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GOVERNMENT OF INDIA MINISTRY OF RAILWAY

TECHNICAL REQUIREMENTS OF REMOTE CONTROL EQUIPMENT FOR DIESEL ELECTRIC LOCMOTIVES

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SPECIFICATION NO.MP.0.400.02 (REV. 02)

September-2008

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RESEARCH DESIGNS & STANDARDS ORGANISATION LUCKNOW – 226 011

CONTENTS S. No. DESCRIPTION PAGE NO.

1. Preamble 1 2. Nomenclature 1 3. General 2 4. Service conditions 3 5. Operating requirements 5 6. Self test 6 7. Control of functions 6 8. System interface 11 9. Safety features 11

10. Installation 13 11. Inspection 13 12. Type test and routine test 13 13. Validation test 13 14. Test certificates & markings 15 15. Field trial 16 16. Safety related modification 16 17. Warranty and service report 17 18. Literature & maintenance instructions 17 19. Maintenance spares 17 20. Training 17 21. After sale service 18

ANNEXURES

SN ANNEXURE DESCRIPTION PAGE NO. 1. Annexure I Method of offer submission 19 2. Annexure II Salient features for Multi setting

Vigilance Control device. 20-24

3. Annexure III Salient features for automatic emergency braking.

25

4. Annexure IV Schematic of vigilance control system

26

Technical requirements of remote control equipment for Diesel electric locomotives

1.0 PREAMBLE

On Indian Railways goods trains run on Ghat sections which are as steep as 1 in 37 and 1 in 50. Many times 6 to 7 locomotives are required to haul goods trains on these gradients. Due to limitation of coupler capacity, all the locomotives cannot be attached in front of the train. For such heavy haul operation on steep gradients, normally three or more locomotives are utilized in consist placed at the front, middle and rear of the train. A remote system for controlling locomotives placed in the train consist from the leading locomotive through a wireless link is, therefore, required.

These technical requirements have been prepared to guide the development of a remote control system for application on a variety of ALCO type Diesel electric locomotives of WDM, WDG series with 16 cylinder engine of 3100 HP – 3600 HP both for ‘E’ type and microprocessor based control system.

2.0 NOMENCLATURE:

Explanation of the terms used in this Technical Requirement is indicated below:

2.1 Lead Locomotive

Locomotive attached at the head of the train. “Lead” locomotive in case of multiple unit operation means the first / head loco (controlling) in the Lead consist which is manned by an operator.

2.2 Trail or Remote Locomotive

Locomotive placed at a location other than head/ leading position in a train consist, either single or in consist. “Remote” is the controlling loco in a remote consist that is typically unmanned. “Trail” is a loco that is MU’d to either a Lead or Remote loco.

2.3 Synchronous Remote Control

2.3.1 Synchronous Remote Control

Simultaneous repetition & execution of commands, given by “Lead” locomotive to “Remote” locomotive by a wireless link, such as traction, air/vacuum braking, dynamic braking or any other functions performed by the driver of the lead unit and duplicated (transmitted) in “Remote” units.

* Explanatory note- In case of multiple unit operation, this term will not be applicable to the locomotives coupled together with the lead locomotives.

Specification no.MP.0.400.02 (Rev. 02), September 2008 Page 1 of 26


2.4 Diesel Shed

Facility provided on the Indian Railways for upkeep of diesel-electric locomotives where routine maintenance as well as overhauling (minor/major repairs) of locomotives are carried out.

2.5 Block Section

A portion of running line where only one train is allowed to operate at a time on one track. The entry and exit from the block section is controlled by appropriate signals.

3.0 GENERAL

These technical requirements cover remote control equipment for application on a variety of Diesel electric locomotives (ALCO class) with 16 cylinder (3100 HP – 3600 HP) and ‘E’ type control or microprocessor based control system. Only those offers, which bring out the credentials and experience of the tenderer in the subject area shall be considered.

The system shall include:

3.1 Equipment to be mounted on lead locomotive for synchronous remote control of locomotives placed at any other location in the train consist. It does not apply to multiple unit (MU’d) locomotives or coupled together with Lead or Remote locomotives.

3.2 Equipment for mounting in remote locomotive in train, to be controlled from lead locomotive fitted with remote control equipment.

3.3 Test Equipment and facilities to be set up in diesel sheds for maintenance and upkeep of this equipment.

3.4 Any equipment required for testing of system fitted on locomotives.

3.5 Offer submitted shall include details of system supplied by tenderer, to other Rail Road systems, types of locomotive on which system fitted, their number along with year of supply/fitment, reliability of the equipment and if possible, sections on which such system is used along with tonnage of the trains hauled.

3.6 System integration

The tenderer shall be responsible for the complete system integration of the remote control equipment including displays with the existing microprocessor control of the locomotive as per the latest revision of the



specification no. MP.0.24.00.26, whenever fitted on the loco with microprocessor based control system. In some cases, it may be more practical to have a separate display for controlling the remote control equipment.

