Comments

RDSO RDSO Comments

ICD of the APU which is believed to be under progress. Above is in line with the discussions held at the joint meeting between RDSO, DLW & vendors on 03rd & 04th March’15 at RDSO and the meeting held at DLW on 15-Mar-2014. The MOM/Record Notes of both the meeting are attached herewith for reference. EMD is working as per the guideline and directions provided by DLW and RDSO, but the recently proposed draft specification for AC-AC TC System MP.0.2400.43, Rev-06 that calls for mandatory inclusion of the APU system with AC-AC TC system supplies is completely in deviation with the policy followed by IR so far. Kindly note that inception of any new technology in an already established system takes at least 1-2 years to stabilize and perform. EMD believes, based on the discussions with RDSO during various meetings that IR’s own experience with APU on ALCO locomotives shows that it takes a substantial amount of time and effort to establish a reliable and functional product as a locomotive sub-system. EMD is willing to undertake this effort to support IR’s objectives, however, would need sufficient development cycle time. A minimum period of 2 years will be required.

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RDSO Clause no.

RDSO Clause of draft specification M/s Siemens Comments M/s Medha Comments M/s EMD Comments M/s CGL Comments

RDSO RDSO Comments

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5.8 Speed & Temperature Sensors shall be supplied along with TCC as a set i.e. 6 sensors for each AC-AC Traction Control System. The sensors shall be compatible with the traction motors being used on the locomotive. The details of the traction motor are furnished in para 9.0 of the specification. AC-AC Traction Control System Manufacturer shall also supply mounting hardware and clamping arrangement for TM speed and temperature sensors. To provide controlled creep and adhesion control system, Radar shall preferably be used along with traction motor speed sensors.

Speed & Temperature Sensors shall be supplied along with TCC as a set i.e. 6 sensors for each AC-AC Traction Control System. The sensors shall be compatible with the traction motors being used on the locomotive. The details of the traction motor are furnished in para 9.0 of the specification. AC-AC Traction Control System Manufacturer shall also supply mounting hardware and clamping arrangement for TM speed and temperature sensors. To provide controlled creep and adhesion control system, Radar can be used along with traction motor speed sensors.

Complied

The bracket that hold the TM speed and temperature sensors connectors is welded to the motor frame and therefore it should be part of Traction motor scope of supply.

Mounting arrangement of speed and temperature sensors has been standardized and has already been provided in specification of AC-AC TC system. However, different types of speed and temperature sensors which are used by various vendors have been interfaced by the AC-AC System and is working. The last sentence may be corrected as: “To provide controlled creep and adhesion control system, it is recommended to use RADAR based technology along with traction motor speed sensors. If any other method is employed, the same shall be approved by RDSO.”

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5.9 AC-AC Traction Control system manufacturer shall supply and interface Fuel Level Sensor. Fuel level sensor shall be as per RDSO Specification No. MP.0.2400.63 (latest version).

Comment - As the fuel level sensor needs to be installed on the fuel tank, to maintain uniformity and smooth production of locomotive at DLW, we recommend that this sensor be fitted by DLW like all other sensors used in engine, turbo, water temperature sensing etc. The sensor output can be provided to us in form of 4-20 mA signal (for example), We would be able to read this signal and use it in our system.

Complied

Since the fuel sensor production is not a core part of AC-AC TC manufacture, EMD recommends that the Fuel Level Sensor be procured by DLW separate from the AC-AC Traction System material, and the 4-20 mA signal be provided to the LCC for processing and displaying on DIALS screen. This will facilitate a common interface and interchangeability of fuel sensors between systems.

Agreed to the comments provided by M/s Siemens and M/s EMD and para be modified accordingly as below. “AC-AC Traction Control system manufacturer shall interface Fuel Level Sensor as per RDSO Specification No. MP.0.2400.63 (latest version). The fuel level sensor as per RDSO spec shall be procured separately and installed in Loco. AC-AC manufacturer will interface and provide the display of fuel level whenever the fuel level sensor installed in loco accordingly. Microprocessor interface shall be examined during functional testing.”

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5.10

Additional algorithms shall be added in the LCC software for Auto Flasher Operation based on the Air Flow sensor as per applicable CCB Specification no. MP.0.01.00.24 (latest version).

Comment - CCB shall transmit Air flow information to AC-AC system in the standard telegram of signals exchange between them and LCC shall add additional algorithms in the LCC software for Auto Flasher Operation based on the Air Flow information as per applicable CCB Specification no. MP.0.01.00.24 (latest version).

Complied

EMD already uses some emergency brake applications to activate the flasher light (but not for Brake application by driver). EMD system activates both flasher lights. The software logic is already in use on WDG5 locomotives. EMD, therefore, believes that provision of flasher logic same as provided for WDG5 will comply with this requirement. RDSO may please confirm that our understanding is correct.

