Final-Draft Spec of AC-AC System For HHP Locos

(For official use only)
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GOVERNMENT OF INDIA
MINISTRY OF RAILWAYS
TECHNICAL SPECIFICATION FOR AC-AC TRACTION

CONTROL SYSTEM FOR 4500HP HHP DIESEL-ELECTRIC
LOCOMOTIVES
SPECIFICATION NO. MP. 0. 2400.43 (REV.- 06)-FINAL DRAFT

July, 2015
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RESEARCH DESIGNS & STANDARDS ORGANISATION
MANAK NAGAR, LUCKNOW - 226011.
Document No: MP. 0. 2400.43 Revision No: 6-d1 Date Issued: xx/xx/2015
Specification Title: AC-AC Traction Control System for 4500HP HHP Diesel-Electric Locomotives
S. Amendment Revision Details

No. Date
1. 1March, 2007 0 First Issue
2. Sep, 2008 1 Second Issue
3. July 2009 2 Third Issue
4. Feb, 2011 3 Fourth Issue
5. Nov 2011 4 Fifth Issue
6. May, 2013 5 Sixth Issue
7. July, 2015 6 i. Spec. No. MP. 0. 2400.67, Rev 3 , Mar 2013 for Dual
Cab AC-AC Traction Control System of 4500 HP Loco
merged.
ii. Correction slip 1 &2 incorporated in the Spec.
iii. REMMLOT has been made mandatory with AC-AC
Traction Control System.
iv. VCD logic has been standardized.
v. APU has been made under the Scope of supply of AC-
AC Traction Control System
vi. DPCS is made mandatory with AC-AC Traction Control
System for Goods Locomotive.
vii. Fuel level sensor and its interfacing is made part of AC-
AC Traction Control System.
viii. Interfacing requirement with CCB 2.0 incorporated.
ix. Rollback feature added.
x. In AMC clauses, LCC & TCC have been replaced by
AC-AC Traction Control System and other items added
apart from LCC &TCC.
xi. Other Miscellaneous changes.
Printed
INDIAN RAILWAYS, RESEARCH DESIGNS & STANDARDS ORGANIZATION
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Contents
1.0 TECHNICAL SPECIFICATION FOR AC-AC TRACTION CONTROL SYSTEM FOR
4500HP HHP DIESEL-ELECTRIC LOCOMOTIVES ........................................................... 5
1.1 INTRODUCTION .......................................................................................................... 5
1.2 OBJECTIVES OF THE SPECIFICATION...................................................................... 5
1.3 CREDENTIALS ............................................................................................................. 7
2.0 DESCRIPTION OF THE EXISTING SYSTEM............................................................... 8
3.0 GOVERNING SPECIFICATIONS.................................................................................. 9
4.0 DEFINITIONS ............................................................................................................... 9
5.0 SCOPE OF SUPPLY ...................................................................................................10
6.0 ENVIRONMENTAL CONDITIONS ...............................................................................13
7.0 MAIN FEATURES OF THE PROPOSED SYSTEM......................................................15
7.1 DUAL CAB FEATURE: ................................................................................................15
7.1.1 Changed Assemblies of Dual Cab .............................................................................16
7.2 LOCOMOTIVE CONTROL COMPUTER ......................................................................21
7.2.1 LCC HARDWARE REQUIREMENTS ........................................................................21
7.2.2 LCC FUNCTIONAL REQUIREMENTS ......................................................................24
7.2.3 INTEGRATION OF SUBASSEMBLIES .....................................................................27
7.2.4 USER SETTABLE PARAMETERS ...........................................................................27
7.2.5 REMOTE MONITORING OF LOCOMOTIVE ...........................................................29
7.2.6 Automatic Control of Engine Stop with Auxiliary Power Unit ......................................29
7.2.7 CONTROL OF DISTRIBUTED POWER CONSIST ...................................................30
7.3 OPTIONAL FEATURES ...............................................................................................30
7.3.1 AUTO CREEP CONTROL ........................................................................................30
7.3.2 OPERATION AS HOTEL LOAD INVERTER ............................................................31
7.3.3 End of Train Telemetry (EOTT) Equipment ...............................................................34
7.4 TRACTION INVERTER ...............................................................................................35
7.4.14 COOLING SYSTEM ...............................................................................................38
7.4.15 GENERAL POINTS OF GUIDANCE FOR TRACTION INVERTER DESIGN...........39
7.5 AEB and Blended Brake Operation .............................................................................41
7.6 EVENT RECORDER AND VIGILANCE CONTROL .....................................................42
7.6.1 EVENT RECORDER .................................................................................................42
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7.6.2 MULTI RE-SETTING TYPE VIGILANCE CONTROL ...............................................42

7.7 ECC PANELS .............................................................................................................43
8.0 PERFORMANCE REQUIREMENTS ............................................................................44
8.1 TRACTION INVERTER ................................................................................................44
8.2 TRACTIVE EFFORT/ BRAKING EFFORT CHARACTERISTICS .................................45
8.3 ADHESION REQUIREMENTS .....................................................................................47
8.4 EMI REQUIREMENTS .................................................................................................47
8.5 OTHER REQUIREMENTS ...........................................................................................48
9.0 DETAILS OF TRACTION MOTOR ...............................................................................48
10.0 DOCUMENTATION ...................................................................................................49
11.0 TESTING & INSPECTION .........................................................................................50
12.0 WARRANTY ..............................................................................................................53
13.0 FAILURES DURING WARRANTY PERIOD AND UNDER MAINTENANCE
CONTRACT .......................................................................................................................53
14.0 MARKING AND PACKING .........................................................................................53
15.0 LIFE CYCLE MANAGEMENT ...................................................................................53
15.1 EXPECTED LIFE .......................................................................................................53
15.2 SUPPORT DURING LIFETIME ..................................................................................54
15.3 END OF EQUIPMENT LIFE MANAGEMENT .............................................................54
16.0 INFRINGEMENT OF PATENT RIGHTS .....................................................................54
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1.0 TECHNICAL SPECIFICATION FOR AC-AC TRACTION CONTROL SYSTEM FOR

4500HP HHP DIESEL-ELECTRIC LOCOMOTIVES
This specification deals with technical and functional requirements, test standards,
scope of supply for AC-AC Traction Control System required for vendor approval.
1.1 INTRODUCTION
1.1.1 Indian Railways had introduced 4000 HP Diesel-electric locomotives GT46MAC

(heavy haul freight version renamed as WDG4) and GT46PAC (high speed passenger
version renamed as WDP4) equipped with 3-phase AC-AC transmission system
employing propulsion based on GTO technology under TOT agreement with M/s
General Motors, USA, in 1995. With the successful development of IGBT based
traction control converter and testing of existing engine to deliver 4500 hp power, it was
decided to manufacture High Horse Power (HHP) locomotives with 4500 GHP.
Indigenous manufacture of these locomotives was planned by Indian Railways and
production already started since 2007.
1.1.2 In these systems, overall loco operation is controlled by Locomotive Control

Computer (LCC), which is tightly integrated with microprocessor based traction control
and braking systems. Loco control computer also controls excitation of main Generator,
display parameters etc.
1.1.3 These locomotives employ traction control computers which control the IGBT
based traction inverters. Each traction inverter provides power for traction motor(s).
The traction inverters along with their blowers are housed in Traction Control Cabinet
(TCC).
1.1.4 This specification governs requirements for supply of AC-AC Traction Control
System consisting of loco control computer system (hardware & software), IGBT based
traction inverters cum hotel load inverter system, ECC panels and allied equipment to
be used on 4500hp HHP locomotives.
1.2 OBJECTIVES OF THE SPECIFICATION
It is proposed to develop an AC-AC traction control system and electrics for 4500 HP
HHP locomotives with following broad objectives:
1.2.1 To take care of increased horsepower requirements up to 4500 hp. The

equipment supplied shall be deemed to have met the 4500 GHP by ascertaining the
alternator output which shall not be less than:
(a) 2915 KW (minimum) in site conditions with both radiator fans at full speed and
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compressor loaded condition
(b) 2975 KW (minimum) in site conditions with both radiator fans at half speed and
compressor unloaded
Note: Some of the auxiliaries are specific to the equipment to be offered and therefore
the auxiliary load may vary to some extent from the present load. There may be some
situations where the engine gross power shall go above 4500 hp; in such a situation a
clamping protocol shall be provided by the locomotive microprocessor such that the
power never exceeds 4525 hp for more than 3 minutes and clamping of excitation is
done in such a situation. This shall be achieved through an excitation software and not
LCP. Exact details of the clamping software proposed by the manufacturer can be
decided mutually at design approval stage.
1.2.2 To take care of increased tractive effort requirements on different notches.
1.2.3 To develop a flexible, user configurable, traction inverter system preferably with
six independent traction inverters common for both freight and passenger locos.
Complete details of user programmable parameters are listed at clause no. 7.2.4.
1.2.4 Hardware including traction inverters, loco control computer and ECC panels shall
be common for both freight and passenger locos and only the software configuration
shall be different for the two applications, these equipment shall be fully
interchangeable. The microprocessor based loco control system (hardware & software)
shall completely integrate with the proposed IGBT based traction invertors, existing
power pack, traction alternator, traction motors, auxiliaries and braking system.
1.2.5 To provide for Hotel Load capability, option to be offered if the tender calls for a
quote for the hotel load equipment.
1.2.6 To accommodate Distributed Power Control System (DPCS), option to be offered

if the tender calls for a quote for the same.
1.2.7 To provide blended brake feature on both freight and passenger locos. Tractive
effort limiting feature to limit the tractive effort whenever required shall be provided in
both the locomotives. This shall be a user settable parameter.
1.2.8 It is proposed to provide a flexible and user configurable traction inverter system
either with six independent traction inverters or with twin inverters, user configurable
hotel load provision, and other features proposed in this specification. An exhaustive
range of User Settable Parameters shall be provided in LCC as well as TCCs for
flexibility and ease of future upgrades in the control system/traction equipment. State of
the art technologies like optical fibre communication, Automatic Engine Start-Stop
(AESS), Auxiliary Power Unit (APU) etc. shall be provided.
1.2.9 The LCC along with associated electrics shall completely integrate with existing
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power pack, traction alternator, traction motors, auxiliaries and braking system.
1.3 CREDENTIALS
1.3.1 This specification governs requirements for successful manufacture, testing and
supply of IGBT based traction inverter system and microprocessor based loco control
computer system (hardware & software) with allied equipment to be used on 4500hp
HHP locomotives.
1.3.2 Performance of 3-phase microprocessor controlled locomotives largely depends

upon design of traction inverter and loco control system. Therefore, it may be noted that
irrespective of whatever has been stated in this specification, complete integration
(electrical, mechanical as well as software controls) of the offered traction inverters, loco
controls and optional systems with the other existing equipment of the HHP loco, such
as alternator, motors, computer controlled brake system etc. shall be sole responsibility
of the AC-AC Traction Control System Manufacturer. AC-AC Traction Control System
Manufacturer shall also be fully responsible for proper mounting, installation and
commissioning of all the offered equipment as well as satisfactory performance of the
locomotive in the field.
1.3.3 Since this specification calls for major design changes in the existing locomotive in
hardware as well as software, AC-AC Traction Control System Manufacturer are
expected to sufficiently familiarize themselves with the functioning of existing loco
controls, traction inverter controls and their integration with other allied equipment on
HHP locomotives in order to get clear understanding of requirements for optimum
design of the complete system.
1.3.4 AC-AC Traction Control System Manufacturer who have sufficient experience in
manufacture and integration of IGBT based traction control system for 4000/4500HP 3-
phase AC-AC diesel electric locomotives shall be considered. The firm shall have prior
experience of supplying IGBT based traction system for 4000HP and above Diesel
Electric Locomotives.
1.3.5 AC-AC Traction Control System Manufacturer shall submit the evidence of
successful track record of manufacture & integration of IGBT based traction invertors.
The AC-AC Traction Control System manufacturer shall also submit a detailed
indigenization plan with the offer.
1.3.6 It may be noted that complete details regarding functioning of loco controls,
traction inverter controls and their interaction / communication protocol are not available
with RDSO/DLW and therefore only limited information, to the extent available with
RDSO/DLW, can be shared with the AC-AC Traction Control System manufacturer. It
may also be noted that such information, at any detailed level including communication
protocol between loco controls and traction inverter controls, is not a part of agreement
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between existing suppliers of AC-AC system and Indian Railways and therefore is not
available with RDSO/DLW.
1.3.7 Any proprietary information of HHP loco technology between existing suppliers of
AC-AC system and Indian Railways cannot be passed on to / shared with their
international competitors. Therefore, in order to design a technically optimum alternative
to existing inverter and loco control systems fully compatible with each other, AC-AC
Traction Control System Manufacturer are required to have sufficient expertise and
experience in the design of traction control systems.
1.3.8 Change in performance and functionality, if any with the proposed system, shall
be brought out clearly in the offer. However, complete system shall be designed to
improve the performance and functionality.
2.0 DESCRIPTION OF THE EXISTING SYSTEM
2.1 In the existing HHP locomotives, loco control computer controls overall locomotive
operation. Traction converters are controlled by traction control computer & braking
system is controlled by CCB with interface from loco control computer. The traction
control computers also provide failure detection and protection for inverters and also
provide loco control computer with fault information to be displayed and archived in the
memory for further analysis.
2.2 The traction control computer receives data from loco control computer via serial
link. The bi-directional bus carries data such as how much power for traction the inverter
shall develop as well as other information to control activation of devices like blowers
and heaters. In addition to the data via this serial link, traction control computers
continuously provide feedback information to monitor various parameters such as status
of relays and temperature of various components, voltages and currents. Based on this
feedback data and information received via serial link, the programs stored in the
traction control computers work, to drive the inverter as well as to protect it in the event
of faulty operating conditions.
2.3 Diesel engine drives the traction alternator. Three phase output of the traction
alternator type TA17-CA6 (or equivalent) is rectified and fed to traction inverters through
DC link. Each inverter supplies three phase controlled output to traction motor(s)
mounted on a bogie. Traction inverters are voltage source PWM type employing IGBT
as basic switching device. Traction control computers are used to directly control the
firing of IGBT and thereby controlling the voltage and frequency output from inverter(s)
as per the traction requirement indicated by locomotive computer control system.
2.4 General arrangement diagrams showing side and top views of the WDG4D and
WDP4D locomotives are attached at annexure-A(D) and annexure-B(D) respectively.
Layout diagrams showing L/H side internal and top views of the existing WDP4B/WDG4
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locomotives are attached at annexure-A(S) and annexure-B(S) respectively.
2.5 The existing locomotives are equipped with KNORR/NYAB’s CCB 2.0 (Computer
Controlled Brake) system to RDSO Specification no. MP.0.01.00.24. Earlier locos were
equipped with CCB 1.5 system to RDSO Specification no. MP.0.01.00.20. The CCB 1.5
and CCB 2.0 shall be as per RDSO Specification no. MP.0.01.00.20 (latest version) and
MP.0.01.00.24 (latest version) respectively.
2.6 The complete electrics of the locomotive is housed in three different cabinets named
as ECC#1, ECC#2 & ECC#3. The ECC#1, ECC#2 & ECC#3 shall be as per relevant
DLW/RDSO specification. In dual cab locomotive, one additional cabinet ECC#4 is
provided in cab#2. The various switches, contactors, circuit breakers, indicators,
transducers and sensors presently being used are categorized in the following three
categories:
a. Items only from OEM.

b. Items from authorised Indian sources of OEM.
c. Items from indigenous sources.
3.0 GOVERNING SPECIFICATIONS
This specification is based on the following references :
1. IEC-61287 : Electronic Power Converter mounted on board rolling stock.

2.IEC-60571 : Specific rules concerning the electronic control part of converters.
3. IEC - 34.1 : Auxiliary Electrical machines. (CENELEC) (Part 3-2, Rolling
Stock – Apparatus)
4. EN : 50121-2: Railway Applications – Electromagnetic Compatibility
(CENELEC) (Part 2, Emission of the whole railway system to the
outside world)
5. IEC-61375-1 :Electric Railway Equipment - Train bus – Part 1 : Train
Communication Network
4.0 DEFINITIONS
4.0.1 ‘RDSO’ means Research Designs and Standards Organization, Ministry of

Railways, Manak Nagar, Lucknow-226 011.
4.0.2 ‘DLW’ means Diesel Locomotive Works, Varanasi-221 004.
4.0.3 ‘BG’ means 1676 mm gauge, referred to as Broad Gauge.
4.0.4 ‘IEC’ means International Electro-technical Commission.
4.0.5 ‘IS’ means Indian Standard.
4.0.6 ‘AAR’ means Association of American Rail-roads.
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4.0.7 ‘UIC’ means Union International Des Chemins defer (International Union of
Railways)
4.0.8 ‘IRS’ means Indian Railway Standard.
4.0.9 ‘IR’ means Indian Railways.
4.0.10 Throughout this specification the words:
.1 Horse Power (HP) shall be taken as metric horse Power, i.e. 75 kg metre/sec.
.2 Tonnes (T) shall be taken as metric ton i.e. 1000 kg.
5.0 SCOPE OF SUPPLY
Following equipments are within the scope of supply of the AC-AC Traction Control
System Manufacturer. It is being attempted to have a common platform on the
locomotive for fitment of various makes of equipments. In case any particular make
requires fitment of equipment over and above the scope defined in this specification, the
same shall be supplied by the AC-AC Traction Control System Manufacturer (including
cables, pipes, ducting etc) and the cost shall be borne by the AC-AC Traction Control
System Manufacturer and not DLW.
5.1 Electrical Control Cabinet ECC#1 consisting of Locomotive Control Computer (LCC)
system (hardware and software) along with all control, protection and indication
equipment like sensors, relays, breakers, indicators etc., along with other sub-systems
required for proper functioning of the locomotive. The location of the DC link terminals at
ECC#1 shall be as per the sketch placed at annexure - N. Functional equivalents of all
the existing components in this cabinet are within the scope of supply. The LCC may be
located at an alternate location also. In this case, the AC-AC Traction Control System
Manufacturer shall have to supply any uncommon item arising out of this alternate
location. All communication cables between LCC and TCC / ECC#1 are in the scope of
supply of AC-AC Traction Control System Manufacturer.
Electrical Control Cabinets ECC#2 and ECC#3 consisting of all the additional protection
and indication equipment, sensors, relays etc., along with other sub-systems are
required for proper functioning of the locomotive. Functional equivalents of all the
existing components in these two cabinets are within the scope of supply. The system
shall be designed in such a way so as to eliminate the requirement of copper reactor
that has been fitted in the ECC#2 of these locomotives up till now. In case the AC-AC
Traction Control System Manufacturer is not meeting this requirement, then all related
equipments including the extra cables required shall be in the scope of supply of AC-AC
Traction Control System Manufacturer and not in the scope of DLW. Cost implications
of such equipment shall be borne by the AC-AC Traction Control System Manufacturer.
ECC#1, ECC#2, ECC#3 shall be as per relevant DLW/RDSO specifications. DLW

specification nos. are as follows:
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(i) ECC#1 as per DLW specification no WDG4/EL/PS/17(Latest version).

