SPECIFICATION RDSO/PE/SPEC/EMU/0182 (REV.

1) 2015 with RDSO

NUMBER Corrigendum 1 and ICF ANNEXURE – ICF/KM/0182-01(Rev. 00)

SPECIFICATION TECHNICAL SPECIFICATION FOR DESIGN,

DESCRIPTION DEVELOPMENT, MANUFACTURE, SUPPLY, TESTING &
COMMISSIONING OF ELECTRICS WITH 3-PHASE AC
PROPULSION SYSTEM FOR KOLKATA METRO
 CHAPTER 1
GENERAL DESCRIPTION AND CONTRACTOR'S RESPONSIBILITIES

Cl. No Clause Description Compliance

1.1.0 INTRODUCTION

1.1.1 This specification describes the requirements for design, development,

manufacture, testing, supply, delivery and commissioning of
complete electrics with 3-phase propulsion system for 750 V DC Metro
Rolling Stock (MRS) with 3-Phase electric propulsion system along
with spares, tools, documentation etc. for use in Kolkata Metro having
Microprocessor based diagnostics system, Event recorder and
Passenger Information and Communication system, auxiliaries and
associated equipments/accessories as specified in this specification.
It is intended to include all requisite electrics for MRS,
notwithstanding that all required may not be mentioned herein.
1.1.2 The underground system of Kolkata metro was commissioned in 1980s
with a total length of 16.45 kms from Tollygunj to Dum-Dum
having total 17 stations with 15 underground and the two terminals
on the surface. The tunnel is kept in comfortably cool environmental
condition with forced ventilation. At present, there are two types i.e
Fully Air conditioned and Non-air-conditioned Metro trains in service
in Kolkata Metro consisting of three types of coaches – Driving
Motor Coach (DMC), Non-driving Motor Coach (NDMC) and Trailer
Coach (TC) in eight-coach configuration of DMC-NDMC-TC-NDMC-
NDMC-TC-NDMC-DMC. The 2.74 m wide rolling stock employs
corton steel body shell, helical spring based bogies running on 1676
mm track gauge. The power supply is at 750 V DC with Third Rail
Current Collection system. The electric propulsion system is with DC
traction motor having resistances for starting and rheostatic brakes,
controlled by Camshaft Controller. The crew consists of one
motorman in the driving cab and one guard in the rear-most cab.
1.1.3 The section of Kolkata Metro has been extended by another 8.7 kms
from Mahanayak Uttam Kumar (Tollygunj) to Kavi Subash (New
Garia) & 2.091 kms from Dum-Dum to Noapara. The extended portion
is on the elevated track. The existing rolling stock as well as the new
stock which is the subject of this specification shall run on the
underground as well as the elevated section
1.1.4 The tenderer is advised to get acquainted with the working
system and special features of the present rolling stock, including
the passenger loading during peak time and heavy monsoon season
prevailing in the area.
1.1.5 Indian Railways has planned to manufacture/procure coaching stock
for Kolkata Metro Railways from the ICF/RCF/coach manufacturers.
The Contractor has to supply electrics at the works of coach
manufacturer or at the place advised by Indian Railways at the time of
 finalization of contract.
1.1.6 In developing the detailed design, the Contractor shall acquaint
himself and take note of passenger loading specially during the peak
time, route conditions and harsh environmental operating conditions
under heavy monsoon and track flooding conditions, saline, humid
and dusty atmosphere etc. It is advisable for the bidder to visit the
Kolkata Metro area to assess the present working conditions including
the actual site requirements.
1.1.7 For the purpose of the present requirement, it is proposed to have
three types of coaches: Motor Coach (MC), Driving Trailer Coach
(DTC), and Non-Driving Trailer Coach (TC). Every coach shall be fully
interchangeable with any other coach of the same type. One MC and
one TC/DTC shall form a basic unit. Basic unit formed with DTC &
MC shall be capable of independent operation. Rake shall normally
consist of eight cars (4 basic units). It shall be possible to readily
configure rakes of 4 cars (2 basic units) with same performance.
However, in the present procurement, it shall be minimum of 8-car
formation consisting of one DTC & MC unit at both end and MC & TC
combination as intermediate units.
1.1.8 The Contractor shall, in addition to observing and complying with this
specification, be bound by the Standard Terms and Conditions of
Contract that shall be applicable for the design, manufacture,
supply, delivery and commissioning of electrics on Metro Rolling
Stock (MRS).
1.1.9 This specification is intended to cover everything required for
manufacture & operation of the stock, even if not explicitly mentioned
herein.
