Sr Clause Existing clause EMD comments RDSO …...Existing clause EMD comments (Comments added by EMD are underlined) RDSO remarks 2.4 General arrangement diagrams showing side and

EMD comments on Dual Cab HHP Loco draft Spec – 67 (Rev-03)

Page 1 of 11

Sr no

Clause no.

Existing clause EMD comments (Comments added by EMD are underlined)

RDSO remarks

2.4 General arrangement diagrams showing side and top views of the WDG4D and WDP4D locomotives are attached at annexure-A and annexure-B respectively.

EMD Remarks: EMD shall be requiring clear printout of drawings called out in Annexure-A and Annexure-B

Drawings may be given separately.

2 5.6 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.0.04.00.10 (Latest version).

EMD's remarks: EMD requests that the comments provided on DIALS specification MP.0.0400.10 as indicated EMD Letter No. EMD/DLW/091010490 Dt. 01/06/2012 may please be noted and considered. The DIALS as planned by Indian Railways is expected to be available during 2nd quarter of 2014, so the implication aspects are needed to be considered.

The latest specification of DIALS

(no. MP.0.04.00.10) has been finalized in consultation with all the AC/AC suppliers and the same shall be applied on the dual cab loco.

5.7 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 S9 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 system supplied.

EMD Remarks: As per the OEM Letter no AT/RLY-EMD/08122012 Dt. December 6, 2012 ( copy enclosed) the Industrial Notebook Panasonic S9 is obsolete and not available. This has been superseded by Panasonic S10. This aspect needs to be incorporated and considered before finalization of the Dual Cab draft specifications.

M/s Panasonic has also suggested Panasonic tough book CF53 and informed that S9 is obsolete (Sl-1289). Para revised to include CF-53.

7.1 DUAL CAB FEATURE EMD's remarks: on mechanism for detection of a tripped breaker have not been addressed in your clarification (with reference to duplicity) nor have the remarks on added cost and complexity of maintenance for IR been addressed. EMD requests further deliberation on these aspects. However EMD will design with the duplicate circuit breakers as required by IR. EMD would

Noted. This arrangement is functioning satisfactorily on the existing dual cab locomotives.


Page 2 of 11

like to point out that EMD anticipates some reliability and performance issues on the present arrangement proposed in the specification.

4 7.1 Dual CAB Locomotive WDG4D/WDP-4D 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.OGA drawings of control consoles cab#1 and cab#2 are placed at annexures Q and R respectively. Outline details of the BL key switch with handle is placed at annexure-R.

EMD's remarks: The BL Key drawing is an outline drawing and doesn’t show any details of electrical connections, functionality required and mounting dimension details. Only outer dimensions are provided. The Location of BL key on ECC#1 is not explicitly specified. EMD requests additional information on the BL key to be provided with the tender documents.

Added in the spec “In ECC1 the BL key and RAPB switches shall be mounted near Loco Start Switch.” M/s EMD shall indicate the location on ECC1panel and take prior approval from RDSO/DLW before implementing the same. The part no. of BL key switch has already been furnished in the spec. The part no. is 3LA0250 5YW 108W

5 7.1.1.2 7. RAPB (Restricted Air Penalty Brake) Switch: This is similar to AEB (Automatic Emergency Brake) which already exists in WDG4/WDP4 locomotives and fitted in ECC#1, supplied by different vendors including EMD. 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 Remarks: The RAPB drawing in Annexure U is a outline drawing and doesn’t show any details of electrical connections / terminal details and mounting details. Only outer dimensions are provided.EMD requests additional information on the BL key to be provided with the tender documents.

Electrical drg. of RAPB switch shall be decided by vendor and RDSO need not give electric drgs. The mounting dimensions/details on the ECC has to be worked out by the firm based upon standard dimensions of BL key switch. The electrical connections for the BL key switch would be internal to the design


Page 3 of 11

of the system and need not be specified by RDSO.

6 7.1.1.2 10. Computer Control Circuit Breaker (CB): This Circuit Breaker shall be provided in both the cabs. These two are connected in series. If both the switches are closed then only LCC gets supply.

EMD's remarks: Section 7.1.1.2 calls out duplicate circuit breakers for several circuits. Since the purpose of circuit breakers is to provide over current protection and circuit isolation for maintenance work, EMD believes that a second set of circuit breakers is not required and recommends that the design be simplified. In fact, extra hardware reduces the reliability of the locomotive and adds to the complexity of the wiring and the cost of the building the locomotive. While wiring two circuit breakers in series allows the driver to drop the power, a true over current fault could drop one or both of the circuit breakers, which could cause confusion if just one breaker dropped in the "other" cab. EMD would recommend providing a driver message whenever a critical circuit breaker is OFF (rather than providing two circuit breakers). However EMD will design and offer the control stands with the duplicate circuit breakers as required by IR. EMD would like to point out that EMD anticipates some reliability and performance issues on the present arrangement proposed in the specification.

Noted. This arrangement is functioning satisfactorily on the existing dual cab locomotives.

7 7.3.1 CONTROL OF DISTRIBUTED POWER CONSIST Control of distributed power consist shall be done in accordance with RDSO specification No. MP.0.400.02 (Rev.-03)

EMD's remarks: We understand that the mutually acceptable outcome of the suppliers/ Stakeholders meeting held for discussion of DPCS spec at RDSO on date 23/Nov/2012 will be applicable before the finalization of this Draft specification also.

(i) DP is optional (ii) Mutually acceptable specification which is under finalization shall be applicable.


Page 4 of 11

8 7.5.1 Both WDG4D and WDP4D 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. AEB operation and reset procedure shall be as follows:

(Table of Parameters vs. Method of operation at clause 7.5.1 of spec)

An overspeed occurrence processed by the AEB system will invoke a penalty brake application. It does not activate the dynamic brakes.

No change is required in the spec.

9 5.5 Speed & Temperature Sensors standardization of mounting dimensions.

As per EMD letter dt. 25th June’13, for speed

sensors EMD uses 9mm guiding pin length instead of 3 mm as specified. For temperature sensors, EMD uses 5.08 mm dia probe instead of 5-0.5 mm specified.