(ii) ECC#2 as per DLW specification no WDG4/EL/PS/20(Latest version).
(iii) ECC# 3 as per DLW specification no WDG4/EL/PS/21(Latest version).
5.2 Two traction control cabinets TCC#1 and TCC#2 (or TCC#1 and TCC#2 housed
together in one cabinet); each TCC shall house IGBT based inverters for traction motor
control. The traction control computer(s) can be housed in this cabinet or can be
separately located in ECC1. The inverter configuration can be either for single motor
control or for bogie control. In this case, the AC-AC Traction Control System
Manufacturer shall have to supply any uncommon item arising out of this alternate
location. In case of motor control, each motor shall be controlled by separate inverter
and there will be a total of 6 inverters. In case of bogie control 3 traction motors of a
bogie will be controlled by a single inverter and there shall be a total of 2 inverters. The
location of the DC link terminals and traction motor terminals shall be as per the sketch
placed at Annexure - N. Separate cables for each traction motor shall be used from
TCC to traction motors. All cooling requirements of the TCC shall be met by inbuilt
blower within the envelope of TCC, any additional cooling requirement (including
blower, motor and ducting) shall be in the scope of supply of AC-AC Traction Control
System manufacturer and not in the scope of DLW. Cost implication for such
equipments shall be borne by the AC-AC Traction Control System Manufacturer.
5.3 A TFT LCD display for driver’s cab called DIALS (Digital Into Analogue LCD - based
System) shall be provided as per RDSO specification no. MP.0.0400.10 (Latest
version). For dual cab loco, two DIALS shall be located on the operators control console
and one DIALS unit on the assistant’s desk (total of 3 display units per cab, 6 per
locomotive). For single cab locos, DIALS is optional item and shall be provided when
specifically asked by the purchaser. Two DIALS shall be located on the operators
control console and two DIALS unit on the assistant’s desk (total of 4 display units per
locomotive).
5.4 Remote Monitoring Of Locomotive: Remote Monitoring and Management of

Locomotives and Trains (REMMLOT) system shall be offered by the AC-AC Traction
Control System Manufacturer. Complete control system offered shall be compatible with
this Remote Monitoring and Management of Locomotives and Trains system as per
RDSO Specification no. MP.0.04.02.04 (Latest version).
5.5 Distributed Power Consist System (DPCS): In all goods variants of HHP locos, AC-
AC Traction Control system shall be fitted and interfaced with DPCS as per the RDSO
specification no. MP.0.0400.02 (Rev.03/Latest) and DPCS shall be procured by the AC-
AC traction control system supplier from the RDSO approved sources only.
5.6 Supply of APU and interfacing with AC-AC System is under the scope of AC-AC
traction control system manufacturer as detailed in clause no. 7.2.6. This shall be as per
RDSO Specification No. MP.0.2400.64 (latest version) for Auxiliary Power Unit for HHP
loco.
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5.7 Crow bar Resistor and Damper Resistor: Crow bar Resistor and Damper resistor or
any other protection device required for proper functioning of IGBT TCC as per DLW
specification No. WDG4/EL/PS/28 (Latest version) mentioned at annexure - L.
5.8 Speed & Temperature Sensors shall be supplied along with TCC as a set i.e. 6
sensors for each AC-AC Traction Control System. The sensors shall be compatible with
the traction motors being used on the locomotive. The details of the traction motor are
furnished in para 9.0 of the specification. AC-AC Traction Control System Manufacturer
shall also supply mounting hardware and clamping arrangement for TM speed and
temperature sensors. To provide controlled creep and adhesion control system, it is
recommended to use RADAR based technology along with traction motor speed
sensors. If any other method is employed, the same shall be approved by RDSO.
5.9 AC-AC Traction Control system manufacturer shall interface Fuel Level Sensor as
per RDSO Specification No. MP.0.2400.63 (latest version). The fuel level sensor as per
RDSO spec shall be procured separately and installed in Loco. AC-AC manufacturer
will interface and provide the display of fuel level whenever the fuel level sensor
installed in loco accordingly. Microprocessor interface shall be examined during
functional testing.
5.10 Additional algorithms shall be added in the LCC software for Auto Flasher
Operation based on the Air Flow sensor as per applicable CCB Specification no.
MP.0.01.00.24 (latest version) subject to availability of air flow sensor signal from CCB
to LCC. This shall be tested during functional testing.
5.11 Industrial type electronic notebook complete with communication data analysis
software and configuration software for giving to the nominated shed. Notebook shall be
industrial type (Panasonic tough book CF-53 or equivalent) so that it is sufficiently
robust for handling on the locomotive and maintenance shed. The quantity of notebook
shall be calculated as 0.05 per set of AC-AC Traction Control system supplied.
5.12 Three years AMC of IGBT based AC-AC Traction control system (beyond warranty
period), as per terms and conditions placed at annexure - M. The firm shall quote its
offer for AMC as per tender SOR/Spec.
5.13 Documentation & Information required: covered under clause 10.
5.14 In the present design, single cab locomotive is having 3 Electrical Control cabinets
i.e., ECC#1, ECC#2 and ECC#3. While ECC#1 is installed in the drivers cab, the
ECC#2 is under slung from the locomotive under frame and ECC#3 is located near
radiator compartment. It is preferable that the manufacturers shall eliminate the ECC#2
from their design while quoting against this specification and suggest alternative
locations for the equipment currently contained in ECC#2.
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5.15 In dual cab locomotive, one additional cabinet ECC#4 is provided in cab#2 which
shall have a miniature electronic control panel. More details are given in clause no.
7.1.1.2.
5.16: Cable harnesses between TCC and ECC#1 shall be as per DLW specification no
WDG4/EL/PS/25 (Latest version) mentioned at annexure-P.
5.17 In dual cab locomotive, control cable harness from ECC#4 to ECC#1 or any other
location as required by system manufacturer shall be in the scope of supply of AC-AC
Traction Control System Manufacturer. The communication cable between two brake
controllers shall be in the scope of CCB supplier.
5.18 To make ease of stocking, control of inventory and ease of withdrawal from store
for production, a comprehensive packing list for items covered under scope of supply for
AC-AC traction system for dual cab and single cab locos should be provided and it
should be in the format as shown in annexure-Q.
5.15 OPTIONAL FEATURES:
Following are the optional features in the scope of supply:
5.15.1 Auto Creep Control

5.15.2 Hotel Load
5.15.3 End of Train Telemetry (EOTT)
For more details on optional features, clause no. 7.3 (Optional Features) of this
specification may be referred.
The AC-AC Traction Control System manufacturer shall supply above items to DLW
and fitment of these equipments along with testing and commissioning of the complete
locomotive will be done at DLW under the supervision of AC-AC Traction Control
System manufacturer. AC-AC Traction Control System Manufacturer shall arrange for
special instruments, tools etc. required for installation and commissioning of the
locomotive which are not available at DLW.
6.0 ENVIRONMENTAL CONDITIONS
6.1 The complete microprocessor based loco controls and inverter systems shall be
required to work continuously at full load under following atmospheric conditions :
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Maximum temperature (i) 55 ºC (under sun).

(Atmospheric)
(ii) 47 ºC (in shade)
(Temperature inside locomotive may reach 60

ºC.)
Minimum temperature -20 ºC.
(Atmospheric)
Humidity 90 % (Up to 100% during rainy season as per

IEC 60721-3-5.
Altitude Max. 1200 meter above mean sea level
Refernce site conditions (i) Ambient 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 it’s 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 All the equipment shall be designed to work in
areas in humidity salt laden and coastal areas in humidity salt laden and
corrosive atmosphere 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.
6.2 Complete system shall be suitable for rugged service normally experienced for
rolling stock where locomotives are expected to run up to a maximum speed of 130
km/h in varying climatic conditions existing throughout India.. Complete loco control and
inverter systems with their controls and gate drive electronics shall be protected from
dusty environment by providing well sealed enclosures. Necessary precaution shall be
taken against high degree of electromagnetic pollution anticipated in the locomotive.
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The cooling system shall be designed to take care of tilting and centrifugal forces which
shall normally be encountered in service.
6.3 The equipment and their mounting arrangements shall satisfactorily withstand the
vibrations and shocks normally encountered in service as indicated below:
a) Max. Vertical acceleration - 1.5 g

b) Max. Longitudinal acceleration - 2.5 g
c) Max. Transverse acceleration - 1 g
(‘g’ being acceleration due to gravity)
All the equipment and their mounting arrangement shall be designed to withstand
vibrations and shocks as specified in IEC-61287 and IEC-60571 for the inverters and
electronic equipment respectively
7.0 MAIN FEATURES OF THE PROPOSED SYSTEM
The AC Traction system shall consist of Locomotive Control Computer, IGBT based
Traction Inverters, various sensors for Current, Voltage, Temperature, Pressure, Speed
and other allied equipment like relays, breakers, indicators, etc for HHP locomotives.
For passenger locomotives with hotel load feature (optional), in addition to these,
additional IGBT converter will be required for hotel load system.
For Goods Loco, Distributed Power Control System shall be provided by AC-AC
Traction Control System.
APU shall be provided by AC-AC Traction Control System Manufacturer.
7.1 DUAL CAB FEATURE:
The twin cab WDG4D locomotive shall have six traction motors with 21.7 tonne axle
load and speed potential of 100 km/h.
The twin cab WDP4D locomotive shall have six traction motors with 20.5 tonne axle
load and speed potential of 105 km/h on mail line & 130 km/h on Rajdhani standard
track.
Existing designs of single cab WDG4 / WDP4 locomotives shall be suitably modified for
Dual Cab operation. The general arrangement and equipment layout of the WDG4D
locomotive shall be to RDSO drawing no. SKDL- 4762 Alt- nil and that of WDP4D
locomotive shall be to RDSO drawing no. SKDL- 4686 Alt- nil.
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Dual CAB Locomotive WDG4D & WDP4D Control Philosophy
Dual locomotive control is based on BL Key concept of Electric Locomotives. Each CAB
will have a BL Key. Existing CAB (SH side) is named as CAB#1 and new CAB (LH side)
is named as CAB#2. Outline details of the BL key switch with handle is placed at
annexure-R.
7.1.1 Changed Assemblies of Dual Cab

7.1.1.1 Following changes shall be done in ECC#1 for dual cab purpose:
1. BL KEY: In each CAB provision shall be given to insert BL Key. If BL key is ON in

any one CAB, that is treated as active CAB. If BL key is inserted in both the
CABs or BL key is not inserted in both the CABs then system will be isolated and
corresponding CREW Message will be given. In ECC1, the BL key and RAPB
switches shall be mounted near Loco Start Switch.
2. Three units of TFT displays (two units for Driver and one unit for Asst Driver -
Total 6 Displays per Loco) shall be provided in each control stand. The details to
be displayed on each screen shall be as per RDSO specification no.
MP.0.0400.10 (Latest version).
3. The headlight shall be operated from ECC#1 for cab1 and ECC#4 in cab2.
7.1.1.2 Electrical control cabinet #4: CAB#2 shall have a miniature electric control
panel named as ECC#4. Drawings showing mounting holes of ECC#4 and location of
ECC#4 in the cooling hood assembly are attached at annexure-S and annexure-T
respectively. The ECC#4 shall have following controls:
1. Isolation Switch: It shall be provided in both the Cabs. In any CAB if the
switch is kept in Isolate position then Brake contactors will get energised. So
in inactive CAB it shall be kept in RUN position. If any switch is kept in Isolate
position then LCC gets Isolate digital input, If both the switches are kept in
RUN position then only LCC gets RUN digital input.
Note: From any cab system can be isolated
2. Emergency Fuel Cut Off/ Engine Stop Switch (EFCO Switch): It shall be
provided in both the CABs in series and shall be of locking type (with locking
arrangement). If any switch is pressed LCC will get NOEFCO (EMERGENCY
FUEL CUTOFF ACTIVATED) digital input.
Note. From any CAB engine can be made shutdown.
3. Classification Light Switch: It shall be provided in both the CABs. In any CAB, if
the switch is kept in CE position then CE (Short Hood End) side White light, HE
(Hood End, i.e. Long Hood End) side Red light becomes ON. In any CAB if the
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switch is kept in HE position then HE side White light, CE side Red light
becomes ON.
Both end classification lights should not glow simultaneously when both the
switches are kept in different positions by mistake (one in CE position and
another in HE position).
4. Memory Freeze Switch: It shall be provided in both the CABs in parallel. In

any CAB, if it is ON then LCC will get Memory Freeze digital input. Suitable
type of switch shall be provided for memory freeze operation which is used
for freezing the event recorder data as and when required specially in
accident case. Normally this switch is sealed. A similar switch already exists
in the event recorder of single cab WDG4/WDP4 locomotives provided by
different vendors.
5. Alerter Alarm: It shall be provided in both the CABs. Whenever LCC makes
Alerter Alarm digital output ON, in both cabs alarm will sound.
6. TELM Switch: It shall be provided in both the CABs in parallel through BL key
interlock. It can be activated from any active CAB.
7. RAPB (Restricted Air Penalty Brake) Switch: This is similar to AEB (Automatic
Emergency Brake) which already exists in single cab WDG4/WDP4
locomotives and fitted in ECC#1, supplied by different vendors. It shall be
provided in both the CABs in parallel through BL key interlock. It can be
activated from the active CAB. Drawing of the RAPB switch is placed at
annexure-U.
8. Fuel Prime/Engine Start Switch: It shall be provided in both the CABs in

parallel. If any switch is kept in prime position LCC will get PRIME digital input
if any switch is kept in START position LCC will get START, PRIME digital
inputs.
Note: From any CAB Engine can be started.
9. BL Key: Same as ECC#1.
10. Computer Control Circuit Breaker (CB): This Circuit Breaker shall be provided
in both the cabs. These two are connected in series. If both the switches are
closed then only LCC gets supply.
Note: It shall be provided in both the cabs to recycle AC/AC Traction System
from any CAB.
11. Micro Air Brake Circuit Breaker (MAB CB): It shall be provided in both the
CABs in series. If both are closed then only CCB system will gets power
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supply. LCC monitors these circuit breakers status through MABCB1,

MABCB2 digital inputs. If MAB CB2 is open and MAB CB1 is closed then
LCC does not get MAB CB1 digital inputs.
12. CAB Fans and Lights Circuit Breaker (for CAB#2 Fans and Lights): It shall be
provided in both the CABs. In CAB1 it provides supply to CAB fans only, in
CAB2 it provides supply to both Cab Fans & Cab Lights. If the CAB fan CB is
ON in CAB2 then Left & Right CAB fans and CAB lights gets supply
(corresponding switch shall be ON).
Note: Here in CAB 2, CAB Light CB is not available. CAB Fans CB itself
gives supply to CAB Lights.
13. Generator Field CB: It shall be provided in both the CABs in parallel (Parallel
connection as it is found that this CB sometimes trips On line). In active CAB,
CB shall be closed and in inactive CAB this CB shall be open. At a time if
both are made ON, the excitation will be cut off and Locomotive will be in “No
Load” condition with appropriate message. Only one shall be made ON.
14. GRNTCO SW: This switch shall be provided in both the cabs. If both the
switches are closed then only system gets the digital input and treats GR
protection scheme is enabled.
15. Indicative drawing for OGA of ECC#4 (DLW drg. No. 18002389 (Alt-a)) is
placed at annexure-O. The AC-AC Traction Control System Manufacturer
shall adhere to this drawing and submit the drawing of the proposed ECC#4
for approval to RDSO/DLW
7.1.1.3 Control Stand for CAB1&2: Control stand of Dual cabs shall have following
features:
1. Alerter Light: It shall be provided in both the CABs. Whenever LCC makes ON
both lights will become ON.
2. Head Lights Switches: In dual CAB loco, in each CAB we have only two rotary
switches to select CAB end / hood end headlights.
Note: (i) Head Lights CB shall be provided only in CAB1 it shall be ON.
(ii) Head Light related “dim resistor” shall be shifted from ECC#1 to
corresponding CAB.
3. GF request Switches: It shall be provided in both the CABs. If corresponding