1.1.10 The major three-phase propulsion equipments are:- self ventilated,
fully suspended 3-phase asynchronous induction motors, IGBT
based micro-processor controlled power converter , auxiliary
converter, Traction Control and Management System (TCMS) etc.
suitable for operating on 750Volt DC third rail system.
1.2.0 GENERAL DESIGN REQUIREMENTS:
1.2.1 The stock fitted with electrics shall meet all the requirements under
the operating and service conditions as specified in Chapter 2 of this
specification and shall also be suitable for varying loading conditions
of Kolkata Metro as defined therein.
1.2.2 The MRS equipments shall incorporate all essential features necessary
to yield high traffic use, low maintenance requirements, easy
maintainability, high reliability in operation and high efficiency.
The tenderer shall incorporate all the items as required for proper
functioning of the MRS in accordance with the current
international practices.
1.2.3 The specification has been prepared for the general guidance of the
Contractor to prepare the key design for the proposed
 electrics/equipments for MRS.
1.2.4 3-phase propulsion system and other major equipments shall be
capable of being mounted under-slung in the MC/TC/DTC, in such a
way that all the equipments and components are easily accessible for
maintenance. Fitment of various equipments shall be so decided that
the weight is properly distributed taking into account unbalance
during tare load.
1.2.5 The traction equipments shall be suitable for operation with 750
V DC (nominal voltage) and also operating voltage supplied by the
third rail as specified in chapter-2 clause no.2.6.2.
1.2.6 The entire equipments shall be designed to ensure satisfactory and safe
operation under the running conditions specified in Chapter 2 and
especially under sudden variations of load and supply voltage as may
arise under working conditions due to faulty operation and short
circuits. The design shall also facilitate erection,inspection,
maintenance and replacement of the various units comprising the
equipment.
1.2.7 All working parts of the control and auxiliary circuit shall be suitably
covered to keep them free from moisture and dust.
1.2.8 All the electrical equipments shall comply with the latest editions
of international standards/IEC specifications unless otherwise
specified. The temperature rise shall be measured according to the
procedure stipulated by IEC and shall comply with the limits specified
in this specification and the ambient conditions defined in this
specification. Specified temperature rise of equipment shall be
achieved after taking into account at least 25 % choking of any air
filters and radiator fins etc. The Contractor shall give traction
motor air duct design and co-ordinate with coach builder for
interfacing.
Location of all air filters provided should be accessible from
maintenance point of view. It shall be finalized in consultation with
coach builder during design approval stage.
1.2.9 Each main equipment shall have its equipment & manufacturer’s
name clearly embossed /engraved on it.
1.2.10 Emergency lights, approximately 1/3rd of coach lights used for
general purpose lighting, evenly distributed over the coach area, shall
remain lighted up when all normal indoor lights are put out or when
the main power is not available, shall be provided.
1.2.11 While deciding the size of the battery, space constraints shall be kept in
mind and shall be decided having close liaison with coach builder.
1.2.12 All the equipments shall be adequately earthed, insulated,
screened or enclosed. They shall be provided with essential
interlocks and keys as may be adequate to ensure the protection of the
equipment and the safety of personnel concerned with its operation
and maintenance. Suitable arrangement including supply and
 installation of required equipment for earth return current for TC, DTC
and MC including coach body and bogie earthing facility at either end
shall also be provided by the contractor.
1.2.13 Lubricants and cooling oils: Contractor shall study the currently
available lubricants/cooling oils in Indian Railways and employ as
far as possible such lubricants/oil. Full lubrication scheme and
schedule for the MRS equipments shall be submitted. Wherein
imported lubricants or cooling oil are being used, contractor shall
study and furnish details of equivalent Indian lubricants/oil.
1.2.14 The contractor shall ensure that the stock fitted with their electrics shall
not cause or generate any kind of electromagnetic interference to
adjacent signaling equipments beyond the limits specified at
Annexure-6C.

