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NATIONAL FERTILIZERS LIMITED BATHINDA

----------------------------------------------------------- (Transportation Department)

------------------------------ Tender Documents for annual rate contract for Maintenance of Railway Tracks of NFL Private Siding.

INDEX:

1. Scope of Work. Page: 2 to 3 2. Technical Specifications. Page: 4 to 12 3. General Terms & Conditions of Contract. Page: 13 to 22 4. Preambles to Schedule of Quantities Page 23 5. Annexure-I as Schedule of Rate Page: 24 to 25 6. Annexure-II Undertaking Page: 26 7. Annexure-III as Annual Programme for track

Page: 27

8. Annexure-IV Drawing of Railway Yard Page: 29

Note: Page No.28 is blank page.

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NATIONAL FERTILIZERS LIMITED; BATHINDA

• (TRANSPORTATION DEPARTMENT) MAINTENANCE OF RAILWAY SIDING

1.0 SCOPE OF WORK;

Maintenance of 16.895 KM NFL Private Siding Railway Tracks located inside as well as outside NFL premises (including 35 sets of points and crossings) as per "technical specifications" Para 2.1 to 2.24 given at page 4-12. The general lay out plan of the railway tracks is enclosed herewith (Annexure-IV). The scope of work also includes maintenance of Railway Track laid on level crossings, wagon tippler, loco pit, along with the platforms grouted in roadbed, bridges and any other special type of equipment where movement of railway traffic is involved. Nothing extra will be payable for maintenance of Buffer ends/Dead ends, sand humps, fouling marks, distance marks, level crossing posts and other display boards required for the safe movement of vehicles. Gang of minimum 13 gang men is to be deployed for this job including Key man and supervisor. In case of shortfall in manpower on any particular day, contractor is to deploy extra manpower by making their own arrangement. Detailed scope of work item-wise is as under:

Item No.1 a) Systematic through packing of 75% of total track length as detailed in Technical

Specifications given at Page: 4 to 12, except 1 KM Through Packing of Bagging Plant Pacca Platform and Fuel Oil Area.

b) Picking up slacks as per Railway norms as and when required. c) Shallow screening of Ballast section 25% of the total track. d) Re-aligning of curves, creep adjustment and scattered or casual renewal/adjustment of

damaged track parts, gauging, levelling and maintenance of clearance at all wing rails.

e) Daily inspection of Railway Tracks through Key man including tightening of track fitting, cleaning, oiling and repair of point level boxes and slide chairs of points & crossings.

f) Maintenance of wheel flange way clearance at level crossing or locations wherever check rails are provided.

g) Cutting of rail with Hexa-Blade located in running track or outside in yard. h) Making required size of hole in Rail web or steel sleepers wherever needed. i) All other track maintenance works described in Technical Specifications/Indian Rly P.Way

Manual. j) For payment purpose, the length of points and crossings in-between stock joints and

back of crossing shall be measured as single length of track. k) Modification of track including replacement of sleepers and dismantling etc. Item No.2 a) Rerailment of all type of wagons during day time/night time wherever there is derailment. b) Rerailment of wagons would be promptly attended by the contractor and track

restored to traffic in a reasonable time after repairs. Should be Shift-in-Charge (whose decision in this behalf shall be final) consider any delay on the part of contractor; the losses NFL may suffer shall be recovered from the bills of the contractor.

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Item No.3 Clearing / uprooting of jungle / wild grass / rank vegetation in the entire Railway Track Area and removal of rubbish including its transportation to safe place outside the factory premises to keep the tracks tidy and clean. Item No.4 Supply of labour per man-day of 8 working hours for marking sick/fit of empty wagons to be placed for Urea loading and loaded wagons to be placed for unloading of coal. Taking wagon numbers of inward/out going Rakes with type of wagon & CC as well as empty Coal Wagons, releasing of brakes of inward/outward rakes besides any other type of work assigned by the Section In charge or any person working on his behalf of Transport Department. Contractor shall make good any damage done by him to any adjoining property during execution of work, at his cost. Three laborers to be supplied as per requirement. Item No.5 Supply of shunt man on per man-day of 8 working hrs basis for providing assistance in any type of Shunting Operation including placing of wagons for loading of Urea and unloading of Coal at required places including tippling etc. and formation of Rakes after loading of Urea and unloading of Coal wagons and arranging the release of air pressure of all inward rakes, removing of hose pipes before placement of wagons, checking of washers, chamber pipes, connecting the hose pipes of all the wagons while forming empty/loaded rakes, filling of water, engine oil, gear oil, transmission oil, behar fan oil in the Locomotives, cleaning/washing of Locos and any work assigned by the Section In charge or any person working on his behalf of the transport department. The trained person should have the knowledge of Railway’s Safety rules and yard shunting operation rules.

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TECHNICAL SPECIFICATION: GENERAL: 2.1 DEFINTION:

Reference to Indian Railway Path Way Manual means reference to latest issue of relevant standard including all its amendments up to date

2.2 THE MAINTENANCE OF PERMANENT WAY

GENERAL INSTRUCTION: ANNUAL PROGRAMME OF TRACK MAINTENANCE: The annual programme of regular track maintenance and works incidental thereto shall be based on Annexure-III with such variations to suit local conditions as may be specified by Officer-in-Charge. All maintenance work shall be performed in accordance with provision as described in Indian Railway P.Way Manual.These technical specification shall be supplementary to the specification contained in India Railway P. Way manual wherein variance, these specification shall take precedence over the provisions in the Indian Railway P. Way Manual.

2.3 REGULAR TRACK MAINTENANCE: 2.4 Through packing:

Through packing shall consist of the following operations in sequence, not more of the track on any one day being opened out than can be efficiently repacked before closing the work:- a) Opening of the track:

Ballast should be opened out on either side of the rail-seats to the extent shown here under to a depth of 50mm (2”) below the packing surface without disturbing the cores under the sleepers:- B.G.- End of sleeper to 450mm (18”) inside of the rail seat. In the case of C.I. Plate or pit sleepers, the opening out should be to the extent of the plates or pots to enable packing being done conveniently. The ballast should be drawn by showels or powrahs outwards and inwards i.e. that portion of the ballast on the outside of the rail should be drawn outwards, the portions between the rail being drawn towards the centre. Care, however, shall be taken that the ridge of ballast formed between the rails does not project more than 50mm (2”) above rail level.

b) Examination of rails, sleepers and fastenings; i. Rails should be examined, the underside for corrosion, rail joints for wear

on the fishing plates and tightness of fish bolts and rail ends for cracks, kinds in rails should be removed by jib-crowing.

ii. Sleepers should be inspected for their conditions and soundness particularly at rail seats. In the case of steel sleepers more than 20 years old, the rail seats should be examined for cracks. In the case of wooden sleepers, the dog spiles and fang bolts should be examined for their firmness. In the case of CI pot or plate sleepers, the condition and firmness of gibs, cottors and keys should be examined. All loose fittings shall be tightened, broken ones being immediately replaced.

c. Squaring of sleepers:- Gauge variations and kinks inevitably result from sleepers getting out of square.

i. The spacing of sleepers on the sighting rail should first be checked and correctly chalk- marked. Corresponding marks should then be made on the other rail using the square at every point. The cores of the sleepers that are out of square should then be “picked” with the pick-ends of beaters, the

