Reasoned document based on comments received from firm’s

Page 1 of 22

Reasoned document based on comments received from firm’s & ZRs and discussion during meeting held at RDSO on 03.01.18 for Specification for EP Assisted Brake System for 3-Phase Locomotives Application Compatible with EP Assisted Brake System on Coaches Specification No. RDSO/EL/SPEC/2017/XXXX Rev. ‘0’ OCT 2017.

Cl No. Description Firm/Rly Comments RDSO’s remark

1.0 SCOPE

This specification covers the functional requirement of EP Assisted Brake System for 3-Phase Locomotives compatible with EP Assisted Brake System provided on Coaches which are as per RDSO spec 02 ABR 02 or LHB with disc brake arrangement as per RDSO specification no. RDSO/2011/CG-04.This specification would assist in purchase, inspection, testing and acceptance requirements. This EP Assist system will be fitted on 3-phase electric locomotives required for trains having longer formation and higher speed. These locomotives can also be used for the freight trains provided with wagons having compatible EP assist brake system. The locomotive shall be provided with EP Assisted braking system of proven design for operation of twin pipe graduated application and release application compatible with EP assisted brake system. The loco shall have control and information of the control of the coaches with compatibility of EP Assist.

KBIL Freight train should have twin pipe arrangement for being compatible with EP Assist brake system. To define Length and number of vehicles in train, the limiting factor is the voltage drop along the train which needs to be calculated. The locomotive has the control unit for the generation of signals and supervision of the train (wagons). Supervision is limited to information on availability of the system.

Ok discussed in meeting

ESCORT Noted and Agreed Ok

SCR Nil Ok FTRTIL Nil Ok

2.0 Eligibility Criteria Ok 2.1 The vendor or its foreign collaborator (if any) who intends to supply EP

Assist System for Locomotive Control to Indian Railways, should have proven technology of EP Assist/EP System used in Locomotive/EMU/DEMU/other type of rail based rolling stock application successfully working in the world.

FTRTIL Nil Ok

KBIL Successfully working in India (if not then in world)

OK, meaning is same. Corrections made.


SCR Nil Ok

2.2 The vendor should have qualified and competent design personnel acquainted with the design and manufacturing technology required for EP Assist System Manufacturing.

KBIL NOTED Ok

2.3 The System should comply to UIC 541-5 KBIL NOTED Ok 2.4 The vendor or its collaborator should have manufacturing and testing

facility of EP Assist Brake System. KBIL NOTED Ok

2.5 In case the credentials of a collaborator are cited ,a clear specific MOU/agreement of the tenderer with the said collaborator shall be furnished.

KBIL NOTED ok

3.0 BASIC RELEVANT DATA OF LOCOMOTIVE

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3.1 Capacity of compressor

SN WAP7/WAG-9 WAP5

i) 1750±10% LPM at

10.0 Kg/cm²

1750±10% LPM at 10.0

Kg/cm²

02 compressors 02 compressors

KBIL NOTED Ok

3.2 Nominal bore diameters of four major pneumatic pipes used on air brake locomotive are as under:

SN Name of pipe WAP7 WAG9 WAP 5

i Brake pipe 32 mm 32 mm 32 mm

ii Feed pipe 32 mm 32 mm 32 mm

iii Brake cylinder equalizing pipe

22 mm 22 mm 22 mm

iv Main reservoir E.Q. pipe 25 mm 25 mm 25 mm

ESCORT Noted and Agreed ok SCR Brake cylinder equalizer pipe to be named as

Direct Brake equalizer pipe. Size of this pipe should be 25mm for all 3-phase locos similar to MR equalizing pipe.

Discussed, BCEQ replaced by DBP terminology. (ii) BCEQ pipe size replaced by 25mm.

KBIL NOTED Ok

3.3 Basic data related to locomotives is as under: SN Parameters WAP7 WAG9 WAP5

i Max. Weight of

locomotive

123t±

1%

123t±

1%

78t± 1%

ii No. of brake cylinders

on loco

8 12 08

iii Bore diameter of brake

cylinder

8” UAH

type

7" TBU,

10”

SCR 3.3(ii) No. of brake cylinder in WAG9 loco should be mentioned as 8 nos. in view of decision taken during 38th MSG held in SCR to provide conventional brake rigging in WAG9 locos.

It can write 12/8 nos. brake cylinders as both will exist.

3.3(iii) In view of above remark on bore diameter of brake cylinder to be mentioned as 8”UAH type.

We can write 8”UAH/7”TBU type as both will exist.