Necessary filters, shielding, coupling, grounding etc. shall be provided

to control the interference by conduction or radiation which may affect
the power supply, signaling system and near by equipments.

In each MC/TC/DTC, at least two ends of axles shall be left free for
providing techo generator required for the signaling system. If this
is not possible, the techo generator provided by the traction
equipment contractor, shall be capable of meeting the signaling
requirements, which shall be furnished during the design stage.

Not withstanding the contents of this specification, the Contractor

shall ensure that electrics/ equipments supplied by him are complete in
all respect so as to enable the desired operation of the MRS fitted with
his equipments.
1.2.15 All the tests, trials and performance on the fully furnished MRS be
carried out with the direct involvement of both the coach builder and
the contractor. . Layout plan of the equipments including wiring
diagrams for Motor Coaches (MC) Driving Trailer Coaches (DTC),
Trailer Coaches (TC) shall be got approved from RDSO.
1.2.16 Source code and modification rights for all the software used shall be
available with contractor for immediate modification/rectification.
1.3.0 NOISE PARAMETERS:
The electrics/equipments shall be so designed and built that the
noise is with in the limits as specified in the international standards
(IEC, ISO etc.) to which the concern equipment is designed. The
electrics/equipments shall be so designed and built that specified
noise and vibration limits are not exceeded. The equipment design
and their mounting arrangement shall ensure that generation of noise
and vibration is minimised.

Exterior individual systems and equipment noise measurements are to

be made in accordance with ISO 3095, and interior noise
 measurements are to be made in accordance with ISO 3381, except
where otherwise specified.
1.4.0 FIRE PERFORMANCE
1.4.1 The design of equipment shall incorporate all measures to prevent fires
and shall be such that if any fire takes place then the effects shall be
minimized and no spread of fire shall take place. Established
international practices and codes shall be followed for fire prevention
measures.
1.4.2 Materials used in the manufacture of equipments shall be selected
to reduce the heat load, rate of heat release, propensity to ignite,
rate of flame spread, smoke emission and toxicity of combustion
gases.
1.4.3 The Contractor shall comply with EN 45545 (Railway Application –
Fire Protection on Railway Vehicles) for fire safety plan in respect of
their equipments.
1.4.4 Material Properties
(i). Materials used in the equipments shall meet the Flammability, Smoke
Emission and Toxicity requirement of the specification/standard
selected.
(ii). Non-combustible materials shall be used as far as possible except
where it cannot be avoided due to constructional and functional
requirements.
(iii). Use of all materials other than non-combustible materials shall be
much limited in application as can be managed and even there,
these shall be low inflammable property.
(iv). Sheathing, ceiling, internal panels and floor shall be made of
non-combustible material and in case these have a surface
painting, that also shall be of non-combustible type.
(v). All upholstery, filler and filler container shall be made of low
inflammable materials.
(vi). All fuses for main circuits shall be provided at positions as near
as to current collectors in respective circuits.
(vii). Special care shall be taken for wiring in enclosed spaces in the
under frame. Contactor shall specifically submit detailed document on
the precautions adopted. Use of metallic conduit lines or close ducts
shall be considered.
(viii). Any position adjacent to electric circuit sections of not less than 500
Volts in voltage, which generates electric arc or heat likely to receive
any burn damage, shall have non-combustible materials.
(ix). All sheath materials for electric wires shall be of low inflammable
materials.
(x). Non-combustible heat resistive elements plates shall be provided at
locations where the heats generating resistive elements are likely to be
 in contact with the passenger compartment.
(xi). All the equipment boxes (excluding relay cover etc.) fitted under floor
shall be made from non-combustible materials. However low
inflammable materials may be used if forced by electric insulation
requirements.
(xii). Each under floor main equipment shall have its equipment name
clearly be noted or marked on it.
(xiii). At least one suitable fire extinguisher shall be provided by coach
builder in each coach and in the driving cab and their removal and
handling shall be easy.
1.4.5 A reliable Automatic fire detection and alarm system shall be
provided, in accordance with Clause 4.31.0 of this specification.
1.4.6 Aspiration based fire detection technology generally conforming to
RDSO specification No. RDSO/2008/CG-04 Rev 05 or latest shall be
deployed. This specification may be referred for details of technology
and detection thresholds. The clauses of this specification not relevant
to Metro will not be applicable and issue related to interface of smoke /
fire detection system with TCMS shall be finalized at detailed design
stage.
1.5.0 Scope of supply:
The details of scope of supply have been defined in Schedule of
Requirement of the Bid Document and corresponding Schedules. The
scope shall also include the followings:
(i) The supply of complete documentation for approval of design,
relevant drawings and calculation to the satisfaction of purchaser
and RDSO and support documentation associated with the
operation and maintenance of the equipment supplied against this
specification. The documentation shall include the details as
defined in clause 1.9.0 “Approval of Design” of this specification.
The full documentation shall include as erected drawings, design
calculations and data, Maintenance Manual, Operation Manuals,
Troubleshooting Directory, Training Manuals, Logistics Manuals, QA
documentation etc. Please refer to clause 1.17.0 for details.
(ii) Contractor shall submit list of equipment and facilities required for
maintenance and overhaul of equipment offered. Contractor shall also
interact with the purchaser for finalizing the layout design of
construction / modification of the existing facilities in respect of
maintenance sheds/workshop.
1.6.0 DEFINITIONS:
Throughout this specification, the term
1.6.1 ‘Purchaser’ means the President of the Republic of India as
represented by the Railways organisation entering into the contract.
1.6.2 ‘Engineers’ means the R.D.S.O., Ministry of Railway.
1.6.3 ‘Inspecting Officer’ means the persons, firms or Departments
nominated by the
Purchaser to inspect the work on his behalf and the deputies of
the Inspecting Officer, so nominated.
1.6.4 ‘Contractor’ means the person, firm or Company with whom the order
for supply of the work has been placed.
1.6.5 ‘Sub-Contractor’ means any person, firm or Company from
whom the Contractor may obtain any material or fittings to be used
for the work.
1.6.6 ‘Approval of the Drawing by the Engineers’ means the approval
to the general design features. The Engineers shall not be responsible
for the correctness of the dimensions indicated on the drawings, the
materials used or the strength of parts, for all of which the contractor
shall be wholly and completely responsible.
1.6.7 ‘Basic Unit’ means one unit which can work independently and give
service.
1.6.8 ‘RDSO’ means Research Designs and Standards Organisation of
Indian Railways.
1.6.9 ‘MRS’ means Metro Rolling Stock.
1.6.10 “IRS” means Indian Railways Specification.
1.6.11 “IR” means Indian Railways.
1.6.12 ”ICF” means Integral Coach Factory, Chennai.
1.6.13 “RCF” means Rail Coach Factory, Kapurthala, Punjab.
1.6.14 “Bidder//tenderer” means the person, firm or Company who submits
his offer for supply of the work against the tender.
1.6.15 “Metro Railway” means Metro Railway, Kolkata.
1.7.0 CONTRACTOR’S RESPONSIBILITIES:
1.7.1 In addition to the requirements spelt out in this specification, the
contractor’s responsibility shall also include but not limited to the
following:
The contractor shall be fully liable for performance requirement
mentioned in the chapter-3 of furnished MRS fitted with complete
electrics/equipments supplied by them. A strong liaison shall be
made by the contractor with coach builder for the purpose of
fitting of equipment supplied by them in the coach and for the
purpose of trials, testing, pre-commissioning & commissioning tests &
trails in Kolkata Metro and performance of complete MRS. The
responsibility of trials, testing and performance of electrics shall
remain with contractor. Contractor shall also make a strong liaison
with the coach builder for the purpose of commissioning of the
electrics/equipments supplied by them.