3.7 Distributed power system offered for microprocessor based control should be compatible with CCB system.

3.8 Method of submission of offer shall be as indicated in Annexure .

4.0 SERVICE CONDITIONS

The equipment with except the antennas, shall be mounted inside the locomotive and shall be capable of operating efficiently in spite of dust, dirt, mist, torrential rains, heavy sand or snow storms, presence of oil vapours and radiant heat etc., to which rolling stock is normally exposed in service. The equipments shall be suitable for traction application under the following environmental conditions

Maximum temperature (Atmospheric)

(i) 70 ºC (under sun). (ii) 47 ºC (in shade) (Temperature inside locomotive may reach 60 ºC.)

Minimum temperature (Atmospheric)

-5 ºC.

Humidity 90 % (Up to 100% during rainy season as per IEC 60721-3-5.)

Altitude

Max. 1200 meter above mean sea level

Reference site conditions

(i) Amblent temp. 47 ºC (ii) Temp. inside engine compartment 55 ºC (iii) Altitude 160 m.

Annual rainfall Between 1750 mm to 6250 mm. The locomotive shall be designed to permit its running at 5 Km/h in a flood water level of 10.2 cm above the rail level.

Dust Extremely dusty and desert terrain in certain areas. The dust content in air may reach as high a value as 1.6 mg / m³.

Atmospheric conditions in coastal areas in humidity salt laden and corrosive atmosphere

All the equipment shall be designed to work in coastal areas in humidity salt laden and corrosive atmosphere. (a) Maximum PH value: 8.5 (b) Sulphate: 7 mg / liter. (c) Max. concentration of chlorine: 6 mg / liter (d) Maximum conductivity: 130 micro siemens / CM.



4.1 Vibrations and shocks

The equipment and its mounting arrangement shall be of robust design for traction duty and withstand satisfactorily the vibrations and shocks normally encountered in service and shall be tested as per tests defined in IEC 61373 (as per clause 10.2.11 of IEC 60571).

4.2 Equipment Voltage

The supply voltage for the equipment shall be from a DC supply source normally consisting of accumulator battery. The nominal voltages for these locos shall be 72V DC. The limits of variations of voltages in which the equipment shall operate satisfactorily are 50-90V DC. Equipment shall be powered from the locomotive auxiliary DC supply with battery backup. The nominal auxiliary voltage is 72 V DC. However, the equipment should be able to operate between 50-90V DC.

4.3 Spikes and Surges

Provision shall be made for suppression of transients (spikes and surges). The equipment shall withstand, without damage, the surge test mentioned in clause 12.3.

4.4 Hardware, devices and components

The tenderers are free to use the above as per international practices employed for traction equipment.

It is however, necessary that the components, cards, devices etc. employed are of a make and grade, which is suitable for the harsh, environmental, mechanical and electrical conditions encountered on traction application. This shall be substantiated with a write-up on the practice followed.

The hardware design should be modular. The architectural design of the system for all the modules shall be indicated for appreciation of the system design.

The modules may be implemented either using separate microprocessors or through independent software segments processed by a single high speed microprocessor driven by priority and timer interrupts to switch between different tasks and complete all processing, pertaining to all modules on a real time basis.



5.0 OPERATING REQUIREMENTS

5.1 The system shall provide synchronous automatic control (synchronous/independent remote control) of remote unit or section of units at any point in the train by signals transmitted over a wireless link from lead unit, up to a distance of 1500 metres from lead locomotive fitted with lead loco control. The system shall be capable of operating in tunnels, JUNGLE area and deep cuttings without any loss of contact over wireless link.

5.2 Fool-proof arrangement in lead and remote loco control units (locomotive remote control) shall be provided so that the consist in the same train is not affected by similar units in other trains passing through the adjoining electrified/non-electrified track or operating on the adjacent block sections or a terminal or a cutting. Tenderer should describe in their proposal how this will be accomplished.

5.3 Notwithstanding provision of para 5.2, it shall be possible to use any loco fitted with lead control equipment with any other locomotive fitted with remote control console equipment while working the same train, by a simple manual switching sequence and such selection shall be indicated visually in lead and trail units. An interlock shall be provided to prevent starting of train from lead unit unless the equipment in remote unit has been matched and its confirmation received in lead unit. *

*Explanatory note:- This provision of clause 5.3 is necessary to cater for cases wherein the lead locomotive has become disabled and it becomes necessary to use another lead unit for controlling trail locomotives or vice versa.

5.4 Radio signals between lead and remote loco shall not be affected by the overhead traction of 25 KV AC or 1500 DC supply of any other electric locos operating in the near vicinity of the train being operated with remove control system.

5.5 Radio signals shall not cause interference with colour light signalling equipment or any other signalling installation provided on the Indian Railways.

5.6 The transmission frequency of lead unit shall be adjustable. The frequency band will be finalised after discussion with the tenderer and the availability. The tenderer shall specify type of antenna used, transmission frequency employed, power and sensitivity of receivers used.

5.7 Interchangeability of equipment fitted on lead and remote unit - Remote control system unit fitted on either lead or remote locomotive should be



interchangeable. Provision should be kept to utilise the lead locomotive remote control system unit also as a remote control unit through configuration.

5.8 Each control stand should be provided with an independent unit so that

the driver can operate the system at ease. 5.9 The proposal should also include equipment required for operation in

tunnel. 5.10 Units for all parameters displayed should be in SI system.