Based on the comments of Siemens, the para is changed as below: “Additional algorithms shall be added in the LCC software for Auto Flasher Operation based on the Air Flow sensor as per applicable CCB Specification no. MP.0.01.00.24 (latest version) subject to availability of air flow sensor signal from CCB to LCC This shall be tested during functional testing.”

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RDSO Clause no.

RDSO Clause of draft specification M/s Siemens Comments M/s Medha Comments M/s EMD Comments M/s CGL Comments

RDSO RDSO Comments

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5.11

Industrial type electronic notebook complete with communication data analysis software and configuration software for giving to the nominated shed. Notebook shall be industrial type (Panasonic tough book CF-53 or equivalent) so that it is sufficiently robust for handling on the locomotive and maintenance shed. The quantity of notebook shall be calculated as 0.05 per set of AC-AC Traction Control system supplied.

Complied

No change in Para required.

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5.17

In dual cab locomotive, control cable harness from ECC#4 to ECC#1 or any other location as required by system manufacturer shall be in the scope of supply of AC-AC Traction Control System Manufacturer.

In dual cab locomotive, control cable harness from ECC#4 to ECC#1 or any other location as required by system manufacturer shall be in the scope of supply of AC-AC Traction Control System Manufacturer. The communication cable between two brake controllers shall be in the scope of CCB supplier.

Agreed. Following to be added to para 5.17: “The communication cable between two brake controllers shall be in the scope of CCB supplier.”

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7 MAIN FEATURES OF THE PROPOSED SYSTEM The AC Traction system shall consist of Locomotive Control Computer, IGBT based Traction Inverters, various sensors for Current, Voltage, Temperature, Pressure, Speed and other allied equipment like relays, breakers, indicators, etc for HHP locomotives. For passenger locomotives with hotel load feature (optional), in addition to these, additional IGBT converter will be required for hotel load system. For Goods Loco, Distributed Power Control System shall be provided by AC-AC Traction Control System. APU shall be provided by AC-AC Traction Control System Manufacturer.

Please refer our comments to clause 5.5 and 5.6

Since DPCS is used in goods locomotives only, we recommend to make this as a separate option so that the quantity of DPCS hardware can be purchased separately as refrered in EMD response above to clause 5.5. EMD recommends that the APU system be procured by DLW separate from the AC-AC Traction System material as refrered in EMD response above to clause 5.6.

Procurement of DPCS through Separate tender may affect timely supply and integration of DPCS system at DLW. RDSO is developing standardized ICD and responsibility of integration shall lie on the APU manufacturer. This will result into commonality of the APU system across different vendors and ease of integration with AC-AC system. RDSO remarks at clause 5.5 and 5.6 may be referred.

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7.1 The twin cab WDG4D locomotive shall have six traction motors with 21.7 tonne axle load and speed potential of 100 km/h. The twin cab WDP4D locomotive shall have six traction motors with 20.5 tonne axle load and speed potential of 105 km/h on mail line & 130 km/h on Rajdhani standard track. Existing designs of single cab WDG4 / WDP4 locomotives shall be suitably modified for Dual Cab operation. The general arrangement and equipment layout of the WDG4D locomotive shall be to RDSO drawing no. SKDL- 4762 Alt- nil and that of WDP4D locomotive shall be to RDSO drawing no. SKDL- 4686 Alt- nil. Dual CAB Locomotive WDG4D & WDP4D Control Philosophy Dual locomotive control is based on BL Key concept of Electric Locomotives. Each CAB will have a BL Key. Existing CAB (SH side) is named as CAB#1 and new CAB (LH side) is named as CAB#2. Outline details of the BL key switch with handle is placed at annexure-R.

Complied

Noted. EMD would like to highlight that the speed potential of the locomotives is the responsibility of system integrator (RDSO/DLW). EMD's AC-AC traction system will be compliant for the values of speed potential as mentioned in this clause. The Model number shown in Annexure-R for the BL Key switch is not provided with the supplier details. Therefore it is difficult to source the proper hardware as intended. RDSO may please clarify if the AC-AC system supplier needs to provide the BL Key Handles which would be shipped loose OR the

Complete BL Key assembly (handle with switch) is in the scope of supply of AC-AC system supplier. The supplier of complete BK key Assembly is M/s Siemens.

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RDSO Clause no.

RDSO Clause of draft specification M/s Siemens Comments M/s Medha Comments M/s EMD Comments M/s CGL Comments

RDSO RDSO Comments

switch only?

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7.1.1.2

Electrical control cabinet #4: CAB#2 shall have a miniature electric control panel named as ECC#4. Drawings showing mounting holes of ECC#4 and location of ECC#4 in the cooling hood assembly are attached at annexure-S and annexure-T respectively. The ECC#4 shall have following controls: 1. Isolation Switch: It shall be provided in both the Cabs. In any CAB if the switch is kept in Isolate position then Brake contactors will get energised. So in inactive CAB it shall be kept in RUN position. If any switch is kept in Isolate position then LCC gets Isolate digital input, If both the switches are kept in RUN position then only LCC gets RUN digital input. Note: From any cab system can be isolated 2. Emergency Fuel Cut Off/ Engine Stop Switch (EFCO Switch): It shall be provided in both the CABs in series and shall be of locking type (with locking arrangement). If any switch is pressed LCC will get NOEFCO (EMERGENCY FUEL CUTOFF ACTIVATED) digital input. Note. From any CAB engine can be made shutdown.