BL key is inserted, throttle is kept in any notch, GF request switch is closed
then LCC will gets this digital input.(Through BL Key)
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4. Engine Run Switch: It shall be provided in both the CABs in parallel. In any
CAB if it is closed then LCC will get TL16 input.
5. Dyn.BRK CB: It shall be provided in both the CABs in parallel. In any CAB if it
is closed then LCC will get TL24 analog input.
6. C&FP Switch: It shall be provided in both the CABs. If this switch is ON and
corresponding BL key is inserted then only Reverser, throttle, sand switch will
gets supply in that CAB. This is already exist in single cab WDG4/WDP4
locomotives and fitted on control console 2, when C&FP switch is on it
provides power to low voltage control circuit and it enables the loco computer
to pickup Fuel Pump Control Relay FPR and it enables Diesel Engine
starting.
7. Flasher Switches: In each CAB, two switches shall be provided (total 4).If any
switch is ON flasher will come.
8. Alerter RST Switches: It shall be provided in both the CABs in parallel through
BL key. In any CAB if it is pressed and corresponding BL key is inserted then
LCC will get Alerter reset digital i/p.
Note: BL key interlock shall be provided for alerter reset digital i/p, to not to
reset the alerter cycle when alerter reset is pressed from inactive CAB.
9. MU Engine Stop: It shall be provided in both the CABs in parallel through BL

key. In any CAB if it is pressed and corresponding BL key is inserted then
SDR relay gets supply, LCC will get corresponding train lines TL3 i/p ON and
TL7,TL12,TL15 i/ps OFF.
10. Attendant Call Push Button: It shall be provided in both the CABs in parallel.
In any CAB if it is pressed then local alarm gong will come and LCC will get
TL2 i/p.
11. Manual Sand: It shall be provided in both the CABs in parallel. In any CAB if
it is pressed and corresponding CPSW is ON and BL key is inserted then
LCC will get TL23 i/p.
12. AEB Reset: It shall be provided in both the CABs in parallel through BL
interlock. In any CAB if it is pressed then LCC will get AEB reset digital i/p.
13. Horn switches: In each CAB 4 switches shall be provided. If any switch is
pressed and corresponding horn will sound. Only for if BL key is inserted then
LCC will get Horn Digital input (VCD reset).
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14. TFT Displays: 3 sets of displays (2 for driver & another for assistant driver)
shall be provided in each CAB. Only the Active CAB (BL Key inserted) shall
display system related settings (Test modes, Crew reset, Fault Reset, trip
data settings driver settings etc).
Note: The LCC shall provide all parameter values as required to be displayed on the
DIALS displays on the locomotive control desks. (DIALS specification may be referred
for details).
Control console shall be procured separately by DLW as per relevant DLW drawings.
Supplier shall follow the DLW drawings of the control consoles for cab#1 and cab#2 for
the outer dimensions and design the control stand structure within the envelope as per
the drawing maintaining the overall layout of the control stand as defined.
Some points to explain working of the system with Dual CAB:
7.1.1.4 For Control Console in CAB#2, all train Line wires shall be terminated through
Terminal Board or suitable connectors. Other wires shall be connected to ECC#1
through Terminal Board or suitable connectors.
7.1.1.5 In the Control Console; Master Control and Switches shall be active only after
insertion of BL key.
7.1.1.6 Computer Control CB of CAB#1 and CAB#2 shall be connected in series.
7.1.1.7 Locomotive working, both shall be made ON. This is required to avoid
application of Penalty Brake by CCB as BL Key shall be removed while changing from
CAB#1 to CAB#2 and vice versa. Recycling required by Driver can be done from any
CAB.
7.1.1.8 Micro Air Brake CB CAB#1 and CAB#2 shall be connected in series. For
Locomotive operation, both shall be made ON. This is to be done to avoid application of
Penalty Brake by CCB as BL Key shall be removed while changing from CAB#1 to
CAB#2 and vice versa. Recycling required by Driver can be done from any CAB.
7.1.1.9 Battery Ammeter shall not be duplicated in CAB#2 as this information is

available on TFT LCD display.
7.1.1.10 CAB#2 shall have combined Fans and Lights CB.
7.1.1.11 Head Lights CB shall be provided in CAB#1 only. However Head Light
Switches shall be available on both Control Consoles for both CAB#1 and
CAB#2 end Head Lights.
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7.1.1.12 Alerter Reset Push button, RAPB, and TELM Switches shall be interlocked
through BL Key of respective CAB. This will ensure that they are not activated from
inactive CAB.
7.1.1.13 MU Eng. Stop shall be active from both CABs simultaneously. Any Switch
can be used to shut down the Engine.
7.2 LOCOMOTIVE CONTROL COMPUTER
The offer shall include a Locomotive Control Computer (LCC), which shall be totally
compatible in respect of hardware and software for achieving the 4500 GHP
requirements set out in this specification. The AC-AC Traction Control System
Manufacturer can either offer the current 4500 hp LCC in use on IR or an LCC of his
own design. In case the former is offered, the AC-AC Traction Control System
Manufacturer shall establish that they have entered into an agreement with respective
vendor of LCC for sourcing and integration of the LCC with the TCC offered by the AC-
AC Traction Control System manufacturer. Alternatively, if the offer is for their own LCC,
the said LCC shall be of such a design that it can be fitted without any major mechanical
modification.
7.2.1 LCC HARDWARE REQUIREMENTS

The LCC shall consist of following types of modules:
7.2.1.1 Digital Input Interface
All the locomotive digital signals of Switches, Relay Contact Feedbacks, Contactor
Feedback contacts, etc shall be electrically isolated before being given to the
Locomotive Control Computer through a Digital Input Interface. All such Digital Input
interfaces shall be provided with reverse polarity and surge protection to prevent
damage to the LCC circuits against inadvertent wrong connection. LEDs indications
shall be provided for On/Off Status of these inputs on the facia of the module, for ease
of maintenance/ troubleshooting. These LED indications shall be made visible without
opening the cover of the LCC unit. If indication of ON/OFF status of individual digital
inputs is not provided, the status of the channels shall be visible on the display screen
without opening the LCC cover.
7.2.1.2 Digital Output Interface
All driving signals for the Relays, Contactors, Lamps, etc shall preferably be driven
through a MOSFET based circuit of adequate rating. These outputs shall be electrically
isolated from LCC circuits and shall be provided with protection against short circuit and
reverse polarity. LEDs indications shall be provided for On/Off Status of these outputs
on the facia of the module, for ease of maintenance/troubleshooting. These LED
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indications shall be made visible without opening the cover of the LCC unit. If indication
of ON/OFF status of individual digital outputs is not provided, the status of the channels
may be shown on the display screen without opening the LCC cover
Note: Alternatively, combined DIO cards for digital input and digital output signals may
also be provided, in place of separate digital input / output cards as described in para
7.2.1.1 and 7.2.1.2 above.
7.2.1.3 Analog Input Interface
All the Analog Signals that are received from the various Sensors e.g. Voltage, Current,
Temperature, Pressure etc, shall be conditioned and electrically isolated with Isolation
Amplifiers before being used by LCC.
7.2.1.4 Analog Output Interface
The LCC shall drive the Load Ammeter and Speedometer mounted on the Driver’s
control Desk. These outputs shall be electrically isolated from CPU and shall have short
circuit protection.
7.2.1.5 Speed Sensor Interface
All RPM signals to LCC shall be electrically isolated and converted to signal levels
required by the LCC. The inputs shall be surge protected.
7.2.1.6 Communication Interface
In view of the electrically noisy environment inside the locomotive, it is preferable that
an optical fiber based communication system be provided between LCC and TCCs.
Preferably dual redundant optical fiber communication link with adequate redundancy
shall be provided to improve the reliability of the system. Communication interface shall
also communicate with the Computer of Air Brake System (CCB) and Display Unit.
7.2.1.7 Gate Drive Interface
The Companion Alternator output shall be controlled to give the desired Field current to
Main Alternator Field Circuit. The Drive Interface shall interface the driving signal of
CPU with the firing modules of SCRs.
7.2.1.8 Power Supply
These shall provide electrically isolated power supplies for functioning of the various
circuits of the LCC. This shall be designed to accept wide variation in input voltage
supply and shall continue to function even during the Engine Cranking when the power
supply is expected to dip to a very low voltage for a short time. The Power Supply Input
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shall be protected against Reverse Polarity and Surge. The EMI/EMC filtering shall be
provided at the inputs to prevent noise from power supply switching going back to
source.
7.2.1.9 Central Processing Unit (CPU)
This is the heart of the system. It shall consist of a 32 bit micro controller running at
minimum 100MHz, along with its programmed software, various peripheral and interface
circuits e.g. Real Time Clock, Non Volatile Memory, etc. All other circuits that are meant
for processing either input or output signals shall be controlled through commands from
this card. The CPU shall continuously monitor all the inputs and control all the outputs of
the system based on the software program. It is preferable that provision shall be made
to configure the control system through Laptop for using the system with different types
of traction equipment/locomotives, through user programmable parameters, loaded in
Non Volatile Memory of CPU. The details shall be finalised in consultation with
DLW/RDSO.
7.2.1.10 Non Volatile Memory
A memory module (removable type memory module is desirable) shall be provided for
storing the Event Data. This data shall be logged during running of the locomotive. It is
desirable that the removable memory module (if provided) shall be prevented from
unauthorised access by a Lock and Key arrangement. The details of the data to be
stored shall be finalised in consultation with DLW/RDSO.
7.2.1.11 General requirements

• The system design shall be made modular in construction to the extent
possible with provision of visual indications by means of LEDs for easy
trouble shooting by maintenance staff.
• Various cards used in the design shall have polarized connections to prevent
inadvertent insertion into wrong slot and possible damage resulting due to
this.
• The system hardware design shall have provision to carry out self diagnostics
at Driver’s Instruction and at Power ON.
• The Electronic components used shall be of Industrial Grade.
• It shall be preferable to have the entire control system hardware so optimized
that, the component count is kept as low as possible, without sacrificing the
overall system performance and reliability.
• Password protection shall be provided for configurable parameters.
• Voltage, Current, Temperature, Pressure, Speed, etc parameters shall be
monitored through sensors of adequate rating. The sensors used in the
system shall be provided, wherever necessary, with regulated power
supplies.
• Sensors used in the system shall be based on the latest technology prevalent
for the Rolling Stock application in the world.
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7.2.2 LCC FUNCTIONAL REQUIREMENTS

The major functions of the proposed LCC shall be
• Engine starting; in both freight and passenger type HHP locomotives, cab
engine starting shall be provided and the control system wiring shall be done
accordingly in the electrical control cabinet.
• Engine Control through Governor,
• Propulsion Control,
• Excitation control of Main Alternator,
• Traction Control
• Dynamic Braking Control,
• Wheel Slip Control,
• Control of Auxiliaries,
• On line Fault Diagnostics
• Display of operating status, faults in the traction equipment/electronics.
• Communication with Traction Control computers
• Communication with Air Brake System Microprocessor (CCB)
• Other user settable parameters as detailed elsewhere in the specification.
AC-AC Traction Control System shall interface the signal of Fuel Level sensor as per
RDSO Specification No.MP.0.2400.63 (latest version) separately procured by Indian
Railway. Provision for calibration of fuel level sensor and its display with LCC Software
shall be made as per RDSO Specification.
Additional algorithms shall be added in the LCC software for Auto Flasher Operation
based on the Air Flow sensor as per applicable CCB Specification no. MP.0.01.00.24,
(latest version) subject to availability of air flow sensor signal to LCC by CCB.
Following points shall be taken care of in the design of AC-AC Traction Control System
to improve the functionality and loco availability:
a) Loco should develop tractive effort in forward direction and should enter into
dynamic braking mode in case of roll back on up-gradient section. However,
availability of tractive effort should be available in slight roll back to avoid stalling.
b) In case of traction motor speed sensor failure, there should not be necessity to
isolate the related truck with consequent power deration. There shall be either no
deration of power (in case of bogie control system) or deration of the
corresponding traction motor power only (in case of axle control system).
c) In case of tripping of radiator fan circuit breaker, a message shall display to alert
the loco crew along with alarm sound. The message shall be displayed until it is
acknowledged by loco pilot.
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7.2.2.1 ENGINE CONTROL
The LCC shall receive driver’s operating requests through throttle handle and drive the
solenoids in Woodward governor or equivalent Governor (Governor is not in AC-AC
Traction Control System Manufacturer scope of supply), to adjust the diesel engine
RPM to specified level. LCC shall apply restrictions in case of any faults in Traction
machines. In case of passenger loco when Hotel load supply is configured, even when
throttle handle is at Idle also, engine shall be run at sufficient speed to maintain Hotel
load power supply.
7.2.2.2 AUXILIARY GENERATOR CONTROL
The Auxiliary Generator rectified output shall be maintained constant at 74VDC,

irrespective of the variation in engine speed.
7.2.2.3 PROPULSION CONTROL
The LCC functions shall include loco operational control and protection of assemblies &
circuits. Protective actions may include automatic action to isolate defective assembly,
request to driver for manual corrective action, or shutting down or idling engine in
emergency situations. Loco operational control includes sensing of master controller
settings and implementation, including direction, motoring/ braking, level settings,
loading controls of engine etc.
7.2.2.4 TRACTION ALTERNATOR CONTROL
Traction Alternator field shall be driven by the Companion Alternator output through an
SCR bridge. The LCC shall provide control signals for SCRs controlling the Traction
Alternator field.
7.2.2.5 TRACTION CONTROL
The LCC shall compute engine power capability, kilowatts reference, DC Link voltage
reference, locomotive torque reference, torque reference for individual traction motor (or
traction motors on one bogie in case of bogie control system) and Traction Alternator
field current reference, depending upon various operational limits of the equipment on
the locomotive and operating requests of the driver through the throttle handle on the
control console. At lower speeds of locomotive, the tractive effort limitation shall decide
the operating point on the tractive effort versus speed curve. At higher speeds, the
horse power limitation shall decide the operating point. Based on this, torque references
shall be generated and sent to Traction Inverters.
7.2.2.6 DYNAMIC BRAKING CONTROL
When the throttle handle is in dynamic braking, the LCC shall measure the BKCP
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voltage through an appropriate voltage sensor, compute the braking effort level and
send it to the Traction Computers. The LCC shall energise the BR relays to connect the
Dynamic Braking Grid resistors across the DC Link. The power generated by the
Traction Motors acting as generators shall be dissipated in DB Grids. The LCC shall
protect DB Grids and their cooling blowers against over current, by measuring their
currents. In case of passenger locos, the power generated by Traction Motors shall be
fed to the Hotel Load Power Supply through DC Link, to save fuel.
7.2.2.7 WHEEL SLIP CONTROL
To maximize the adhesion performance, creep control philosophy shall be used. Speed
sensors mounted on the Traction Motors provide the speed signals. Wheel diameter
calibration shall be done periodically, whenever loco is under coasting in a specified
band of speed range and dynamic brake/pneumatic brake is not applied. Sand shall be
applied automatically. Conservation of Sand shall be given due importance. During
dynamic braking the controlled creep shall be used for wheel slide control.
7.2.2.8 AUXILIARIES CONTROL
The LCC shall measure the air pressure through an appropriate pressure transducer
and control air compressor loading and unloading. The LCC shall measure Turbo speed
and protect it from over speeding, by reducing the power. The LCC shall control other
auxiliaries like starter motors, fuel pump motors, turbo lube pump motors, TCC blowers,
Radiator fan motors etc. LCC shall drive indicators such as Speedometer and Load
meter on both control consoles. LCC shall transmit data to the Event Recorder for
recording, through serial communication. The LCC shall control wheel flange
lubricators. The LCC shall provide Vigilance Control system.
7.2.2.9 FAULT DIAGNOSTICS
The LCC shall monitor the temperatures, pressures, currents, and voltages of various
traction equipment and identify the faulty equipment. Whenever a fault is identified, the
LCC shall take appropriate action to restrict the operation of the locomotive depending
upon the fault, and to save the other equipment from consequential damage. The
system shall preferably have a built-in feature to ensure that in case of failure of a
component, locomotive operation, if feasible, is either not vitiated at all or downgraded
only in such a manner that the locomotive is enabled to complete the trip safely. A set of
data packs and an appropriate fault message shall be recorded in a non-volatile
memory. It shall be possible to download the faults through a Laptop PC by the
maintenance shed staff. An application software shall be provided for use on Laptop
PC. It shall be menu driven and easy to use by maintenance shed staff without any
requirement for much computer literacy.
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7.2.2.10 DISPLAY UNIT
A display unit shall be provided for drivers information display. The display shall be
menu driven. It shall display operational status of loco, fault messages and data packs,
running totals etc. It shall be possible to conduct self tests on various equipment by
using a key pad to be provided on the display unit. It shall be possible to cut out
Traction Motors, through keypad when required. It shall also be possible to conduct self-
load test on the engine and Traction Alternator through the keypad, wherein the
Dynamic Braking Grid Resistors shall be used as load on Alternator.
7.2.2.11 MU OPERATION
The system shall be capable for multiple unit operation in consist of up to four
locomotives and shall be as per RDSO Mod Sheet No. MOD.EC.03.25.10 (Latest).
7.2.2.12 COMMUNICATIONS
The LCC shall provide communication with all the sub-systems/modules of the
locomotive such as Traction Computers, Air Brake system, Display Unit, Remote
Monitoring system, Auxiliary Power Unit etc.
7.2.3 INTEGRATION OF SUBASSEMBLIES
Fully assembled Electrical control cabinets ECC#1, ECC#2 and ECC#3 shall be
supplied. The functional equivalents of all the existing components in these three
cabinets like sub assemblies, sensors, relays, contactors, breakers, switches, panels,
etc, shall be properly accommodated in these cabinets. The existing mechanical sizes
and mounting dimensions of these cabinets shall be maintained. Depending upon the
requirement, some of the sub assemblies/ components may be re-arranged or
integrated with others. However it is essential that overall functionality shall be either
improved or maintained same as the existing system. It shall not be degraded in any
way due to such modifications in design.
For all external temperature/pressure/speed sensors mounted on the engine etc,

compatibility of mounting dimensions shall be maintained.
7.2.4 USER SETTABLE PARAMETERS / SETTINGS
For flexibility of operation and future upgrades in the traction equipment, it is desirable
to provide user configurability for various control parameters like currents, voltages,
horse powers, temperatures, pressures, tractive effort on both freight and passenger
locomotives and speed (AEB feature) of the traction equipment. It shall be possible to
configure these parameters through a laptop PC. A menu driven easy to use application
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software shall be provided for loading on the Laptop PC for this purpose. Password
protection shall be provided to safeguard against misuse.
Details of user settable parameters are listed as below:
(a) Selection /Setting through keyboard on the display unit
• Traction motors /bogie cut in and cut out as and when needed by loco
pilot.
• Self load testing.
• Tractive effort limit (settable through keyboard on the display unit or
hardware).
• Self test for the following:
 Air brake
 DC link shorting
 Excitation / SCR test
 Wheel slip light test
 Auto test for contactor / Relay
 Cooling fan test
 Radar and meter test
 TCC blower test
 Auto test for digital input and digital output
(b) Selectable / Settable through laptop with configurable software
• Loco no.
• Date and time
• Shed Name
• GHP at all notches; to be adjustable in the band of + 5%. GHP at 6th notch
to be adjustable by only; +5% while that at 8th notch to be adjustable by; –
5%.
• Power ground leakage current limits
• Temperature Limits for Radiator Fan ON/OFF and slow and fast speed
control; to be adjustable to upto; –10 °F.
• AEB enable/disable
• TM derating protocol.
It shall be required to design the Loco Control Computer software to enable application
on the following locomotives through menu selection:
 HHP Passenger and Goods locomotives
 HHP Goods locomotives with distributed power consist arrangement
 HHP Passenger locomotives with hotel load system
 Auxiliary Power Unit Interface
 REMMLOT
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7.2.5 REMOTE MONITORING OF LOCOMOTIVE
To have a system of making locomotive health data and other important parameters
along with GPS location information available to shed staff or any authorised personnel
of IR on the internet in real time, it is required to transfer the data from the
microprocessor control system at regular intervals to a central database using
commercially available CDMA or GSM cellular networks.
A small antenna shall be provided on the locomotive and the information shall be
transmitted through a commonly used internet protocol to the central monitoring station
through the service providers. This information shall be hosted on an internet web
server by the service providers (ISP).
It shall be possible to view this information through internet connection by concerned