6.0 SELF TEST

The system shall be able to run self-test automatically at power ON and on a periodic basis. Additionally, the system shall provide the ability to run operator initiated system verification tests. During operation, the system shall be capable of identifying internal faults as may occur from time to time and their indication to the operator. The tenderer should describe in detail, in their proposal how this requirement is to be met. Fault recovery capabilities and limited fault tolerance are desirable details, which shall be indicated in the offer for evaluation of the system.

7.0 CONTROL OF FUNCTIONS

With remote control equipment, the following functions are to be carried out on remote unit when actuated from the lead unit and each operation when actually takes place on the remote locomotive after being actuated from lead unit, should be indicated on a color graphical display unit on the lead unit:

The following new features are required to be offered by the tenderer:

SN Features Applicable for locos without microprocessor based control

Applicable for locos with microprocessor based control

1. Throttle control Yes Yes 2. Dynamic brake control Yes Yes 3. Automatic brake control Yes Yes

4. Loco independent brake control

Yes Yes

5. Sanding Yes Yes 6. Wheel slip Yes Yes 7. Forward/reverse control Yes Yes



8. Over ride control Yes Yes 9. MU operation Yes Yes 10. Automatic emergency

braking Yes Yes

11. Engine governor Yes Yes 12. Fire alerter No Optional

13. Tractive Effort Limiting No Yes

14. Power setter No Yes 15. Multi setting vigilance

control Yes Yes

7.1 Throttle control

Operation of throttle handle in each position from idle to 8th notch when carried out on the lead unit should be transmitted and repeated on remote unit whether throttle handle is moved for notching up or notching down. Actual notch position after it has physically taken place on remote unit should be indicated distinctly on the lead unit. Provision should exist to indicate if power cut-off has taken place on the remote unit as a result of emergency application or due to any other reason. It should not be possible for any unauthorized person to operate the master controller. The remote control system on remote locomotives shall detect unexpected throttle and direction status, and shall provide an alarm to the operator on the lead unit indicating an unexpected status, including unexpected status which would have been caused by the operation of the master controller or reverser handle at the remote unit.

7.2 Dynamic brake control

As soon as lead unit dynamic brake selector handle is moved to dynamic braking position, the remote unit controls should also automatically switch over to the same position. The extent of dynamic brake applied by remote unit should be displayed on lead unit either in terms of handle position or dynamic brake current. An interlock in the Air Brake system should be provided for cutting off dynamic brake and applying full locomotive brakes in case of emergency brake application when actuated on the lead unit so as to actuate it simultaneously on remote unit. Similarly, the interlock in the Air Brake system should facilitate action on remote unit for cutting off the loco proportionate brake automatically when dynamic brake is applied. If any of the above functions are not executed on remote unit, it should be clearly indicated in the lead unit. The system should be designed to accommodate these air brake interlocks.



7.3 Automatic brakes

Locomotives are provided with twin pipe dual brake system 28LAV-1 and pure air brake system IRAB1. Remote control equipment should cater for controlling of only the stock fitted with air brakes. Extent of drop in air brake pressure, when brakes are applied from lead unit, should be repeated on remote unit and the actual level of braking on remote unit should be transmitted to the lead unit through suitable indicators. The observations on the airflow indicator of remote unit should also be transmitted back to lead unit.

7.4 Locomotive independent brakes

There shall be provision to apply and release independent brakes on remote unit when actuated from the lead unit and maintain any desired level of pressure in the brake cylinders between minimum and maximum in remote unit depending upon the brake valve handle position. It shall also be possible to simultaneously release locomotive brakes in all remote units keeping the train brakes ‘ON’ after automatic application when the driver desires it.

7.5 Wheel slip

Whenever wheel slip occurs on remote loco, automatic sanding should take place without any action by the driver on the lead unit.

7.6 Sanding

In case, sanding switch is operated from the lead unit, it should be possible to operate sanding gear on the remote unit automatically with its indication being displayed on lead unit.

7.7 Over-ride control

It should be possible to over-ride the controls of remote unit when so desired by the lead unit driver or in case of discontinuity or loss of communication between lead and remote units or when the lead unit driver feels that he can operate the train with lead unit only.

7.8 MU Operation

For train operation it may be desirable to have single locomotive or number of locomotives in MU as lead unit. Similarly, in remote unit also the consist may be of single locomotive or a number of locomotives in MU. With the setting of lead unit control for MU operation, all control commands sent by lead control unit should be transmitted to the remote



unit for similar functions and these functions should be repeated/executed in remote unit. In addition, provision shall exist for independent control of remote unit consists from lead unit in case of failure of lead unit.

7.9 Automatic Emergency Brake System

Indian Railways have stringent Ghat Section like 1:37 or 1:50 continuous falling gradient. "A run away train" situation may take place in case the driver is incapacitated or fails to apply any type of brakes or reacts very late for brake application. To avoid such "run away train", automatic penalty brake application feature is required in the locomotive operating in the Ghat Section. The salient features are explained in Annexure III.