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fastenings loosened and the sleepers leveled and squared to correct position.

ii. Squaring should be done by planting the crow-bars firmly against the sleeper and pushing it. Under no circumstances should sleepers be hammered. Sleepers that are squared should be regauged immediately, the fastenings tightened and the packing restored.

d. Slewing of track to correct alignment: i. Heavy slewing will only be required during re-aligning of curves when it

should be necessary to loosen the rail joints and in the case of steel sleepers and C.I. plate or pot sleepers to loosen the fastenings, the packing cores being broken with pick-ends of beaters. Slewing for normal maintenance will be of a small order and should be done after opening out the road, loosening the cores at ends and drawing out sufficient ballast at the ends of sleepers.

ii. Slewing of track shall be directed by the date who on straights should sight the rail from a distance of 30 to 60 meters (100 to 200 Feet). On curves, he should sight the inner rail and adjust this distance according to the degree of curvature. Slewing is best done in the morning unless it is cloudy weather, as later on sighting conditions become unfavorable. When slewing, the crow bars should be planted well into the ballast at an angle of not more than 30 degree from vertical; otherwise lifting of track will result.

e. Gauging: i. Gauging should be done after assuring that sleepers are truly square. Standard

keying hammers shall always be used. Beaters and heavier hammers should not be used as this cause overriding of keys and strained lugs on steel sleepers.

ii. The track should be adjusted to correct gauge on the rail opposite to the base rail. The permissible slackness on sharp curves should be attained by using liners of the requisite thickness against the lug of the gauge.

iii. The gauge should be held firm with one lug against the base rail, the other end being swivelled over the opposite rail. The tightest position obtained is the correct point to test the gauge. The gauge should not be forced to as that causes considerable wear of the gauge lug.

iv. While it is essential that correct gauge should be maintained, it is not desirable to regauge frequently on the wooden sleepers road as this will in spike–killing the rail seats not on the pot or plate sleeper as this will result in the packing getting disturbed. Where due to the age and condition of sleepers, it is not possible to maintain correct gauge, it is good practices to work within the following maximum tolerance, inclusive of side-wear or rails, provided uniform gauge can be maintained over long lengths;- B.G.- On straights-3mm (1/8”) tight to 6mm (1/4”) slack. On curves sharper than 4 Degrees-3mm (1/8”) tight to 1.3mm (1/2”) slack. On curves sharper than 4 Degrees-upto 10mm (3/4”) slack.

f. Packing of sleepers: i. The base rail shall be sighted by the Mate with the eye along the edge of the

rail and any dip or low joint lifted correctly. The adjacent sleepers should then be packed and the top checked after two rail lengths have been attended to, the rail on the other side should be brought up to the correct level using the straight edge and spirit level. Cross levels with the straight edge and spirit level should be checked at every rail joint and at every fourth sleeper. The next two rail lengths should then be taken up and the process continued.

ii. No joint or dip should be lifted more than the proper level in the expectation

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that it will settle to the correct level; instead it will settle more under traffic as a result of being high and cause rough running.

iii. Having aligned the track and adjusted the ‘top’ the gang men should be distributed to pack all the sleepers in a systematic manner commencing from one end. Four men should deal with every sleeper successively two at each rail seat. The ballast under the sleeper should be packed by the men standing back to back and working their beaters diagonally under the rail seat at the same time to ensure firm packing.

iv. It is important that the men should thoroughly ‘break’ the cores with the pick-ends and then use the head-ends as otherwise uniform packing will not be achieved and the elasticity of the road-bed affected. After packing under the rail-seat the men should pack to the requisite extents on each side of the rail-seat, i.e. end of sleeper to 450mm (18”) inside the B.G. during packing the beaters should not be lifted above the head; all men should aim to work the beater from the same height (up to chest level) so that sleepers are uniformly packed. Higher or lower lifting of the beater results in uneven compactness and the packing does not last long.

v. In the case of steel trough and wooden sleepers the packing under the rail-seats causes the ballast to work towards the centre, before final dressing is done, should be ensured that no sleeper is centre bound by working the pick-ends over the centre range. Center- bound’ sleepers bend to rock and set up rolling.

vi. In the case of C.I. plate or pot sleepers, it should be ensured that the plates or pots are not tilted in the process of packing. On pot sleepers the ballast should finally be punned through the hole provided at the top of the pot end rammed in with crow-bars.

vii. The packing on the inside and outside at every rail-seat should, before boxing the track, be checked by the Mate, by tapping. A hollow sound would indicate defective packing, which should be attended to again.

viii. As soon as the packing is systematically completed, the alignment and top should be carefully checked by the Mate and minor adjustments carried out, the sleepers disturbed for this purpose being finally re-packed.

g. Repacking of joint sleepers: The joint and ‘shoulder’ sleepers should be repacked before boxing is done and the cross levels at joints checked. The rail-joints being the weakest portion, firmness of its support is essential.

h. Boxing ballast section and tiding: i. After completing the preceding operations in sequence, clean ballast should be

worked in with ballast forks or rakes and compactly filled between the sleepers along the rail-seats. The ballast section should be dressed to the specified dimensions a template or the yard- stick being used for the purpose. Hemp cords 6mm (1/4”) diameter of sufficient length should be used for lining the top and bottom edges of the ballast section. Where ballast is deficient of the full section, the deficiency should be shown along the centre of the track and no under the rails or in the shoulders.

ii. The cuss should then be tied up. Where earth ridging is extent at the edge of the bank, this should be removed. Cass should be maintained to the correct depth below rail level according to the ballast-section drawings. Too high a cuss affects drainage too low a cuss result in ballast spread and wastage.

2.5 PICKING UP SLACKS;

a) Slacks usually occur on stretches of yielding information, on high banks, in cuttings, on approaches of bridges, on badly aligned curves, where the ballast

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is poor in quality or quantity and where the drainage is defective. b) As opposed to through packing, picking up-slacks should be done where the

alignment, or top level is incorrect, and the track has to be restored to normal condition quickly. The quantum of work turned out by a gang during the day will depend on the extent of slacks. In all cases, sighting is done, the defects assessed and marks made on sleepers to be dealt with in chalk. The marked sleepers should then be opened out and dealt with as in the case of through packing.

c) It is imperative that when joints are picked up at least three sleepers on either of the joint should be packed.

2.6 BALLAST SECTION:

a. The top width of the ballast section shall be 350mm (11 Ft.) for B.G. The top line of the ballast section from end to end shall be the top sleeper. In the case of C.I. sleepers road, the top-line shall be kept to the tie-bar level.

b. On the outside of the curves sharper than three degrees on B.G. the width of the outside shoulder i.e. the distance from end of the sleeper to the outside corner of the top line of the ballast section should be increased to a maximum of 400mm (15”) for B.G. to afford additional lateral support.

c. The slopes at the sides of the ballast section on banks or cuttings without ballast walls should be 1 to 1.

d. On the main line the minimum depth of ballast below bottom of sleeper plate or pot at the rail seat should be 203mm (8”) on the B.G.

e. On the branch line this depth may be decreased to such extent as prescribed by the Officer-in-Charge.

f. Drainage may be obtained on the single or double line by providing a cross fall of 1 in 40 from the centre of the formation towards the cess. On curves the formation should be made up according to the track profile, no extra ballast being used for the purpose of super elevation.