Complied

No change in Para required.

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7.1.1.2

3. Classification Light Switch: It shall be provided in both the CABs. In any CAB, if the switch is kept in CE position then CE (Short Hood End) side White light, HE (Hood End, i.e. Long Hood End) side Red light becomes ON. In any CAB if the switch is kept in HE position then HE side White light, CE side Red light becomes ON.

EMD design uses an interlock from the BL Key switch to enable the classification light switch in the active cab. This is done in both cabs (ECC#1 and ECC#4). We believe that this complies with the requirement of the clause. RDSO may please confirm that our understanding is correct.

In reference to EMD Comments, the Interlock with BL Key in both the cabs will result in switch off classification light when BL Key is removed and is not desirable at night when loco is standing and Loco pilot has removed BL key for any reason. No change in para required. However following para is added. “Both end classification lights should not glow simultaneously when both the switches are kept in different positions by mistake (one in CE position and another in HE position).

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7.1.1.2

Electrical control cabinet #4: ...... 7.RAPB (Restricted Air Penalty Brake) Switch: This is similar to AEB (Automatic Emergency Brake) which already exists in single cab WDG4/WDP4 locomotives and fitted in ECC#1, supplied by different vendors. It shall be provided in both the CABs in parallel through BL key interlock. It can be activated from the active CAB. Drawing of the RAPB switch is placed at annexure-U.

EMD provides an AEB ON/OFF switch that provides similar functionality for multiple over speed set points. This is done in both cabs (ECC#1 and ECC#4). We believe that this complies with the requirement of the clause. RDSO may please confirm that our understanding is correct.

No change in para required.

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RDSO Clause no.

RDSO Clause of draft specification M/s Siemens Comments M/s Medha Comments M/s EMD Comments M/s CGL Comments

RDSO RDSO Comments

20

7.2.2

Fuel Level Sensor as per RDSO Specification No.MP.0.2400.63 (latest version) shall be supplied and interfaced with the AC-AC Traction Control System., Provision for calibration of fuel level sensor and its display with LCC Software shall be made as per RDSO Specification. Additionally, provision for calculation of SFC (Specific Fuel Consumption) based on the input of fuel level sensor along with its display of value shall be made in the LCC software. Additional algorithms shall be added in the LCC software for Auto Flasher Operation based on the Air Flow sensor as per applicable CCB Specification no. MP.0.01.00.24, (latest version) Following points shall be taken care of in the design of AC-AC Traction Control System to improve the functionality and loco availability: a) Loco should develop tractive effort in forward direction and should enter into dynamic braking mode in case of roll back on up-gradient section. However, availability of tractive effort should be available in slight roll back to avoid stalling. b) In case of traction motor speed sensor failure, there should not be necessity to isolate the related truck with consequent power deration. There shall be either no deration of power (in case of bogie control system) or deration of the corresponding traction motor power only (in case of axle control system). c) In case of tripping of radiator fan circuit breaker, a message shall display to alert the loco crew along with alarm sound. The message shall be displayed until it is acknowledged by loco pilot.

Please refer our comments in 5.9 and 5.10 for fuel oil level sensor as well as auto flasher. a). This feature is already available in our system. b). This feature is already available in our system. c). This feature is already available in our system.

Complied

EMD recommends that the Fuel Level Sensor be procured by DLW separate from the ACAC Traction System material, and the 4-20 mA signal be provided to the LCC for processing and displaying on DIALS screen. EMD's experience with Fuel level sensor is that the sensor is accurate and does not required on-board calibration. Since the fuel level signal is highly dependant on several factors such as inclination, movement on curved track, acceleration, sloshing of fuel etc., while the signal can be conditioned sufficiently to be accurate enough for the purpose of monitoring average fuel level, it is not precise enough for use for SFC calculation. Also - The Fuel level signal is a quantity that changes very slowly over hours and days of locomotive use, whereas the SFC value would be expected to change every time the throttle handle changes. The SFC information, therefore, will be highly unreliable and confusing. EMD, therefore, recommends deletion of the SFC calculation requirement from this clause. EMD already uses some emergency brake applications to activate the flasher light (but not Brake application by driver). However, the EMD system activates both flasher lights. (Already in use on WDG5locomotives.) Specification No.