7.10 Engine Governor

Load control and additional interface provided with the existing engine governor Woodward PGEV or micro controller based governor (MCBG) type shall be retained. The remote control system offered should be compatible with these types of governors. It is expected that the tenderer is familiar with these types of governing systems and interfacing with both types of governor is achieved. The load control feature of the governor shall be designed for compatibility with the same. The governor is NOT within the scope of supply.

7.11 Multi-setting Vigilance Control

It is for the information of the tenderer that some of the locomotives may be provided with Multi-setting Vigilance Control device, the features are explained below:

Vigilance Controls are provided to enhance the safety of locomotive operation by ensuring alertness of the crew all the time. The crew is required to demonstrate his alertness by pressing a button at regular intervals called vigilance cycle time. Failure to do so after the vigilance cycle period calls for acknowledgement by means of audio-visual alarms in the Vigilance control system. Failure to acknowledge these warning alarms results in the vigilance control system to cause penalty brake application on the locomotive and shut down power. The system is of multi-setting type i.e. it should also acknowledge the normal driving activities of the crew as the acknowledgment of the system without pressing a push button. This reduces the strain on the driver, as he is not required to press the acknowledgment button when operating other controls of the locomotive. Technical requirements of Multi setting Vigilance Control for non-microprocessor locos are given in Annexure II.



7.12 Power setter

The system shall be provided with power setter on locomotive working in multiple unit (MU) for the purpose of saving fuel. In this mode, when selected by the driver, all rear locomotives shall run in idle. This is to be done by MU wire. When locomotives are working in multiple unit, it may not be necessary for both the locos to work at 8th notch for full time especially with empty goods rake. On level sections and down gradients, working of both the locomotives at 5th notch may be sufficient, which is more fuel economical. If one of the locos runs at 7th/8th notch and the other one at idle, the combination may result in overall fuel saving. This can be achieved through power setter.

Rear loco can be brought to idle or normal working whenever it is required to do so. Dynamic brake will work normally in both the locos at all times.

7.13 FIRE ALERTER

To prevent fire accidents, a suitable system has been fitted to detect the fire on Diesel Electric Locomotives. Necessary interfacing of fire alert alarm condition (relay output) shall be provided (wherever required) with microprocessor control system to perform the following activities

Initiate automatic shutdown of locomotive with suitable message on Display unit Apply train brake by actuation of VCD Magnet valve During MU operation through MU cabling, the shut down signal will

also be required to be transmitted to other loco and message should be displayed whether fire is in the lead or trailing locomotive.

7.14 TRACTIVE EFFORT LIMITING

The feature provides setting of intermediate levels of TE with the maximum possible TE without compromising the maximum power in the constant HP region of VI characteristic.

Tractive Effort Limiting feature shall be implemented through a manual switch (TE LIMIT) by limiting the tractive effort to 30.5 tonne. Provision is made on the Display unit (driver display/normal mode) for showing the status of TE limit i.e. ON/OFF in microprocessor based control locomotives.



8.0 SYSTEM INTERFACE

8.1 Brake system

Locomotives provided with 28 LAV-1and IRAB1brake system are suitable for hauling air-braked stocks of graduated release type. The remote control equipment should have interface with air brake system of both these types of locomotives.

Any change required in the air brake control for incorporation of remote control equipment shall be indicated by the supplier and prior approval to be obtained for the same.

8.2 Electrical controls

.1 Locomotives are fitted with excitation system of either ‘E’ type or microprocessor based control and governor of either Woodward PGEV or micro controller based governor (MCBG) type. Remote control equipments to be supplied should be adaptable to both types of the existing electrical control systems and governors of locomotive. The functionalities should meet the requirement as per RDSO latest revision of specification no. MP.0.24.00.26

.2 Any modification required in the existing system, if feasible, should be indicated by the supplier and the prior approval obtained for the changes required for incorporation of remote control equipment from Research, Designs & Standards Organisation of the Indian Railways.

9.0 SAFETY FEATURES

9.1 Loss of continuity:

If remote unit fails to receive and transmit the message to the lead unit because of defect in the transmission or train separation, the lead unit driver should get indication for taking necessary steps for actuating over-ride control. The tenderer should mention the protocol for over-ride control at the time of submission of tender. In case, the lead driver does not respond to the indication of train separation, automatic brake application should take place and train should come to stop. Any failure in remote control equipment should immediately bring engine of the remote locomotive to throttle idle depending on the severity of the failure in the remote control equipment.

9.2 Break-in-two protection

In case of unintentional separation of the train, the remote unit equipment



should prevent collision between the parted portions. If break-in-two occurs near the lead unit and the driver makes emergency brake application on the lead unit, this emergency condition should be sensed and transmitted to the remote unit where similar brake application should automatically take place.

9.3 Electric shock

The supplier shall ensure that all equipments where substantial current or voltage may be present are protected so as not to cause electric shock when inadvertently touched by the maintenance or operating staff. Warning should be suitably stencilled at all such locations.

9.4 Fault Logging, Diagnostics, Alarms and Display The system shall have built in data logging, diagnostics and trouble

shooting, including indication of fault status, and provision of necessary information to drivers/maintainers.

All the message and information to the drivers and maintainers shall be given through a suitable alphanumeric display .The action suggested for trouble shooting, wherever applicable shall be displayed.