Not agreed. 5.08 mm dia of temperature probe is not acceptable as per DLW letter no DLW/TOT/1630(EMD) dt. 19/12/12 and should not exceed 5 mm +0/-0.5 mm. (SD.EMD.4000hp.TM3 file) as it shall not fit in existing motors. For speed sensor, the guide pin shall not exceed 6mm length and shall be located in diametrically opposite direction to suit all the motors universally (drg. enclosed).


Page 5 of 11

Annexure M – Annual Preventive Maintenance

Sr no

Clause no.

Existing clause EMD comments RDSO remarks

1 1 GENERAL

This annual maintenance contract agreement is required to be entered between OEM of all the equipment (such as TCC, LCC, ECC’s, sensors etc.) supplied against this specification 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 all the equipment supplied against this specification fitted on IGBT technology based WDG4D and WDP4D class locomotives.

This annual maintenance contract agreement is required to be entered between OEM or its wholly owned subsidiary in India of the TCC & LCC of all the equipment (such as TCC, LCC, ECC’s, sensors etc.) supplied against this specification 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 all the equipment supplied against this specification fitted on IGBT technology based WDG4D and WDP4D class locomotives.

Agreed and para modified accordingly. Only TCC and LCC shall be under AMC as earlier.

2 2. g) 'Contractor' means the firm / company 'Contractor' means the firm or its wholly owned

subsidiary in India / company Agreed and modified

3 2. l) 'Loco Hours' is the total number' of hours in

service/breakdown for any locomotive

'Loco Hours' is the total number' of hours in

service/breakdown for any locomotive. i.e. 24 hours per day

Agreed and modified to “maximum 24 hours

per day per loco”.


Page 6 of 11

3.1 SCOPE

Annual Maintenance for OEM make all the equipment supplied against this specification fitted on WDG4D and WDP4D locomotives as suggested by OEM/Railway

SCOPE

Annual Maintenance for OEM make of the TCC & LCC all the equipment supplied against this specification fitted on WDG4D and WDP4D locomotives as suggested by OEM/Railway in which the TCC’s & LCC’s 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 WDG4/ WDP4B 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

Agreed and modified.

4 3.4 Based upon the experience gained by the contractor in the first year of the contract, it shall be possible to improve upon the above referred levels of availability and downtime. The tenderer shall indicate the same in his quotation/tender.

Based upon the experience gained by the contractor in the first year of the contract, it shall be possible to improve upon the above referred levels of availability and downtime. The tenderer shall indicate the same in his quotation/tender. (Not practicable as discrete values cannot be predicted in advance as the basic requirement of this clause is on a presumption)


5 3.8.1 The contractor shall ensure that during the billing period (three months), combined downtimes of all the locomotives covered under the contract, on account of out of course repair and online failures of TCC systems covered under the scope of work, does not exceed 1.5% of total loco hours for the locomotives covered in the contract. Downtime accountal shall be carried out every month and the contractor has to ensure not less than 98.5% availability on TCC account.

Combined downtimes of all the locomotives covered under the contract, on account of out of course repair and online failures of TCC systems covered under the scope of work, does not exceed 5% of total loco hours for the locomotives covered in the contract. Downtime accountal shall be carried out every month and the contractor has to ensure not less than 95% availability on TCC account. (Please keep the requirement as previous of 95% as any improvement under this section is already provide for under clause 3.4)

Not agreed. These values are as per SWR AMC document which is the benchmark. Dilution not desirable


Page 7 of 11

3.8.2 b. Downtime on account of online failures shall be from the time the loco fails on line till the loco is given ready for service.

Downtime on account of online failures shall be from the time the loco fails on line and reported to the contractor till the loco is given ready for service.

Agreed, clause amended.

6 3.8.3 In addition, at no time, shall more than 3% of the locomotives be under breakdown repair on TCC or LCC account i.e. the number of locos under breakdown repair at 0.0 hours daily shall not exceed 3% of the locomotive under contract.

In addition, at no time, shall more than 5% of the locomotives be under breakdown repair on TCC or LCC account i.e. the number of locos under breakdown repair at 0.0 hours daily shall not exceed 5% of the locomotive under contract.

Not agreed. These values are as per SWR AMC document which is the benchmark. Dilution not desirable.

7 4.0 If it is not possible to bring the loco to the designated sheds, the contractor’s service engineer shall reach the spot immediately by any means of transport on receiving the advice from the shed. After examination of the loco at out station, in case, the loco cannot be repaired / attended the locomotive can be moved to shed for further attention.

If it is not possible to bring the loco to the designated sheds, the contractor’s service engineer shall reach the spot immediately by any means of transport on receiving the advice from the shed. Necessary travel authorizations for the service engineer to undertake such travel as applicable would be provided by the respective zonal railways. After examination of the loco at out station, in case the loco cannot be repaired / attended, the locomotive can be moved to shed for further attention. Necessary support and resources required shall be provided by that shed.

Agreed and added.

8 6.1.3 The User Railway shall issue the necessary identity card (even if temporary) to the working staff/service engineer for their entry on the platform and other railway premises. However this Identity Card shall not be taken as a travel authority.

The User Railway shall issue the necessary identity card (even if temporary) to the working staff/service engineer for their entry on the platform and other railway premises. However this Identity Card shall not be taken as a travel authority. The user Railway shall issue necessary transport documents/transit pass for movement of material from Contractors warehouse or any other location for providing the service under this contract.

Added “Necessary documents to facilitate movement of material shall be given by the shed”.

9 6.2.5 The contractor shall keep all the necessary tools, testing equipment / Spare Parts, Sub-Assemblies & Consumables in the ready stock in the firm's premises at the location of the designated shed of maintenance or their workshop or in the nearest office. IR shall, however, provide a lockable room

6.2.5.1 All components/materials required for effective and timely execution of this AMC contract may have to be moved by “Contractor” from their warehouse or any other location. Risk of loss or damage during such movement will be to the account of the “Contractor”.

Agreed. Sub-para’s added.


Page 8 of 11

to the contractor at the designated shed.