2.7 FOULING WORKS;

a. Fouling marks should be distinctly visible and difficult to remove. b. These should be fixed at the point at which the spacing between tracks

begins to reduce to less than the minimum. c. The fouling marks should consist of a stone about 1500mm (5’) in length,

250mm (10”) wide and 125mm (5”) thick, with the top edges rounded off and the top surface whitewashed, or a cement concrete block to the dimensions given and the surface whitewashed or of unserviceable rail pieces embedded in concrete supports and pointed white. These should be laid level with the top line of the ballast section.

d. The number of wagons which can be accommodated in a siding should be marked on each folding mark.

2.8 POINTS AND CROSSINGS:

A. Maintenance: a. At all points and crossings the gauge shall be exact, the clearances correct

as prescribed in the Schedule of Dimensions, the switches and crossings in good condition and alignment the sleepers well-packed and the chairs and fastenings and all other fittings properly secured. At the toe of the switch the gauge will however, be slightly slack between stock rails.

b. The condition of wear, top as well as side, in stock and switch rails and in crossings should be carefully examined. Bent tongue rails should be straightened where possible; badly or damaged stock and tongue rails and

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crossings should be replaced by serviceable ones. Burred stock rails likely to obstruct the lock bars should be replaced if necessary.

c. Stock and tongue rails should be replaced as complete sets as far as possible. d. The following are the usual defects noticed in points and crossings should

be guarded against:- i) Loose heel block belts. The first two bolts in the switch rail must grip, the

other two in the lead rail being tight. ii) Defective packing of sleepers causing the stock rail to settle, the switch to

rise, and clips to come off the latter. iii) Loose crossing bolts, keys or fang bolts iv) Crossing bolts of incorrect length and diameter. v) Defective packing of crossing sleepers. vi) Incorrect clearances vii) Incorrectly bent fish plates for the heel of switch.

B) Cleaning and Lubrication of Points:

Permanent Way Inspector /Gang Supervisor shall be responsible for the cleaning and lubrication of slide chairs of all hand operated points.

C) Limiting wear on crossings: The maximum vertical wear on wing rails and point rails should not be allowed to exceed 10mm (3/8”)

2.9 WORKS INCIDENTAL TO REGULAR TRACK MAINTENANCE:

Screening of ballast section: a. For good drainage, periodical screening of stone ballast and making up of ballast

section is essential. On average formation, 25 to 33 percent of the gange length should be screened each year as necessary, starting from one end in the first year and finishing at the other end in 3 to 4 years. Particular kilometrages(mileages) may warrant more frequent screening.

b. The material in ballast shoulders to full depth and between sleepers to depth 50mm to 75mm (2” to 3”) below bottom of sleepers should be removed cleaned and out back. Care should be taken that the packing under sleepers is not disturbed and the much removed is not allowed to raise the cess above the correct level. Two contiguous spaces between sleepers should not worked at the same time. Screening should be progressed in alternate panels of one rail length. In no circumstances should several rail lengths of track be stripped of ballast. Where drains across the track exist, these should be cleaned and filled with boulders or ballast to prevent packing from working out forming slacks.

2.10 LUBRICATION OF RAIL JOINTS:

a. The purpose of lubricating rail joints is not only to facilitate expansion of rails but also to retard the inherent feature of wear on the fishing planes of the rail and fish plate. Reduced wear on fishing planes is one of the preventives for low joints.

The type of lubricant should be specified by the Site Engineer. A stiff paste of plumb ago (graphite) and cheap kerosene oil, make up in the proportion of 3 Kg (6 lbs) of plumb ago to 2 Kg (4 lbs) of kerosene oil may be prescribed. Black oil or reclaimed

oil for fish bolts and nuts may be used. i. All rail joints should normally be lubricated once a year on a programmed basis

during the cold weather months. In localities where the lubricant retains its effectiveness for a longer time, this period may be extended to 2 years under special instructions from the Officer- in-Charge.

ii. The lubrication of rail joints should generally be carried out by gangs working under the direct supervision of Mystery. The work should be carried out under Safety permits arrange to be issued daily by the Officer Incharge. In order to minimize

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possible detentions to trains, this work should not be done at more than one place at a time or any one section.

As an alternative, the work of lubrication may be carried out by the key man of the gang assisted by one or more men on such sections as may be specified by the Officer- in-Charge. In such cases the Key man shall exhibit a red signal flag at the site of the work. Not more than one joint should be opened at a time under this procedure. b The lubrication of rail joints and reversing of fish bolts should be carried out as follows:-

i) Two joints opposite each other shall not be opened out at the same time.It should be particularly noted that at no time during the operation there is less than one fish- plate and three fish-bolts without nuts connecting the two rails.

ii) Both the fish-plates should be fixed and at least one fish-bolt and nut on either side of each joint should be tightened when a train is approaching the site of work. This must be done before the banner flags protecting the site of work is ordered tobe removed Lubrication of rail joints shall not be done in extremes of temperatures. Creep where it is heavy, must be adjusted before work of lubrication of joints is undertaken. The lengths over which the rail joints are lubricated together with dates shall be recorded in the register. For all works such as relaying, rail renewals and renewals of turnouts, rail joints should be lubricated. The importance of going over and retightening the bolts after the fish plates have taken a bearing under traffic should be impressed on the staff.

SLEEPING AND FASTNINGS

2.11 LAYING: 2.12

a) Sleepers shall be laid and maintained square to the rail on straights and radical on curves.

b) The sleeper-spacing on straights and curves shall be in accordance with approved plains. Rail joint shall be suspended and joint sleepers spaced as closely together as consistent with good packing. The maximum space between the joint sleepers on centers shall not exceed 300 mm (12”) for wooden and 380 mm (15”) for CST 9 and steel trough sleepers, followed by greater spacing between the ‘shoulder’ and the joint sleeper and increased spacing between intermediate sleepers.

c) On plate sleepers fitted with two-way keys. The keys should be driven in opposite directions on single line. In the case of plate sleepers which do not have the way keys, sleepers should be so arranged on single line that the keys could be driven in opposite directions over alternate sleepers

d) On steel sleepers, the keys on the outside and those on the inside should be driven to the same extents respectively. Unless this is achieved during laying, adjustment of gauge in the course of maintenance would necessitate slowing of sleepers one way or the other and rekeying.

e) Untreated wooden sleepers shall be laid with sap wood on top and heart-wood below. Treated sleepers shall be laid with heart-wood on top and sap wood below.

f). The laying of bridge sleepers shall be done in accordance with the instructions of Officer- In-Charge. During resleepering special attention should be paid to the cleaning and painting of sleeper seat on the girders.

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2.13 GAUGE:

On straights and curves up to and including 4” on B.G. the gauge shall be exact.

2.14 RESPACING: a) For respacing of wooden sleepers, the dog spikes should be loosened just

enough to admit of the sleeper being shifted. b) When respacing cast iron or steel trough sleepers, the keys should be removed

and the packing –core broken before shifting the sleeper.

2.15 USE OF BEARING PLATES: a) M.S. bearing plates need be provided on hard wood sleepers i All sleepers on girder bridges. ii All sleepers of turnout.