RDSO remarks at Clause no. 5.9 may be referred regarding Fuel level sensor hence para is revised as follows. AC-AC Traction Control System shall interface the signal of Fuel Level sensor as per RDSO Specification No.MP.0.2400.63 (latest version) separately procured by Indian Railway. Provision for calibration of fuel level sensor and its display with LCC Software shall be made as per RDSO Specification. Additional algorithms shall be added in the LCC software for Auto Flasher Operation based on the Air Flow sensor as per applicable CCB Specification no. MP.0.01.00.24, (latest version) subject to availability of air flow sensor signal to LCC by CCB. Following points shall be taken care of in the design of AC-AC Traction Control System to improve the functionality and loco availability: a) Loco should develop tractive effort in forward direction and should enter into dynamic braking mode in case of roll back on up-gradient section. However, availability of tractive effort should be available in slight roll back to avoid stalling. b) In case of traction motor speed sensor failure, there should not be necessity to isolate the related truck with consequent power deration. There shall be either no deration of power (in case of bogie control system) or deration of the corresponding traction motor power only (in case of axle control system). c) In case of tripping of radiator fan circuit breaker, a message shall display to alert the loco crew along with alarm sound. The message shall be displayed until it is acknowledged by loco pilot.

SN

RDSO Clause no.

RDSO Clause of draft specification M/s Siemens Comments M/s Medha Comments M/s EMD Comments M/s CGL Comments

RDSO RDSO Comments

MP.0.01.00.24, (Rev.01), clause# 5.3.4 indicates " In above conditions, the flasher light should glow automatically and should not switch OFF due to brake application by the driver. Flasher light should continue to glow till such time above conditions remain on train or the driver switches it OFF manually by a separate reset switch to be provided by loco control system.........". But DLW has informed us that they are not applying this reset switch on the control consoles to support the functionality. EMD systems can accommodate this functionality if this switch is provided and wired (as is done in WDG5).

21

7.2.4

USER SETTABLE PARAMETERS Details of user settable parameters are listed as below: (a) Selection /Setting through keyboard on the display unit • Traction motors /bogie cut in and cut out as and when needed by loco pilot. • Self load testing. • Tractive effort limit (settable through keyboard on the display unit or hardware). • Self test for the following: - Air brake -DC link shorting -Excitation / SCR test -Wheel slip light test -Auto test for contactor / Relay -Cooling fan test -Radar and meter test -TCC blower test -Auto test for digital input and digital output

All of the items listed under (a) are unrelated to user settable parameters; these are part of basic LCC system. EMD’s basic LCC system is compliant for these items.

No change in Para. Clause no. 7.2.4

is renamed as “USER SETTABLE PARAMETERS /SETTINGS”.

SN

RDSO Clause no.

RDSO Clause of draft specification M/s Siemens Comments M/s Medha Comments M/s EMD Comments M/s CGL Comments

RDSO RDSO Comments

22

7.2.5

REMOTE MONITORING OF LOCOMOTIVE To have a system of making locomotive health data and other important parameters along with GPS location information…..

The REMMLOT is a subscription of service rather than something that of the part of the material sale. During the joint meeting with RDSO, DLW and the AC-AC TC system suppliers on 3-Mar-2015 and 04-Mar-2015 at RDSO, EMD presented concern on the scope of work as being defined in the RDSO REMMLOT specification MP.0.0402.04, Part-2 and Part-3, that setting up of server and Locomotive Monitoring Center (LMC) for Indian Railways and maintaining those is not the LCC Manufacturer core competency. It was highlighted that it is advisable to keep this activity under the scope of Indian Railways to develop with 3rd party independently to maintain standardization, flexibility and upgrade control. All the AC-AC TC system suppliers presented in the meeting were in sync with this proposal. The proposal discussed during the said meeting is shown below for ready reference and consideration(EMD's presentation file"EMD_Proposal_REMMLOT_IR.pdf"). The scope of work needs to be deliberated and revised before the REMMLOT system is implemented and is proliferated in the HHP locomotives.

RDSO Remarks at Clause 5.4 may be referred.

SN

RDSO Clause no.

RDSO Clause of draft specification M/s Siemens Comments M/s Medha Comments M/s EMD Comments M/s CGL Comments

RDSO RDSO Comments

23

7.2.6

Automatic Control of Engine Stop with Auxiliary Power Unit In order to save fuel and to reduce engine wear/tear and NOX emissions during idling, Automatic Control of Engine Stop with Auxiliary Power Unit (ACES with APU) system is used to avoid the unwanted idling of locomotive by automatically controlling the engine shutting & and restart operation and at the same time by continuously monitoring the existing condition of various parameters (e,g. MR pressure, battery charging etc.) vis-à-vis pre-programmed set values and by also maintaining those parameters through controls. A small auxiliary engine of low SFC coupled to a compressor and alternator can maintain the MR pressure and keep the batteries charged while the main locomotive engine remains shut down. If APU is enabled, the auxiliary engine shall start/stop as per requirement. In HHP locos, AC-AC Traction control system will be fitted and interfaced with APU as per RDSO Specification no MP.0.2400.64 (Rev.1/Latest). APU shall be procured by the AC-AC traction control system supplier from the RDSO approved sources only.

The interfacing of APU and implementation of AESS logic inside the AC-AC traction system will be the responsibility of AC-AC traction system suppliers. DLW shall procure APU separately as per RDSO specification.