Arrangement shall be provided for indicating to the lead unit driver in case of hot engine alarm, wheel slip, ground relay, low lube oil pressure, low MR pressure, low BP pressure, PCS open taking place in the remote unit.

System should identify and take corrective action even if PCS is bypassed in lead loco. Logic shall be built for de-energizing DMR relay by considering both BP pressure and interlock of PCS. In normal situation, DMR relay shall be de-energized based on the status of PCS. In case of bypass of PCS, it will de-energise DMR relay bringing engine rpm to throttle idle, whenever BP pressure falls below 2.8 kg/cm² by taking BP pressure feedback in the microprocessor based control system.

9.5 Fire in remote unit

In case of any fire in the remote unit, indication to the lead unit driver should be provided for taking necessary steps.

9.6 Fail Safe Feature

The equipment shall have fail-safe feature wherein case of a system failure, the system goes to SAFE MODE so as not to cause any damage to any equipment controlled by it. The system should preferably have built-in feature to ensure that in case of failure of a component, either



locomotive operation, if feasible, is not affected at all or downgraded only in such a manner that the locomotive is able to complete the trip safely.

10.0 INSTALLATION

10.1 It should be possible to install all equipments of remote control system on lead unit and remote unit in the space available on locomotives without affecting the visibility of driver and without jeopardising the moving space in the cab for normal operation of the locomotives.

10.2 The supplier shall provide installation drawings for all equipments indicating location of each equipment in the locomotive and obtain approval from RDSO for each installation drawing. This would require study of layout of the existing equipment in the cab by the tenderer.

10.3 Commissioning of equipment shall be the sole responsibility of the supplier. Assistance with regard to labour and other facilities which are available in the sheds would, however, be provided to the supplier during commissioning.

11.0 INSPECTION

.1 Inspection of the equipment supplied by the supplier shall be carried out by the purchaser or his nominee.

.2 The supplier shall provide without extra charge, the material, equipment, tools and any other assistance which the purchaser or his nominee may consider necessary and reasonable for any test and examination which he or his nominee shall require to carry out at the contractor’s premises and shall pay all costs attendant thereon.

.3 The inspection shall be carried out in accordance with the following test programme:

12.0 TYPE TEST AND ROUTINE TEST 12.1 Type test shall normally be carried out on one unit of equipment of the

approved design. If there is any major change in the design or source of supply of many components/ sub-assembly/assembly, units of changed design or from new source shall be treated as a separate batch for the purpose of conducting type tests. However, minor changes to design or source of supply of any components/ sub-assembly/assembly shall be analyzed and reviewed with RDSO to determine what additional type tests, if any, are required.



12.2 Type and routine test schemes shall be prepared in accordance with the

relevant IEC/UIC/IS/AAR/BS specifications and furnished to RDSO for approval. Type test will be conducted on the basis of the approved type test scheme in the presence of RDSO/Railway representative. However, any additional test, if felt necessary may also be conducted at the time of type test.

12.3 A list of tests to be carried out during testing are tabulated below. SN Kind of tests Clause Nos.

of IEC 60571 Type test

Routine test

1. Visual inspection, workmanship and dimension

10.2.1 Y Y

2. Performance test, reverse polarity test, Effect of voltage variation test

10.2.2 Y Y

3. Cooling test 10.2.3 Y N 4. Dry heat test 10.2.4 Y N 5. Damp heat test 10.2.5 6. Supply over voltage, surge and

Electro static discharge test 10.2.6 Y N

7. Transient Burst Susceptibility test

10.2.7 Y N

8. Radio Interference test 10.2.8 Y N 9. Insulation test 10.2.9 Y Y 10. Salt Mist test 10.2.10 Y N 11. Vibration and shock test 10.2.11 Y N 12. Water tightness test 10.2.12 Y N 13. Di – electric test - Y Y 14. Validation test - Y Y

For reliability of electronics used in rolling stock application RDSO specification No. ELRS/SPEC/SI/0015 October 2001 shall be followed.

12.4 Type Test

Type test shall be conducted on the basis of the approved type test scheme in the presence of the RDSO representative and the test results shall be submitted to RDSO for scrutiny and approval.

.2 The inspection and acceptance norm shall be finalised mutually

depending upon the type and routine test requirement frozen. The acceptance norm proposed shall, however, be submitted along with the offer by the supplier.



.3 Test Certificates:

The manufacturer shall provide test certificate of the systems/ parts procured from outside and used in the systems supplied to the purchaser.

.4 Identification Mark:

The following particulars shall be clearly and indelibly marked on the appropriate location of the equipment:

a. Manufacturer's/supplier's identification or trade mark

b. Manufacturer's/supplier's designation (type, symbol or code etc.).

c. Manufacturer’s serial no./batch no. and year of manufacture.

.5 EMI/EMC tests to be conducted on the offered equipment are given below:

The equipment offered shall be tested for the immunity to Radiated electromagnetic energy when subjected to radio frequency electromagnetic fields.

The acceptable test level shall be 2 as specified in clause 5 of IEC 1000-4 (BS EN 61000-4-3: 1997 Amendment No. 1). There shall be no degradation or loss of function, which is not recoverable due to damage of equipment (components) or software during or after the test.