2.16 DOG-SPIKES AT RAIL SEAT: a) The number of spikes per rail seat should be as given below:-

i) All joint sleepers, bridge sleepers, turnout sleepers and ash pit timbers-four. ii) Intermediate sleepers on curves:-

b) Where cast iron anchor plates are used on intermediate sleepers for arresting creep, the number of spikes or fang bolts per plate should be four.

c) Dog-spikes should be dipped in coal-tar before use. It is necessary to draw and redrive spikes or to drive spikes in holes other than those freshly bored, such spike holes should first be carefully plugged with well fitting tarred wooden plugs and rebored before spikes are driven.

d) Enhanced lift from “spike-killed” sleepers should be obtained wherever possible by laterally shifting to a small extent and providing new rail-seats.

2.17 Rails and Rail Joints Maintenance of rails a) The efficient maintenance of rails depends on :- i. The efficiency of fastenings. ii. The efficiency of the packing and the correct spacing of the sleepers. iii. The provision and maintenance of correct expansion spaces. iv. The proper lubrication and fishing of the joints. v. The correct maintenance of the gauge and cross levels. b) BENT RAILS : KINKED RAILS:

Bent rails usually caused by careless handling shall on no account put into the road; these should be straightened with a jim-crow before being laid. Kinked rails in the track shall be ji-crowed in position, the keys or dog spikes of at least four sleepers on either side of the kink being removed during the operation.

c) HOGGED RAILS: A hogged rail is one with its end or ends having a permanent set. A hogged rail-end in the track is ascertained by unfishing the joint, removing the fastenings and measuring the extent of the hog at the rail end by placing a 1 meter (2 feet) long straight edge over the rail table with one end above the end of the rail. Correct spacing and firm packing of joint sleepers can help in minimizing the development of hogged joints. Joints with worn fishing planes may be improved by the use of tapered shims or reconditions fish plates.

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2.18 CAREFUL USAGE OF FISH PLATES:

The hammering of fish plates should be strictly forbidden. When adjusting creep, the correct method is to loosen the fastenings and, if the rail cannot be moved, to gently hammer against the fish plate with a wooden piece interposed.

2.19 TIGHTENING FISH PLATES:

Over-tightening of fish plates shall be avoided. Fish bolt spanners of standard length 680mm to 760mm (2’- 3” to 2’-6”) on B.G. shall be used.

2.20 COMBINATION FISH PLATES:

Rails at such points should butt against each other and fish bolts tightened. 2.21 USE OF SHIMS:

Tapered shims of the correct size may be used where the wear in the fishing plates is appreciable. The size should be arrived at by the use of feeler gauges in the fishing planes.

2.22 BALLAST AND BALLAST DEPOTS: Size of Ballast: The gauge of stone ballast shall be as below:- Wooden sleeper and CI pot sleeper track … 40mm to 50mm Cast iron plate sleeper and steel trough sleeper track. … 40mm to 50mm.

2.23 APPROACH RAILS TO TIPPLER:

a) The approach rails should not be more than 16mm (5/8”) clear of the tippler table rails and on a level with the table rails when the tippler is in gear and maintained correctly.

b) When the approach or table rails are to be renewed, the rails should be fitted in consultation with the Officer-in-Charge.

2.24 MAINTENANCE OF LEVEL-CROSSINGS:

a) Obstruction of view: All trees, bushes or undergrowth that interfere or tend to interfere with the view from the Railway or roadway when approaching level-crossing should be cut down.

b) Inspection and Maintenance: i) Each level-crossing must be opened out and the condition of sleepers, rail and fastenings inspected at least once a year or more frequently as warranted by conditions. In all cases where earth is normally in contact with rails (running or guard) and fastenings, these shall be thoroughly cleaned with wire brush and a coat of coal-tar applied. i. When replacing sleepers at level-crossings, treated or coal-tarred sleepers

should be used. ii. The Key man during his daily beat should pay requisite attention to the

general condition of such level-crossings and keep the flange ways clean and free from obstruction.

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2.25 INSPECTION BY NORTHERN RAILWAY:

Railway Tracks of NFL Private Siding will be subjected to inspection by authorized representative of Northern Railway. The contractor will submit Quarterly Inspection Report from the Railway. The contractor will be fully responsible for the damages to the stock due to poor/faulty maintenance of Railway Tracks. The contractor will also be responsible for the losses if NFL may suffer on account of declaring NFL Siding or part there of as unfit for movement of vehicles.

2.26 The contractor shall depute his Permanent Way Inspector/ Assistant Permanent Way

Inspector (Ex-Rail Official not below the rank of APWI) for inspecting the entire yard including tracks, crossover, points and other fittings once in a week, failing which, penalty of Rs.3, 000/-(Rs. Three Thousand Only) per trip shall be recovered from the contractor. Any defect or unusual happening if noticed shall immediately be brought to the notice of Officer-in-Charge or his representative in the shifts. In case of infringement he shall block the line immediately to avoid any mishappening. The Contractor will employ Ex PWI/APWI to supervise yard maintenance work to the satisfaction of In charge Transportation.

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GENERAL TERMS & CONDITIONS

1.0 PROCEDURE FOR SUBMISSION OF TENDERS: The following procedure shall be adopted for submission and opening of tenders. The sealed envelops shall be submitted as follows:- ENVELOPE NO.1:To be super scribed ‘EMD & Techno Commercial Bid’ and to contain the Earnest Money Deposit and Techno Commercial Bid.. ENVELOPE NO.2:To be super scribed ‘Price Bid’ and to contain “Price Bid” with actual rates and amounts duly filled in including total of all the items of work. We will open Envelope No.1 first on the due date of opening and considered only those Envelope No.2 where the ‘EMD & Techno Commercial Bid” condition is satisfied.

1.1 TENDERER TO STUDY ENTIRE TENDER DOCUMENTS CAREFULLY:

Submission of a tender by a tendered implies that he has read this notice and all other contract documents and has made himself aware of the scope and specifications of the works to be done and of conditions and rates at which stores tools and plant etc. be issued to him NFL and local conditions and other factors bearing on the execution of the works. (a) If the contractor withdraws his offer within the validity period or fails to commence the work awarded to him the EMD shall be forfeited by the Company. (b) If the contractor fails to complete the execution of the work and or fails to perform his obligations under the contract the EMD/ISD/SD shall be liable to be forfeited by the Company.

1.2 TENDERER TO SUBMIT THE ENTIRE TENDER DOCUMENTS:

The tenderer shall submit all documents issued to him for the purpose for this tender after dully filling in the same in all respects.

1.3 TENDER SHALL BE MADE IN ENGLISH LANGUAGE:

Every tender shall be made in the English Language. All other information such as documents and drawings supplied by the tendered will also be in the English language as any further information will be supplied by NFL. Metric system of measurement shall be followed for billing the quantities of work. Tenders shall be forwarded under cover of a letter type written on the tendered letter-head and duly signed by the tenderer. Signature must be in long hand, executed in ink by a duly authorized principal of the tendering system. No oral, telegraphic or telephonic tenders or modifications there to shall be considered.

1.4 TENDERER TO QUOTE FOR ALL ITEMS:

The tenderer shall quote his rates with reference to each item and must enter for all the items shown in the attached scheduled of quantities.