Railway officials and maintenance staff at various sheds. In case of any faults in the
locomotive, the fault data message and data pack shall be transmitted to the central
monitoring station. Automatic generation of alerts depending upon the level of fault shall
be possible, for different levels of Railway Officers through SMS. All the available data
on the LCC like operational data, fault data, running totals etc, shall be transmitted,
when requested. It shall be possible to identify the location of the locomotive using
GPS. Fuel level data shall also be transmitted. Based on the data, it shall be possible to
generate work orders for loco sheds in advance, for maintenance of the locomotive. In
case of any failure of loco online, an expert sitting in the centralised monitoring station
shall be able to guide the driver by an interactive communication through text/voice
mails.
AC-AC Traction system shall be equipped and interfaced with REMMLOT (Remote
Monitoring and Management of Locomotives and Trains) system for Remote Monitoring
of the Locomotive. REMMLOT provided by the AC-AC Traction Control System
manufacturer shall comply as per RDSO Specification no. MP.0.04.02.04
(Rev.5/Latest) and shall be from approved source of RDSO.
7.2.6 Automatic Control of Engine Stop with Auxiliary Power Unit
In order to save fuel and to reduce engine wear/tear and NOX emissions during idling,
Automatic Control of Engine Stop with Auxiliary Power Unit (ACES with APU) system is
used to avoid the unwanted idling of locomotive by automatically controlling the engine
shutting & and restart operation and at the same time by continuously monitoring the
existing condition of various parameters (e,g. MR pressure, battery charging etc.) vis-à-
vis pre-programmed set values and by also maintaining those parameters through
controls.
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A small auxiliary engine of low SFC coupled to a compressor and alternator can
maintain the MR pressure and keep the batteries charged while the main locomotive
engine remains shut down. If APU is enabled, the auxiliary engine shall start/stop as per
requirement.
In HHP locos, AC-AC Traction control system will be fitted and interfaced with APU as
per RDSO Specification no MP.0.2400.64 (Rev.1/Latest). APU shall be procured by the
AC-AC traction control system supplier from the RDSO approved sources only.
7.2.7 CONTROL OF DISTRIBUTED POWER CONSIST
Load and length of trains in conventional mode with locomotives at the head get limited
by coupler capacity and adequate brake pipe pressure on the last vehicle. For operation
of heavier and longer trains it becomes necessary that additional locomotives be placed
either in the middle or at the end of the train formation. Effective communication
between two locomotive consists placed away from each other in train formation is of
paramount importance for safe operation. In this case all the control and operating
signals from the master loco shall be transmitted to the distributed remote locomotives
through radio transceiver, so that all of them are run in synchronization with a single
driver control from the master loco. Encryption shall be provided for commands sent
from the master loco and feedback messages from the remote locos for security
purpose. The display shall indicate the status feedbacks received from the remote units.
At any time it shall be possible to view the status of all remote locos from the master
loco by the driver. In the remote locos Train Lines shall be driven based on the
commands received from the master loco. Interface shall be provided for Air brake
control in the remote locos, from the commands from master loco. It shall be possible to
use any loco fitted with this system in master or remote position.
In all goods variants of HHP locos, AC-AC Traction Control system shall be fitted and
interfaced with DPCS as per the RDSO specification no. MP.0.0400.02 (Rev.03/Latest)
and DPCS shall be procured by the AC-AC traction control system supplier from the
RDSO approved sources only.
7.3 OPTIONAL FEATURES

Provision shall be made for the following optional features, which shall be made
available at an extra cost, when the user requests. The AC-AC Traction Control System
shall provide these optional features when specifically requested by the purchaser.
7.3.1 AUTO CREEP CONTROL
This facility will be required for automatic loading and unloading of coal, iron ore,
minerals etc. The locomotive shall be made to run at a constant low speed set by driver
irrespective of the load, gradient, curvature of track etc. It shall be possible to set the
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desired speed in the range of 0.4 to 30 kmph by the driver. It shall be possible to
change from Auto Creep mode to Normal mode and vice versa by the driver depending
upon his requirement. Equipment shall be suitable for operation of the locomotives in
multiple consist upto four locomotives under auto creep control. Suitable arrangement
shall be provided for switching “ON” and “OFF” operation of the auto creep control, in all
the locomotives in multiple consist, from the leading loco only. The overall functionality
shall be similar to the pace setting equipment, which is in use by IR at present.
7.3.2 OPERATION AS HOTEL LOAD INVERTER
End On Generation (EOG) and Self-Generating (SG) type hotel load supply systems
are used on Indian Railways at present. On Rajdhani, Shatabdi and Garibrath trains,
hotel load is met through EOG power cars wherein two power cars are provided one at
either end of the rake. Each power car is a Diesel-Alternator set with associated power
contactors and control / protection circuits. On other Mail/Express trains, the coaches
are SG type and hotel load requirement of these coaches is met through axle-mounted
alternator-rectifier-inverter system. In EOG system, hotel load power from power car to
coaches is fed through two feeders running parallel along the rake (at 750 V, 3-phase,
50 Hz).
In order to cater to the hotel load requirement of entire rake, alternative system with
centralised hotel load power supply from the locomotive diesel engine itself has recently
been developed by Indian Railways. This shall result in higher overall efficiency,
passenger comfort and improvement in overall system reliability with reduced
maintenance.
Inter Vehicular (IV) couplers are used to connect the feeders between adjacent
coaches. Each coach has step down transformer which converts the 750 V feeder
supply to 415 V output to be fed to the air conditioning equipment in the coach.
Automatic interlocking and feeder selection system is used such that at a time only one
power car can supply hotel load power to either feeder or both the feeders. Through
proper interlocking between the power cars, simultaneous hotel load supply from both
the power cars to a feeder is prevented. All Inter Vehicular couplers and associated
electrics on locomotive shall be in AC-AC Traction Control System manufacturer scope
of supply. AC-AC Traction Control System manufacturer shall provide adequate details
on the type selected together with a data sheet. Proven, reputed make of inter vehicular
coupler is to be offered. Interlocking and associated circuitry on the Locomotive shall
also be in AC-AC Traction Control System manufacturer scope of supply.
For the purpose of Hotel load an additional inverter shall be provided, if specifically
asked for by purchaser. The additional inverter shall preferably be housed in the
existing TCC cabinet. If housed separately, the envelope dimensions to be indicated
with proposed lay out/ mounting arrangement. The proposed inverter for hotel load shall
be accommodated in the existing over all dimension of the locomotive.
The output of the hotel load inverter will be 750 V +5%, 3-phase 4-wire, 50 Hz, 500KVA
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sine wave supply to make it fully compatible with the existing hotel load supply
arrangement of EOG power cars. In the proposed system, one of the power cars will be
dispensed with, as the power will be provided by the hotel load inverter from the
locomotive itself.
Galvanic Isolation of Hotel Load supply of Loco from connected Coach load shall
preferably be provided so that any electrical disturbance on the connected Coach load
shall not affect the Hotel Load supply of Loco and vice versa.
Hotel load power from the inverter on the loco to various coaches shall be fed through
two feeders (one at left and other at right side of the coaches) running parallel to the
rake. Feeders of the adjacent coaches are connected through standard IV plug/socket
arrangement.
Required changes in the speed settings from idle to full speed of engine to get the 500
KVA rated power for hotel load at all notches (even at idle) shall be informed to
RDSO/DLW.
7.3.2(a) The DC link voltage shall be used as input to the hotel load inverter. Major
operating parameters of the hotel load module are listed as below:
Maximum input voltage 3200 VDC

Nominal input voltage 600 VDC to 2600 VDC
DC link voltage ripple Less than 200 V
Output voltage 750 V + 5%, 50 Hz, 3-phase, 4-wire sine
wave
Rated output power Minimum 500 KVA
at 0.8 – 1.0 inductive P.F.
Efficiency More than 93% at full load
Total Current Harmonics Maximum 5% up to 20th harmonics
Total Voltage Harmonics Maximum 10% up to 20th harmonics
Power factor 0.8 or better (at full load)
7.3.2(b) Hotel load controls shall preferably be designed such that regenerated dynamic
braking power is fed back to hotel load inverter. During dynamic brake, the system shall
be able to use dynamic brake power to the extent possible for hotel load and any short
fall shall be met from traction power. The system shall also be designed such that when
hotel load is not required or partly required, full engine output is diverted for traction
purpose.
7.3.2(c) Additional equipment such as feeder contactors, 4-pole switches, GP relays,

interlocking circuit, hotel load ON/OFF switch, Junction boxes etc shall be required for
proper functioning of the hotel load system and also to make it compatible with the
existing arrangement on EOG trains. These shall be at least similar to or better than
the existing equipment used in Indian Railways.
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7.3.2(d) Feeder ON indications for each of the two feeders shall be provided in the
driver’s cab.
7.3.2(e) Following minimum operating controls shall be provided in the driver’s desk:
a) Hotel load supply ON/OFF
b) Hotel load feeder selection
7.3.2(f) The feeder selector switch will have four positions for selecting left feeder, right
feeder, both feeders or OFF condition and will be located at driver’s cab.
7.3.2(g) Following safety devices, in addition to safety devices for hotel load system,
shall be provided:
a) Adequate protection shall be provided against electrical overloads.
b) Train parting condition / PCS operation resulting in power cut off & engine
idling.
7.3.2(h) Interlocking circuit, compatible with the new arrangement, shall also be
provided in the hotel load supply circuit to enable hotel load supply from loco only when
hotel load supply from power car on the same feeder is OFF and vice versa. This circuit
shall also provide safety against train parting/accident by making the hotel load supply
OFF.
To ensure proper interlocking and interchangeability of power car and hotel load
locomotive, indicative interlocking scheme for hotel load system is given at annexure–
K. Since these are safety requirements, final interlocking scheme shall be decided in
consultation with RDSO. Supplier shall submit a copy of the proposed interlocking
scheme to RDSO for approval.
7.3.2(i) One IV socket, one IV plug with dummy socket and two junction boxes will be
provided at each end of the locomotive for hotel load supply to coaches. Inter Vehicular
couplers shall be of LHB type as per RCF specification no. (Spec-EDTS105 –Rev-‘E’)
with latest amendments / corrigendums.
7.3.2(j) PROTECTIONS FOR HOTEL LOAD MODULE

a) Line to line short circuit at load
b) Earth fault (input as well as output side)
c) Shoot through fault
d) Heat sink over temperature
e) Gate drive fault
f) High and low DC link voltage
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g) DC link short circuit

h) Input and output over current
i) Transient discharge current
j) Reverse polarity
7.3.2(k) INDICATIONS ON LED PANEL
a) Input ON
b) Inverter ON
c) Inverter fault
d) Earth fault
e) Over load
7.3.2(l) INDICATIONS ON DISPLAY PANEL
a) Voltages of all three phases
b) Currents in all three phases
c) Line to line short circuit
d) Earth fault
e) Shoot through fault
f) Heat sink over temperature
g) Gate drive fault
h) Over load
i) Inverter failure
7.3.2(m) Preferably display for fault diagnosis and trouble shooting for hotel load
inverter shall be common to the fault diagnosis system of traction inverter module.
Relevant parameters of the fault will be stored such that they can be easily read later.
Fault diagnosis system shall preferably have diagnostic software to help in fault analysis
and give tips for trouble shooting indicating area of fault, circuit etc.
7.3.2(n) All the hardware for hotel load interlocking including contactors (except selector
switch) shall be housed at suitable locations.
7.3.3 End of Train Telemetry (EOTT) Equipment

This system envisages a standalone EOTT comprising a Communication Display Unit
(CDU) (locomotive unit / front unit) and Sense and Brake Unit (SBU) (rear unit).
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The EOTT system shall include the following:
 Front Unit (Locomotive Unit) interfaced with the loco controls (Loco Control
Computer ie. LCC) System with Antenna for communication with SBU.
 Sensor Brake Unit (SBU) including antenna for communication with Front Unit
 Battery charger with 220V main power supply.
Rear unit: The rear unit shall be capable of determining the brake pipe pressure on the
rear vehicle and transmitting that information to the front unit for display to the
locomotive driver.
Unique code: Each rear unit shall have a unique and permanent identification code that
is transmitted along with the pressure message to the font train unit. A code allotted by
IR shall be deemed to be a unique code for purposes of this Specification.
Front unit: The front unit (Locomotive Unit) shall be integrated with Microprocessor
based Locomotive Control System, so as to share power supply, display unit etc. and
receive pressure sensor information. All data entry requirements of the Front Unit shall
be done through the Microprocessor display unit.
7.3.4 The locomotive systems such as Distributed Power System, EOTT, APU and
Remote monitoring of locomotive, CCB need to be compatible with various makes of
AC-AC traction control systems and interoperable with various makes of the optional
systems, which is essential for rationalization of design, procurement and operation of
these systems.
In order to achieve this, the suppliers of the AC/AC system shall give an undertaking to
share the interface architecture & protocol of their system to enable integration with the
third party systems for the above mentioned features as and when the need arises.
Complete responsibility of integration of these optional systems however lies with

suppliers of respective optional system provided that all the interface protocols have
been shared by the AC/AC supplier.
7.4 TRACTION INVERTER
7.4.1 The traction inverter shall be IGBT based with following configuration:
7.4.2 In the existing HHP locomotives, one inverter per three traction motors (bogie
control) or one inverter per traction motor (axle control) configuration is used. Proposed
inverter system may employ any of the configurations. It shall be possible to use the
same TCC for either Goods or Passenger loco through simple configuration change
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through software by the user.

Inverter cubicles shall be mechanically and electrically identical for both Goods or
Passenger locomotives. In other words, it shall be possible to use same inverter either
on Goods or Passenger locomotive without any structural changes on the existing
locomotive.
Input supply for all the traction inverters and for hotel load inverter shall be the same DC
link. In case of alternate configuration of IGBT converters for traction and hotel load the
same shall be got approved from RDSO/DLW.
The hotel load configuration is detailed in para 7.3.2.
7.4.3 The basic control philosophy for the induction motor shall be such as to achieve
best suited results for traction application like minimum device losses, high dynamic
response, stable constant speed operation, fast acting slip/slide control etc. Direct
Torque Control, Vector Control, Slip Frequency Control etc. are some of the popular
control strategies used for traction drives. Vector control system is used in the existing
locomotives. The AC-AC Traction Control System manufacturer shall furnish the details
of control strategy duly describing its merits.
7.4.4 The software of the inverter control system shall be fully compatible with the LCC
software including closed loop propulsion control, slip slide control, exchange of
temperature data, fault diagnosis etc. The inverter system shall have its own protection
and control logic, which it shall also be able to communicate with the LCC in the event
of a fatal failure to initiate a protective shutdown of the locomotive. Damage to IGBT
devices of the inverter shall be prevented in case of a short circuit at the load end.
7.4.5 Existing HHP locomotives with bogie control system use two traction control
cabinets (TCC) installed in parallel. The dimensions of each cabinet is 1790 mm x 1061
mm x 1527 mm. The weight of each cabinet is 1420 Kgs. The proposed inverter system
may consist of two cabinets (each housing three inverters in case of axle control) or
single cabinet (housing both the inverters in case of bogie control). Overall envelope
dimensions and total weight of the complete system including traction inverters and
hotel load inverter shall generally conform to the existing overall envelope dimensions
and total weight respectively. If transformers are required for hotel load application, they
may be considered to be installed outside the TCCs depending upon availability of
space. Details of available space shall be worked out mutually between DLW and AC-
AC Traction Control System manufacturer. Redesign and engineering work required at
DLW to adapt the car body interface to accommodate proposed traction inverter cum
hotel load inverter system and loco control system shall be minimized. Complete details
of mechanical and electrical modifications along with part list and detailed drawing
changes required to accommodate the proposed system shall be submitted to
RDSO/DLW, before installation.
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7.4.6 The TCC consisting of the inverters with their control systems, transducers and
protection circuits shall be supplied as a complete frame with doors and covers.
However, traction control computer may also be provided as separate circuit module
that can be integrated with proposed microprocessor based loco control system.
7.4.7 Motor cut out facility shall be provided to isolate defective traction motor(s) in case
of any fault. In case axle control philosophy is followed, each defective traction motor
can be isolated individually. In the event of bogie control system and in case of inverter
cut out, inverter control system shall be designed to automatically reduce locomotive
power adequately so that remaining inverters and motors are not overloaded and the
locomotive is able to reach up to destination with reduced power. Locomotive power
shall be reduced in proportion to the number of traction motors cut out at that time.
7.4.8 The proposed traction inverter and loco control computer system shall be
designed to use the traction motor speed sensors and temperature sensors to be
supplied along with the system for the motors of HHP locomotives. Temperature
sensors and speed sensors are connected to control cabling by a 5-pin VEAM
connector mounted on the motor frame.
The traction motor speed and temperature sensors shall be compatible with TCC & LCC
and shall also be mechanically compatible with the traction motors i.e. it shall be
possible to fit these sensors in the existing traction motors without any alteration in the
traction motor. The AC-AC Traction Control System Manufacturer shall educate
themselves regarding the type of traction motors and fitment provisions. Drawings
indicating the mounting dimensions of traction motor speed and temperature sensors
are attached at annexure-V and annexure-W respectively.
7.4.9 In the existing locomotives, a system called IPS (Inverter Protection System) is
used to protect the inverter from over voltage and over current conditions on supply as
well as load side. Current and voltage values are continuously monitored and protection
is achieved by short circuiting the source with a medium crowbar resistor and turning
OFF the main alternator excitation by loco control system in case current or voltage
exceeds a pre-set value. Resistance and inductance values of this IPR (Inverter
Protection Resistor) are 0.18 – 0.23 ohm and 20 – 50 mH respectively. An alternative
proven and reliable protection system may be provided by the AC-AC Traction Control
System Manufacturer with specific approval from RDSO. It is preferable to use the
existing IPR mounted external to the inverter cabinet in the DBR hatch assembly.
7.4.10 The proposed traction inverter system shall be capable of withstanding dielectric
test voltages as per following standards:
(a) Power circuit : As per IEC-61287.