.6 The equipment offered shall be tested for the immunity to types of transient disturbances such as those originating from switching transients (interruption of inductive loads, relay contact bounce, etc.). The acceptable test level shall be 2 as specified in clause 5 of IEC 1000-4-4: 1995. There shall be no degradation of performance allowed during or after the test.

.7 The equipment offered shall be tested for the immunity to electromagnetic disturbances coming from intended radio frequency (RF) transmitters in the frequency range from “9 kHz to 80 kHz” to “150 kHz to 80 MHz” as specified in IEC 1000-4-6:2003. There shall be no degradation or loss of function, which is not recoverable due to damage of equipment (components) or software during or after the test.

13.0 VALIDATION TEST

Validation tests like wiring integrity and installation checks, Hi-pot, insulation resistance, self tests, complete performance establishment, load box examination, parasitic load management verification, track tests



etc. shall be carried out on the load box at any nominated place mentioned by IR to establish the performance capability and integration of the microprocessor system with other locomotive systems. Special instrumentation like oscilloscope, UV recorder etc. shall be provided by the supplier for such tests. The locomotive shall be considered fit for field evaluation only after successful validation testing. The supplier shall submit details of the tests proposed for validation testing.

14.0 FIELD TRIALS

In addition to the above tests, field trials shall be carried out for a minimum period of twelve months to check the operation of the equipment on:

.1 Long curved tunnels.

.2 Ghat section with heavy cuttings.

.3 25 KV AC territory

.4 1500 V DC territory.

.5 Two remote control operated trains passing each other.

Tests to see whether slave unit on one remote control system set responses to the command of the master unit of another remote control system set.

14.6 Time delay in:

- Response of slave set to a command from the master set

- Feed back of each response by slave set to master unit. This test will have to be carried out for every single command separately.

15.0 SAFETY RELATED MODIFICATION

During implementation any safety related modifications issued by IR/ modifications found necessary as a result of the tests are to be carried out by the tenderer. The supplier at his own cost shall carry out trials after the relevant modifications have been approved by RDSO.



16.0 WARRANTY AND SERVICE SUPPORT

The contractor shall guarantee the equipment against design and manufacturing defects for satisfactory functioning in accordance with this specification for a period of two years from the date of commissioning. Any equipment which fails during this period shall be replaced free of cost by the supplier and shall be fitted on the locomotive by the supplier’s representative. The system reliability of the equipments should be such that the locomotives fitted with this equipment should be available for a minimum of 95%. Notwithstanding anything that may be specified in this specification, the final responsibility for the suitability of the design shall lie with the contractor who shall undertake to carry out all modifications and alterations to equipment supplied by them for satisfactory functioning in accordance with this specification as may be necessary during the period of two years. When the equipment is taken in hand for installation at a nominated shed/workshop/production unit, the contractor shall be responsible for providing all necessary service support and guidance for satisfactory installation and commissioning.

17.0 LITERATURE AND MAINTENANCE INSTRUCTIONS

The supplier shall supply ten copies of Operating Instructions for the drivers, Maintenance Instructions for the maintenance staff; five copies each of the drawings indicating electrical control equipment, electrical interface equipment, air brake control & interface equipment and five copies of the trouble-shooting manual for the electrical and pneumatic equipment along with the equipment.

18.0 MAINTENANCE SPARES

The offer should include requirements of spares for a period of four years for the upkeep of equipment mounted on the lead and remote locomotives and for the equipment installed in the shed after the warranty period is over.

19.0 TRAINING

The contractor shall arrange, free of cost training to the personnel of Indian Railways in India or abroad, to make them proficient in the operation and maintenance of the system and associated equipment, providing adequate guidance to enable them to train their subordinate staff in these functions. The to and fro fare and living expenses shall be borne



by Indian Railways. Details of the training requirements shall be indicated by the tenderer in it’s offer.

20.0 AFTER-SALE SERVICE

The proposal should include the following with regard to the maintenance of equipment:

20.1 Any special instrument/test equipment required for installation in shed.

20.2 Detailed training to shed maintenance staff in troubleshooting and repairs to the equipment.

20.3 The supplier shall post one of their engineers and ensure adequate indigenous expertise in repairs and maintenance from the original manufacturers through suitable tie-ups with reputed Indian firms in the base sheds or any other station nominated by the Indian Railways where such equipment is installed for a period of three years after installation. It shall be the responsibility of the supplier for satisfactory operation of the equipment for this period. Indian Railway Maintenance Staff shall be associated with the supplier’s engineer throughout this period who will impart necessary training to the Maintenance and Operation Staff free of cost.

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ANNEXURE I

METHOD OF SUBMISSION OF OFFER

The offer shall be submitted in a double envelope separately for commercial aspects and technical aspects in 5 copies. The first envelope containing details shall consist of:

1. Technical offer made for supplying synchronous remote control system in accordance with the specification giving design features of the equipment offered by him.

2. Proposal for training in operation and maintenance of equipment along with the period and number of personnel required to be trained. Details of synchronous remote control system made by the supplier to various railway systems so far along with the particulars about performance in service.