All the tests, trials and performance on fully furnished MRS shall be
 carried out with the direct involvement of contractor and coach
builders engaged by IR.

It shall be the responsibility of the contractor to provide all the

technical know how and support to coach builder for successful
commissioning of their equipments. The contractor shall also be
responsible to provide technical inputs to the coach builder well in
advance.

It shall be the responsibility of the Contractor to get approval of all the

electrics and their layout scheme of distribution of equipments from
RDSO before passing it to coach builder.
1.7.2 Supply of drawings, operating manuals, maintenance manuals,
and software manuals etc. regarding all aspects of the
electrics/equipments for MRS Stock. Interfaces to other systems on
the railways, as detailed in this Specification or resulting from the
contractor’s specific design solutions proposed shall be
documented in detail.
1.7.3 The supply of functional Specifications, drawings, referred standard in
the drawings and design, design calculations, FEA analysis
catalogues, and samples to the Engineer for design checking and
approval of all Sub-contractor’s deliveries and designs. Also to
liaison with the Engineer regarding the design and implementation of
key items of equipment as detailed in this Contract.
1.7.4 In addition to the equipment and services specified in this
Specification the Contractor shall supply all materials, cartage,
tackle, plant, spare parts, samples, special tools and appliances
which may be necessary for the complete and efficient installation,
testing and commissioning of the new units, even though such
material or work may not be specifically mentioned in this
Specification. The Contractor shall also supply all labour necessary and
technical supervision for the installation, testing and commissioning of
the MRS.

The contractor shall supply detailed instructions, drawings and

relevant specifications for proper installation of the equipments in
coaches to Kolkata Metro, ICF/Coachbuilder and RDSO or any other
agency nominated by IR. For this purpose, the Contractor shall
depute a team of engineers to IR’s coach manufacturing unit for
supervision of installation, pre-commissioning and commissioning
of the equipments of MRS for prototype and subsequent rakes.
Commissioning of all series rakes shall be carried out by the contractor
at ICF/coach builder and/or Kolkata metro.

The Contractor shall arrange the required instrumentation and

carry out detailed tests and field trials jointly with RDSO. The
Contractor shall supply specialized tools and instruments required for
 mounting of the equipment on the coaches. In addition, contractor
shall ensure availability of tools, testing equipment, measuring
instruments & spare parts in adequate quantity for test and field trials,
to be done as part of commissioning.