6.2.5.2 “Contractor” must keep adequate stocks of the components/materials received from their warehouse or any other location in order to ensure velocity/minimize down time in the execution of this AMC contract. Materials kept in the stock-point for the AMC relating to a particular engine/bogie cannot be removed by the “Contractor” from the stock point except for use in this AMC or in the case of emergencies/unavoidable circumstances in any other AMC entered into by the “Contractor” with any other loco sheds. 6.2.5.3 Subject to Clause-6.2.6.2 above, title in the components used in the AMC will remain with “Contractor” until it passes to the Railways by accretion in the execution of the AMC. 6.2.5.4 Documents for movement of components/materials from Contractors warehouse or any other location to the stock-points: The documents employed for the inter-state movement of the components/materials required for the execution of the present AMC must make explicit reference to the particular AMC contract apart from the locomotive reference for which the AMC is entered into.

10 6.2.7 It shall be responsibility for contactor to ensure minimum recommended stock of all spares, consumables and tools are available with him & those used up during maintenance are replenished quickly to avoid delay in Locomotive repair time.

It shall be responsibility for contactor to ensure minimum recommended stock of all spares, consumables and tools that may be required to service the AMC are available with him & those used up during maintenance are replenished quickly to avoid delay in Locomotive repair time.

Agreed. Para changed.

11 6.2.9 Some maintenance spares for TCC & LCC may be available at diesel Loco sheds .These can be utilized by the contractor. (The assessment is to be made by the contractor before quoting). However any such spares used by the contactor from the stock is the IR shall be replaced by new within 3 months of their uses at no extra cost.

Some maintenance spares for TCC & LCC may be available the contractors premises at the location of the designated shed of maintenance or their workshop or in the nearest office of the diesel Loco sheds . These can be utilized by the contractor. (The assessment is to be made by the contractor before quoting). However any such spares used by the contactor from the stock is the IR shall be replaced by new within 3 months of their uses at no extra cost. (This requirement which is stricken out has legal and logistical issues and cannot be put in practice due to

Partly agreed to change first para. Second para is retained as it is optional and other vendors agree to this.


Page 9 of 11

same)

12 9.0 The rates to be quoted for comprehensive AMC covering both the break down & preventive maintenance (including spares and service) per Locomotive per year consisting of two Traction Control Converters & Locomotive control computer in figures and in words.

The rates to be quoted for comprehensive AMC covering both the break down & preventive maintenance (including spares and service) per Locomotive per year consisting of two Traction Control Converters & Locomotive control computer in figures and in words. The rates under this contract shall be in INR.and exclusive of all applicable taxes and will be charged at actulas during the execution of the contract. At present the prevailing rate of Service Tax is 12% with Cess @3% on the Service Tax amount As the

components/ materials will have to be moved by the “Contractor” from their warehouse or any other location to their stock-points only for the execution of this AMC contract, the “Contractor” will have to ensure appropriate payment of central sales tax in the respective state where the material to be used for the AMC is initially kept. The “Contractor” will have to keep the Railways indemnified for any consequences that the Railways may be exposed to as a result of the omission on the part of the “Contractor” to discharge such liability. The gross amount paid by the Railways to the “Contractor” for the execution of the present AMC contract will be inclusive of such central sales tax and exclusive of applicable service tax.

Agreed and Added excluding the line “At present the prevailing rate of Service Tax is 12% with Cess @3% on the Service Tax amount.”

13 11.2 Down Time Penalty

1.5% or less Nil > 1.5% - 3% 2% of the total monthly proportionate bill > 3% - 5% 5% of the total monthly proportionate bill > 5% - 10% 10% of the total monthly proportionate bill > 10% 20% of the total monthly proportionate bill

Down Time Penalty

5% or less Nil > 5% - 7% 2% of the total monthly proportionate bill > 7% - 10% 5% of the total monthly proportionate bill > 10% - 15% 10% of the total monthly proportionate bill > 15% 20% of the total monthly proportionate bill

Not agreed. These values shall not be diluted as these are as per SWR AMC document which is the benchmark.


Page 10 of 11

14 11.3 PENALTY FOR DOWNTIME OF INDIVIDUAL LOCOMOTIVE (ref. clause 3.8.2): For this purpose, downtime shall be calculated as percentage of individual downtime hours for the month of a loco to the individual loco hours of the same loco covered under the AMC. In case the contractor fails to maintain the contracted availability requirements, a penalty shall be levied as under Individual Loco Penalty Rate downtime %

5% or less Nil > 5% 5% of the individual loco’s monthly proportionate bill

(It is requested that this Clause 1.3 be removed as Clause 11.2 covers the intent under this clause. Clause 11.3 represents an additional penalty beyond any of the previous contracts. The fleet could be in complete compliance with Clause 11.2, and yet significant penalties could be still be imposed on a large percentage of the fleet if they were individually only 0.1% below 95%)

Not agreed. Refer to para 9.3 of SWR AMC document which is the benchmark. Dilution not required. However, Additional slot of 8% has been used by SWR AMC which shall be mentioned.

15 12.1 For the purpose of contract, the AMC for any locomotive shall begin immediately from the next date of expiry of warranty period.

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 next date of expiry of warranty period.

Agreed and clause modified.

16 12.2 The total yearly payment shall be made in four equal installments and such installments of the payment shall be made against the bill by the contractor every quarterly which is certified by the nominated officer for completion of maintenance and after calculation of penalties as stipulated in para 11.0, 12.0, 13.0, 14.0, 15.0 & 16.0. On account of penalty or non-performance of a planned scheduled maintenance, such dues, if any shall be deducted as above.

The total yearly payment shall be made in four equal installments and such installments of the payment shall be made against the bill by the contractor every quarterly which is certified by the nominated officer for completion of maintenance and after calculation of penalties as stipulated in para 11.0, 12.0, 13.0, 14.0, 15.0 & 16.0. On account of penalty or non-performance of a planned scheduled maintenance, such dues, if any shall be deducted as above. The Locomotive TCC & LCC systems to be covered in the AMC contract for planned and scheduled maintenance should be made available to the contractor within ± 7 days

Not agreed as the availability of locos in shed cannot be predicted accurately.

17 12.3.3 Payment Current and valid ITCC.

Current and valid ITCC. (Provision of ITCC has been done away with by Govt. of India in 2004)

ITCC deleted.

18 14.0 PAYING AUTHORITY

The payment against this contract shall be made by the Sr. Divisional Finance Manager of the user Diesel Shed. Any taxes including Income tax required to be deducted at source shall be

The payment against this contract shall be made by the Sr. Divisional Finance Manager of the user Diesel Shed. Any taxes including Income tax required to be deducted at source shall be deducted and a certificate to that effect

Exemption admissible under rules shall be granted.