The second envelope shall contain the commercial offer for the synchronous remote control equipment conforming to this specification.

The envelopes containing offers shall be sealed and marked

i) Technical offer from----------------------------------------

against tender no.--------------------------------------------

to be opened at ---------------------on----------------------

ii) Commercial offer from--------------------------------------

against tender no.----------------------------------------------

The commercial offer shall be opened subsequently at a date, which will be intimated later.

The inner envelope shall be placed in an outer envelope and both the envelopes separately for technical and commercial aspects shall be addressed to the Executive Director, Railway Stores, Railway Board, Rail Bhawan, New Delhi.



ANNEXURE II

DETAILS OF MULTI-RESETTING VIGILANCE CONTROL The Vigilance Control Device (VCD) is provided to enhance the safety of locomotive operation by ensuring alertness of the crew all the time. The system shall be of multi - resetting type i.e. acknowledgement of the system is not only by means of pressing reset push button but by the other normal driving activities (i.e. throttle handling, dynamic brake application, operation of horns, sanders or application of brakes), of the driver during the train operation. This reduces the strain on the driver, as he is not required to press the reset push button always when operating other controls of the locomotive.

a. VCD shall normally require the presence of the driver near the control stand from which the locomotive is being operated.

b. The electrically operated solenoid valve of the device shall be designed to work on the normally de-energised principle.

c. The device shall be capable of being worked off batteries, and / or auxiliary generator provided on the locomotive.

d. The device shall ensure that the locomotive is brought to a halt if the driver were incapacitated at the controls.

e. Air pressure: The main reservoir air pressure on the locomotives shall normally be 10kg/cm². However, the equipment shall operate satisfactorily up to maximum pressure of 11 kg/cm².

f. Acknowledgements

Any of the following activities of the driver/crew occurring during vigilance

cycle period T0 i.e. 60 seconds will serve as an acknowledgement of the Vigilance Control Device and the timer will be reset automatically to its initial position.

i) Vigilance cycle reset push button pressed ii) Change of throttle handle position iii) Change of dynamic brake handle position (Sensing of dynamic brake

handle position change shall be based on change in voltage level across BKCP (Braking control potentiometer). Voltage level changing for taking as reset signal should be in steps i.e. whenever DB handle is set for dynamic braking and 20%, 40%, 60%, 80%, 100% of BKCP resistance is cut in/cut out.

iv) Operation of horns v) Operations of sanders vi) Application of brake through automatic brake valve (Additional C2W

Relay valve control pressure falling below 4.5 kg/cm².) or Release of brake through automatic brake valve (Additional C2W Relay valve control pressure increasing above 4.8 kg/cm²).



g. The Vigilance cycle reset push button shall be located in the control stand

in such a position that it is easily accessible to the driver without leaving his seat. In case of locomotive with two control stands/cabs, the reset push button shall be provided on both control stands/cabs and connected in parallel.

2.0 System Operation

.1 VCD system begins to work with vigilance cycle time (T0) of 60 seconds.

.2 The crew has to acknowledge the device within T0 time by pressing reset push button or by any of the operation given above.

.3 Vigilance cycle time (T0) starts again. .4 If the above acknowledgements is not received within stipulated T0 time,

the VCD /system will begin with yellow flashing light as warning for a time period (T1) seconds. This light shall be provided on each control stand/ cab.

.5 If by the end of period T1 an acknowledgement by the crew/driver is not

received, the Vigilance Control Device/system, will give audible alarm in addition to the yellow flashing light for a time period (T2) seconds (Warning light shall continue to flash during T2 period).

.6 If, by the end of period T2, an acknowledgement is not received, the

Vigilance control system shall

i) Initiate penalty brake application, which shall continue for a period (T3) seconds or until logical zero speed (i.e. ≤ 3km/h) whichever is later, even if a reset acknowledgement is received during this T3 time period; and

ii) Provide signal to DMR (existing ‘E’ type), which will operate to bring

the engine to ‘idle’ for diesel locomotive.

Counter shall be provided which shall increase by one unit whenever penalty brake application takes place. This counter shall be visible to the driver through display unit so that reading can be noted whenever crew changes takes place. Resetting of counter should be possible only through specific commands by maintenance staff.

.7 The audible warning shall be silent (stop) during the T3 time period. However, the yellow flashing light as warning shall continue to flash as in period T2 (Total flashing time in seconds = T1+T2+T3).



.8 At the end of time period T3, warning-flashing light shall extinguish, and

the device can be reset by crew/driver. .9 During the periods T0, T1 and T2 the device may be reset to the beginning

by any acknowledgement by the crew. .10 If the Vigilance control re-set button remains in press/release position for

more than 60 sec, the vigilance cycle should start again. .11 The device shall ensure that the locomotive comes to halt in case driver is

incapacitated at the control stands. .12 The time sequence of system operation mentioned above are summarised

in the table below:

Operating cycles Time periods in seconds

Indications Whether VCD can be reset or not by reset push button / acknowledgements

Vigilance cycle (T0) 60 None Yes Warning cycle (T1) Level I

17 + 2

Yellow flashing light

Yes

Warning cycle (T2) Level II

17 + 2

Yellow flashing light and alarm sounds

Yes

Penalty brake (T3) Level I, (i) Initiate penalty brake application; and (ii) Provide signal to DMR which operates to bring the engine to ‘idle’

34 + 2 ( or

locomotive speed

coming to zero,

whichever is later )

Yellow flashing light remains but alarm stops

No

Penalty brake (T4) Level II

Until reset None Yes, Only by reset push button

.13 The electrically operated solenoid valve of Rotex make for operating penalty brake is in the scope of supply of the tenderer. The solenoid valve is to be provided in the path line between A9 to MU2B valve in order to drop control pressure up to control port of additional C2 relay valve, which should in turn to drop Brake Pipe pressure to apply penalty brake by VCD. Schematic diagram is given in Annexure IV.