KBIL NOTED Ok 3.4 Length of the train is as under: FTRTIL NIL Ok

3.4a Air brake passenger train = 26 coaches KBIL It is assumed that our system complies. ok

3.4b Air brake freight train = 58 BOXEN KBIL BOXEN should be corrected to BOXN. Has to be investigated.

Ok correction made.

3.4C No. of Locomotive used =Up to 3 nos. in multiple SCR Requires signal transmission through the locomotives only. All these Locomotive should be equipped with EP assist equipment to enable the working with EP Assist feature.

Discussed all the coupled Locomotive

should be equipped with EP assist

Page 3 of 22


Cl No. Description Firm/Rly Comments RDSO’s remark equipment to enable the working with EP Assist feature.

3.5 Relevant data of coaches and wagons are as under: SN Type of

stock Typical Length of stock in

mm

BP dia in mm

FP dia in mm

1 Air brake coach

22297 25 25

2 BOXN 10713 32 32

3 WAP7 20562 32 32

WAP5 20562 WAG9 18162

FTRTIL

KBIL NOTED ok

3.6 Maximum permissible speed of train: ESCORT NIL Ok

Type of stock Air brake stock Ok Ok

Passenger Upto 200 kmph FTRTIL Ok Ok

Freight Upto 120 kmph KBIL Ok Ok 3.7 MR Service Range Pressure-8.0 Kg/cm² to 10 Kg/cm² ESCORT NIL Ok

KBIL NOTED Ok 3.8 Electric Power Characteristic:

Operating Voltage: 78 to 136 V dc according to EN

50155

The electro-pneumatic or electrical devices shall be

suitable for 110 volts DC on electric locomotive.

The voltage variation on locomotive may be between 78

and 136 Volts.

SCR NIL Ok

FTRTIL NIL Ok KBIL To fit in any locomotives, the voltage range

should be from (72 V – 30%) to (110 V +30%) i.e. 48 volt -137 volt

Discussed it should be 78-136 V DC.

ESCORT NIL Ok

4.0 Service Conditions

The equipment shall be capable of working satisfactorily under the service conditions indicated below:


KBIL NOTED Ok

4.1 Altitude: Mean sea level to an altitude of 1000 meters above mean sea level.

KBIL NOTED ok

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4.2 Temperature: Maxm. Atmospheric Temp. – Under sun 60ºC Under shade 50ºC

KBIL NOTED Ok

4.3 Relative Humidity = Up to 100% Saturation during rainy season.

KBIL NOTED Ok

4.4 Reference site conditions. KBIL NOTED Ok i Ambient Temp. Maxm= 50ºC, Minm = 0ºC Ok

Ii Humidity: 60% Ok Iii Altitude: 160m above sea level. ok

4.5 Rain Fall: Very heavy in certain areas. The locomotives will be designed to permit its running at 10 KMPH in flood water level of 102 mm above rail level.

KBIL Brake components shall not be under water level.

OK

4.6 Atmosphere during hot weather: Extremely dusty and desert terrain in certain areas.

KBIL NOTED Ok

4.7 Coastal Area: Locomotive and equipment will be designed to work in coastal areas in humid and salt laden atmosphere.

KBIL NOTED ok

4.8 Other Conditions: Equipment shall be capable of operating efficiently in spite of dirt, dust, mist, torrential rain, heavy sand or

stone storms and presence of oil vapors and radiant heat etc. to which the rolling stock is normally exposed in service. Level of Protection should be IP-20 for Control Unit, IP65 for the Relay Boxes, Test Boxes, Junction Boxes and Indication Boxes.

FTRTIL Suggested modification: “…….... Level of Protection should be IP-20 for EP control unit and IP65 for other Relay boxes, Junction boxes, Indication boxes.” This is because EP Control Unit has Electronics circuit which requires dissipation of heat and hence, IP20 protection is required for EP Control Unit (BCU EP Control unit).

Corrections made as per discussion in meeting.

KBIL No external relay box is required. The relay box ix an integral part of

our loco control unit for EP assist system and shall be IP65. The test boxes and junction box which are place outside of loco

Corrections made as per discussion in meeting and signed jointly as agreed.

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should be IP65, indication boxes in driver’s cab is IP20.