Page 11 of 11

deducted and a certificate to that effect shall be issued to the contractor as prescribed under the rules;

shall be issued to the contractor as prescribed under the rules; As the components/materials required for the execution of this AMC will have to be moved by the “Contractor” from their warehouse or any other location, on the “Contractor” providing a declaration that they have discharged central sales tax in the respective state where the material is kept, for the sale of the components/materials moved from that state, the Railways will not deduct any TDS on works contract.

19 15.0 CONTRACT PERFORMANCE GUARANTEE

The firm shall submit 5% of contract agreement as security deposit for 36 months. This performance guarantee/Security Deposit shall be in the form of Bank Guarantee valid for a period of 42 months. The above S.D. is to be submitted to the User Railway. The user railway may forfeit the S.D. in case of the failure of firm in execution of the contract.

EMD Comment :

Considering this is ONLY Contract Performance Guarantee not Security Deposit. In case of Security Deposit, it should be waived as the firm is OEM

Agreed & amended.

20 27.0 CONTRACT ISSUING AUTHORITY

27.1 This contract is issued on M/s Firm & shall remain valid for a period of one/two/three years from the date of issue of the contract unless otherwise extended or terminated.

This contract is issued on M/s Firm & shall remain valid for a period of one/two/three years from the date of issue of the contract unless otherwise mutually agreed to for extension extended or terminated.

Agreed & amended.

Medha comments on dual cab specification

Sr no

Clause no.

Existing clause MEDHA comments RDSO remarks

7.1.13 Control console shall be procured separately by DLW as per relevant DLW drawings. Supplier shall follow the DLW drawings of the control consoles for cab#1 and cab#2 for the outer dimensions and design the control stand structure within the envelope as per the drawing maintaining the overall layout of the control stand as defined.

Not Accepted. There shall be lot of issues / problems if we are interfacing our system with the control console supplied by other vendor so we need to include this in our scope of supply. There shall be also lots of maintenance problems.

Not agreed. DLW needs to separate because of overall benefit to IR.

2 Drawings of Speed and temperature sensors

On traction motor, speed sensor dowel pin depth should be 5 mm.

Agreed. This will not affect drawings showing mounting arrangement.

All other points are agreed by Medha.

Siemens comments on Dual Cab HHP Loco draft Spec – 67 (Rev-03)

Page 1 of 15

Sr no

Clause no.

Existing clause Siemens comments (Comments added by Siemens are underlined)

RDSO remarks

1 1.2.4 Hardware including Traction converters, loco control computer and ECC panels shall be common for both WDG4 and WDP-4D locos and only the software configuration shall be different for the two applications, these equipment shall be fully interchangeable. The modified microprocessor based loco control system (hardware & software) shall completely integrate with the proposed IGBT based traction invertors, existing power pack, traction alternator, traction motors, Auxiliaries and braking system.

Hardware including Traction converters, loco control computer and ECC panels should be common for both WDG4 and WDP-4D locos and only the software configuration should be different for the two applications. The software configuration should be auto selected (without the need of intervention of user / operator) depending on external hardware pin configuration in one of the external connectors on the traction inverter. These equipment should be fully interchangeable. The modified microprocessor based loco control system (hardware & software) shall completely integrate with the proposed IGBT based traction invertors, existing power pack, traction alternator, traction motors, Auxiliaries and braking system.

Not agreed.

This is not needed as the loco type is never required to be changed.

2 1.3.3 The output of the hotel load inverter on WDP- 4D locos will be 750 V, 3-phase, 50 Hz, 500KVA supply to make it fully compatible with the existing hotel load supply arrangement of EOG power cars. In the proposed system, one of the power cars will be removed, as the power will be provided by the hotel load inverter from the locomotive itself.

The output of the hotel load inverter on WDP- 4D locos will be 750 V, 3-phase, 50 Hz, 500KVA, Sine wave supply with galvanic isolation from the main TCC unit, to make it fully compatible with the existing hotel load supply arrangement of EOG power cars. In the proposed system, one of the power cars will be removed, as the power will be provided by the hotel load inverter from the locomotive itself.

Not agreed. Not required to add as it is a matter of design detail left to supplier.

3 1.4.2 Performance of 3-phase microprocessor controlled locomotives largely depends upon design of traction inverter and loco control system. Therefore, it may be noted that irrespective of whatever has been stated in this specification, complete integration (electrical, mechanical as well as software controls) of the offered traction inverter, loco control and hotel load systems with the other existing equipment of the WDG4/WDP4 loco, such as alternator, motors, computer

Performance of 3-phase microprocessor controlled locomotives largely depends upon design of traction inverter and loco control system. Therefore, it may be noted that irrespective of whatever has been stated in this specification, complete integration (electrical, mechanical as well as software controls) of the offered traction inverter, loco control and hotel load systems with the other existing (i.e. OEM) equipment of the WDG4/WDP- loco, such as alternator (i.e. EMD make), motors (i.e. Siemens make 1TB2622, 1TB2525), computer controlled

Not agreed. The traction inverter system shall have to be compatible to all the existing makes of other equipment.


Page 2 of 15

controlled brake system etc. shall be sole responsibility of the successful tenderer. Successful tenderer shall also be fully responsible for proper mounting, installation and commissioning of all the offered equipment as well as satisfactory performance of the locomotive in the field.

brake system (i.e. Knorr make CCB1.5) etc. shall be sole responsibility of the successful tenderer. Successful tenderer shall also be fully responsible for proper mounting, installation and commissioning of all the offered equipment as well as satisfactory performance of the locomotive in the field.

4 1.4.3 Since this specification calls for major design changes in the existing locomotive in hardware as well as software, tenderers are expected to sufficiently familiarize themselves with the functioning of existing EM2000 and other LCC make controls and traction inverter controls with other allied equipment on WDG4/WDP-4D locomotives along with hotel load system on existing Rajdhani / Shatabdi and other Mail/Express trains in order to get clear understanding of requirements for optimum design of the complete system.