1.5 VALIDITY OF TENDER:

The rates quoted in the tender should be valid for 120 days from the date of opening of the price bid. After the expiry of the said period of 120 days, the rates are to be confirmed by both the parties before executing the contract. No tenderer can withdraw his tender or revoke the same within the said period of 120 days. If a tenderer withdraws or revokes the tender or revises the tendered rates for any item within a period of aforesaid 120 days his Earnest Money deposited will be forfeited.

1.6 TENDERER TO SIGN ALL PAGES:

The tenderer shall sign at the bottom right hand corner of every page of the tender documents in token of acceptance of NFL’s conditions and for the purpose of identification.

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1.7 ERASURES AND ALTERATIONS:

Tenders containing erasures and alterations of the tender documents are liable to be rejected unless those are authenticated by the person signing the tender documents.

1.8 TENDERER TO SATISFY HIMSELF OF SITE CONDITIONS:

Tenderer are advised to inspect and examine the site and its surroundings and satisfy themselves before submitting their tenders as to the condition of Railway Tracks and sub-soil (so far as is practicable), the form and nature of the site, the means of assess to the site the accommodation they may require and in general themselves obtain all necessary information as to risks, contingencies and other circumstances which may influence or affect their tender. A tenderer shall be deemed to have full knowledge of the site, whether inspects it or not and no extra charge consequent on any misunderstanding or otherwise shall be allowed.

1.9 TENDER LIABLE TO REJECTION: Tenders which do not fulfil all or any of the conditions laid down in this notice, or contain conditions not covered and/or not contemplated by the General Conditions of Contract and/or expressly prohibited there in or strip additional/alternative conditions shall be liable to be rejected. Tenders shall also be liable to rejection on the following grounds: (i) Tender submitted late (ii) Tenders, which contain uncalled for remarks.

1.10 CORRESPONDENCE:

Tenderer must give their postal address as well as their residential address of themselves or their Chief Executive agent, in the tender at the proper place. The tender submitted by a tenderer will be rejected if he or his agent cannot be contracted after reasonable search and the Earnest Money will be forfeited by NFL.

1.11 NFL NOT TO ASSIGN ANY REASON FOR REJECTION OF TENDER:

National Fertilizers Limited do not bind themselves to accept the lowest or any other or to give any reason for rejection of tender.

1.12 DISPUTE BETWEEN CONTRACTOR & ITS EMPLOYEE:

NFL will not be a party to any dispute between contractor and his employees. All such disputes will be settled by the contractor at his own risk and cost.

1.13 PERMANENT WAY MATERIALS:

Railway Track materials such as Rails, Sleepers, Switches, Crossings, fittings, bearing plates point level boxes, check rails, guard rails, level crossing posts etc. shall be supplied free of cost by NFL. On completion of period of contract, un-used material will be returned by the contractor at N.F.L Stores or as directed by the Officer-in-Charge.

1.14 ELECTRICITY & WATER CHARGES:

Electricity and water for go down/office use inside plant premises would be supplied at one point free of cost. Contractor shall have to make his own arrangement of light for attending derailment/ emergent repairs to Railway Track during the night hours.

1.15 SUPPLY OF MATERIAL:

It would not be obligatory on the part of NFL to take the supply of items of work. 1.16 RELATIONSHIP WITH NFL EMPLOYEES:

The list of name and relationship of NFL employee related with the contractor shall be submitted along with the tender documents as per Performa enclosed (Annexure-II).

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1.17 THE OFFICER-IN-CHARGE:

The deciding authority with regard to the intention of contract on the varying and conflicting provisions of the tender documents would be Officer-In-Charge. The Officer-In-Charge’s decision to classify any item under ‘Minor Charges’ ‘manor extras’ constructional details shall be final conclusive and binding on the contractor.

1.18 SPECIFICATIONS:

If specification for any item of work is not covered by technical specifications or particular specifications, or Indian Railway P. Way Manual the same shall be decided by the Officer-In-Charge and shall be binding on the contractor.

1.19 The Officer-In-Charge, shall have the power to ask the contractor to purchase and use such

materials of particular make or from a particular source, which may in his opinion be necessary for proper and reasonable compliance with the specifications and execution of work.

1.20 a) As required by the Officer-In-Charge, the contractor shall provide all facilities at

site or at manufacturer’s work or in an approved laboratory for testing of materials and/or workmanship. All the expenditure in respect of this shall be borne by the contractor unless specified otherwise in the contract. The contractor shall as and when required to do so by the Officer-In-Charge, submit that the materials have been tested in accordance with requirements of the specifications.

b) Neither the omission by the Officer-In-Charge to test the materials nor the production of manufacturers certificate etc. as aforesaid shall affect the right of the Officer-In-Charge to reject, after delivery, the materials found not in accordance with the specifications.

1.21 OFFICER-IN-CHARGE’S STATUS:

The Officer-In-Charge shall have the right to stop the work, whenever such stoppage may become necessary to ensure the proper execution of the contract. He shall also have authority to inspect and reject all work and materials, which do not confirm to the specification.

1.22 The Officer-In-Charge reserves the right to suspend the work or part there of at any time and

no claim what so ever on this account shall be entertained. In case of any clarification may appeal to the Officer-In- Charge whose decision shall be final and binding. The above inspection shall, however, not relieve the contractor of his responsibilities in regard to defective materials or workmanship and the necessity for rectifying or replacing the same.

1.23 The judgment of Officer-In-Charge for determining the category of an item not mentioned in

the schedule shall be final. 1.24 CHANGE IN SCOPE OF WORK:

NFL may increase or decrease the Kilometer Track length to be maintained by giving one month advance notice.

1.25 GATE PASSES: All tools and tackles and materials shall be brought by the contractor to the works site through a covering note to be submitted in 3 copies. One copy of the covering note will be delivered to the security staff, one copy to the Officer-In-Charge and the third copy shall be retained by the contractor.

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1.26 MAINTENANCE SCHEDULE:

If at any time, the Officer-In-Charge determines that the contractor has fallen behind the approved maintenance schedule, the Officer-In-Charge may, without any extra cost to the NFL, require the contractor to take such steps as may be necessary to improve his progress, especially require him to employ overtime operations, increase the number of shifts, work on holidays and Sundays or increase the capacity of his maintenance and equipment and require him to submit evidence demonstrating the manner in which the contractor proposes to comply with the maintenance schedule. Failure of the contractor to comply with the above will be considered a failure to execute the work with due diligence.

1.27 JURISDICTION:

Notwithstanding any other court or courts having jurisdiction to decide the question forming subject matter of a suit, any and all actions and proceedings arising out of or relating to this contract (including any arbitration in terms thereof) shall lie only in court of competent civil jurisdiction in this behalf at Bathinda (where this contract has been signed on behalf of NFL) and only the said court as shall have jurisdiction to entertain and try any such actions and/or proceedings to the exclusion of all other courts.

1.28 CONTRACTOR TO BE LIABLE FOR ALL TAXES ETC.

The rates specified in the tender shall be inclusive of all taxes, toll of any kind, fees, octroi, royalty etc. in respect of the contract and the rates shall be firm irrespective of any variation in the prevailing rates of taxes, duties levies, octroi etc., and any fresh imposition of any of these by State/Central/Statutory bodies. The contractor shall indemnify NFL against levy of any taxes, etc. in regard to this contract and in the event of NFL being assessed for any of the said imports, the NFL shall have the right to recover the total amount so assessed from the contractor’s dues and the contractor shall also be responsible for all costs or expenses that may be incurred by NFL in connection with any proceeding or limitation in respect of the same.