Complied

EMD recommends that the APU system be procured by DLW separate from the AC-AC Traction System material. Such kind of system on the locomotive usually interfaces with the AC-AC TC systems like any other system such as Traction Motors, Engine, Event Recorder etc. APU is also not a system that is commonly manufactured by AC-AC TC OEMs around the world. It is a stand-alone product which the customers mostly buy on their own and get interfaced with AC-AC TC system. It is thus suggested that IR should continue in their endeavor for performance enhancement of their locomotives by introducing such new systems separately and not as part of the AC-AC TC system. This will also help Indian Railways going to independent suppliers to get a better cost effective product. During several suppliers meetings held at DLW and RDSO on this subject, it had been decided that, the integration of the APU system with different LCCs is a prerogative of the APU manufacturer and the AC-AC TC System supplier will provide required interfacing support for the integration of the APU system upon receipt of such request from IR’s approved APU manufactures. During one of the recent supplier meeting, RDSO also insisted on standardization of the

RDSO remarks at clause 5.6 may be referred.

SN

RDSO Clause no.

RDSO Clause of draft specification M/s Siemens Comments M/s Medha Comments M/s EMD Comments M/s CGL Comments

RDSO RDSO Comments

ICD of the APU which is believed to be under progress. Above is in line with the discussions held at the joint meeting between RDSO, DLW & vendors on 03rd & 04th March’15 at RDSO and the meeting held at DLW on 15-Mar-2014. The MOM/Record Notes of both the meeting are attached herewith for reference. EMD is working as per the guideline and directions provided by DLW and RDSO, but the recently proposed draft specification for AC-AC TC System MP.0.2400.43, Rev-06 that calls for mandatory inclusion of the APU system with AC-AC TC system supplies is completely in deviation with the policy followed by IR so far. Kindly note that inception of any new technology in an already established system takes at least 1-2 years to stabilize and perform. EMD believes, based on the discussions with RDSO during various meetings that IR’s own experience with APU on ALCO locomotives shows that it takes a substantial amount of time and effort to establish a reliable and functional product as a locomotive sub-system. EMD is willing to undertake this effort to support IR’s objectives, however, would need sufficient development cycle time. A minimum period of 2 years will be required.

SN

RDSO Clause no.

RDSO Clause of draft specification M/s Siemens Comments M/s Medha Comments M/s EMD Comments M/s CGL Comments

RDSO RDSO Comments

24

7.2.7

7.2.7 CONTROL OF DISTRIBUTED POWER CONSIST In all goods variants of HHP locos, AC-AC Traction Control system shall be fitted and interfaced with DPCS as per the RDSO specification no. MP.0.0400.02 (Rev.03/Latest) and DPCS shall be procured by the AC-AC traction control system supplier from the RDSO approved sources only.

Please refer our comments to clause 5.5 Complied

DPCS is not a common item since it is not used in passenger applications. Therefore we recommend to make this as a separate option so that the quantity of DPCS hardware can be purchased separately to match the number of goods application.

RDSO Remarks at Clause 5.5 may be referred.

25

7.3.1

AUTO CREEP CONTROL This facility will be required for automatic loading and unloading of coal, iron ore, minerals etc. The locomotive shall be made to run at a constant low speed set by driver irrespective of the load, gradient, curvature of track etc. It shall be possible to set the desired speed in the range of 0.4 to 30 kmph by the driver. It shall be possible to change from Auto Creep mode to Normal mode and vice versa by the driver depending upon his requirement. Equipment shall be suitable for operation of the locomotives in multiple consist upto four locomotives under auto creep control. Suitable arrangement shall be provided for switching “ON” and “OFF” operation of the auto creep control, in all the locomotives in multiple consist, from the leading loco only. The overall functionality shall be similar to the pace setting equipment, which is in use by IR at present

Comply

No change in Para

26

7.3.2 OPERATION AS HOTEL LOAD INVERTER

Complied

27

7.3.2(a)

7.3.2(a) The DC link voltage shall be used as input to the hotel load inverter. Major operating parameters of the hotel load module are listed as below: Maximum input voltage 3200 VDC Nominal input voltage 600 VDC to 2600 VDC DC link voltage ripple Less than 200 V Output voltage 750 V + 5%, 50 Hz, 3-phase, 4-wire sine wave Rated output power Minimum 500 KVA at 0.8 – 1.0 inductive P.F. Efficiency More than 93% at full load Total Current Harmonics Maximum 5% up to 20th harmonics Total Voltage Harmonics Maximum 10% up to 20th harmonics Power factor 0.8 or better (at full load)

7.3.2(a) The DC link voltage shall be used as input to the hotel load inverter. Major operating parameters of the hotel load module are listed as below: Maximum input voltage 3200 VDC Nominal input voltage 1500 VDC to 2600 VDC DC link voltage ripple Less than 200 V Output voltage 750 V + 5%, 50 Hz, 3-phase, 4-wire sine wave Rated output power Minimum 500 KVA at 0.8 – 1.0 inductive P.F. Efficiency More than 93% at full load Total Current Harmonics Maximum 5% up to 20th harmonics Total Voltage Harmonics Maximum 10% up to 20th harmonics Power factor 0.8 or better (at full load)

Complied

DC Link Voltage from 600 V to 2600 V DC is indicated in respect to Idle to 8

th

notch of the loco. Hotel load system uses DC link voltage by shooting up the throttle position by their own logic. No change in Para required.