Since this specification calls for major design changes in the existing locomotive in hardware as well as software, tenderers are expected to sufficiently familiarize themselves with the functioning of existing EM2000 and other LCC make (i.e Siemens / Medha) controls and traction inverter controls with other allied equipment on WDG4/WDP-4D locomotives along with hotel load system on existing Rajdhani / Shatabdi and other Mail/Express trains in order to get clear understanding of requirements for optimum design of the complete system.

Not agreed. Mention of firms names not required.

5 5.1 Electrical Control Cabinet ECC #1 consisting of Locomotive Control Computer (LCC) system (hardware and software) along with all control, protection and indication equipment like sensors, relays, breakers, indicators etc., along with other sub-systems required for proper functioning of the locomotive. The location of the DC link terminals at ECC#1 shall be as per the sketch placed at annexure - N. Functional equivalents of all the existing components in this cabinet are within the scope of supply. The LCC may be located at an alternate location also. In this case, the tenderer shall have to supply any uncommon item arising out of this alternate location. All communication cables between LCC and TCC / ECC#1 are in the scope of supply of

Electrical Control Cabinet ECC #1 consisting of Locomotive Control Computer (LCC) system (hardware and software) along with all control, protection and indication equipment like sensors, relays, breakers, indicators etc., along with other sub-systems required for proper functioning of the locomotive. The location of the DC link terminals at ECC#1 should be as per the sketch placed at annexure - N. DC link terminations can be permitted directly on traction converter provided the overall cable lengths are smaller compared to the existing ones. Functional equivalents of all the existing components in this cabinet are within the scope of supply. The LCC may be located at an alternate location also. In this case, the tenderer shall have to supply any uncommon item arising out of this alternate location.

Not agreed as communicated earlier because this is not acceptable to DLW due to problems in standardization of cable layout.


Page 3 of 15

tenderer.

6 5.2 ECC#1, ECC#2, ECC#3 shall be as per relevant DLW/RDSO specification. DLW specification nos. are as follows- (i) ECC #1 as per DLW specification no WDG4/EL/PS/17(Latest version). (ii) ECC #2 as per DLW specification no WDG4/EL/PS/20(Latest version). (iii) ECC # 3 as per DLW specification no WDG4/EL/PS/21(Latest version).

ECC#1, ECC#2, ECC#3 shall be as per relevant DLW/RDSO specification. DLW specification nos. are as follows- (i) ECC #1 as per DLW specification no WDG4/EL/PS/17 (Rev.3.0). (ii) ECC #2 as per DLW specification no WDG4/EL/PS/20 (Rev.2.0). (iii) ECC # 3 as per DLW specification no WDG4/EL/PS/21(Rev.3.0).

Not agreed. Mentioning latest specs is adequate.

7 5.3 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 tenderer 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 tenderer and not in the scope of DLW.

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 tenderer 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 should preferably be as per the sketch placed at Annexure - N. In case the requirement of DC link terminals on one side of the traction converters is mandatory because of traction converter design, it can be considered based on the merits of the case. Separate cables for each traction motor would be used from TCC to traction motors.

Not agreed as communicated earlier because this is not acceptable to DLW due to problems in standardization of cable layout.


Page 4 of 15

Cost implication for such equipments shall be borne by the tenderer.

8 5.6 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.0.04.00.10 (Latest version).

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.0.04.00.10 (Rev.01).

Not agreed. At present, Rev-02 is latest. Mentioning latest version is fool proof.

9 5.7 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 S9 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 system supplied.

Robust type electronic notebook complete with communication data analysis software and configuration software for giving to the nominated shed. Notebook shall be of rugged type (Panasonic tough book S9 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 system supplied.

Not agreed. Some benchmark is necessary M/s Panasonic has informed that S9 is obsolete (Sl-1289) and have suggested CF53. Para revised to include CF-53.

10 5.13 Cable harnesses between TCC and ECC1 shall be as per DLW specification no WDG4/EL/PS/25 Rev-02 mentioned at annexure-P.

Cable Harnesses: All cable harnesses connecting traction motor temperature and speed sensor signals to TCC computer/LCC computer and cable harnesses between TCC and ECC#1 shall be as per DLW specification No. WDG4/EL/PS/25 (Rev 2.0) mentioned at Annexure-P.

Not agreed. (Common cable harness for temperature and speed sensor signals has been deleted in DLW spec-Rev-2.0)

11 7.1 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. OGA drawings of control consoles cab#1 and cab#2 are placed at annexures Q and R respectively. Outline details of the BL key switch with handle is placed at annexure S.

Please specify various interlocks to be activated against each position of BL key.

Vendor to decide as per his controls


Page 5 of 15

12 7.1.1.1.2 Two sets of TFT displays, one each for Driver and Asst Driver. (Total 4 Displays per Loco) shall be provided in each control stand in place of existing VFD display.

Please provide details to be displayed on each screen.

Details as per the DIALS specification (latest). It has been indicated in para 5.6 and 7.1.1 of spec that 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) as per latest RDSO spec.

13 7.1.1.2.14 GRNTCO SW: This switch shall be provided in both the cabs. If both the switches are closed then only system gets the digital input and treats GR protection scheme as enabled.

GRNTCO SW: This switch shall be provided in both the cabs. If both the switches are closed then only system gets the digital input and treats GR protection scheme is enabled. The requirement of this switch may be obviated in case a suitable ground protection scheme is already built in to the system.

Not agreed. This switch is required during IR and HV test of loco for enabling/ disabling test. All vendors to provide this.

14 7.1.1 Control console shall be procured separately by DLW as per relevant DLW drawings. Supplier shall follow the DLW drawings of the control consoles for cab#1 and cab#2 for the outer dimensions and design the control stand structure within the envelope as per the drawing maintaining the overall layout of the control stand as defined.

Delete. In view of significant effort which was involved in development of control consoles, the control are requested to be retained in scope of AC-AC traction system supplier.

Not agreed. DLW needs to separate because of overall benefit to IR.

15 7.1.1.3.12 AEB Reset: It shall be provided in both the CABs in parallel through BL interlock. In any CAB if it is pressed then MCC will get AEB reset digital i/p.

The functionality of AEB reset may be combined with the alerter reset switch.

Not agreed. Deviation from the existing locos is avoidable. Switch being a safety item, commonality


Page 6 of 15

is essential.