ESCORT Equipment shall be capable of operating efficiency in spite of dirt ,dust ,mist ,torrential rain ,heavy sand or stone storms and presence of oil vapors and radiant heat etc. to which the rolling stock is normally exposed in service .Level of protection should be IP20 for Relay for control Unit & indication Box and IP65 for Test Box & junction Box

Level of protection discussed in meeting and corrections made accordingly and signed jointly as agreed

SCR NIL

5.0 TECHNICAL REQUIREMENTS OF BRAKE SYSTEM ESCORT Noted and Agreed 5.1 Following brake systems are presently working on 3-

Phase Electric Locomotive: E70 Brake System – FTIL Make

CCB – KBIL Make EPA is to be used on mentioned locomotives having twin pipe graduated release type of basic air brake system as per UIC 540 & 547.

KBIL Noted. The EP Assist brake should work irrespective of any brake system in the locomotive.


5.2 The EP Assisted brake system should be generally as per UIC guidelines 541-5. Provision for continuous monitoring of the EP assisted brake system to check the integrity of the system should be available. Any fault in the application circuit should be indicated to the driver (Red LED) to take suitable action to check

the problem and isolate the system. When the EP assist fails, the green lamp for status health indication should turn ‘off’ and a red lamp should turn ‘ON'. Audio signal should also to be available to the driver to indicate EP Assist failure. Indication lamp (yellow) is to be provided to indicate bypassing of EP

KBIL Clause 4.2.3.2 of UIC 541-5 asks to initiate sharp braking in case of brake of continuity. Any fault in the application circuit should be indicated to driver with suitable indication on the indication box. Color coding and audio signal should be avoided. Visual alert is given to driver immediately in case of any error occurs. However, the penalty brake is to be applied by EP assist system due to error in system with initiation of brake application.

Corrections made as per discussion in meeting and signed jointly as agreed. Color coding and audio signal should be available.

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assist brake system. 5.3 The existing system should be able to work as

conventional brake system on failure of EP assist brake system.

FTRTIL Suggested modification: “The existing system should be able to work as conventional brake system on failure/ inhibition / bypass of EP assist brake system. While working in EP assisted mode, failure in EP Assist system should lead to an Emergency Brake Application, which can be initiated by a valve already in the brake system or by a

dedicated valve controlled by EP Assist System” This is UIC requirement and hence added.


KBIL Noted 5.4 EP Assist brake system should be provided for new

built Loco or able to retrofit on the existing 3 Phase

electric loco so as to be interchangeable at system level

KBIL Noted Installation drawing/ process should be followed for on-board fitment on the locomotive for the versions. “System level” and “interchangeable” needs to be

specified in more detail. Generally design adoptions are possible.


5.5 Analog / digital signal should be used to control the

brake application and release and other features of brake system as applicable.

KBIL Understood as brake and release signals for EP train line have to be based on UIC541-5

OK

5.6 Suitable device(s) should be provided in locomotive to provide/ receive analog / digital signal for application and release through a wired train line circuit.

KBIL Electronic control device to be provided in locomotive to control the EP Assist function of application and release.

ok

5.7 The device(s) placed in Locomotive should be used to vent the BP in coaches during application and recharge from aux. reservoir of the coach during release apart

from venting or recharging of BP from the locomotive by its own brake system. However, the braking function is still carried by the UIC type Distributor Valves in each vehicle during EP assist function.

KBIL NOTED ok

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5.8 Even if there are dis’similar venting rates in the individual application device(s), BP of the train being one entity, the stabilization pressure in the BP at the end of each application should be the same

throughout the train.

KBIL Noted as venting device (=EP magnet valves) will be configured during commissioning to vent each vehicle at the same rate.

Ok, discussed in meeting. However, system in coaches/wagons is not under scope of this spec.

5.9 The system shall suit the operation requirement along with information needed for Indication and control purposes.

KBIL NOTED

5.10 Multiple Unit Operation: The EP assisted system should support multiple unit operation of

locomotives. It should be possible to make multiple unit of locomotives provided with electro-pneumatic assisted

brake system with other electric locomotives having other than EP assisted brake system. Such multiple unit formation may place the locomotive of any of the systems in any position of the MU consist. If the other loco is not equipped with EP Assist Brake System, it

will not be possible to use EP Assist function in the coaches. In case of parting between coupled locomotives, the brakes on the locomotive shall come on automatically. UIC type break-in-two protection should also be

provided to shut down the power in all the locomotives

KBIL For MU operation all the locomotives must be equipped with EP assist System. Where during operation it should be ensured that only the leading EP assist system should be energised and trailing loco’s EP assist system to be kept OFF. EP assist should not be responsible to shut down the power in all the locomotives. We Understand, all locos have to be as per UIC541-5


ESCORT Multiple Unit Operation:

The EP assisted system should support multiple unit operation of locomotives.

ok

ESCORT It should be possible to make multiple unit of locomotives provided with electro-pneumatic assisted brake system with other electric locomotives having other

than EP assisted brake system. Such multiple unit formation may place the locomotive of any of the systems in any position of the MU consist. If the other loco is not

equipped with EP Assist Brake


Page 8 of 22



System, it will not be possible to use EP Assist function in the coaches.