28

7.3.2(i)

One IV socket, one IV plug with dummy socket and two junction boxes will be provided at each end of the locomotive for hotel load supply to coaches. Inter Vehicular couplers shall be of LHB type as per RCF specification no. (Spec-EDTS105 –Rev-‘E’) with latest amendments / corrigendums.

Complied

No change in Para

SN

RDSO Clause no.

RDSO Clause of draft specification M/s Siemens Comments M/s Medha Comments M/s EMD Comments M/s CGL Comments

RDSO RDSO Comments

29

7.3.4

The locomotive systems such as Distributed Power System, EOTT, APU and Remote monitoring of locomotive, CCB need to be compatible with various makes of AC-AC traction control systems and interoperable with various makes of the optional systems, which is essential for rationalization of design, procurement and operation of these systems. In order to achieve this, the suppliers of the AC/AC system shall give an undertaking to share the interface architecture & protocol of their system to enable integration with the third party systems for the above mentioned features as and when the need arises. Complete responsibility of integration of these optional systems however lies with suppliers of respective optional system provided that all the interface protocols have been shared by the AC/AC supplier.

As per this clause AC-AC suppliers shall interface with different varinats of these sub assemblies so that DLW could able to procure them seperately.

Complied

DPCS is unique to the AC-AC system supplier and not interchangeable OR interoperable with DPCS of other AC-AC System suppliers. EOTT is a third party functionality without any defined interface (not even in specification MP.0.2400.53. Rev.00) , hence EOTT can not be provided as part of the LCC/DIALS. CCB is already procured separately by DLW and does not a deliverable of the AC-AC system. Concerns related to APU and Remote monitoring of locomotive are covered in our response to clause#7.2.6 EMD would once again reiterate that the DPCS, EOTT, APU etc. should not be made part of the AC-AC TC system scope of supply as mentioned in our responses. A minimum period of 2 years will be needed for development and integration during which RDSO will need to work with ALL potential bidders to develop integration methodology. Without this approach, such a decision to make these stand-alone items as a mandatory part of supply may only benefit some of the potential bidders and create a non-level playing field.

RDSO comments at clause no. 5.5 may be referred.

SN

RDSO Clause no.

RDSO Clause of draft specification M/s Siemens Comments M/s Medha Comments M/s EMD Comments M/s CGL Comments

RDSO RDSO Comments

30

7.4.2

In the existing HHP locomotives, one inverter per three traction motors (bogie control) or one inverter per traction motor (axle control) configuration is used. Proposed inverter system may employ any of the configurations, however, axle control is preferable. It shall be possible to use the same TCC for either Goods or Passenger loco through simple configuration change through software by the user. Inverter cubicles shall be mechanically and electrically identical for both Goods or Passenger locomotives. In other words, it shall be possible to use same inverter either on Goods or Passenger locomotive without any structural changes on the existing locomotive. Input supply for all the traction inverters and for hotel load inverter shall be the same DC link. In case of alternate configuration of IGBT converters for traction and hotel load the same shall be got approved from RDSO/DLW.

The scope of the original WDG4 design was with Bogie Control ; any mention that the axle control is preferable may show bias towards newer suppliers that have not invested in a bogie design. Therefore we request to remove such subjective comments from the specification.

“the axle control is preferable” in the para is removed.

31

7.5.1

HHP locos shall be provided with Auto Emergency Brake system (AEB). AEB by default initiates braking in the event of train/loco crossing the permissible set speed.

Complied

No change in Para

32

7.6.1

EVENT RECORDER This shall generally meet the requirement as per RDSO Specification No.MP.0.3700.12 (latest revision) for Technical requirements of Microcontroller based Event Recorder for use on HHP Locomotives.

Complied

No change in Para

SN

RDSO Clause no.