1.29 SERVICE OF NOTICES OF CONTRACT:

The contractor shall furnish to the Officer-In-Charge the Name, Designation and Address of his authorized agent having power of attorney duly registered in a Court of Law and all complaints, notices, communications and references shall be deemed to have been duly given to the contractor if delivered to the contractor or his authorized agent or left at or posted to the address so given and be deemed to have been so given in case of posting on the day on which they would have reached such address in the ordinary course of post or on the day in which they were so delivered or left. In the case of contract by partners any change in the constitution of the film shall be forthwith notified by the contractor to the O f f i c e r -In-Charge.

1.30 CONTRACTOR’S GUARANTEE: It shall always prevail upon all else that the contractor agrees to give the guarantee of his workmanship which shall remain valid till the repayment of security deposit.

1.31 NOTHING EXTRA FOR ADVERSE SUB SOIL CONDITIONS:

There may be variation in nature of sub-soil both horizontally and vertically. The contract shall have to take necessary precaution during maintenance against any happening like collapsing of track etc. Any slip or settlement/heaving shall have to be make good by the contractor at his own cost.

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1.32 ACTION AND COMPENSATION PAYABLE IN CASE OF BAD WORK: If it shall appear to the Officer-In-Charge or his representative, that any work has been executed with unsound, imperfect or unskillful workmanship or otherwise not in accordance with the contract, the contractor have to rectify, and re-execute the work as the case may be at his own risk and expenses.

1.33 CONTRACTOR TO COMPLY WITH ALL LAWS:

The contract shall be governed by the law in force in the Republic of India. The contractor shall be responsible to secure compliance with the Center and States laws as well as the Rules and Regulations, by- laws and orders of the law authorities and statutory bodies which are in force or as may be in force from time to time. He shall give to the Municipal Corporation, Committee, Police and other relevant authorities all such notices etc. as may be required by law and obtain all requisite license for temporary constructions, enclosures etc. and pay all fees, taxes and such other dues or charges which may be levyable on account of any of his operations in executing the works under this contract. NFL shall not pay anything extra to the contractor on this account. The contractor shall also make good at his own cost, any damage done by him to any adjoining property during execution of work. Any failure on this account on the part of the contactor and the consequences thereof shall be solely on account of the contractor. Liability if any, under this head, shall be solely borne and paid for by the Contractor. If under any circumstances, NFL is called upon to make payment on this account, NFL will be at liberty to recover the same either by deducting it from the security deposit/earnest money or from any other sum due from NFL to the contractor whether under this contract or otherwise.

1.34 COMPLIANCE OF ENTIRE PROVISIONS IS OBLIGATORY TO CONTRACTOR:

It shall always prevail unless otherwise specifically stated that the entire provisions of the Tender Documents have been agreed upon and accepted for compliance by the contractor without any reservation.

1.35 (i) The successful bidder shall ensure payment of minimum rates of wages to his contract

workers as fixed and revised from time to time by the Appropriate Authority i.e. Central Government / State Government as applicable from time to time under the Minimum Wages Act 1948.

(ii) The successful bidder shall obtain Labour License from the appropriate Licensing Authorities i.e. Central / State Government under the Contract Labour (R&A) Act, 1970 & Rule enacted thereunder and submit a copy of the same to NFL, Bathinda before start of execution of contract work. The bidder should submit and undertaking in the following format:- “ As per provisions made under the Contract Labour (R&A) Act, 1970 & Contract Labour (R&A) Central Rules enacted thereunder, we would obtain Labour License for the subject job i.e. ‘Maintenance of Railway Track of NFL Siding, Bathinda’ from the appropriate Licensing A u t h o r i t i e s i.e. Central / State Government, as applicable from time to time, and submit a copy of the same to NFL, Bathinda before start of execution of contract work.”

(iii) In addition to above, the contractor is required to discharge all other statutory obligations and maintain registers and records under various Labour Laws enacted and amended by the Appropriate Government Authorities from time to time, including Contract Labour (R&A) Act, 1970 & Rules enacted there under, Payment of Wages Act, 1936, Minimum Wages Act, 1948, Factories Act, 1948, Employees Provident Fund (Misc. Provisions) Act 1952, Industrial Dispute Act, 1947, Employees State Insurance Act, 1948, The Workman’s Compensation Act, 1923 (in

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the absence of coverage of employees under Employees State Insurance Act, 1948), Punjab Labour Welfare Fund Act, 1965 etc.

The contractor shall submit PAN No. and GST No. IV GST Clause 1 Statutory deductions on account of Income Tax as per Income Tax Act and TDS where

applicable as per GST law shall be made, at the time of release of payment to the party. 2. a)Each party must obtain valid GSTN as required under the GST Act. b) The rates to be quoted by the bidder must be inclusive of all duties, taxes but

EXCLUDING GST as applicable on the services under present contract. C) GST, if applicable for the work under the present contract, shall be paid by NFL, and

contractor shall charge the same in their bill. Contractor gives the NFL a tax payment challan or some other proof of payment of GST at the time of payment of the GST.

d) However, bidders are advised to work out the quoted rates excluding the impact of taxes paid on the input materials to be used in execution of contract as the same shall be set off in the form of input tax credit against taxes paid by NFL on their billed amount. e) In case that GST-free/exempt or input-taxed supplies are later found to be taxable, then

recovery of general interest charges and penalties will be contractor’s account, if levied by tax authorities.

3. Raising of Invoice/bill Contractor shall issue the invoice within 30 days of rendering the service.

3.1 Tax Invoice

a) If contractor is a registered taxable person, a tax invoice is issued based on the rules regarding details required in a tax invoice. Following are mandatory fields in an invoice.

1. Invoice number and date 2. Customer name 3. Shipping and billing address

4. Customer and taxpayer’s GSTIN 5. Place of supply 6. HSN code/ Accounting code of services 7. Taxable value and discounts 8. Rate and amount of taxes i.e. CGST/ SGST/ IGST 9. Item details i.e. description, unit price, quantity

b) In the event that the contractor fails to provide the invoice in the form and manner prescribed under GST Act, NFL shall not be liable to make any payment against such invoices.

3.2 Bill of Supply Bill of Supply is required to be issued by a registered contractor when exempted goods or services are supplied or when the contractor is paying tax under composition scheme.

3.3 Debit Notes and Credit Notes

All revision, rectification, modifications, settlement of taxable value or tax charged may have to be carried out through debit notes and credit notes. Further, credit note shall be issued not later than September month of succeeding year in which supply was made or date of filling of annual return, whichever is earlier.

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If contractor fails to issue debit/credit note as the case may be NFL may withhold the payment till rectification of such differences.

4. Uploading of Taxable Invoices:

Uploading of taxable invoice and credit/debit note shall be done by the contractor strictly within the period prescribed in GST Act. In the event that the input tax credit of GST charged by contractor is denied by tax authorities to NFL for any reason whatsoever, then NFL shall be entitled to recover such amount from the contractor by way of adjustment from the next invoice/security deposit. NFL shall also be entitled to recover interest and penalty, in case it is imposed by the tax authorities on NFL.

1.36 ENTRY GATE PASSES:

The contractor would make necessary arrangements for getting the entry of his personnel inside plant area as per procedure laid down by NFL/CISF from time to time.