ESCORT In case of parting between coupled

locomotives, the brakes on the locomotive shall come on automatically. UIC type break-in-two protection should also be provided to cut the Traction power in all

the Locomotives.

Agreed correction will be made after discussion in meeting and signed jointly as agreed.

5.11 EP Assisted Indicator Panel EP Assisted indicator panel shall be provided on each control stand in front of the driver for easy identification. The EP control unit can be a separate

unit, which can be placed at a convenient position in the loco to facilitate interface with the existing brake system equipment. The EP assist indicator should be integrated with the locomotive’s existing display system as far as possible or standalone indication

panel can be incorporated. The exact design is to be submitted for approval by RDSO. Its design shall conform to Fig.1 of this specification. ON/OFF of EP Assisted indicators as per Fig.1 below:

FTRTIL Suggested modification: “……… The exact design is to be submitted for approval by RDSO. The design conforms to Fig.1 of this specification. Simple, Test, Normal and has ON/OFF, INHIBIT of EP Assisted indicators as per Fig.1”

Indication panel should be decided by mutual understanding of FTRTIL & KBIL.

KBIL The EP Assist control unit is separate unit. In existing Locomotive fitted with EP indication box is as per below layout.

Fig.

Same general layout to be considered for series implementation. The feature like Simplified mode as recommended in UIC 541-5 should be incorporated In the indication panel as indicated in above figure. Proposed design do not meet UIC requirement as per clause 4.2.2 and 4.2.3.5. for simplified mode operation.


Page 9 of 22



5.12 Maximum working pressure is 10 kg/cm². KBIL NOTED ok

5.13 Normal working pressure is 5.0 kg/cm².Overcharge

cycle should be inhibited during EP assist working, to initiate Overcharge from Locomotive, driver should bypass the EP Assist system.

KBIL Noted Overcharging is not required when EP Assist is ON as it will improve the charging time.


5.14 Separate Bypass switch and indication to be provided for the driver.

KBIL Noted. Too many switches will confuse the driver Bypass switch provided in the indication box can be used

Discussed. To be deleted.

5.15 It should be possible to identify the continuity from the

Locomotive and if continuity is not ensured, EP Assist should not get activated.

KBIL This clause is not meeting the safety requirement of UIC clause 4.2.3.2, where it is states to initiate sharp braking in case of break of continuity. The failure in EP Assist

Discussed. To be deleted.

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continuity may occur during run/energised condition. As per UIC requirement, application of penalty (emergency) brake to be activated by EP Assist system when there is a problem in train line wire continuity along with brake demand by the driver.

5.16 Test Scheme for Loco with EP Assisted brake system has to be submitted.

KBIL NOTED

SCR Technical Requirement of brake system: Following points to be newly included. 1. Electrical/electronic type of brake valve

controller may be used keeping in view of the adoption of advanced safety features such as TPWS, TCAS, DPWCS etc. in 3-phase locomotives.

2. The EP assist system designed for locomotive application should have protected against earth faults in the hard-wire part preferably by provision of OPTO-ISOLATOR at all the input and relays are the output so as to avoid mal-functioning of brake system. This is essential keeping in view high rate of failure of valves in existing EP brake system of DEMU,/EMU/MEMU.

3. The system should be designed/protected in such a way that the BP does not get dropped suddenly due to any radio frequency signal interference as experience in existing CCB brake system of 3-phase electric and diesel locomotives.

May not be considered as per discussion in meeting.

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4. EP assist system should be designed preferably based on PULSE WIDTH MODULATION (PWM) principle so as to obtain maximum benefit of operating the system based on digital level signal.

5. It is preferable to incorporate memory type feature in brake system for easy maintenance/trouble shooting duly providing the facility for generation of fault message separately for each sub system.

6.0 SYSTEM REQUIREMENTS: 6.1 Control Unit ESCORT Noted and Agreed

6.1.1 There should be provision for input and output of digital and analog signals from brake system and to EP Assist System.