16 7.1.1.13.14 TFT Displays: 2 sets of displays (1 for driver & another for assistant driver) shall be provided in each CAB. Only the Active CAB (BL Key inserted) shall display system related settings (Test modes, Crew reset, Fault Reset, trip data settings driver settings etc).


Details as per the DIALS specification (latest). It has been indicated in para 5.6 and 7.1.1 of spec that 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) as per latest RDSO spec.

17 7.1.1.4 For Control Console in CAB#2, all train Line wires will be terminated through Terminal Board. Other wires will be connected to ECC#1 through Terminal Board.

For Control Console in CAB#2, all train Line wires will be terminated through Terminal Board or suitable connectors. Other wires will be connected to ECC#1 through Terminal Board or suitable connectors.

Agreed and para modified.

18 7.1.1.6 The 2 TFT LCD displays on the Control Console will display the same data.


Details as per the DIALS specification (latest). It has been indicated in para 5.6 and 7.1.1 of spec that 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) as per


Page 7 of 15

latest RDSO spec.

19 7.2.1.9 This is the heart of the system. It shall consist of a 32 bit micro controller running at minimum 25MHz, along with its programmed software, various peripheral and interface circuits e.g. Real Time Clock, Non Volatile Memory, etc. All other circuits that are meant for processing either input or output signals shall be controlled through commands from this card. The CPU shall continuously monitor all the inputs and control all the out puts of the system based on the software program. It is preferable that provision shall be made to configure the control system through Laptop for using the system with different types of traction equipments/locomotives, through user programmable parameters, loaded in Non Volatile Memory of CPU. The details shall be finalised in consultation with DLW/RDSO.

This is the heart of the system. It shall consist of a 32 bit micro controller running at minimum 100 MHz, along with its programmed software, various peripheral and interface circuits e.g. Real Time Clock, Non Volatile Memory, etc. All other circuits that are meant for processing either input or output signals shall be controlled through commands from this card. The CPU shall continuously monitor all the inputs and control all the out puts of the system based on the software program. It is preferable that provision shall be made to configure the control system through Laptop for using the system with different types of traction equipments/locomotives, through user programmable parameters, loaded in Non Volatile Memory of CPU. The details shall be finalised in consultation with DLW/RDSO.

Not agreed. Specifying min. of 25 MHz is sufficient for proper operation.

20 7.2.4 It shall be preferable to design the Loco Control Computer software to enable application on the following locomotives through menu election:

It would be preferable to design the Loco Control Computer software to enable application on the following locomotives through menu selection or through hardware coding outside the traction converters over external connectors.

Not agreed. Commonality shall be affected.

21 7.3.3 The output of the hotel load inverter will be 750 V, 3-phase, 50 Hz, 500KVA supply to make it fully compatible with the existing hotel load supply arrangement of EOG power cars. In the proposed system, one of the power cars will be dispensed with.

The output of the hotel load inverter will be 750 V, 3-phase, 50 Hz, 500KVA, sine wave with galvanic isolation from the TCC supply to make it fully compatible with the existing hotel load supply arrangement of EOG power cars. In the proposed system, one of the power cars will be dispensed with.

Not agreed. Not required to add as it is a matter of design detail left to supplier.


Page 8 of 15

22 7.3.6 The optional systems, such as Distributed Power System, EOTT and Remote monitoring of locomotive, need to be compatible with various makes of AC/AC traction 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.

The optional systems, such as Distributed Power System, EOTT and Remote monitoring of locomotive, need to be compatible with various makes of AC/AC traction 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. The complete responsibility of integration of these optional systems however lies with suppliers of respective optional system.

Agreed Added “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.” To clause 7.3.5

23 8.2.4 Maximum starting tractive effort: 54684 Kg. for WDG4D locomotive and 40775 Kg. for WDP4D locomotive.

Maximum starting tractive effort : 400KN for WDP-4D and 540KN for WDG4.

Agreed. Clause modified to “Starting tractive effort shall not be less than 400KN for WDP-4D and 540KN for WDG4.”

24 8.2.5 The vehicle gauge is 1676 mm broad gauge and axle load permissible is 21.7 tonnes +2% -4% (for WDG4D) and 20.5 tonnes +2% -4% (for WDP4D). The curves given above shall be applicable for the half worn wheel diameter of 1054 mm +0.5 mm and shall be ensured.

The vehicle gauge is 1676 mm broad gauge and axle load permissible is 21.7 tonnes +2% -4% (for WDG4D) and 20.5 tonnes +2% -4% (for WDP4D). The curves given above shall be applicable for the half worn wheel diameter of 1092 mm +0.5 mm and shall be ensured.

Not agreed. Half worn is defined as 1054 mm.

25 8.3 Starting adhesion on WDG4D loco in fair weather condition with sanding shall not be less than 42% and shall deliver starting tractive effort of 53000 Kg. at least. The starting adhesion on WDP4D loco in fair weather condition with sanding shall be adequate to obtain a minimum of 40775 Kg starting tractive effort.

Starting adhesion on WDG4 loco in fair weather condition with sanding shall not be less than 41% and shall deliver maximum starting tractive effort of 540 KN. The starting adhesion on WDP4D loco, in fair weather condition with sanding, shall be adequate to obtain a minimum of 400 KN starting tractive effort.

Partially agreed. However adhesion shall be 42% in fair weather condition with sanding..


Page 9 of 15

26 Annexure G

Starting tractive effort - 53000 Kg Maximum starting tractive effort : 400KN for WDP-4D and 540KN for WDG4.

Agreed.

27 Tests & trials 1.1

In general, traction inverter shall be tested in accordance with IEC-61287, IEC-411.5 & the control electronics of inverter and LCC shall be tested as per IEC-60571. Individual equipment, system and sub-system as may be necessary, shall be type and routine tested in accordance with relevant IECs.

In general, traction inverter shall be tested in accordance with IEC-61287, IEC-411.5 & the control electronics of inverter and LCC shall be tested as per IEC-60571. Individual equipment, system and sub-system as may be necessary, shall be type and routine tested in accordance with relevant IECs. (A) RDSO may consider waiver of tests based on field provennes / or on production of relevant test certificates. In case LCC is part of TCC, no separate type / routine testing is required to be carried out specially for LCC. (IEC 411.5 is obsolete.)