(b) Control circuit : As per IEC-60571.
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The inverter system shall be subjected to the above test voltages only once during
prototype/routine testing.
7.4.11 The traction inverter system shall be designed for following protection class:
(a) For phase modules : IP20

(b) For electronic compartments : IP54
7.4.12 The main power semiconductor device used for switching shall be Insulated Gate
Bipolar Transistor (IGBT). The PIV rating of device shall not be less than 4.5 kV. The
IGBT module may contain external or internal protection circuits and gate drive circuits.
The complete system shall be designed as simple as possible with reduced number of
components without compromising reliability and efficiency. The devices offered shall
be field proven. The detailed characteristics of the devices along with details of gate
drive circuits and protection circuits used shall be furnished in the offer.
7.4.13 Suitable temperature sensors shall be provided so that temperature of phase

modules / IGBT modules can be continuously monitored by the control system. In case
of over temperature, traction motor torque shall be gradually reduced to keep phase
modules / IGBT modules at safe operating conditions. Additionally, IGBT modules shall
preferably be provided with a built-in self-protection function to avoid failure on over
temperature, in case of failure of temperature sensor.
7.4.14 COOLING SYSTEM
In the existing HHP locomotives with bogie controls, air for the secondary cooling of
phase modules of each inverter and cabinet cooling comes directly from the ambient
supply by a forced air inverter-cooling blower located in the cabinet itself. Therefore two
blowers are used, one in each inverter cabinet. These are dual speed 3-phase AC
induction motor blowers with power supply taken from locomotive’s companion
alternator at 24–120 Hz, 40–220 V for nominal engine speeds. The loco control system
(LCC) exercises control of the blowers at the request of traction control computers via
serial link. In axle control system, 6 blowers are used for secondary cooling (one blower
for each traction inverter).
In the proposed system, secondary cooling shall be forced air cooling only. It is
preferable that cooling requirement of complete TCC be met by blowers that are located
inside the TCC itself. Power supply for these blowers may be taken from locomotive
companion alternator.
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7.4.15 GENERAL POINTS OF GUIDANCE FOR TRACTION INVERTER DESIGN
(i) Inverter shall be of PWM type with high switching frequency to obtain near
sinusoidal waveform and reduce current harmonics even in the lower speed
region of traction motor.
(ii) The harmonics of the output waveform of inverter shall be controlled to

minimise the traction motor torque pulsations, traction motor heating and also
to provide constant and high adhesion between wheel and rail throughout the
operating speed range of the locomotive.
(iii) The dv/dt on the inverter output shall be minimised to reduce motor winding
stresses and prevent corona breakdown / insulation damage to the windings. It
shall be designed considering motor cable length to reduce over voltage
transients on motors.
(iv) The components and technology used shall ensure very high efficiency of the
inverter system. Typical efficiency of about 98% is preferred. Manufacturer shall
furnish the expected efficiency with respect to locomotive load/speed.
(v) In the design of IGBT based inverter and associated control equipment,
reliability and maintainability shall be of paramount importance. Adequate
margin shall be provided to take into account ambient conditions prevailing in
India. Freedom from dust and protection from surges shall be ensured.
(vi) For semi conductor devices a safety margin of 25% on the ratings for current
and voltage under worst operating conditions shall be provided and established
through calculations.
(vii) Appropriate warning labels and safety provisions shall be made in the inverter
system to prevent direct human contact to any electrical live part.
(viii) Inverter system shall be provided with following features to minimise possibility
of trains being stalled on the section:
(a) In case of axle unit system, one axle can be cut-out in the event of major
faults with the inverter. Similarly in case of bogie control, traction motors
of a bogie may be cut out in the event of an inverter fault. In either case,
it shall be ensured that journey is completed with defective equipment
isolated.
(b) Suitable margin shall be provided in the equipment rating such that
under emergency conditions with isolation of single traction unit such as
inverter, traction motor(s), etc., there is no necessity to reduce trailing
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load on level track and the journey can be completed at reduced

speeds, if adhesion conditions are satisfactory. The one-hour ratings of
the equipment shall not be exceeded under such operations. For this
purpose, short-time ratings of the major equipment shall be furnished by
the manufacturer.
7.4.16 Inverter design shall be modular in construction to facilitate ease of replacement

preferably with the use of interchangeable phase module assemblies. As far as
possible, standard sub systems and modules shall be used. In case of any fault,
removal and replacement of phase modules shall be easy. Complete inverter system
shall be designed such that it requires minimum maintenance. Easy access for all sub-
assemblies / components shall be provided for inspection and maintenance. AC-AC
Traction Control System manufacturer shall confirm support for obsolescence of all
semi conductor devices for a minimum period of 15 years.
7.4.17 Inverter electronics shall be TCN compatible. All communication interfaces shall
be TCN compatible as per IEC-61375-1. However, if it is not possible to design TCN
compatible inverter control system having proper functional interface with locomotive
control system, then the alternative communication interface offered shall be got
approved. In this case, the AC-AC Traction Control System manufacturer shall submit
details of the alternative protocol to RDSO/DLW for approval.
7.4.18 Features of data logging for monitoring fault conditions. Facility for interfacing PC
/ laptop for upload / download of data for fault diagnostics and further analysis shall be
provided. A real time clock unit is to be provided along with the fault logs so that tripping
time can be co-related with the operating conditions of the locomotive. The fault codes
shall be in text format which shall be comprehensible for the operating and maintenance
personnel. Faults shall be stored in permanent memory with a buffer battery. Minimum
fault log size shall be 50 faults with ring buffer. It shall be possible to download the fault
log using a lap top computer and interpret it through a separate common PC application
such as MS EXCEL etc. Important parameters of the equipment at the time of
occurrence of the fault shall be recoverable for fault analysis and shall include the
following:
a) Identification of the fault and its brief description in text and coded form.
b) Identification of components and sub assemblies involved.
c) Time and date of fault occurrence.
The programme download shall preferably be through an online connected PC platform

without the need to remove the memory chips. A FLASH EPROM based program
memory is preferred.
Optionally, a facility for standalone testing may be offered, through which, it shall be
possible to offline test the inverter by inserting a test EPROM or by downloading a test
program in FLASH.
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Features to take corrective action in case of certain critical recognizable faults. The
inverter system shall have its own protection and control logic, which it shall also be
able to communicate with the loco control system in the event of a fatal failure to initiate
a protective shutdown of the locomotive.
The protective shutdown in case of defined fatal conditions shall be based on a

predictable logic preferably implemented in the hardware of inverter electronics.
Damage to IGBT devices of the inverter shall be prevented in case of a short circuit at
the load end.
7.4.19 Proper shielding against electric and magnetic interference shall be provided.
Cable length for gate drive timing signals transmitted from traction control system shall
be kept minimum to minimise losses and prevent loss of data. Actual firing pulses shall
be generated by gate drive units mounted in the phase modules. Proper electrical
isolation for low voltage gate drive signals and high voltage gate drive power supplies
shall be provided. Proper creepage distances between high and low voltage circuits as
well as to the ground shall be maintained.
7.4.20 All cables used in the TCC & ECC shall be E-Beam cables. All control cables of
size up to and including AWG size 3 (25.59 mm²) shall be governed by EDPS-179 and
all power cables of size AWG1 (46.6 mm²) and larger shall be governed by EDPS-304.
7.5 AEB and Blended Brake Operation
7.5.1 HHP locos shall be provided with Auto Emergency Brake system (AEB). AEB by
default initiates braking in the event of train/loco crossing the permissible set speed.
AEB operation and reset procedure shall be as follows:
Parameters Method of operation
Enable/Disable Through toggle switch/key switch on ECC#1
AEB operating Operating and reset speed shall be user settable through
speed/reset speed software.
AEB reset Automatic (through software), after achieving reset speed. A

speed/procedure manual reset push button shall also be provided on ECC#1
Event after AEB Air Brake by system. PCS “ON” indication and message on
activation DID.
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7.5.2 HHP locos shall be provided with blended brake feature. For train braking,
dynamic brake effort shall be used to the extent possible to reduce wear and tear of
wheels and rails. Existing CCB shall be retained and its compatibility with the complete
system shall be the responsibility of the AC-AC Traction Control System manufacturer.
Blended brake operation process shall be as follows:
Parameters Method of operation
Enable/Disable Through toggle switch on ECC#1
Blended Brake indication Indication lamp on ECC#1
* * In case a penalty brake application is imposed on the driver through the VCD, the
same shall be reset as per extant procedure defined for VCD resetting.
7.6 EVENT RECORDER AND VIGILANCE CONTROL
7.6.1 EVENT RECORDER
This shall generally meet the requirement as per RDSO Specification No.MP.0.3700.12
(latest revision) for Technical requirements of Microcontroller based Event Recorder for
use on HHP Locomotives.
7.6.2 MULTI RE-SETTING TYPE VIGILANCE CONTROL
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
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 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 magnet valve of the device shall be designed to work
on the normally de-energized principle.
c. The device shall be capable of being worked off batteries, and / or auxiliary
generator provided on the locomotive.
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d. The device shall ensure that the locomotive is brought to a halt if the driver
were incapacitated at the controls.
This shall generally meet the functional requirements as per RDSO specification No.
MP.0.34.00.04 (Latest version) along with recent changes as per RDSO Modification
Sheet no. MP.MOD.BK.01.01.12 (Rev-00) dated 05-01-2012 and RDSO Instruction
Bulletin no. MP.IB.BK.01.05.14 dated 23-07-14 which shall supersede the values/logic
mentioned in the specification. Some of the requirements are listed as below:
a) The VCD operation shall be suppressed during helper mode operation of

locomotive.
b) The alerter should operate except in case of following conditions:
 Brake cylinder pressure exceeds 1.7 Kg/sq.cm. as per RDSO Instruction
Bulletin no. MP.IB.BK.01.05.14 dated-23-07-14.
 The locomotive is not a lead unit.
 A penalty brake condition present.
 The locomotive is operating as a wireless MU (distributed power) remote.
c) Warning cycle times T1 and T2 of VCD shall be reduced from earlier 17 + 17
seconds to 8 + 8 seconds with tolerance of +2 seconds.
d) Counter shall be provided which shall increase by one unit whenever penalty
brake application takes place. This counter shall be visible to the driver through
display unit so that reading can be noted whenever crew changes takes place.
e) Provision shall be made so that loco pilot of the active control stand can only
reset the VCD. VCD reset button at the non-driving control stand/desk shall
remain inactive so that the Assistant loco pilot will not be able to reset the VCD
through VCD reset push button as per RDSO Mod Sheet No.
MP.MOD.EC.02.12.14(Rev.1/Latest).
A two way double pole toggle switch shall be provided as per RDSO Mod Sheet
No. MP.MOD.EC.02.12.14 (Rev.1/Latest) so that only after the selection of the
switch to working control stand, loco pilot can notch up and reset VCD through
VCD reset push button.
Vigilance control system based on the above shall be the inbuilt feature of LCC.
7.7 ECC PANELS
Layout and mounting arrangement of ECC#1, ECC#2 and ECC#3 panels shall be such
that it shall be possible to accommodate these in the existing envelopes and as far as
possible mounting arrangement shall also be same as that of existing panels.
These shall be designed and manufactured generally conforming to DLW / RDSO

specifications.
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Following points shall be considered for proper design of ECC#1, ECC#2 and ECC#3
panels:
a) Ventilation engineering of the each cabinet shall be done based on the

cooling requirement of major components of the cabinet.
b) Design of the cabinets shall be modular to facilitate quicker assembly.
c) The cabinets shall be pressurised to avoid ingress of dust and other

contaminates inside the cabinets. A pressure of 2 to 3 inches of water gauge
shall be maintained in the cabinets.
d) No electro pneumatic contactors shall be used.
e) Components and cables of common electrical circuits shall be grouped

together to reduce EMC interference.
f) Cooling requirements of existing ECC#1, ECC#2 and ECC#3 cabinets are

200 CFM, 250 CFM and 75 CFM of fine filtered cooling air respectively.
g) The cabinets shall be designed to permit its welding with the under frame.
The functional equivalents of all the existing components in these three cabinets like
sub assemblies, sensors, relays, contactors, breakers, switches, panels, etc, shall be
properly accommodated in these cabinets. Depending upon the requirement, some of
the sub assemblies/ components may be re-arranged or integrated with others. Such
modifications shall be clearly brought out in the schematics and approval of DLW/RDSO
shall be taken at design review stage.
It is essential that overall functionality shall be either improved or maintained same as

the existing system. It shall not be degraded in any way due to such modifications in
design.
8.0 PERFORMANCE REQUIREMENTS
8.1 TRACTION INVERTER
The proposed traction inverter system shall be designed to operate with following input
/output voltage and current variations under specified site conditions:
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Nominal input supply voltage 600 VDC to 2600 VDC (with

ripple less than 100 V).
Maximum continuous input current 1250 A DC (rectified output
of alternator)
Maximum input voltage 3200 VDC
Output r.m.s. voltage (phase to phase), 3- 0 V to 2030 V

phase AC variable (fundamental wave)
Maximum output r.m.s. phase current 900Amps per bogie

Output frequency 0 Hz to 160 Hz
8.2 TRACTIVE EFFORT/ BRAKING EFFORT CHARACTERISTICS
8.2.1 Traction Motor torque vs. speed characteristics (for existing motor) and loco TE &
BE characteristics of HHP locomotives are attached with this specification as listed
below:
Traction motor characteristics:
(i) Traction motor torque vs. speed curve (driving operation) - Annexure-E
(ii) Traction motor torque vs. speed curve (braking operation) - Annexure-F
(a) WDP4D LOCOMOTIVES
(i) Loco Tractive Effort vs. speed curve (driving operation) - Annexure-C(D)
(ii) Loco Braking Effort vs. speed curve (braking operation) - Annexure-D(D)
(b) WDG4D LOCOMOTIVES
(iii) Loco tractive Effort vs. speed curve (driving operation) - Annexure-G(D)
(iv) Loco Braking Effort vs. speed curve (braking operation) - Annexure-H(D)
(c) WDP4B LOCOMOTIVES
(i) Loco Tractive Effort vs. speed curve (driving operation) - Annexure-C(S)
(ii) Loco Braking Effort vs. speed curve (braking operation) - Annexure-D(S)
(d) WDG4 LOCOMOTIVES
(iii) Loco Tractive Effort vs. speed curve (driving operation) - Annexure-G(S)
(iv) Loco Braking Effort vs. speed curve (braking operation) - Annexure-H(S)
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8.2.2 AC-AC Traction Control System manufacturer shall try to improve upon the
current starting TE values and submit the proposed TE vs. speed characteristics along
with the offer. These will have to be worked out based on the cooling air available for
traction motors and ventilation requirements of traction motor.
The control system shall have such a provision that, at any time, not-in-use hotel load
power (residual from allocated hotel load power) shall be used for traction.
AC-AC Traction Control System manufacturer shall submit Tractive Effort versus Speed
curves without hotel load and Tractive Effort versus Speed curves with hotel load. The
curves shall be drawn for all the notches
8.2.3 The proposed inverters and loco controls system (LCC) with existing or
equivalent traction motors shall also be used for generating dynamic braking for the
locomotive. Any change in the BE (Braking Effort) vs. speed characteristics of the
locomotive, due to additional hotel load power, shall be fully explained and justified by
the AC-AC Traction Control System manufacturer. Revised BE vs. speed curve shall be
furnished with the offer. The existing DBR (Dynamic Braking Resistance) value may
also undergo a change, which shall be specified. However, outside interface of the DBR
(with other equipment on the locomotive) shall be maintained as existing. The DBR and
blower assembly will be provided by the DLW.
8.2.4 Typical data for existing HHP locomotives for 4500HP application is given as
below:
 Starting tractive effort shall not be less than 400 KN for passenger (WDP4D &
WDP4B) locomotives.
 Starting tractive effort shall not be less than 540 KN for freight (WDG4D & WDG4)
locomotives.
8.2.5 The traction inverter system shall use the existing traction motors and retain the
existing gear and pinion ratio. The gear and pinion ratio for passenger (WDP4D &
WDP4B) locomotives is 77:17 and for freight (WDG4D & WDG4) locomotives it is 90:17.
The vehicle gauge is 1676 mm broad gauge. The curves given above shall be
applicable for the half worn wheel diameter of 1054 mm +0.5 mm and shall be ensured.
Permissible axle load is given as below:
 21.7 tonnes +2% -4% (for dual cab WDG4D locos)

 20.5 tonnes +2% -4% (for dual cab WDP4D locos).
 21.0 tonnes, +2% -4% (for single cab WDG4 locos).
 20.2 tonnes +2% -4% (for single cab WDP4B locos).
8.2.6 In the existing system under normal operating conditions there is no reduction in
tractive effort and not any continuous speed limitation exists. However, temperature
sensors in the traction equipment are continuously monitored and inverter control
system reduces the tractive effort suitably to protect the equipment from overheating
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during any abnormal condition such as loco operation over long gradients for prolonged
periods etc. The de-rating protocol to be adopted to protect the major equipment such
as traction motor, inverter etc., in case of such abnormal conditions, shall be furnished
by the AC-AC Traction Control System manufacturer.
8.2.7 The AC-AC Traction Control System manufacturer will state the value of maximum
starting tractive effort, continuous tractive effort and speed values that will be developed
under dry rail conditions and also under all weather conditions, which will be
demonstrated during testing.
8.3 ADHESION REQUIREMENTS
Microprocessor shall be provided with state of the art adhesion improvement system.
The system shall be able to optimize the adhesion for all other weather conditions - dry
rail, wet rail conditions- and all track conditions - mainline, branch line and station yards-
and operating conditions (starting, running, braking).
AC-AC Traction Control System Manufacturer are required to indicate the expected
level of adhesion improvement in various conditions. The proposed inverter and LCC
shall achieve better or at least same adhesion performance compared to the existing
HHP locomotives.
Starting adhesion on freight (WDG4D & WDG4) locos in fair weather condition with
sanding shall not be less than 42% and shall deliver starting tractive effort of at least
540 KN. The starting adhesion on passenger (WDP4D & WDP4B) locos in fair weather
condition with sanding shall be adequate to obtain a minimum of 400 KN starting
tractive effort.
8.4 EMI REQUIREMENTS
8.4.1 The locomotive shall be working under 25 kV, 50 Hz, OHE system also. Electronic
signals generated inside the traction inverters and loco control systems shall not be
affected by this and locomotive shall work without any adverse performance.
8.4.2 The tracks over which the offered system will work may be equipped with DC track
circuits, 83-1/3 Hz track circuits as well as track circuits at higher frequencies.
Harmonics generated by the inverter system shall not affect signalling gears like audio
frequency track circuits and axle counters which work in the range 0-5 kHz with a limit of
400 mA. On the communication network, control circuits, teleprinter circuits, as well as
VHF/UHF and microwave circuits are employed. The psophometric voltage induced on
communication circuit running by the side of track shall not exceed 1 mV.
8.4.3 Compatibility with Signal & telecommunications installations
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a). The design of the power electronics provided on the locomotive/ propulsion
system will be such as not to cause levels of interference exceeding the
levels specified below at any point in the operating envelope of the
locomotive:
S.N. Interference current Limit