KBIL It should be an independent system, wherein it should not interact with the Brake system. The only requirement of interface is to BP Sensing (through a sensor in BP line)

ER Sensing (through a sensor in ER line)

Penalty Brake in BP line through Emergency Brake magnet valve by quick venting of BP pressure from BP line.

The above items should be in EP Assist system scope of supply.


6.1.2 There should be provision for checking the continuity of the EP Assist system from the control unit.

KBIL NOTED

6.2 Electrical Control Relay Box KBIL Part of EP Assist Control unit Corrections made as per discussion in meeting.

6.2.1 The Electrical Control Relay Box should be used to

drive the EP Assist System of the coaches KBIL No separate Electrical control relay box is

required. Electrical Control relay should be an integral part of EP Electronic Control unit.


6.2.2 Relay for energizing and de-energizing the train line wires should have adequately designed to cater to

KBIL NOTED

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complete train of 26 LHB coaches 6.3 Indication Panel ESCORT Noted and Agreed

6.3.1 Indication panel should be mounted in a suitable place in driver’s desk with proper visual and easy access.

KBIL Noted. It has been placed in locomotive above the driver desk.

OK

6.3.2 Indication should have the indications as per figure 1 of clause 4.10. Supplier should submit the design along with the offer.

KBIL In existing Locomotive fitted with EP indication box is as per below layout. (Fig.) Same general layout to be considered for series implementation. The feature like Simplified mode as recommended in UIC 541-5 should be incorporated I the indication panel as indicated in above figure. Proposed design in the draft spec do not meet UIC requirement as per clause 4.2.2 and 4.2.3.5. for simplified mode operation.


ESCORT Indication should have the indications as per figure 1 of clause 5.11.Supplier should submit the design with the offer.

Indication panel decided by mutual understanding of FTRTIL & KBIL.

6.3.3 Bypass option should be provided on the Indication

Panel. FTRTIL Suggested modification:

“Bypass/Inhibit option should be provided on

the Indication Panel”

Agreed

KBIL Noted “Bypass” understood as EP on/off.

Corrections made as per discussion.

6.4 Connection Cable Between Vehicles and Laid through vehicle

6.4.1 Connection Cable between vehicles shall meet the criteria as below. This cable not intended for

installation inside vehicle.

KBIL Connection cable between vehicles shall at least meet the criteria set out below.


6.4.2 The cable comprises of the following elements (as per

Fig.2) - 4 conductors of 10 mm² cross section, designated 1 to 4

KBIL The number of cores should be 9 cores or 11 core and assignment to particular cable must follow relevant clause of UIC 5.2.5.

Corrections made as per UIC 541-5.

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- 2 conductors of 6 mm² cross section, designated A and B - 1 conductor of 2.5 mm² cross section, designated D

- 1 screened sheathed pair of two twisted conductors with minimum cross section of 2.5 mm², designated X & Y for a data bus conforming to the provisions of UIC leaflet 556.

6.4.3 Wiring in the vehicle laid under frame should follow clause 5.4.2 and control cables inside the vehicle shall

have a minimum cross section of 1.5 mm² copper.

KBIL Noted The clause 5.4.2 is not relevant here as the referred clause is not the part of this document. The clause should be suitably amended to use cable as per UIC 541-5 consisting of 9 core cable or 11 core cable.

Corrections made as per UIC 541-5.

ESCORT Wiring in the vehicle laid under frame should follow clause 6.4.2 and control cables inside the vehicle shall a minimum cross section of 1.5 mm2

OK, correction made as per UIC 541-5.

6.5 Connectors and Sockets ESCORT Noted and Agreed 6.5.1

Connectors and Sockets used in the vehicle shall conform to UIC 541-5. (as per Fig.3 & 4)

KBIL NOTED ok

6.6 EP Test Box

6.6.1 EP Test Box is provided on the both side of the vehicle to check for the continuity by pressing the push button while brake signal is generated by the locomotive.

KBIL NOTED ok

6.6.2 The continuity is ensured by the status of the indicator turning ON.

ESCORT Noted and Agreed ok

6.7 Junction Box KBIL NOTED

6.7.1 Suitable Junction boxes to be provide along the Loco to receive or deliver brake commands signals and other associated signals for the proper functioning of the EP Assist System in a Train.

KBIL NOTED ok

6.7.2 Boxes should be with IP65 protection and mounted KBIL NOTED Ref Clause 4.8

Page 14 of 22



suitably on the vehicle.

**Any other equipment which are required for proper

operation of EP Assist system of Locomotive should be provided by the supplier.