Agreed. Since para 4.5.3.18 of IEC 61287-1 refers IEC 61991 which deals with safety requirements of capacitor discharge, IEC 411.5 is deleted. Added

“In case LCC is

part of TCC, no separate type / routine testing is required to be carried out specially for LCC.” Para (A) is not agreed to.

28 8.2.1 a Braking effort curve - WDP4D We note there is a change in the BE curves (on a worse side) wrt OEM locomotive, we would recommend not to adopt these but keep the original ones in view of better braking effort in original locomotive.

Not agreed. Existing values of BE as in the spec nos. MP.0.2400.43(Rev-04) and MP.0.2400.67(Rev-02) shall be retained.

29 8.2.1b Braking effort curve - WDG4 Braking effort depends on available braking torque from motors. The change in wheel diameter from 1092 mm to 1054 mm is not understood. Should be retained at 1092 mm i.e. the earlier value in line with OEM locomotive.

Not agreed. Existing values of BE as in the spec nos. MP.0.2400.43(Rev-04) and MP.0.2400.67(Rev-


Page 10 of 15

02) shall be retained.

30 5.12 To have a system of making locomotive health data and other important parameters along with GPS location information available to shed staff or any authorized personnel of IR on the internet in real time, Remote Monitoring and Management of Locomotives and Trains (REMMLOT) system shall be offered by the tenderer as per RDSO Specification no. MP.0.04.02.04 (Latest version).

We strongly recommend this feature be implemented in the locomotives already running in field in order to get an upfront experience from running fleet across the country. In addition to above, we request you to keep the functionality to be limited to faults (with data packs) download and GPS data only. We will release the clause by clause comments for the RDSO

specification no. MP.0.04.02.04.(Rev-05)

Agreed. This shall remain as optional feature.

31 5.6 TFT LCD display for driver’s cab (DIALS) Our comments for draft spec MP.0.04.00.10(Rev-03), which we are submitting separately, are requested for consideration while applying this revision (Rev-03) as mandatory.

Agreed. Latest revision version of DIALS spec shall be mentioned in this spec.

32 5.5 Speed & Temperature Sensors standardization of mounting dimensions.

(1) Temperature sensor: There is an increase of 100 mm in length of the cable between the sensor and the terminating coupler

(2) Speed sensor: Terminating connector is missing in the supplied indicative drawing. Length of cable mentioned is 2 mtrs instead of 0.95 mtrs.

Only mounting arrangement drawings shall be attached in the spec. Cable length shall not be specified. Siemens agrees with the mounting details.


Page 11 of 15

Annexure M - Annual Preventive Maintenance

1 2 (j) Designated Shed - shall be the shed so designated by the user railway where the locomotives shall be brought for maintenance including the maintenance of IGBT based Traction Control Converters & Locomotive Control Computer.

Designated Shed - shall be the shed so designated by the user railway, within the zone of that user railway, where the locomotives shall be brought for maintenance including the maintenance of IGBT based Traction Control Converters & Locomotive Control Computer.

Agreed & modified.

2 3.4 Based upon the experience gained by the contractor in the first year of the contract, it shall be possible to improve upon the above referred levels of availability and downtime. The tenderer shall indicate the same in his quotation/tender.

Based upon the experience gained by the contractor in the first year of the contract & the fleet size, it shall be possible to improve upon the above referred levels of availability and downtime. The tenderer shall indicate the same in his quotation/tender.

Agreed & modified.

3 3.5 The locomotives going out of the manufacturers' warranty for TCC & LCC shall only be included under the annual maintenance contract. The OEM has given warranty of TCC & LCC fitted in GT46MAC/PAC locomotive for trouble free service for 36 months from the date of commissioning or 500,000 kms of run of locomotive whichever is earlier. For those fitted in DLW built locomotives the warranty is for 24 months from the date of commissioning or 30 months from supply of TCC & LCC by the firm whichever is earlier.

The locomotives going out of the manufacturers' warranty for TCC & LCC shall only be included under the annual maintenance contract. The original Warranty period of TCC and LCC shall be governed by the original supply contract against which the supplies have been made to Indian Railways.

Agreed & modified.

4 3.7 Annual maintenance contract (AMC) shall not cover the failures due to external circumstances such as fire, accident, explosion, floods etc. Breakdown arising due to reason external to the TCC and LCC systems is also excluded from this contract.

Annual maintenance contract (AMC) shall not cover the failures due to external circumstances such as fire, accident, explosion, floods etc. Breakdown arising due to reason external to the TCC and LCC systems such as TM failures, TM cable short-circuit are also excluded

Agreed & modified.


Page 12 of 15

from this contract.

5 3.8.1 The contractor shall ensure that during the billing period (three months), combined downtimes of all the locomotives covered under the contract, on account of out of course repair and online failures of TCC systems covered under the scope of work, does not exceed 1.5% of total loco hours for the locomotives covered in the contract. Downtime accountal shall be carried out every month and the contractor has to ensure not less than 98.5% availability on TCC account.

The contractor shall ensure that during the billing period (three months), combined downtimes of all the locomotives covered under the contract, on account of out of course repair and online failures of TCC systems covered under the scope of work, does not exceed 3% of total loco hours for the locomotives covered in the contract. Downtime accountal shall be carried out every month and the contractor has to ensure not less than 97% availability on TCC account.

Not agreed These values shall not be diluted as these are as per SWR AMC document which is the benchmark..

6 3.8.3 In addition, at no time, shall more than 3% of the locomotives be under breakdown repair on TCC or LCC account i.e. the number of locos under breakdown repair at 0.0 hours daily shall not exceed 3% 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 2 locos.

In addition, at no time, shall more than 3% of the locomotives be under breakdown repair on TCC or LCC account i.e. the number of locos under breakdown repair at 0.0 hours daily shall not exceed 3% (rounded off to the next highest 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.

Agreed & modified.

7 4 The contractor shall arrange required men and material at these sheds with immediate effect.

The contractor shall arrange required men and material at these sheds with reasonable mobilization time. In case the number of locomotives at these sheds are less than 30, then contractor may also depute his personnel from the nearest shed. Reasonable travel time shall be allowed which shall not be considered as part down time & sub-sequent penalties.