1.0 Psophometric current 10.0 A
2.0 DC component 4.7 A
3.0 Second Harmonic component (100 Hz) 8.5 A
4.0 1400 Hz to 5000 Hz 400 mA
5.0 More than 5000 Hz upto 50000 Hz
270 mA
b). Locomotive shall comply European Standards EN 50238 for Railway

applications Compatibility between rolling stock and train detection systems
and EN 50121 for Railway applications-Electromagnetic compatibility, as
applicable.
8.4.4 Acoustics noise level generated shall not exceed 80 dB at a distance of 1 meter.
8.5 OTHER REQUIREMENTS
8.5.1 It shall be possible to use the proposed locomotive control computer, and traction
inverters along with the traction computers for Goods or Passenger locomotives
interchangeably through configuration of user settable parameters and some jumper
settings, without any change in software or hardware.
8.5.2 Major existing equipment such as alternator, motors etc. shall be used without any
change. Complete system shall be designed such that there are minimum changes
required in the existing arrangement.
8.5.3 To ensure integration with existing equipment and good locomotive performance,
extensive simulation / systems testing of proposed LCC with traction inverters and
existing motors shall be performed by the manufacturer before prototype approval.
9.0 DETAILS OF TRACTION MOTOR

Traction motors fitted in the HHP locomotives are four pole, three-phase, squirrel cage
induction motors. Presently M/s Siemens make traction motors type 1TB2622 &
1TB2525 or equivalent are used on these locomotives.
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Main technical data of traction motors for 4500HP loco application is given as below:
Parameter Value
Nominal starting torque 9500 Nm

Maximum continuous power according 630 KW min at 1460 rpm
to IEC 60349-2 at motor shaft with DC
link voltage = 2600V.
Maximum continuous power according 485 KW min at 685 rpm
to IEC 60349-2 at motor shaft at rated (20% additional for bogie cut out)
voltage.
Maximum current 270A
(RMS value of fundamental wave)
Maximum permissible speed 3320 rpm min
Inverter Frequency Maximum 120 Hz
Circuit Y
Electrical characteristics Shall match the existing traction motor
type such that there is complete
compatibility with the existing locomotive and
traction equipment, particularly the
computers and there is no need for any
change in the relevant OEM software.
The speed & temperature sensors for

Traction Motor shall be in the scope of
supply of the AC-AC Traction Control
System manufacturer. The sensors supplied
shall be compatible with the existing AC
traction motor.
Gear ratio Passenger loco: 77/17, Freight loco: 90/17
Traction motors are as per RDSO specification no. MP.0.2400.52 (latest version).
10.0 DOCUMENTATION
10.1 Following documents shall invariably be submitted by AC-AC Traction Control

System manufacturer in soft and hard copy.:
a) Product catalogue and standard data sheet of AC-AC traction control system.
b) Outline and general arrangement drawings
c) Schematic circuit, functional description and protection scheme
d) The software logic of LCC functions in flow diagram.
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e) All characteristics curves, including the proposed notch-wise TE Vs Speed,

notch-wise DC link V-I, efficiency numbers and ventilation characteristics of the
equipment offered, parasitic load of the auxiliaries used in the system, BE Vs
Speed,
f) Schedule of supply, listing of all equipment with part numbers
g) Operating instruction and trouble shooting hand book
h) Maintenance manual with full description of maintenance and repair procedures
i) Maintenance schedules required along with list of components which are
required to be replaced in those schedules
j) List of maintenance spares required for normal maintenance and emergency
repairs
k) A copy of detailed bill of materials including relays, contactors, sensors, test
compliance, make, model nos., qty used and location with supporting drawings.
l) List of in house and outsourced items of AC-AC Traction Control System.
m) Recommended list of spares with cost for 3 years maintenance after warranty
n) Test protocol with procedure of testing
o) Test certificates and test compliance of outsourced equipments such as Relays,
Circuit Breakers, etc.
p) Details of technical support and training offered
q) Detailed calibration procedure
r) Foot print and weight schedule of AC-AC Traction Control system.
s) Lay out and mounting drawings of all the equipment offered
t) Drawings of each sub-system with interface details.
u) Cooling system details.
v) Details of enclosures provided.
w) Details of lubricants.
x) Procedure for user settable parameter alteration, fault data downloading and
analysis etc.
y) List of special tools, jigs and fixtures needed for testing, commissioning,
maintenance and repair.
Irrespective of the details brought out here, all information and documentation which are
essential for manufacture and maintenance of the locomotive with the equipment
supplied shall be submitted on request of IR.
11.0 TESTING & INSPECTION
11.1 The details of tests and trials to be done on each electronic equipment/sub
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assembly of the AC Traction System and on the complete system after installation on
locomotive are indicated at annexure - I
11.2 Type and routine tests on other equipment related with loco control and traction
inverter system offered shall generally be conducted in accordance with IEC-60571,
IEC-61287 and other relevant IEC standards separately. However, if the AC-AC
Traction Control System manufacturer proposes a different test scheme, the same can
be examined by DLW/RDSO on provision of alternative test procedures submitted by
the AC-AC Traction Control System manufacturer.
11.3 The supplier shall submit detailed type and routine test programs to DLW/RDSO
for its approval. RDSO/DLW may also decide to carry out some special tests on the
equipment, which are not covered by relevant IEC specifications. Tests shall be carried
out as per mutually agreed test program and the total cost shall be borne by the
manufacturer.
11.4 The prototype unit will be tested by RDSO/DLW representative(s) at the

manufacturer’s premises where all the facilities shall be made available for carrying out
the prototype test.
11.5 Validation test: A final validation test shall be conducted at DLW on the load box
by IR, in which all the performance requirements, which can be determined in static
condition, shall be established by the manufacturer, particularly the power requirement
as per para 1.2.1. Any adjustment required on the Woodward Governor or fuel rack for
achieving the performance requirements shall be arranged by IR, if necessary.
11.6 Instrumentation for type/routine and Validation tests
(a) All the instruments used for testing shall be duly calibrated. The calibration
certificates are to be shown to RDSO/DLW representative(s) on demand.
(b) Value of the fundamental component and THD of traction inverter output
will be measured by power analyzer during the prototype test at various
mutually decided pre-set points in traction and braking mode. True RMS
value of output voltage is also to be measured for record.
11.7 QAP: The AC-AC Traction Control System manufacturer shall submit a detailed
Quality Assurance Plan (QAP) along with the inspection plan for the equipment supplied
for approval by IR before the same is adopted.
11.8 Rating and performance trials: These tests may be done on one prototype
locomotive built with the equipment prototypes supplied by AC-AC Traction Control
System Manufacturer by IR at their own cost covering the following:
 Dynamometer car test to ascertain starting and rolling resistance of the

locomotive and to prove “tractive effort/speed” characteristics and “dynamic
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braking effort/speed” characteristics.

 Adhesion test to prove adhesion capability.
The AC-AC Traction Control System manufacturer shall be permitted to associate with
the tests as these tests are one of the means to determine clearance for series
manufacture. If either the microprocessor data obtained after the prototype locomotive
has been put in commercial service is considered adequate by RDSO or similar test/trial
data is already available with RDSO, to establish the performance requirements of the
locomotive, these tests may be waived.
11.9 Field trials: One prototype locomotive each shall be subjected to field trials on
IR for at least six month. The manufacturer shall depute a team of engineers for
commissioning, testing and field trials of the locomotive and its equipment in service.
The manufacturer shall associate in the field trials jointly with IR. The manufacturer shall
ensure availability of typical tools & spare parts in adequate quantity for field trials, to be
done as part of commissioning.
11.10 All the modifications required due to defects noticed or design improvements
found necessary as a result of the field test / trials shall be carried out by the AC-AC
Traction Control System manufacturer in the least possible time. Total cost of such
modifications/design changes shall be borne by the manufacturer.
11.11 Type test will be performed on one prototype unit of given design to verify that
product meets the specified design requirements. However, routine tests shall be
carried out on each equipment.
11.12 If mutually agreed between manufacturer and RDSO/DLW, witnessing of routine

test may be waived for sets manufactured after the prototype. The routine test of
equipment, for which witnessing has been waived, shall be accepted after successful
scrutiny of test results submitted to RDSO.
11.13 Subject to agreement between RDSO/DLW and manufacturer, some or all the
type tests shall be repeated on sample basis so as to confirm the quality of the product.
This will be part of revalidation of vendor approval. In addition, the manufacturer shall
repeat all the type tests after 5 years without any additional cost. Type test may also be
repeated in any of the following cases:
 Major modification of equipment, which is likely to affect its functionality or

performance.
 Failure or major performance variations established during type or routine
testing.
 Resumption of production after an interruption of more than two years.
11.14 To obtain additional information regarding performance and functionality of any

equipment or sub-system, investigation tests may be specially requested by
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RDSO/DLW.
12.0 WARRANTY
The complete system with controls shall be warranted for satisfactory and trouble free
operation in conformity with the standard IRS conditions. All aspects of workmanship
and design shall be covered by this warranty. The supplier shall immediately provide
arrangement for rectification of failures reported under warranty.
Warranty period of any equipment of the system may be extended as per mutual
agreement between RDSO/DLW and supplier if the equipment has undergone major
design modifications during the warranty period.
13.0 FAILURES DURING WARRANTY PERIOD AND UNDER MAINTENANCE

CONTRACT
13.1 In case of any failures, the details of failure and action taken to arrest re-
occurrence of similar failure in future with failure analysis report etc. is to be submitted
to RDSO/DLW.
13.2 In case of repeated failures, necessary changes in design on the units put in
service or in production line are to be made by the manufacturer. Investigation tests, if
considered necessary, are to be arranged/conducted by the manufacturer.
14.0 MARKING AND PACKING
14.1 Each equipment shall bear for identification DLW order number, batch/lot
number, serial number, type, year of manufacture, manufacturer’s name as well as
important nominal and short time ratings.
14.2 All equipment of the complete system shall be suitably packed in strong water
proof boxes to prevent any damage during transit and handling.
15.0 LIFE CYCLE MANAGEMENT

The equipment supplier shall ensure that the lifecycle requirements of the equipment be
met as detailed in the paragraphs below.
15.1 EXPECTED LIFE

The expected life of the equipment shall be 12 years or more.
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15.2 SUPPORT DURING LIFETIME

The equipment manufacturer shall ensure that the following support is available on
demand during the equipment lifetime:
 Service / spares support for the equipment
 Options for comprehensive maintenance contracts
 Modifications in equipment design to meet new requirements or to improve
reliability
The options for demanding these support services shall be reserved by the Indian
Railways and the equipment manufacturer shall provide the same on demand.
The equipment manufacturer shall submit an undertaking to support the equipment
during its declared lifetime. This undertaking shall be provided during type testing and
design approval and also while entering into purchase contracts.
Note: Cost of the services shall be determined through a mutually acceptable
process between the manufacturer and the users on the Indian Railways.
15.3 END OF EQUIPMENT LIFE MANAGEMENT

The equipment manufacturer shall provide options to upgrade / refurbish equipment at
the end of life of the equipment when requested by the Indian Railways.
The equipment manufacturer shall submit an undertaking to provide options for end of
life management when required by Indian Railways. This undertaking shall be provided
during type testing and design approval and also while entering into purchase contracts.
16.0 INFRINGEMENT OF PATENT RIGHTS

Indian Railway shall not be responsible for infringement of patent rights arising due to
similarity in design, manufacturing process, components used in design, development
and manufacturing of complete system and any other factor, which may cause such
dispute. The responsibility to settle any issue lies with the manufacturer.
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ANNEXURE-A(D)
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ANNEXURE-B(D)
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ANNEXURE-A(S)
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ANNEXURE-B(S)
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ANNEXURE-C(D)
Tractive Effort Vs Speed characteristics(AAR Condition)

4500 GHP WDP4D (Dual Cab) Diesel Electric Locomotive
One Traction Alternator typ e TA17
Six Traction Motor type ITB 2525 or equivalent
Gear ratio : 17:77, Wheel Dia. : 1054mm (Half Worn)
Starting Tractive Effort : 400 KN.
450
400
350
300
)
N
K
( 250
tr
o
ff
e
e 200
v
it
c
a
r
T
150
100
50
0
0 20 40 60 80 100 120 140
Speed (Km/h)
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ANNEXURE-D(D)
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ANNEXURE-C(S)
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ANNEXURE-D(S)
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ANNEXURE-E
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ANNEXURE-F
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ANNEXURE-G(D)
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ANNEXURE-H(D)
DYNAMIC BRAKING CHARACTERISTICS OF 4500 GHP

WDG4D (Dual Cab) Diesel electric locomotive
OneTraction Alternator: TA17 at 950 rpm
Six Traction Motor: 1TB2525 or Equivqlent
Gear Ratio: 90:17, Wheel Dia: 1054 mm(HW)
280
270
260
250
240
230
220
210
Dynamic Braking Effort (Kilonewtons)
200
190
180
170
160
150
140
130
120
110
100
90
80
70
60
50
40
30
20
10
0
0 10 20 30 40 50 60 70 80 90 100
Speed (Km/h)
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ANNEXURE-G(S)
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ANNEXURE-H(S)
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ANNEXURE -I
TESTS AND TRIALS
1.0 Type and routine tests shall be conducted on the individual equipment of AC
traction system separately. Complete inverter system shall also be tested after its
installation on the locomotive.
1.1 In general, traction inverter shall be tested in accordance with IEC-61287 & the
control electronics of inverter and LCC shall be tested as per IEC-60571. Individual
equipment, system and sub-system as may be necessary, shall be type and routine
tested in accordance with relevant IECs. In case LCC is part of TCC, no separate type /
routine testing is required to be carried out specially for LCC.
2.0 The list of tests to be carried out on the inverter system is as follows:
Tests on TCC Assembly

Sub Reference clause of IEC Nature of Test Type Test Routine
Assembly 61287-1 Test
Name
Traction IEC 61287-1-4.5.3.1 Visual Inspection √ √

Control
Cabinet IEC 61287-1-4.5.3.2 Dimensions and Tolerances √
with
IEC 61287-1-4.5.3.3 Weighing √
Traction
Inverter IEC 61287-1-4.5.3.4 Marking inspection √ √
IEC 61287-1-4.5.3.5 Cooling system performance tests √
IEC 61287-1-4.5.3.5.3 Check of effectiveness of air filters √
IEC 61287-1-4.5.3.5.4 Leakage test √ √
IEC 61287-1-4.5.3.6 Tests of mechanical and electrical √ √

Protection & measuring equipments
IEC 61287-1-4.5.3.7 Light Load Test √ √
IEC 61287-1-4.5.3.8 Test of the degree of protection √
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IEC 61287-1-4.5.3.9 Commutation test √
IEC 61287-1-4.5.3.10 Acoustics Noise Measurement √
IEC 61287-1-4.5.3.11 Temperature Rise Test √
IEC 61287-1-4.5.3.12 Power Loss determination √
IEC 61287-1-4.5.3.13 Supply overvoltage and transient energy √
IEC 61287-1-4.5.3.14 Sudden Variation of Load √
IEC 61287-1-4.5.3.15 IR Test √ √
IEC 61287-1-4.5.3.16 Dielectric Test √ √
IEC 61287-1-4.5.3.17 Partial Discharge Test √
IEC 61287-1-4.5.3.18 Safety requirements as per IEC 61991 √
IEC 61287-1-4.5.3.19 Vibration and Shock (on Sub-assemblies) √
IEC 61287-1-4.5.3.20 Electromagnetic compatibility √
IEC 61287-1-4.5.3.21 Step change of line voltage test √
IEC 61287-1-4.5.3.22 Short-time supply interruption test √
IEC 61287-1-4.5.3.23 Current-sharing test √
Tests on LCC cards, TCC Cards PCBs & Display Unit
Sub Reference Standard Test Details Type Test Routine

Assembly Test
Name
LCC cards, IEC 60571 – 10.2.1 Visual Inspection √ √

TCC cards,
PCBs & IEC 60571 – 10.2.2 Performance Test with simulation √ √
Display
 Voltage variation
unit  Reverse Polarity
IEC 60571 – 10.2.3 Cooling Test(low temp. storage) √
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IEC 60571 – 10.2.4 Dry Heat Test √
IEC 60571 – 10.2.5 Damp Heat Test √
IEC 60571 – 10.2.6.1 Supply over voltages √
IEC 60571 – 10.2.6.2 surges √
IEC 60571 – 10.2.6.4 Electrostatic Discharge Test √
IEC 60571 – 10.2.7 Transient Burst Susceptibility test √
IEC 60571 – 10.2.8 Radio interference Test √
IEC 60571 – 10.2.10 Salt Mist Test √
IEC 60571 – 10.2.11 Vibration and Shock Test √
IEC 60571 – 10.2.12 Water tightness test √
IEC 60571 – 10.2.13 Equipment stress screening √
IEC 60571 – 10.2.14 Low temperature storage test √
annexure - J Burn-In test * √
Tests on ECC#1, ECC#2, ECC#3 & ECC#4 Panels

Sub Reference Standard Test Details Type Test Routine
Assembly Test
Name
ECC#1, IEC 60571 – 10.2.1 Visual Inspection of marking & √ √

safety requirements
ECC#2,
Printed
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ECC#3 IEC 60571 – 10.2.2 Performance Test with simulation/ √ √

Functionality tests
&
ECC#4 On ECC#1
 Functionality
Panels  Continuity
 Operation Test for Relays,
Contactors and Breakers
 Power supply test for
output voltage for variation
in input voltage range (55
VDC to 110VDC)
On ECC#2
 Battery Charging Ass.