6.8 Scope of Supply

The Scope of supply includes the followings, including the fittings and connectors required for integration of the system with locomotive and its various existing system.

Sl.

No.

Description Qty. / Loco

1 Control Unit 1 No 2 Electrical Control

Relay Box

1 No

3 Indication Panel 2 Nos

4 Cables – 9 Core

and 11 Core as per UIC

1 Set

5 Sockets and Plugs 2 Sets

6 Test Box with PCB 1 No 7 Test Box without

PCB

1 No

8 Junction Box 1 No 9 Other Equipment

(if any)

1 Set

The above scope is for to only EP Assist System for the Locomotive as a whole. The System is not interchangeable at component level with other manufacturers. Driver interface and other accessories of EP Assist system should be.

FTRTIL Suggested modification: “The above scope is only for EP Assist System for the Locomotive as a whole. The System is not interchangeable at component level with other manufacturer. Man-Machine Driver

interface of EP Assist System should be interchangeable to avoid any confusion to loco pilot.”

Discussed. Interchangeability should be at system level.

KBIL Noted 2. Electrical Control Relay Box is part of EP Control Unit.

SN Desc. Q/loco

1 EP control unit 01 2 Electromechanics - UIC

standard ep control cable with connectors+ all other connecting cable

1set

3 EP test box 2 units

4 CAB EP Indication box for driver cab

2 units

5 Penalty emergency brake application valve

1 no.

Only the indication box in driver’s cab required for driver interface. (BP- and ER-Sensor understood as part of #1)


7.0 LITERATURE AND DRAWINGS FTRTIL NIL

7.1 The tenderer shall submit brake schematic diagram along with description of the complete system with the offer. Pamphlets covering schematic diagram,

KBIL NOTED ok

Page 15 of 22



installation drawing of complete system shall be submitted along with the offer for proper appreciation of the system offered by the vendor.

7.2 The supplier shall submit testing procedure for EP

Assisted brake system as a whole ESCORT Noted and Agreed ok

7.3 After the system is finalized, the tenderer shall submit

copies of the instructional, maintenance and test specifications

SCR NIL ok

8.0 Inspection, Testing and Approval During the developmental stage, for proper control & monitoring, Railways will be the controlling agency.

The supplier shall submit it offer of equipment to Railways along with all the details of equipment as per Clause 6. The firm will be inspected to check capacity and capability as per information submitted according to specification of RDSO. Manufacturer will be in constant touch with Railways for design review and prototype development. If found suitable product will

be taken up further for prototype inspection.

KBIL Understood as First Article Inspection

ok

8.1 Prototype Inspection:

8.1.1 The prototype inspection including stage inspection will be carried out by representative of Electrical Directorate of RDSO, Manak Nagar, Lucknow 226011 at the manufacturer’s premises. In general the inspection will be carried out according to UIC/RDSO

specifications. Detailed type tests inspection scheme will be submitted by the vendor along with their offer. The test scheme should include testing of complete system as well as testing of individual brake valve/equipment. The test scheme should indicate stage inspection and final inspection on test bench as well as on locomotive. Vendor should get prior

approval of test scheme from RDSO before actually

KBIL Understood as First Article Inspection.

ok

Page 16 of 22



conducting prototype inspection. 8.1.2 There should be proper test equipment/test

racks at manufacturer work’s premises to conduct such tests. The vendor shall provide, without extra charges material, tools and any other assistance which the purchaser may consider necessary for any

test, examination and dimensional checking.

KBIL NOTED ok

8.1.3 The vendor shall, on demand make available manufacturing related drawings and specifications to

the inspecting authority at the time of inspection. Vendor will also submit the test results of the test conducted by them.

KBIL NOTED ok

8.1.4 During prototype inspection manufacturer certificates of components/valves/equipment which

have been purchased from outside shall be produced as a proof of quality assurance.

KBIL NOTED ok

8.1.5 Electronic equipment used in the system shall be

tested in accordance with IEC-60571- 2012. These tests as per relevant clause of IEC-60571 shall be carried out for prototype only. A certificate from recognized testing laboratory should be considered satisfactory for this purpose. The tests

required to be conducted are given below: Sl. No.