3.0 Fail Safe Feature during fault in the Vigilance control system

The system shall be fail-safe i.e. DMR (existing ‘E’ type) should operate and penalty brake shall initiate for any fault in the Vigilance control system and a fault indication given to the driver. The counter shall not read application of such penalty brakes. The fault cycle period shall be set at 34 secs, during which the brake application cannot be cancelled. Only after the expiry of the fault cycle, and the throttle handle has been set to idle position, an attempt can be made by the driver to reset the fault condition, and resume normal vehicle operation using the Vigilance Control Reset push button. In case it is not possible to reset the fault condition, the Vigilance control system should be isolated.

4.0 Isolation of Vigilance control

The vigilance control shall be provided with an arrangement by the tenderer through which it can be isolated in case it becomes defective/malfunctions. This arrangement shall be accessible only on breaking of a seal or a glass cover.

5.0 Vigilance Suppression

.1 There shall be a provision to suppress the operation of Vigilance control when continuous proof of driver’s vigilance is not required. VCD suppression will take place as long as both the following conditions are met. i) Speed is ≤ 3 KMPH. ii) Brake cylinder pressure is ≥ 1.5 kg/cm2.

Suppression shall be cancelled i.e. VCD shall be re-activated when one or both of the following conditions are met:

i) Speed is > 3 KMPH. ii) Brake cylinder pressure is ≤ 1.3 kg/cm2.

The tapping of pressure sensor for above pressure sensing will be

taken from delivery pipeline of brake cylinder charging C2W relay valve.

.2 Vigilance suppression shall not function during T1, T2 and T3 periods,

as well as during Fault cycles.

6.0 Vigilance control system during MU Operation

.1 The Vigilance control system shall be disabled on a trail locomotive in multiple operations. The vigilance shall be automatically suppressed



whenever both control stands are set to the ‘OFF’ position i.e. MCB1 and MCB2 circuit breakers of trail loco, are set to ‘OFF’ position.

.2 Automatic suppression of VCD as mentioned in para 5.1 can take place only if the locomotive is in T0, T1 or T2 period of vigilance cycle at the time of setting both MCB1 and MCB2 in ‘OFF’ position.

.3 Compatibility with other equipments:

The system shall be compatible with Anti collision device (ACD) (or other similar device) i.e. both VCD and ACD may be fitted on the same locomotive without affecting the functioning of each other.

7.0 Display during VCD operation

Following messages will be displayed on DID (Display) during VCD operation:

VCD penalty brake counter XXXXX • • • •

VCD penalty brake applied MCB1 and MCB2 OFF – VCD in MU VCD by passed/failed – VCD - X

8.0 During MU, penalty brake application on rear loco is to be transmitted

to lead loco for indication to crew and display on DID.



ANNEXURE III

AUTOMATIC EMERGENCY BRAKE SYSTEM

Indian railway is having steep Ghat sections upto 1 in 37 continuous falling gradient. "A run away train" can take place when the driver is incapacitated or fails to apply any type of brake or the driver reacts very late for brake application. To avoid such "run away train" automatic penalty brake application feature is required in a locomotive operating in the ghat section. The system should automatically operate to apply the brake at a pre-determined speed through user variable parameter option. Norms for Penalty Brake Application:

.1 At a predetermined speed of train penalty brake should take place.

.2 The penalty brakes should take place irrespective of locomotive operation i.e. either in motoring mode or in Dynamic brake mode.

.3 In motoring mode once the penalty brake application takes place, engine RPM must come to IDLE for effective braking.

.4 Penalty brake application in Dynamic Brake mode, Dynamic Brake should continue to work till the PCS (pneumatic control switch) is knocked out.

.5 Even if the engine shuts down at a predefined loco speed, the penalty brake application should also take place

.6 Once the penalty brake application takes place, the brake application should continue until the train speed falls below 10 KMPH and a reset button is pressed.

.7 There should be a reset switch for releasing the penalty brakes. .8 An isolating switch is essential for operation of the locomotives in other

sections without speed restrictions. .9 It is desired that two or three locomotives with automatic emergency

brake system as described above should work satisfactorily in a multiple unit operation. However, the driver controls the re-setting from the lead locomotive itself.

.10 As soon as reset button is pressed after the train speed falls below 10KMPH; the system should resume their normal running position in trail locomotives. No re-setting of the system in trail locomotives is required.



Schematic of Vigilance Control system ANNEXURE - IV


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