 Operation Test of ST & STA
Contactors
 Continuity
On ECC#3
 Functionality
 Continuity
 Operation Test for
contactors & Breakers
On ECC#4
 Continuity
 Operation Test for switches
& Breakers
RDSO spec Pressure Test √
Torque Test (H/W tightness) √
Weight √
Verification of Dimension & √

tolerances
IEC 60571 – 10.2.9 IR Test √ √
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IEC 60571 – 10.2.9.2 HV Test √ √
* The cards used in the equipment will be subjected to burn-in test as per the
temperature cycle defined at annexure - J. The cards will be kept energized during the
test. Functional test of each card will be carried out after the burn-in test. (Pl. refer
Clause 10.2.13 of IEC-60571). This will be part of internal test by the manufacturer and
results will be submitted during routine testing.
2.3 OTHER TESTS
After installation and commissioning of loco with the new traction inverter and loco
control system, it will be subjected to certain tests conducted by Indian Railways with
supplier’s representative mainly to satisfy the Railways regarding operational
performance, capability and safety. The following tests may be conducted in this
connection on one or more locomotives with new system:
2.3.1 RATING AND PERFORMANCE TESTS
Dynamometer car tests to ascertain following:
a) Starting and rolling resistance of the locomotive.

b) Tractive effort vs. speed characteristics of the locomotive.
c) Braking effort vs. speed characteristics of the locomotive.
d) Adhesive capability of the locomotive.
2.3.2 SIGNALLING AND INTERFERENCE TESTS
Tests to determine the levels of interference with the Signal and Telecommunication
equipment and facilities to prove that these are within acceptable limits (see clause 7.4)
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ANNEXURE - J
BURN-INTEST
Temperature
in Degrees T
emperature Cycle
0
+70C
0
+25C
0
0C
0
-25C
1.4 2.1 5.2 5.5 9.1 9.4 12.5 13.2 15
Time (Hrs)
0.1=10 Min
1.55 5.27 5.42 9,17 9.32 12.57 13.12 14.41
On
Off
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ANNEXURE - K
Printed
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ANNEXURE – L
INDIAN RAILWAYS
DIESEL LOCOMOTIVE WORKS SPEC. No.
VARANASI WDG4/EL/PS/28
dlw PURCHASE SPECIFICATION
FOR SUPPLY OF CROW BAR RESISTOR & CROW BAR/DAMPER REVISION: 0.0
RESISTOR REQUIRED FOR IGBT BASED TCC EQUIPPED
WDG4/WDP-4D LOCOMOTIVES ISSUE DATE : 19.09.2008
1. FOREWORD: With the successful development of IGBT based TCC by different sources,
the requirement of Crow Bar Resistor and Damper Resistor has also under gone changes.
This specification covers supply of Crow Bar and Damper Resistor required for proper
functioning of different make of IGBT based TCC.
2. SCOPE OF SUPPLY: Includes supply of any one of Crow Bar and Damper Resistor
combinations to following specifications:
 Resistor Crow Bar of 0.22 Ω to EMD Drg No. 40082110 and Resistor Crow
Bar/Damper 0.22 Ω to EMD Drg. No. 40082111
OR
 Resistor Crow Bar of 2.94 Ω to EMD Drg No. 40047781 and Resistor Crow
Bar/Damper 2.94 Ω to EMD Drg. No. 40053020
OR
 Any other protection device of IGBT TCC designed by TCC manufacturer. The
proposed protection device should be accommodated in existing envelope dimension of
Resistor Crow Bar as per EMD Drg. No.40082110/40047781 and Resistor Crow
Bar/Damper as per EMD Drg. No. 40082111/40053020. Over all dimensions must be
strictly followed.
3. Condition for Tenderer: . these resistors should be procured from DLW approved sources
only.
Appd. By Dy. CPM/EL-EMD Checked by SSE/EL/D Prepared by
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Annexure-M
SPECIAL CONDITION FOR ANNUAL MAINTENANCE CONTRACT OF

IGBT BASED AC-AC TRACTION CONTROL SYSTEM FOR 4500hp HHP
CLASS OF LOCOMOTIVES
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1. GENERAL
This annual maintenance contract agreement is required to be entered between OEM of IGBT
technology based AC-AC Traction Control System and Diesel locomotive Works for and on
behalf of President of India for use and operation by the Zonal Railways at Headquarter/
Divisional level under the supervision of Zonal Railways. The above contract covers the
comprehensive maintenance requirement of following equipment of IGBT technology based AC-
AC Traction Control System fitted on 4500hp HHP class locomotives:
a) Traction Control Converter (TCC)
b) Locomotive Control Computer (LCC)
c) Traction motor speed and temperature sensors
d) DIALS /HMI Display
2. DEFINITIONS
Throughout this document, the terms:
a) TCC (Traction Control Converter): means the IGBT technology based TCC.
b) LCC(Locomotive Control Computer): means the locomotive control computer.
c) 'IR' means Government of India, Ministry of Railways, Railway Board, New Delhi or
its nominees.
d) ‘DLW' means Diesel Locomotive Works, Varanasi - 221004.
e) 'Tenderer' means the firm/company submitting the offer for annual maintenance of
Traction Control Converters, Locomotive Control Computer (LCC) , Traction motor
speed and temperature sensors & DIALS /HMI Display fitted on 4500hp HHP
locomotives.
f) ‘Contract’ means the contract for annual maintenance of IGBT technology based AC-
AC Traction Control System fitted on 4500hp HHP locomotives at sheds of Indian
railways proposed to be entered into between IR and the firm, against the tender.
g) 'Contractor' means the firm / company or its wholly owned subsidiary in India on
whom the order for annual maintenance of IGBT technology based AC-AC Traction
Control System fitted on 4500hp HHP locomotives is to be placed.
h) 'Sub-contractor' means any person, firm or company from whom the contractor may
obtain any services for maintenance of IGBT technology based AC-AC Traction Control
System.
i) User Railway - means the Zonal Railway or Divisional Railway which has placed the
contract on firm in terms of this agreement.
j) Designated Shed - shall be the shed so designated by the user railway, within the
zone of that user railway, where the locomotives shall be brought for maintenance
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including the maintenance of IGBT technology based AC-AC Traction Control System.
k) 'Nominated Officer' means the person nominated by user Railway for the purpose of
execution of contract.
l) 'Loco Hours' is the total number' of hours in service/breakdown for any locomotive.
i.e. maximum 24 hours per day per loco.
m) ‘Locomonth’ is the unit of measurement of availability of a locomotive over a period

of one month.
n) "RDSO" shall mean Research, Design and Standards Organization of Lucknow
for the purpose of consultation regarding up gradation.
o) "GCC" shall mean General Conditions of Contract (Works) contract, of the

concerned zonal railway.
3.0 SCOPE
3.1 Annual Maintenance for OEM make IGBT technology based TCC, LCC, Traction motor
speed and temperature sensors, DIALS/HMI Display fitted on 4500hp HHP
locomotives as suggested by OEM/Railway in which these equipments are in working
condition to be jointly certified by the Contractor & user Railways to be covered in the
aforesaid AMC. For this purpose AMC contract shall begin when:
a) In case of 4500hp HHP locomotives made at DLW, immediately w.e.f .next day when
the warranty period expires.
b) In case of a) if the AMC is awarded beyond the warranty period, the joint inspection &
OEM recommended rectification, if any, at the cost of IR shall be required before the
commencement of the AMC
3.2 The contract shall be comprehensive in nature wherein preventive as well as Breakdown
Maintenance of equipment under AMC is to be attended by the contractor including the
arrangement of spares, tools, consumables, technical expertise and manpower. The
replaced consumables, tools, items will be contractor’s property. Contractor shall remove
the same from the shed’s premises with due authority.
The respective firm shall submit the maintenance schedule as per their design to the
zonal railways for approval and all maintenance activity shall be carried out as per the
schedule approved by railways. Loco shall be made available to the contractor within + 7
days.
3.3 The maintenance and support by the contractor shall be as per the preventive
maintenance schedule of the TCC, LCC, Traction motor speed and temperature
sensors & DIALS /HMI Display, as per planned maintenance schedules, under
AMC for trouble free services of the locomotives as prescribed by the OEM. The
scope of maintenance by the contractor shall be largely as per preventive
maintenance schedule of the TCC, LCC, Traction motor speed and temperature
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sensors & DIALS /HMI Display but shall include all the extra and out of course
attentions including breakdown, if any required, to ensure trouble free operation
of the locomotive.
3.4 Based upon the experience gained by the contractor in the first year of the contract & the
fleet size, it shall be possible to improve upon the above referred levels of availability
and downtime.
3.5 The locomotives going out of the manufacturers' warranty for equipment under AMC shall
only be included under the annual maintenance contract. The warranty period for the
equipment shall be governed by the original supply contract against which the
equipment are supplied to Indian Railways. True copies of such documents shall be
furnished by the contractor.
3.6 The filter for clean air supply to TCC, clean air compressor, duct for clean air, IPR inlet
panel cables and accessories are excluded from the scope of this contract.
3.7 Annual maintenance contract (AMC) shall not cover the failures due to external
circumstances such as fire, accident, explosion, floods etc. Breakdown arising due to
reason external to the equipment under AMC such as TM failures, TM cable short-circuit
are also excluded from this contract.
3.8 Availability and Downtime
3.8.1 The contractor shall ensure that during the billing period (three months), combined
downtimes of all the locomotives covered under the contract, on account of out of course
repair and online failures of equipment under AMC covered under the scope of work,
does not exceed 1.5% of total loco hours for the locomotives covered in the contract.
Downtime accountal shall be carried out every month and the contractor has to ensure
not less than 98.5% availability on account of equipment under AMC.
3.8.2 The contractor shall ensure that downtime on account of out of course repairs and online
failures of equipment under AMC covered under the scope of work, does not exceed an
amount equivalent to 5% of individual loco hours for each of the locomotives covered in
the contract. Downtime accountal shall be carried out by the contractor every month and
the contractor shall ensure not less than 95% availability of each loco on account of
equipment under AMC.
The down time calculation for para 3.8.1 and 3.8.2 above shall be as under:
a. Downtime on out of the course repair shall start from the time when the stipulated
maintenance schedule of the locomotive is completed but waiting for the repair of
the loco exclusively on account of equipment under AMC.
b. Downtime on account of online failures shall be from the time the loco fails on
line and reported to the contractor till the loco is given ready for service.
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If the loco involved in line failure cannot be attended at site, same should be informed to
the shed authorities immediately and then if required the loco shall be moved to the
nearest shed (including the trip sheds) for further attention. Such dead loco/ light engine
movement may take time and is beyond the control of the contractor. Hence, if the time
taken from the reporting of inability to repair at site till handling over of the locomotive to
the contractor at nearest shed (including trip shed) is more than 24 hours, the time
above 24 hours shall not be considered for calculating the downtime occurred due to
that failure.
If the locomotive breakdown complaint is given for online failure, the service engineer
shall proceed by road or rail from designated shed with necessary spares & tools within
two hours of receipt of complaint and attend to the loco at the earliest opportunity. If the
contractor confirms in writing after checking the loco that the problem cannot be
attended online, loco may be moved to the nearest maintenance shed/trip shed for
repair. If the loco is not handed over to contractor within 24 hours from the time
contractor has expressed inability to repair/attend online or at failed site, the extra time
taken is beyond the contactor scope and hence shall not be taken as down time till the
loco is handed over to contractor for repair/attention.
3.8.3 In addition, the number of locos under breakdown repair at 0.0 hours daily shall not
exceed 3% (arithmetically rounded off to nearest integer) of the locomotive under
contract. However, if the total locos under AMC in a shed are less than 100, the locos
under breakdown repair at 0.0 hrs. daily shall not be more than 3 locos.
3.8.4 All the penalties shall be calculated on the entire fleet covered under this contract.
3.8.5 In case any loco is held up in shed for repairs / want of material (other than related to
equipment under AMC) for more than 15 days, the same shall be communicated to the
contractor in writing and the complete held-up period shall be excluded from the
availability figures and hence no payment shall be made for that period. The contractor
shall not remove any material from the loco without prior written consent from Railway
authorities.
4.0 PLACE OF WORK
4500hp HHP Microprocessor based locomotives are based / proposed to be based at

Diesel Sheds under various Zonal Railways like, Hubli(SWR), Siligudhi(NFR), Gooty
(S.C.R.), Erode (SR), Krishnarajpuram (SWR), Vatwa (WR), Etarsi (WCR), Jhansi
(NCR), Lucknow (NR), BandaMunda (SER), Gonda (NER), Undaal (ER), Kalyan (CR),
Patratu (ECR), Ludhiana (NR), New Katni Junction (WCR), Tughlakabad (NR), Guntkal
(SCR), Bhagat ki kothi (NWR), Raipur (SECR), Kazipet (SCR), Vishakapattnam (ECR),
Pune (CR), etc.. However, contract shall cover any other shed/place nominated during
the currency of the contract. The contractor shall arrange required men and material at
the designated sheds with immediate effect.
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The maintenance / breakdown repairs shall normally be carried out by the contractor
through its nominated Service Engineers at designated shed only. However, in case of
failure on equipment under AMC, at any location within that zonal railway the
maintenance / breakdown repair may be carried out at trip sheds also. If it is not possible
to bring the loco to the designated sheds, the contractor’s service engineer shall reach
the spot immediately by any means of transport on receiving the advice from the shed.
Necessary travel authorizations for the service engineer to undertake such travel as
applicable would be provided by the respective zonal railways. After examination of the
loco at out station, in case, the loco cannot be repaired / attended the locomotive can be
moved to shed for further attention. Necessary support and resources required shall be
provided by that shed.
Power failures such as but not limited to GTO, IGBT, Crowbar module, DCL reactor,
Blower motors shall be attended at base sheds only.
5.0 AUTHORITY FOR OPERATION OF CONTRACT
This contract is for trouble free operation of equipment under AMC by the user diesel
sheds. Based upon this agreement, the contract shall be signed by the user diesel shed
at Zonal HQ and shall be executed under the overall supervision of Zonal Railway.
The User Railway shall nominate an officer who shall operate the contract for
maintenance of the equipment and who shall be responsible for making the contract
(Liaison) with the firm at the defined address by telephone/telex/ fax or in person
immediately when the preventive maintenance breakdown is to be attended to as
required.
The nominated Railway Officer shall also be responsible for supervision of the
contractor's works for the verification of contractor's bill for payment.
6.0 RESPONSIBILITIES OF PARTIES
Following are the responsibilities of Railways and the Contractor.
6.1 RAILWAYS
6.1.1 The Railway authority shall permit the contractor to work on equipment under AMC fitted
on the locomotives under preventive maintenance or break down.
6.1.2 User Railways shall nominate the Officer/ Supervisor for supervision of the work done by
the contractor under the contract.
6.1.3 The User Railway shall issue the necessary identity card (even if temporary) to the
working staff/service engineer for their entry on the platform and other railway premises.
However this Identity Card shall not be taken as a travel authority to travel in any train/s.
Necessary documents to facilitate movement of material shall be given by the shed.
6.1.4 The necessary space, electricity, and water connection shall be provided by Railway free
of cost as required for at the nearest possible point of the site. In addition, a lockable
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room to store the tools and tackles shall be provided free of cost by the IR to the
contractor. However, there shall be no separate exclusive security systems for the
space/facility provided to the contractor by Railway. This shall be applicable at all
designated base sheds.
6.1.5 The user Railway shall make the locomotives available for the maintenance as per
scheduled maintenance regularly.
6.1.6 Railway shall mention the details of the locomotives including the locomotive nos.
covered under Annual Maintenance Contract for the reference of both the parties. In
case the base maintenance designated shed of the locomotive is shifted to any other
location, than those specified in the scope, the scope of AMC shall accordingly shifted to
new site/base.
6.1.7 The nominated railway officer shall intimate the firm by Telephone/ Fax or in-person
mentioning the loco numbers and location of the locos along with the time of call. He
shall maintain the register of such calls made for reference of both the parties.
6.1.8 In case the failure of equipment is attended by the contractor at a station other than the
base maintenance shed, the service engineer shall give a declaration indicating the
attendance and clearance time to the concerned Railway official at the location, which
shall be countersigned by the Railway official. The same shall be submitted to the
designated shed along with the site report for records.
6.1.9 The owning shed and the firm shall jointly arrive at the no. of locos that are falling due for
AMC at the start of every month and a record shall be kept for this purpose.
6.2 CONTRACTOR
All the work including checks shall be carried out on the stable conditions at the
designated shed.
6.2.1 The contractor shall post adequate no. of qualified service engineers /backup engineers
and arrange required materials exclusively for the execution of this contract at the
designated shed/sheds with immediate effect.
6.2.2 Service Engineer shall carryout preventive maintenance on locos at all days and times
including Sundays and Gazetted holidays depending upon availability of locomotive in
the shed.
6.2.3 Normally Service engineer shall be available in the shed during normal working hours to
attend breakdown calls/ preventive maintenance.
A backup engineer shall be located at one of the contractor’s office and shall be
available at the designated shed if required to attend the complaints in case of absence
of service engineer at the designated shed.
6.2.4 The service engineer shall report within one hour at the designated shed to the
nominated officers of Railway if breakdown call is given during normal working hours
(06:00 – 22:00) and within two hours after normal working hours on all days of the week.
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6.2.5 The contractor shall keep all the necessary tools, testing equipment / Spare Parts, Sub-
Assemblies & Consumables in the ready stock in the firm's premises at the location of
the designated shed of maintenance or their workshop or in the nearest office. IR shall,
however, provide a lockable room to the contractor at the designated shed.
6.2.5.1 All components/materials required for effective and timely execution of this AMC
contract may have to be moved by “Contractor” from their warehouse or any other
location. Risk of loss or damage during such movement will be to the account of the
“Contractor”.
6.2.5.2 “Contractor” must keep adequate stocks of the components/materials received from their
warehouse or any other location in order to ensure minimize down time in the execution
of this AMC contract. Materials kept in the stock-point for the AMC relating to a particular
engine/bogie cannot be removed by the “Contractor” from the stock point except for use
in this AMC or in the case of emergencies/unavoidable circumstances in any other AMC
entered into by the “Contractor” with any other loco sheds.
6.2.5.3 Subject to Clause-6.2.5.2 above, title in the components used in the AMC will remain
with “Contractor” until it passes to the Railways by accretion in the execution of the
AMC.
6.2.5.4 Documents for movement of components/materials from Contractors warehouse or any