Nature of Test Details

1. Visual Inspection As per clause 12.2.1 of IEC 60571

2. Performance Test As per clause 12.2.2 of IEC 60571

KBIL Noted. These tests as per relevant clause of IEC-60571 shall be carried out for prototype or equivalent product. We understand, certificates on platform level for electronic modules / boards are required.

ok

ESCORT Noted and Agreed Ok SCR NIL Ok

FTRTIL NIL Ok

Page 17 of 22



3. Reversal of Polarity This is a design feature as per clause 7.2.6 of IEC 60571. The effectiveness of Reversal Polarity protection is tested over a period of not less than 1 minute within the specified voltage range. After this test the system shall be connected correctly and the performance checked. No degradation permitted.

4. Supply Over voltage variation

As per clause 5.2 of IEC 60571

5. Temperature variation 1 Cooling test 2 Temperature rise test (with enclosure)

As per clause 12.2.3, 12.2.4 & 12.2.4 of IEC 60571

6. Insulation test

As per clause 12.2.10.2 of IEC 60571

7. High voltage test (Flash test )

This is done on the complete unit. The insulation between all terminals coupled tightened and earthed, shall withstand for one minute, 1000 V r.m.s, 50 Hz supply applied in such a manner as to avoid any ac voltage provided. During the test the maximum leakage current shall be measured which shall not exceed 0.005A.

8. Voltage Withstand Test

As per clause 12.2.10.3 of IEC 60571 is to be done

9. Surge test As per clause 12.2.8.1 IEC 60571.

10.

Vibration & shock tests (with enclosure)

As per clause 12.2.12 of IEC 60571, Category 1 Class A

11 Radio Frequency Test

As per clause 12.2.9 of IEC 60571.

12 Water tightness Test As per clause 12.2.13 of IEC 60571 (For Applicable Equipment)

Page 18 of 22



8.2 Inspection of fitment of the EP Assist system on locomotive.

ESCORT Noted and Agreed ok

8.2.1 The installation of first system on electric locomotive shall be the responsibility of the vendor. Assistance with regard to labor and other facility which are available in the production unit/work shop/diesel electric loco shed of Indian Railways would however, be provided to the vendor during prototype installation. Vendor will provide all necessary guidance and technology including any special tooling or wiring etc. required for satisfactory installation of the system on

the locomotive.

FTRTIL Suggested modification: “….. which are available in the production unit/work shop/Electric shed of Indian Railways ……..”

OK, corrections made.

KBIL NOTED ok

8.2.2 The fitment aspect of the system will be checked on

the locomotive by the representative of Electrical Directorate, RDSO, Manak Nagar, Lucknow and purchaser in presence of the vendor. It is the responsibility of the vendor of Computer Controlled air brake system to interface with locomotive microprocessor control system. The inspection on locomotive will be carried out generally in accordance

with vendor’s test plan which shall be approved by RDSO prior to testing.

KBIL Noted. The Line “It is the responsibility of the vendor of Computer Controlled air brake system to interface with locomotive microprocessor control system” to be removed. EP Assist system should be an independent system and only requirement of interface is through

BP Sensing (a sensor in BP line) ER Sensing (a sensor in ER line) Penalty Brake in BP line through Emergency Brake magnet valve by penalty brake application.

Corrections made as per discussions.

SCR 3rd line of para to be reworded as “It is responsibility of the vendor of EP assist Brake system” to interface it with locomotive microprocessor control system.

Agreed partial correction made.

8.2.3 After successful prototype development and testing, development order will be placed. The performance of

the brake system in field will be monitored for at least two years. On satisfactory performance in field, the vendor will be placed in approved list.

KBIL IR should ensure that EP Assisted Loco and Coaches to run in rake for performance check. The dynamic trial has been carried out with KNORR-BREMSE system in 2014, therefore revalidation of the system may be applicable for the supplier whose system is yet to be

Corrections made as per discussions.

Page 19 of 22



validated.

8.3 Routine Inspection

Routine inspection as per RDSO approved Plan of the

equipment shall be carried out by the purchaser or his nominee. The supplier shall provide, without extra charges, for material, equipment, tools and any other assistance, which the purchaser or his nominee may consider necessary for any test and examination. The supplier shall make available manufacturing drawings and material specifications of the components to the

inspecting authority at the time of inspection.

Supplier will offer brake system for inspection after

complete checking by them. The test results of every brake system will be submitted to the inspecting authority. Inspecting authority shall carry out all tests necessary to prove that the equipment fulfils the

technical requirements, covered in this specification.

KBIL Noted. Only routine test to be performed, sampling size should be mentioned. Understood as First Article Inspection. For every brake system, no complete system test will be performed.

Ok partial Corrections made.