Not agreed. Refer para 6.2.4 of SWR AMC where 1 hr and 2 hr reporting time is given. This is as per accepted agreement that forms the benchmark of this AMC document which shall not be diluted.


Page 13 of 15

8 6.2.1 The contractor shall post adequate no. of service engineers and arrange required materials exclusively for the execution of this contract at the designated shed/sheds with immediate effect.

The contractor shall post adequate no. of service engineers and arrange required materials exclusively for the execution of this contract at the designated shed/sheds with reasonable mobilization time. In case the number of locomotives at these sheds are less than 30, then contractor may also depute his personnel from the nearest shed. Reasonable travel time shall be allowed which shall not be considered as part down time & sub-sequent penalties.

Not agreed. Refer para 6.2 of SWR AMC where 1 hr and 2 hr reporting time is given. This is as per accepted agreement that forms the benchmark of this AMC document which shall not be diluted.

9 6.2.4 The service engineer shall report within one hour at the designated shed 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 two hour at the designated shed if breakdown call is given during normal working hours (06:00 – 22:00) and within five hours after normal working hours on all days of the week. On gazetted holidays and Sundays, the service engineer should report within 12 hours at the designated shed.

Not agreed. Refer para 6.2.4 of SWR AMC where 1 hr and 2 hr reporting time is given. This is as per accepted agreement that forms the benchmark of this AMC document which shall not be diluted.

10 6.2.9 Some maintenance spares for TCC & LCC may be available at diesel Loco sheds. These can be utilized by the contractor. (The assessment is to be made by the contractor before quoting). However any such spares used by the contactor from the stock is the IR shall be replaced by new within 3 months of their uses at no extra cost.

Some maintenance spares for TCC & LCC may be available at diesel Loco sheds. These can be utilized by the contractor. (The assessment is to be made by the contractor before quoting). However any such spares used by the contactor from the stock is the IR shall be replaced by new / repaired ones within 3 months of their uses at no extra cost. However, if such spares are used for correcting damages caused by external reasons (e.g. accident, cattle over run etc.), the same need not be replenished.



Page 14 of 15

11 6.2.11 The contractor shall arrange required men and material at the designated sheds with immediate effect. However, for new service locations a reasonable time frame of 3 months shall be provided.

The contractor shall arrange required men and material at these sheds with reasonable mobilization time. In case the number of locomotives at these sheds are less than 30, then contractor may also depute his personnel from the nearest shed. Reasonable travel time shall be allowed which shall not be considered as part down time & sub-sequent penalties.

Not agreed. Refer para 6.2.10 of SWR AMC which is the benchmark where reasonable time frame of 3 months has been agreed to. Dilution is not called for.

12 6.2.12 Whenever any locomotive has had an adverse incident/unusual occurrence or failure online or in shed, the contractor has to submit a detailed failure investigation report to the user railway official within a week from the date of completion of repairs. Failure investigation report based on troubleshooting, data analysis and primary failure analysis shall be provided.

Whenever any locomotive has had an adverse incident/unusual occurrence or failure online or in shed, the contractor has to submit a detailed repair report to the user railway official within a week from the date of completion of repairs. Preliminary failure investigation report based on troubleshooting, data analysis and primary failure analysis shall be provided.

Partly agreed to mention repair report and para revised with “Preliminary” word is deleted.

13 7.0 The regular observations and monthly progress report of the user railways shall be sent to DLW for future centralized reference.

The regular observations and monthly progress report of the user railways shall be sent to DLW by the user railway for future centralized reference.


14 8.0 The above contract (with rates and terms & conditions) shall be valid for one/two /three years from the date of issue of the contract or from the date of expiry of warranty of the Locomotive whichever later.

The above contract (with rates and terms & conditions) shall be valid for one/two /three years from the date of issue of the contract or from the date of expiry of warranty of the Locomotive whichever later.


15 11 The total penalty for a billing period shall be limited to 20% of the billing amount.

The total penalty for a billing period shall be limited to 20% of the billing amount. All the penalties shall be calculated on the entire fleet covered under the contract of that zonal railway.

Not agreed. Sheds have to maintain their individual targets.

16 11.1 Problems / failures reported would be advised to the contractor's representative at the nominated place on contact phone no. (which contractor shall apprise at the time of award of contract). The contractor and he shall attend such problems/failures within stipulated time starting from time of

Problems / failures reported would be advised to the contractor's representative at the designated shed on contact phone no. (which contractor shall apprise at the time of award of contract). The contractor and he shall attend such problems/failures within stipulated time starting from time of intimation failing which penalty as

Agreed and para revised accordingly.


Page 15 of 15

intimation failing which penalty as described hereunder shall apply.

described hereunder shall apply.

17 11.2 Down Time Penalty 1.5% or less Nil > 1.5% - 3% 2% of the total monthly proportionate bill > 3% - 5% 5% of the total monthly proportionate bill > 5% - 10% 10% of the total monthly proportionate bill > 10% 20% of the total monthly proportionate bill

Down Time Penalty 3% or less Nil > 3% - 5% 5% of the total monthly proportionate bill > 5% - 10% 10% of the total monthly proportionate bill > 10% 20% of the total monthly proportionate bill

Not agreed. SWR AMC document is the benchmark which shall not be diluted.

18 15 The firm shall submit 5% of contract agreement as security deposit for 36 months. This performance guarantee/Security Deposit shall be in the form of Bank Guarantee valid for a period of 42 months. The above S.D. is to be submitted to the User Railway. The user railway may forfeit the S.D. in case of the failure of firm in execution of the contract.

The firm shall submit to user railway 5% of contract agreement as security deposit for 36 months. This performance guarantee/Security Deposit shall be in the form of Bank Guarantee valid for a period of 42 months. The above S.D. is to be submitted to the User Railway. The user railway may forfeit the S.D. in case of the failure of firm in execution of the contract.

Not agreed This is as per para no. 14.0 of agreed SWR AMC document. B.G. period is 36 months instead of 42 months.

19 16 Guarantee period shall be 12 months from the date of completion of preventive maintenance or breakdown work for the work attended by the contractor.

Delete Agreed & deleted, as not in SWR AMC.

20 26 The manufacturer of Traction Control Converters & Locomotive Control Computer are considered fully equipped with required man-power and technical know how along with the latest technological up gradation and developments in the field.

Not applicable Agreed and para deleted.