other location to the stock-points: The documents employed for the inter-state movement
of the components/materials required for the execution of the present AMC must make
explicit reference to the particular AMC contract apart from the locomotive reference for
which the AMC is entered into.
6.2.6 The contractor shall furnish the standard (OEM recommended) list of spares,
consumable & tools to be stocked by the contractor at the designated shed
6.2.7 It shall be responsibility for contactor to keep the adequate spares, consumable and
tools (that may be required to service the AMC) to avoid any delay in repair time. The
Railway official can check the stock of spares if so desired.
6.2.8 The service engineer nominated for the repair on the shed duty shall observe all safety
and security rules prevailing at the place of work.
6.2.9 Some maintenance spares for the equipment under AMC may be available at the
contractors premises at the location of the designated shed of maintenance or their
workshop or in the nearest office of the diesel Loco sheds. These can be utilized by the
contractor. (The assessment is to be made by the contractor before quoting). However
any such spares used by the contactor from the stock is the IR property and shall be
replaced by new / repaired ones within 3 months of their uses at no extra cost. However,
if such spares are used for correcting damages caused by external reasons (e.g.
accident, cattle over run etc.), the same need not be replenished.
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6.2.10 The contractor shall maintain all such records/ log-books prescribed by the Railway &
produce for inspection by the Railway whenever required.
6.2.11 The contractor shall arrange required men and material at the designated sheds with
immediate effect. However, for new service locations a reasonable time frame of 3
months shall be provided.
6.2.12 Whenever any locomotive has had an adverse incident/unusual occurrence or failure
online or in shed, the contractor has to submit a detailed repair report to the user railway
official within a week from the date of completion of repairs. Failure investigation report
based on troubleshooting, data analysis and primary failure analysis shall be provided by
the contractor within 60 days from the date of completion of repairs.
It is the duty of the contractor to ensure that the components/spares used by him are of
highest quality and reliability. If any component is failing frequently and a trend is visible,
necessary preventive action should be taken by the contractor to arrest the failures and
make modifications to the system/component with the prior approval of the user railway
in writing. Any modifications required to improve reliability shall be carried out free of
cost by the contractor. Performance up gradation to locos shall be done after
consultation with OEM, Supplier and RDSO and with additional charges on case to case
basis.
7.0 PROGRESS REPORT
The regular observations and monthly progress report of the user railways shall be sent
to DLW by the user railway for future centralized reference.
8.0 VALIDITY OF CONTRACT
The above contract (with rates and terms & conditions) shall be valid for 3 years (from
the date of issue of the contract or from the date of expiry of warranty of the Locomotive
whichever later) unless otherwise extended or terminated by Railway. Both the parties
shall take up jointly the inventory of eligible locomotives to be maintained under this
contract.
For the purpose of billing and payment, AMC takes effect with signing of agreement
between Railway and Contractor and taking up of joint inventory of eligible locomotives
to be maintained.
9.0 RATES
The rates to be quoted for comprehensive AMC covering both the break down &
preventive maintenance (including spares and service) per Locomotive per year
consisting of equipment under AMC in figures and in words. The rates under this
contract shall be in INR. and exclusive of all applicable taxes and will be charged at
actulas during the execution of the contract. As the components/ materials will have to
be moved by the “Contractor” from their warehouse or any other location to their stock-
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points only for the execution of this AMC contract, the “Contractor” will have to ensure
appropriate payment of central sales tax in the respective state where the material to be
used for the AMC is initially kept. The “Contractor” will have to keep the Railways
indemnified for any consequences that the Railways may be exposed to as a result of
the omission on the part of the “Contractor” to discharge such liability. The gross amount
paid by the Railways to the “Contractor” for the execution of the present AMC contract
will be inclusive of such central sales tax and exclusive of applicable service tax.
10.0 OWNERSHIP OF THE REJECTED & OLD COMPONENTS
The ownership of the rejected or defective replaced components/parts vests with the
Contractor against the replacement made by them on equipment supplied to make it
operative.
11.0 PENALTY: FOLLOWING PENALTIES SHALL BE IMPOSED:
The cumulative maximum penalty shall be limited to 20% of the billing amount.
11.1 PENALTY FOR DELAY IN ATTENDING THE BREAKDOWN CALLS BY RAILWAY ON

THE CONTRACTOR
Problems / failures reported would be advised to the contractor's representative at

the designated shed on contact phone no. (which contractor shall apprise at the
time of award of contract). The contractor and he shall attend such
problems/failures within stipulated time starting from time of intimation failing which
penalty as described hereunder shall apply.
Any delay by the firm in completing the above activities shall affect the running of the
train services and may cause loss of revenue to the user Railway. Therefore, the user
Railway shall recover from the contractor as agreed damages and not by way of penalty
a token sum of Rs.5,500/- in each case of delay stipulated in Clause 6.2.4.
11.2 PENALTY FOR COMBINED DOWNTIME OF ALL THE LOCOMOTIVES (ref. clause
3.8.1):
For this purpose, downtime shall be calculated as percentage of total downtime hours for
the month to the total loco hours of all the locos covered under the AMC. In case the
contractor fails to maintain the contracted availability requirements, a penalty shall be
levied as under
Down Time Penalty

1.5% or less Nil
> 1.5% - 3% 2% of the total monthly proportionate bill
> 3% - 5% 5% of the total monthly proportionate bill
> 5% - 10% 10% of the total monthly proportionate bill
> 10% 20% of the total monthly proportionate bill
11.3 PENALTY FOR DOWNTIME OF INDIVIDUAL LOCOMOTIVE (ref. clause 3.8.2):

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For this purpose, downtime shall be calculated as percentage of individual downtime

hours for the month of a loco to the individual loco hours of the same loco covered under
the AMC. In case the contractor fails to maintain the contracted availability requirements,
a penalty shall be levied as under
Individual Loco Penalty Rate

downtime %
5% or less Nil
> 5% - 8% 5% of the individual loco’s monthly proportionate bill
> 8% 10% of the individual loco’s monthly proportionate bill
11.4 PENALTY FOR LOCOMOTIVE UNDER REPAIR (ref. clause 3.8.3):
For this purpose the number of locomotives under repair everyday at 0.0. hrs on account
of equipment under AMC shall not exceed 3% (rounded off to the next highest integer
number) of the total no. of locomotives under maintenance contract during the particular
month or else penalty shall be levied as under:
Max number of Locos Down Penalty

3% or less Nil
> 3% - 5% 2% of the total monthly proportionate bill for the day
> 5% 10% of the total monthly proportionate bill for the day
12.0 PAYMENT
12.1 For the purpose of contract, the AMC for any locomotive shall begin immediately from the
date of entering into the contract after the warranty cover of the locomotive to be covered
under the AMC is over.
12.2 The total yearly payment shall be made in four equal instalments and such instalments of
the payment shall be made against the bill by the contractor every quarterly which is
certified by the nominated officer for completion of maintenance and after calculation of
penalties as stipulated in para 11.0, 12.0, 13.0, 14.0, 15.0 & 16.0. On account of penalty
or non-performance of a planned scheduled maintenance, such dues, if any shall be
deducted as above.
12.3 The bills submitted by the firm for payment must accompany:
12.3.1 The certificate of maintenance of the locomotives issued by nominated Officer.
12.3.2 The above bill shall bear the individual locomotive number of the locomotives maintained
by the firm for each quarter covered under this AMC.
13.0 THE RECORDS TO BE MAINTAINED BY NOMINATED OFFICER.
13.1 The user Railway & the contractor shall jointly sign the list of locos to be covered under
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this contract. Any modification shall also be jointly signed, as proposed by the user
Railway.
13.2 The user railways shall maintain records of maintenance contract stating the locomotive
numbers to be maintained under this AMC along with the date of inclusion of the
locomotive under AMC. .
13.3 The nominated officer shall keep the register/ record for the previous bills paid for each
locomotive to avoid duplicity of payments at any time.
14.0 PAYING AUTHORITY
The payment against this contract shall be made by the Sr. Divisional Finance Manager
of the user Diesel Shed. Any taxes including Income tax required to be deducted at
source shall be deducted and a certificate to that effect shall be issued to the contractor
as prescribed under the rules;
15.0 CONTRACT PERFORMANCE GUARANTEE
The contractor shall submit Performance Guarantee for amount equivalent to 5% of

contract agreement for 36 months. This performance guarantee shall be in the form of
Bank Guarantee.
The user railway may forfeit the B.G. in case of the failure of firm in execution of the
contract or in the event of breach of any terms and conditions of contract by the
contractor.
16.0 FORCE MAJEURE CLAUSE
Force majeure shall comprise the occurrence beyond the control of the railways and the
firm as the case may be. This shall include, but not limited to the events such as
explosion, flood, fire, major power failure, accident, breaches, act of God, act of public
enemy, wars, riots, sabotage or any law of state or Ordinance or the order or regulation
of Govt. or local public authority. In such situation, either party shall promptly notify the
other party in writing about such event with evidence of happening, where possible and
mentioning that it is beyond their control to carry out obligation of this contract and agree
for mutually acceptable course of action.
The liquidated damages shall also not be applicable during this period.
17.0 COST OF THE TENDR FORM
Cost of the tender form and mode of payment shall be decided by the concerned user
Railway.
18.0 ARBITRATION
18.1 In the event of any question, dispute or differences arising under the condition of this
contract which cannot be resolved by mutual discussions, such dispute can be referred to
the sole arbitrator nominated by the General Manager of user railways. The sole arbitrator
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appointed by the General Manager in this case shall be Gazetted Railway officer. However
the person shall not be one of those who have dealt with the matter related to or who in
the course of their duties as railway servant have expressed view on all or any of the
matter under dispute or differences. The award of the sole arbitrator shall be final and
binding on both the parties to this contract.
Subject as after said, the arbitration act ,1996 & the rule of their under and any statuary
modifications there of for the time being inforce shall be deemed to apply to the arbitration
proceeding under this clause.
18.2 Where the arbitral award is for the payment of money, no interest shall be payable on
whole or any part of the money for any period till the date on which the award is made.
18.3 The arbitral award shall state item wise, the sum and the reasons upon which it is based.
19.0 LAWS GOVERNING THE CONTRACT.
The contract shall be governed by the Laws of India for the time being enforced
irrespective of the place of performance or payment under the contract.
20.0 JURISDICTION OF THE COURTS
The courts of the place where the contract has been entered into by the user railway and
the firm shall alone have the jurisdiction to decide any dispute arising out of or in respect
of the contract.
21.0 FAILURE
If the contractor fails in the performance of the contract (except in case of force majeure &
having been allowed a reasonable time to complete the obligation), the user Railway may
without prejudice to his other rights, cancel the contract or a portion thereof and if it so
desires, to enter into another contract for fulfilment of the obligation for the remaining
period, at the risk and cost of the contractor.
22.0 SUBLETTING AND ASSIGNMENT
The contractor shall not, save with the previous consent in writing of the user Railway,
sublet, transfer or assign the contract or any part thereof or interest therein or benefit or
advantage thereof in any manner whatsoever.
In the event of the contractor's subletting or assigning this contract or any part thereof
without any such consent, this shall be deemed as the breach of contract and the user
railways shall be entitled to cancel the contract without prejudice to Railways right to
recover damages and taking any action including legal action as deemed fit by Railways.
23.0 LOCAL CONDITIONS
It shall be the responsibility of the contractor as he deems necessary to acquaint himself

with all the local conditions and factors which would have any effect on the performance of
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the contract and the cost of the stores. In his own interest the contractor may familiarise
himself with the Income Tax Act, 1961, The Companies Act, 1956, The Customs Act, 1962
and related laws in force in India amended from time to time.
24.0 RULING LANGUAGE
The ruling language shall be English.
25.0 OTHER CONDITIONS
In the proposed contract, for the condition not specified therein, General Conditions of
Contract with the latest amendments shall apply. The execution of works covered by the
tender shall be governed by the General Conditions of Contract (GCC) of lndian Railways
with all the latest amendments up to date. By signing the contract, it would be deemed that
the contractor has kept himself informed of the provisions of the "General Conditions of
Contract" including all corrections and amendments issued up to date. A copy of GCC
shall be enclosed to the agreement and which shall form part and parcel of the agreement.
26.0 CONTRACT ISSUING AUTHORITY
26.1 This contract is issued on M/s Firm & shall remain valid for a period of one/two/three years
from the date of issue of the contract unless otherwise mutually agreed to for extension or
terminated.
26.2 For the conditions not covered in this document, General Conditions of contract shall
apply.
This concludes the contract and is issued for and on behalf of the president of India.
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Annexure - N
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Annexure – O
OGA OF ECC#4
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Annexure – P
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Annexure – Q
Packing List
Items of AC-AC traction system as per RDSO specification to be supplied with its
different constituents packed in boxes as listed below and the boxes should be clearly
marked with alpha-numeric markings listed below.
These markings should be in letter size of minimum 15 cms and provided on at least
three sides of the boxes.
Part-A
SN Description Part No. Packing Boxes
1. ECC#3 18000897 In one box marked A1
2. TCC 18000940 In one box marked A2
3. Resistor Crow Bar In one box marked A3
4. Resistor crow bar damping In one box marked A4
Part-B
1. ECC#2 18000022 In one box marked B1
2. Temperature & speed sensor for TM-1 In one box marked B2

to TM-6
Part-C
1. ECC#1 18000885 In one box marked C1
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Part-D

1. Cable harness for power (18010234 &
grounding sensor signal to TCC 18010246) or
40142778
2. Cable harness for 3 phase (18010258 & In one box
power supply from ECC# 1 to 18010260) or marked D1
TCC blower 40142778 containing all
3. Cable harness 74 V supply from 40133598 & 40133600 these cable
ECC#1 to TCC#1 Only for M/s EMD harnesses
4. Cable harness 74 V supply from 40133599 & 40133601
ECC#1 to TCC#2 Only for M/s EMD
Part-E
SN Description Part Packing Boxes

No.
1. LCC with modules IN one box containing all the

module cards marked E1
2. Electronic note books as per In one box marked E2

respective clause of RDSO
specification
3 DIALS and associated cable harness. In one box marked E3
Part-F
1. ECC4 and uncommon items if any, related In one box marked F

to respective AC-AC traction system
Control cable harness from ECC4 to ECC1 or any other location as required by system
manufacturer shall be in the scope of supply of ac-ac traction system manufacturer.
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Annexure – R
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Annexure – S
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Annexure – T
Printed
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Annexure – U
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Annexure-V
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Annexure-W
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Final-Draft Spec of AC-AC System For HHP Locos

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TECHNICAL SPECIFICATION FOR AC-AC TRACTION

SPECIFICATION NO. MP. 0. 2400.43 (REV.- 06)-FINAL DRAFT

vuql/a kku vfHkdYi vkSj ekud laxBu

S. Amendment Revision Details

7.6.2 MULTI RE-SETTING TYPE VIGILANCE CONTROL ...............................................42

1.0 TECHNICAL SPECIFICATION FOR AC-AC TRACTION CONTROL SYSTEM FOR

1.1.1 Indian Railways had introduced 4000 HP Diesel-electric locomotives GT46MAC

1.1.2 In these systems, overall loco operation is controlled by Locomotive Control

1.2 OBJECTIVES OF THE SPECIFICATION

1.2.1 To take care of increased horsepower requirements up to 4500 hp. The

compressor loaded condition

1.2.2 To take care of increased tractive effort requirements on different notches.

1.2.6 To accommodate Distributed Power Control System (DPCS), option to be offered

1.3.2 Performance of 3-phase microprocessor controlled locomotives largely depends

2.0 DESCRIPTION OF THE EXISTING SYSTEM

locomotives are attached at annexure-A(S) and annexure-B(S) respectively.

a. Items only from OEM.

3.0 GOVERNING SPECIFICATIONS

This specification is based on the following references :

1. IEC-61287 : Electronic Power Converter mounted on board rolling stock.

4.0.1 ‘RDSO’ means Research Designs and Standards Organization, Ministry of

5.0 SCOPE OF SUPPLY

ECC#1, ECC#2, ECC#3 shall be as per relevant DLW/RDSO specifications. DLW

(i) ECC#1 as per DLW specification no WDG4/EL/PS/17(Latest version).

5.4 Remote Monitoring Of Locomotive: Remote Monitoring and Management of

5.13 Documentation & Information required: covered under clause 10.

5.15 OPTIONAL FEATURES:

Following are the optional features in the scope of supply:

5.15.1 Auto Creep Control

6.0 ENVIRONMENTAL CONDITIONS

Maximum temperature (i) 55 ºC (under sun).

(Temperature inside locomotive may reach 60

Humidity 90 % (Up to 100% during rainy season as per

Altitude Max. 1200 meter above mean sea level

Refernce site conditions (i) Ambient temp. 47 ºC

(ii) Temp. inside engine compartment 55 ºC

Annual rainfall Between 1750 mm to 6250 mm. The locomotive

(a) Maximum PH value : 8.5

a) Max. Vertical acceleration - 1.5 g

7.0 MAIN FEATURES OF THE PROPOSED SYSTEM

7.1 DUAL CAB FEATURE:

Dual CAB Locomotive WDG4D & WDP4D Control Philosophy

7.1.1 Changed Assemblies of Dual Cab

1. BL KEY: In each CAB provision shall be given to insert BL Key. If BL key is ON in

4. Memory Freeze Switch: It shall be provided in both the CABs in parallel. In

8. Fuel Prime/Engine Start Switch: It shall be provided in both the CABs in

9. BL Key: Same as ECC#1.

supply. LCC monitors these circuit breakers status through MABCB1,

3. GF request Switches: It shall be provided in both the CABs. If corresponding

9. MU Engine Stop: It shall be provided in both the CABs in parallel through BL

Some points to explain working of the system with Dual CAB:

7.1.1.6 Computer Control CB of CAB#1 and CAB#2 shall be connected in series.

7.1.1.9 Battery Ammeter shall not be duplicated in CAB#2 as this information is

7.1.1.10 CAB#2 shall have combined Fans and Lights CB.

7.2 LOCOMOTIVE CONTROL COMPUTER

7.2.1 LCC HARDWARE REQUIREMENTS

7.2.1.1 Digital Input Interface