9.0 Performance Guarantee. FTRTIL NIL Ok

ESCORT NOTED & AGREED Ok SCR NIL Ok

9.1 The equipment supplied by the vendor shall guarantee the equipment against design and manufacturing defects for a period of 02 (two)years from the date of commissioning. Notwithstanding

anything that may be specified in this specification, the final responsibility for suitability of the design shall lie with the vendor who shall undertake to carry out all modifications and alterations to the equipment supplied by them for satisfactory functioning in

accordance with this specification as may be

KBIL Noted “Failure” needs to be defined in more detail. If equipment is operated against supplier instruction / maintenance guideline or outside of specified conditions, this clause will not apply.

Ok No corrections required.

Page 20 of 22



necessary during guarantee period. Such modification shall be carried out on all units by the vendor free of cost. The component/material which fails during

guarantee period must be replaced by the manufacturer/supplier free of cost. The replaced components shall be further be under guarantee for a period of 02 (two)years from the date of their fitment.

9.2 Marking Each Assembly/subassembly/Individual component shall have clear readable marking on its body. The marking shall be as following

a) Manufacturer’s name or trademark if any. b) Month and year of manufacture.

c) Part No./Drg. No./Type No. d) Batch No. if any.

e) Important technical data, such as rating, if any.

KBIL NOTED ok

9.3 Packing & Delivery

All the equipment will be properly packed to avoid any damage during transit and storage.

KBIL NOTED Ok

10.0 Indigenization In case the offered system is being manufactured in country other than India, vendor shall arrange for manufacture of equipment in India by transferring the

technology to a suitable organization in India. The vendor will give stage wise details of indigenization program including:

FTRTIL Nil Ok KBIL Noted Ok

ESCORT Noted and agreed Ok SCR Nil Ok

a Design calculations, material specifications. Nil Ok

b Detailed manufacturing drawing, with tolerances, surface finish, jigs and fixtures and special tools and machines required for manufacturing equipment.

Nil ok

c Manufacturing process sheets including detailed instructions on special techniques wherever applicable.

Nil Ok

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d Detailed specifications for inspection & testing. Nil Ok

e Other technical clarifications and supplementary instructions, if any, which may be required for manufacture of the equipment.

Nil Ok

11.0 Deviations FTRTIL Nil Ok

11.1 The vendor shall submit clause wise comments from the specification and shall indicate the deviations, if any with the reasons thereof.

KBIL Noted Ok

11.2 Any deviation from the standards laid down in this specification, with a view to improve the performance of the equipment shall be given with details. Supporting documents for such suggestion shall also

be given with the offer.

ESCORT Noted and agreed Ok SCR Nil Ok

12.0 Training FTRTIL Nil Ok 12.1 Sufficient number of technicians / engineers /officers

shall be trained in consultations with the purchaser /

RDSO so that adequate staff is available in the field for maintenance. This training shall be at the vendor works and electric sheds for a suitable period and shall cover maintenance and testing, brake system and design, quality control and trouble shooting.

KBIL Noted Ok

12.2 Adequate numbers of maintenance manual covering

schedule maintenance, maintenance practices, testing, maintenance tools, spare etc and wall charts showing pictorial view of components along with part numbers will be given. These maintenance manuals and wall charts are meant for wider circulation for Railways and

fresh copies will be given with each order even if there are no changes in the design. The maintenance manual should mention the list of components with their average life, list of tools & machinery required and maintenance procedures for ensuring proper

ESCORT Noted and agreed Ok

SCR Nil Ok

Page 22 of 22



maintenance of the system. 13.0 Quality Assurance Plan (QAP) FTRTIL Nil QAP in Spec not

required

13.1 The firm will give a quality assurance program (QAP)

for approval to RDSO. KBIL Noted Ok

13.2

Revision of QAP

QAP is required to be revised with approval of RDSO as per ISO Guidelines for preparing the QAP. Note: 1. In case exact equivalent is not offered, functional equivalent must be offered. The total no. of

items comprising the microprocessor controlled air brake system may be more or less than the existing system provided that the existing locations for mounting of one no. Brake rack and two nos brake controllers are followed.

2. Dimension of the offered items should not exceed the dimensions of the corresponding items of existing system. In case any dimensions of offered item exceed the corresponding dimension of existing

item, vendor must ensure the sufficient space is available on the locomotive and submit details along with the offer.

3. Mounting arrangements, piping and wiring connection etc. should be interchangeable at system

level with other supplier system.

ESCORT Noted and agreed Ok

SCR Nil Corrections made.

Documents

Reasoned document based on comments received from firm’s