RDSO Clause of draft specification M/s Siemens Comments M/s Medha Comments M/s EMD Comments M/s CGL Comments

RDSO RDSO Comments

33

7.6.2

MULTI RE-SETTING TYPE VIGILANCE CONTROL This shall generally meet the functional requirements as per RDSO specification No. MP.0.34.00.04 (Latest version) along with recent changes as per RDSO Modification Sheet no. MP.MOD.BK.01.01.12 (Rev-00) dated 05-01-2012 and RDSO Instruction Bulletin no. MP.IB.BK.01.05.14 dated 23-10-14 which shall supersede the values/logic mentioned in the specification. Some of the requirements are listed as below: a) The VCD operation shall be suppressed during helper mode operation of locomotive. b) The alerter should operate except in case of following conditions: Ø Brake cylinder pressure exceeds 1.7 Kg/sq.cm. as per RDSO Instruction Bulletin no. MP.IB.BK.01.05.14 dated-23-10-14. Ø The locomotive is not a lead unit. Ø A penalty brake condition present. Ø The locomotive is operating as a wireless MU (distributed power) remote. c) Warning cycle times T1 and T2 of VCD shall be reduced from earlier 17 + 17 seconds to 8 + 8 seconds with tolerance of +2 seconds. d) Counter shall be provided which shall increase by one unit whenever penalty brake application takes place. This counter shall be visible to the driver through display unit so that reading can be noted whenever crew changes takes place. e) Provision shall be made so that loco pilot of the active control stand can only reset the VCD. VCD reset button at the non-driving control stand/desk shall remain inactive so that the Assistant loco pilot will not be able to reset the VCD through VCD reset push button. A two way double pole toggle switch shall be provided as per RDSO Mod Sheet No. MP.MOD.EC.02.12.14(Rev.1/Latest) so that only after the selection of the switch to working control stand, loco pilot can notch up and reset VCD through VCD reset push button.

OK Complied

e. EMD needs a copy of the RDSO Mod Sheet No. MP.MOD.EC.02.12.14 (Rev.1/Latest) for study and comment as also requested vide our mail dated 10th June'2015. RDSO may please provide this at earliest. EMD holds it's comments in reserve on this clause till EMD gets an opportunity to study this specification. We understand that the BL Key logic decides which control stand is active but the use of two way double pole toggle switch is unclear in this clause.

MP.IB.BK.01.05.14 dated 23-10-14 is corrected as MP.IB.BK.01.05.14 dated 23-07-14. The Mod sheet no. MP.MOD.EC. 02.12.14 (Rev.1) is under revision and draft has also been sent to all the approved AC-AC traction System Supplier for their comments. Hence the concerned para (e) is revised as: “Provision shall be made so that loco pilot of the active control stand can only reset the VCD. VCD reset button at the non-driving control stand/desk shall remain inactive so that the Assistant loco pilot will not be able to reset the VCD through VCD reset push button as per RDSO Mod Sheet No. MP.MOD.EC.02.12.14(Rev.1/Latest).”

34

8.1

TRACTION INVERTER The proposed traction inverter system shall be designed to operate with following input /output voltage and current variations under specified site conditions: TRACTION INVERTER The proposed traction inverter system shall be designed to operate with following input /output voltage and current variations under specified site conditions:

Complied

No change in para.

SN

RDSO Clause no.

RDSO Clause of draft specification M/s Siemens Comments M/s Medha Comments M/s EMD Comments M/s CGL Comments

RDSO RDSO Comments

35

8.2.1

(c) WDP4B LOCOMOTIVES (i) Loco Tractive Effort vs. speed curve (driving operation) - Annexure-C(S) (ii) Loco Braking Effort vs. speed curve (braking operation) - Annexure-D(S) (d) WDG4 LOCOMOTIVES (iii) Loco Tractive Effort vs. speed curve (driving operation) - Annexure-G(S) (iv) Loco Braking Effort vs. speed curve (braking operation) - Annexure-H(S)

Complied

Reasoned Document for Annual Maintenance Contract (Annexure-M)

SN

RDSO

Clause no.

RDSO Clause of draft specification Medha Comments RDSO Comments

1 1

This annual maintenance contract agreement is required to be entered between OEM of IGBT technology based AC-AC Traction Control System and Diesel locomotive Works for and on behalf of President of India for use and operation by the Zonal Railways at Headquarter/ Divisional level under the supervision of Zonal Railways. The above contract covers the comprehensive maintenance requirement of following equipment of IGBT technology based AC-AC Traction Control System fitted on 4500hp HHP class locomotives: a) Traction Control Converter (TCC) b) Locomotive Control Computer (LCC) c) Traction motor speed and temperature sensors d) DIALS /HMI Display

Complied

No change in Para.

2 2(e) Tenderer' means the firm/company submitting the offer for annual maintenance of Traction Control Converters fitted on 4500hp HHP locomotives

Tenderer' means the firm/company submitting the offer for annual maintenance of Traction Control Converters, Locomotive Control Computer (LCC) , Traction motor speed and temperature sensors & DIALS /HMI Display fitted on 4500hp HHP locomotives.

Para is changed as per M/s Medha Comments.

3 3.1

Annual Maintenance for OEM make IGBT technology based TCC, LCC, Traction motor speed and temperature sensors, DIALS/HMI Display fitted on 4500hp HHP locomotives as suggested by OEM/Railway in which these equipments are in working condition to be jointly certified by the Contractor & user Railways to be covered in the aforesaid AMC. For this purpose AMC contract shall begin when: a) In case of 4500hp HHP locomotives made at DLW, immediately w.e.f .next day when the warranty period expires. b) In case of a) if the AMC is awarded beyond the warranty period, the joint inspection & OEM recommended rectification, if any, at the cost of IR shall be required before the commencement of the AMC

Complied

No change in Para.