1.37 SAFETY PRECAUTIONS:

The contractor shall take all the safety precautions laid down by NFL for working inside the plant area.

1.38 INITIAL SECURITY DEPOSIT: The Security Deposit together with EMD/Initial Security Deposit shall be 10% of the contract / Works order value. In case of AMC/ARC, Initial Security Deposit (ISD) shall be 2.5% of the Contract / Work Order Value, which is required to be deposited within 10 days of the issue of the letter of intent by the successful tenderer. EMD can be adjusted against SD. The balance amount shall be recovered @ 7.5% from each running bill and the final bill as to make the total security deposit at 10% of the Contract / Work Order Value. In case work is split between two or more parties, SD shall be submitted based on the value of split order. No interest shall be paid on security deposit. Any amount recoverable from the contractor shall be deducted from security deposit. Security deposit shall be returned to contractor after obtaining ‘No objection certification’ from executive department after expiry of ‘Defect Liability Period’.

1.39 ELEASE OF SECURITY DEPOSIT:

The security deposit shall be held for a period of six months by NFL as security for the due performance of the contractor obligation under the contract or on account of non-issue of annual fitness certificate by Northern Railway in respect of proper maintenance of Railway tracks pertaining to NFL Private Siding whichever is later.

1.40 DURATION OF CONTRACT:

The duration of the contract shall be a period of one year from the date of award of contract which may be further extended up to three months at the discretion of NFL.

1.41 ON ACCOUNT PAYMENT:

The monthly running payments released to the contractor shall be considered to be an advance payments and not as payment towards actual work done. All the running payments would be settled along with the final bill. Monthly running payment will be released within 30 days of submission of bill for the month.

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1.42 AGREEMENT:

The contractor’s responsibility under this contract will commence from date of issue of the Letter of Intent. The Tender Documents, other documents exchanged between the Tenderer and NFL, the letter of acceptance and work order shall constitute to the contract. The successful Tenderer shall be required to execute an agreement on a non-judicial stamp paper of prescribed value with NFL within 10 days (Ten days) of receipt by him of the Letter of Intent. The agreement to be executed will be in Agreement Form specified by NFL. The cost of the Stamp Papers will be borne by the contractor.

1.43 VALIDITY OF RATES:

The rates will remain firm during the contract period including extended period irrespective of any variation in the prevalent rates of taxes, duties, levies, octroi etc. and fresh imposition of any of these by State/Central/Statutory bodies. In the event of NFL being assessed for any of the said taxes, NFL shall have the right to recover the total cost amount so assessed from the contractor’s bill. However, in case of escalation on account of hike in minimum wages by Appropriate Authority; increase and the escalation on account of increase in the minimum wages shall be compensated to contractor as per formula indicated below.

Billed amount x 0.80 (Escalated Minimum wages of Unskilled Worker–Minimum Wages of Unskilled

Worker as on TOD) /Minimum wages of Unskilled worker as on TOD

TOD : Tender Opening Date (Techno Commercial Bid)

The Contractor shall ensure payment of minimum rates of wages to his contract workers as fixed and revised from time to time by the Appropriate Authority i.e. Central Government/State Government as applicable from time to time under the Minimum Wages Act, 1948. At present the Appropriate Authority for NFL is Central Government and as such the minimum wages notified by the Central Govt. under the Minimum Wages Act, 1948, from time to time are applicable and payable by contractor to the contract labour engaged or supplied by them during the execution of the contract.

1.44 PENALTY CLAUSES: a) Contractor is suppose to carry out the track maintenance work @ 1.408 KM Per Month i.e. Through Packing/Over Hauling/ Replacement of Rails/Sleepers and all other necessary fittings/fastening as per norms. If there is any failure on the part of the contractor to carry out any activity relating to maintenance work, he will be penalized double of the normal amount involved for the left over job of Track Maintenance, during the total contract period. b) Rerailment: In case of any derailment the contractor has to rerail the wagon within five hours which will be calculated from the time of intimation given to him in writing or verbal. In case of any delay the penalty shall be Rs.200/- per hour or part thereof till the clearance of the derailment. In the event of being found that the performance is not up to the mark or is unsatisfactory, NFL shall get the job done through any other agency at the risk and cost of the contractor. c) Grass Cutting etc.: The job shall have to be got executed within 7days from intimation in writing. In case of non-execution of job within specified period, penalty @ 1% per

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week or part thereof subject to a maximum of 10% shall be leviable. Thereafter job will be got executed at the risk and cost of the contractor. d) In case contractor does not submit quarterly report from railway PWI, payment of 10% of the bill will be with held. e) Penalty as per clause no-2.24 of Technical Specification shall also be applicable. “The contractor shall depute his Permanent Way Inspector/ Assistant Permanent Way Inspector (Ex-Rail Official not below the rank of APWI) for inspecting the entire yard including tracks, crossover, points and other fittings once in a week, failing which, penalty of Rs.3, 000/-(Rs. Three Thousand Only) per trip shall be recovered from the contractor. Any defect or unusual happening if noticed shall immediately be brought to the notice of Officer-in-Charge or his representative in the shifts. In case of infringement he shall block the line immediately to avoid any mishappening. The Contractor will employ Ex PWI/APWI to supervise yard maintenance work to the satisfaction of Incharge Transportation” f)Contractor is required to provide the assistance by deploying the required manpower to handle inward/outward rakes. In case, the contractor fails to provide the required assistance and deployment of manpower for shunting operation, penalty will be recovered from his dues at the rate of demurrage charged by the railway authorities as applicable from time to time.

1.45 INCOME TAX & OTHER LEVIES: i. Income Tax shall be deducted from the gross amount of bills of contractor as

per provision of Income Tax Act. ii VAT/Sales-tax on works at the rates applicable from time to time will be

deducted on gross value of the bill as per Punjab Sales Tax Act. iii. SERVICE TAX: Service Tax, if applicable shall be claimed in the bill (which

shall be paid extra by NFL against documentary proof) and compliance of the same must be ensured by the contractor including registration.

1.46 TERMINATION:

If the contractor fails to execute the contract as per terms & conditions of work order or his performance is not found satisfactory, NFL reserves the right to terminate the contract and got the job done from another agency at the risk & cost of the contractor + 25% departmental charges.

1.47 ARBITRATION CLAUSE: “Except where otherwise provided in the contract all matters, question, disputes or differences whatsoever, which shall at any time arise between the parties hereto, touching the construction, meaning, operation or effect of the contract, or out of the matters relating to the contract or breach thereof, or the respective rights or liabilities of the parties, whether during or after completion of works or whether before or after termination shall after written notice by either party to the contract be referred to d e s i g n a t e d U n i t H e a d National Fertilizers Limited for appointment of Arbitrator. The Arbitration proceeding shall be governed by the Arbitration & Conciliation Act, 1996.The Arbitration &Conciliation (Amendment Act 2015) or any further statutory modification or re-enactment thereof and the rules made there under. If the arbitrator to whom matter is referred vacates his/her office by any reason whatsoever then the next arbitrator so appointed by the authority referred above may start the proceedings from where his predecessor left or at any such stage he may deem fit.