4 3.3 The maintenance and support by the contractor shall consist of 4, “three monthly preventive checks as per the preventive maintenance schedule of the equipment under AMC for trouble free services of the locomotives as prescribed by the OEM. The scope of maintenance by the contractor shall be largely as per preventive maintenance schedule of the equipment but shall include all the extra and out of course attentions including breakdown, if any required, to ensure trouble free operation of the locomotive

The maintenance and support by the contractor shall be as per the preventive maintenance schedule of the TCC, LCC, Traction motor speed and temperature sensors & DIALS /HMI Display, as per planned maintenance schedules, under AMC for trouble free services of the locomotives as prescribed by the OEM. The scope of maintenance by the contractor shall be largely as per preventive maintenance schedule of the TCC, LCC, Traction motor speed and temperature sensors & DIALS /HMI Display but shall include all the extra and out of course attentions including breakdown, if any required, to ensure trouble free operation of the locomotive.

Para is changed as per M/s Medha Comments.

5 3.8.3 In addition, the number of locos under breakdown repair at 0.0 hours daily shall not exceed 3% (arithmetically rounded off to nearest integer) of the locomotive under contract. However, if the total locos under AMC in a shed are less than 100, the locos under breakdown repair at 0.0 hrs. daily shall not be more than 3 locos.

In addition, the number of locos under breakdown repair at 0.0 hours daily shall not exceed 3% (arithmetically rounded off to nearest integer) of the locomotive under contract. However, if the total locos under AMC in a shed are less than 100, the locos under breakdown repair at 0.0 hrs. daily shall not be more than 3 locos. However, break down at 0.0 hrs time shall be applicable if the population under AMC is 40 or above. No change in Para.

6 3.8.5 In case any loco is held up in shed for repairs / want of material (other than related to equipment under AMC) for more than 15 days, the same shall be communicated to the contractor in writing and the complete held-up period shall be excluded from the availability figures and hence no payment shall be made for that period. The contractor shall not remove any material from the loco without prior written consent from Railway authorities.

In case any loco is held up in shed for repairs / want of material (other than related to equipment under AMC) for more than 15 days continuously, limited to 2 times per Loco per Year, the same shall be communicated to the contractor in writing and the complete held-up period shall be excluded from the availability figures and hence no payment shall be made for that period. The contractor shall not remove any material from the loco without prior written consent from Railway authorities. No change in Para.

7 6.1.5

The user Railway shall make the locomotives available for the maintenance The user Railway shall make the locomotives available for the maintenance as per planned maintenance schedules regularly.

Agreed as per Medha comments. The user Railway shall make the locomotives available for the maintenance as per scheduled maintenance regularly.

8 6.1.6 Railway shall mention the details of the locomotives including the locomotive nos. covered under Annual Maintenance Contract for the reference of both the parties. In case the base maintenance designated shed of the locomotive is shifted to any other location, than those specified in the scope, the scope of AMC shall accordingly shifted to new site/base.

Railway shall mention the details of the locomotives including the locomotive nos. covered under Annual Maintenance Contract for the reference of both the parties. In case the base maintenance designated shed of the locomotive is shifted to any other location, than those specified in the scope, the scope of AMC shall accordingly shifted to new site/base, if the transferred Locomotives are 3 (three) or above at the new site/base.

No change in Para.

9 6.2.4 The service engineer shall report within one hour at the designated shed to the nominated officers of Railway if breakdown call is given during normal working hours (06:00 – 22:00) and within two hours after normal working hours on all days of the week.

The service engineer shall report within one hour at the designated shed to the nominated officers of Railway if breakdown call is given during normal working hours (06:00 – 22:00) and within three hours after normal working hours on all days of the week. No change in Para.

10

12.1 For the purpose of contract, the AMC for any locomotive shall begin immediately from the date of entering into the contract after the warranty cover of the locomotive to be covered under the AMC is over.

For the purpose of contract period, billing and payment, the AMC for any locomotive shall begin immediately from the date of entering into the contract after the warranty cover of the locomotive to be covered under the AMC is over.

11

15 CONTRACT PERFORMANCE GUARANTEE The contractor shall submit Performance Guarantee for amount equivalent to 5% of contract agreement for 36 months. This performance guarantee shall be in the form of Bank Guarantee. The user railway may forfeit the B.G. in case of the failure of firm in execution of the contract or in the event of breach of any terms and conditions of contract by the contractor.

The contractor shall submit Performance Guarantee for amount equivalent to 5% of contract agreement and shall be valid up to completion of work plus 6 months This performance guarantee shall be in the form of Bank Guarantee. The user railway may forfeit the B.G. in case of the failure of firm in execution of the contract of in the event of breach of any terms and conditions of contract by the contractor.

No change in Para.