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It is agreed by and between the parties that in case a reference is made to the Arbitrator or the Arbitral Tribunal for the purpose of resolving the disputes/differences arising out of the contract by and between the parties hereto the Arbitrator or the Arbitral Tribunal shall not award interest on the awarded amount more then the rate SBI PLR/Base Rate applicable to NFL on the date of award of contract.

1.48 FORCE MAJEURE: The terms and conditions agreed upon under the contract shall be subject to Force Majeure. Neither the Contractor nor NFL shall be considered in default in the performance of their obligations contained therein if such performance is prevented or delayed or restricted or interfered with by reasons of war, hostilities, revolution, civil commotion, strike, epidemic, accident, fire, flood, earthquake, regulation or ordinance or requirement of any Government or any sub-division thereof or authority or representative of any such Govt. and/or due to technical snag/reasons or any other act whatsoever, whether similar or dissimilar to those enumerated, beyond the reasonable control of the parties hereto or because of any act of GOD. The party so affected, upon giving prompt notice to the other party shall be excused from such performance to the extent of such prevention delay, restriction or interference for the period it persists provided that the party so affected shall use its best efforts to avoid or remove such cause of non performance if possible, and shall continue performance hereunder with the utmost dispatch whenever such causes are removed. Should one or both parties be prevented from fulfilling their contractual obligation by a State of Force Majeure lasting continuously for a period of three months the two parties shall meet and decide about the future course of action for implementation of the contract.

1.49 Accommodation: To ensure availability of the contractor’s staff to meet the exigencies of the Plant, the contractor will be allotted one A type quarter (2 room set) on nominal rent, which is at present Rs. 205/- per month + water charges + electricity charges. However, electricity charges will be as per domestic electricity rate in accordance with PSEB tariff applicable. After completion of the contract, the contractor will be allowed to retain the accommodation for 15 days to complete the contractual obligations and to vacate and handover the possession of the quarter. In case, the quarter is not vacated and handed over within the allowed period, market rent will be charged. The Security Deposit and final bill will be released only after vacation of the quarter. In case, the contractor wants more than one A type quarter in the township, the same will be allotted, subject to availability, on fair rental value as applicable from time to time + electricity charges on NFL rates.

1.50 Forfeiture of EMD in case where a tenderer fails to commence the work awarded to him the EMD will be forfeited.

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PREAMBLES TO SCHEDULE OF QUANTITIES 1.0 The schedule of quantities forms an integral part of contract.

2.0 The prices shall include all costs for the complete performance of work described in

respective item and scope of work. 3.0 The quantities indicated in each of the items of schedule of quantity are tentative shall be

made as per the joint measurement made at site. 4.0 The contractor shall quote the rate for each of the item in the schedule of quantities.

5.0 Contractor shall make his own arrangement for the temporary lighting required for re-

railment of wagons. 6.0 Nothing extra would be payable for attending re-railment during night time.

7.0 The requirement of crane, equipment, vehicle or any other item for attending major

derailments may be considered by NFL and the hire charges would be recoverable from the contractor as per NFL rules.

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ANNEXURE-I NATIONAL FERTILIZERS LIMITED: BATHINDA UNIT

(TRANSPORTATION DEPARTMENT) Schedule of Rate for Rly Track NFL SDG for the year 2017-18

Sl N

Description Unit Quantity Rate Amount

Figures Words 1. Annual Maintenance of

16.895 KM Railway Track (including 35 sets of points & crossings) of NFL SDG in accordance with Scope of Work, Annual program of Regular Track Maintenance as described in Technical Specifications (Page:3-9 of NIT) as per Indian Railway Permanent Way Manual. (Monthly running payments would be allowed on pro-rata basis.)

KM/ Per Annum

16.895

2. Re-railment of derailed wagons of following categories: a) Eight Wheeler Empty b) Eight Wheeler Loaded

No.

a) 15 b) 15

3. Clearing / uprooting of jungle / Wild grass / rank vegetation in the entire Railway Track Area and removal of rubbish including its transportation to safe place outside the factory premises.

100M2 2,000

4. Supply of labour per man-day of 8 working hours for marking sick/fit of empty wagons to be placed for Urea loading and loaded wagons to be placed for unloading of coal. Taking wagon numbers of inward/out going Rakes with type of wagon & CC as well as empty Coal Wagons, releasing of brakes of inward/outward rakes besides any other type of work assigned by the Section Incharge or any person working on his behalf of Transport Department. Contractor shall make good any damage done by him to any adjoining property during execution of work, at his cost.

Man- days

1100

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5. Supply of shunt man on per man-day of 8 working hrs basis for providing assistance in any type of Shunting Operation including placing of wagons for loading of Urea and unloading of Coal at required places including tippling etc. and formation of Rakes after loading of Urea and unloading of Coal wagons and arranging the release of air pressure of all inward rakes, removing of hose pipes before placement of wagons, checking of washers, chamber pipes, connecting the hose pipes of all the wagons while forming empty/loaded rakes, filling of water, engine oil, gear oil, transmission oil, behar fan oil in the Locomotives, cleaning/washing of Locos and any work assigned by the Section In charge or any person working on his behalf of the transport department. The trained person should have the knowledge of Railway’s Safety rules and yard shunting operation rules.

Man- days

1200

Total:

Note: 1. The rates must be quoted both in figures and words.

Signature of Tenderer Name & Address of firm with stamp

Telephone No.

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ANNEXURE-II CM (Mtls) NFL Bathinda.

UNDERTAKING

Sub: Tender No. NFB/TFC/01/2017-18 for Maintenance of Rly Track of NFL SDG BTI

With reference to above we hereby confirm that:

1. This is to certify that none of the NFL employees is related to us. In case any relative is working in NFL, details may be furnished separately.

2. That none of our sister concern is participating in this pre-qualification.

3. We hereby undertake to open branch office at Bathinda after award of Contract.

4. It is confirmed that we have not been delisted / black listed in any Public Sector

Undertaking/Govt. Department in the last five years.

5. . Dated: Signature of Tenderer:

Name & Address of the Tenderer

Phone No.

Mobile No.

Fax No.

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ANNEXURE-III ---------------------

ANNUAL PROGRAMME FOR REGULAR TRACK MAINTENANCE -----------------------------------------------------------------------------------------

PERIOD WORK -------------------------------------------------------------------------------------------------------------------------

I Post monsoon attention For about 6 months after end of monsoon.

Systematic through packing from one end of the gang length To the other. Normally 4 to 5 days per week should be allotted through packing and the remaining days for picking up slacks, Attention to bridge approaches level crossings and points And crossings. Work such as screening of ballast section, lubrication of rail Joints and re-aligning of curves should be done during this Period. As many through-packing as possible should be carried out.

---------------------------------------------------------------------------------------------------------------------------------

II Pre-monsoon attention for about 2 months prior to break of monsoon in areas with rainfall

Normally 4 days in a week should be devoted to through packing and the remaining days to clearing of side and catch water drains, earth work repairs to cess and picking up slacks.

-------------------------------------------------------------------------------------------------------------------------------- III Attention during

monsoon:- For about 4

months.

Attention to track as required. This will primarily include picking up slacks and attention to Side and catch water drains and water-ways. During abnormally heavy rain, patrolling of the line by gangs Should be carried out in addition to regular monsoon patrolling.

Note:- Scattered or casual renewals, creep adjustment and earth work repairs should be done as necessary.

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