The software required for, trouble shooting and software tools for
maintenance of equipment at module level at depot shall be supplied.
Contractor shall demonstrate the procedure of trouble shooting
through software.

Complete information on equipment testing and commissioning at

site/on train, their interface and complete system testing shall also
be provided. The relevant customized hardware, if any, required
for the purpose as above shall also be supplied to RDSO,
ICF/Coach builder and Kolkata Metro.
1.7.5 The Contractor shall submit a technical plan to the Purchaser and
RDSO giving details of overall system design. , Project organization
chart, project schedule clearly defining the start & completion of
activity through PERT/Bar chart and schedule of submission of design
documents/drawings to the Purchaser and RDSO as specified in
delivery schedule of contract.
1.7.6 Electrics supplied against this specification for Kolkata MRS shall
be based on proven design practices and capable of satisfying the
system requirements specified herein. This document provides
information considered pertinent to understand the environment
and the manner in which the MRS must function.
1.7.7 The Contractors shall be solely responsible for the execution of
the Contract in accordance with the requirements of this
Specification. The Contractor shall comply with the provisions of the
General Conditions and the Special Conditions of the Contract in
scheduling, executing, and obtaining the Engineer approval of this
design.
1.7.8 Two 8-coach prototype rakes fitted with electrics/equipments supplied
by contractor shall be offered for testing, inspection and approval
by the RDSO. The prototype rakes shall be used for conducting
performance tests, and trials (emergency conditions) including
motor coach cut out condition, etc.
1.7.9 During the prototype tests/trials or services, if any problem is
observed or feed-back information is obtained, which warrants a
re-check of the design / manufacture / quality of the equipment and
components, necessary action shall be taken by the contractor for the
items supplied by him to carry out the required investigations and to
incorporate the modifications / improvements considered most
appropriate to comply with the specification & to ensure better
reliability and performance without any extra costs to the
purchaser. The contractor shall not proceed with any modifications
 / improvements unless approved by RDSO. Such modifications /
improvements shall be carried out in all MRS and shall be evaluated
for their validity for a further period of time as may be agreed to
mutually in each case.
1.7.10 Modifications mutually agreed to comply with the specification shall
be incorporated by the Contractor at his own cost in the MRS
equipments/electrics in a manner approved by the Engineer.
Drawings incorporating the modifications found necessary as a
result of test and trial shall be submitted to RDSO for approval
before carrying out the modifications.
1.7.11 In the event of the Contractor’s failing to carry out any work, for
which he is liable under this clause, within a reasonable time of two
months, or if in the opinion of the engineers the urgency of the case
demands it, the Purchaser may, without prejudice to his other rights
under the Contract, carry out the work himself at the expense of the
contractor.
1.8.0 CLAUSE BY CLAUSE COMPLIANCE:

The tenderer shall furnish clause by clause compliance of each clause

of the technical specification in the format given in Annexure 8.
The comments like ‘noted’ against the respective clauses shall be
considered as ‘Not Complied’. Therefore, the tenderer shall clearly
indicated the compliance or otherwise by writing “Complied” or “Not
Complied”.

Clause by clause compliance to the specification given as per clause no.

1.8.0 shall only be considered for evaluation of offers. Others details
given by tendered shall not be given cognizance and shall not
amount to the acceptance of the design/equipments/scheme. It shall
be responsibility of the contractor to meet the specification as per
the clause by clause compliance.

1.9.0 APPROVAL OF DESIGN

1.9.1 The design shall be developed based on the requirements given in this
specification and sound engineering practices with specific
consideration to the specified passenger loading condition, route
conditions and environmental conditions.

The design shall be developed in SI units.

1.9.2 The entire design shall be supplied by the contractor in hard as well as
soft copy with required technical data and calculations to RDSO
for approval in at least 3 sets or as per requirements. The
manufacturing shall commence after and as per the approval of design
by RDSO.
Any calculation that is evaluated on the basis of software
simulations shall be supported with sample calculations. Four sets of
 RDSO approved design documents are to be supplied by contractor.
The actual distribution shall be finalised during design stage.
1.9.3 The Contractor shall submit all necessary data, designs, calculations,
drawings and specifications referred in their drawings or design
documents in English language as required by RDSO for examination
and shall provide explanation and clarification of the drawings for
which approval is sought. The contractor shall depute its technical
experts to RDSO for design discussions and finalisation. Along
with design documents the contractor shall furnish complete set of
specifications and standards as mentioned in the approved drawings
& documents and shall also submit the list of equivalent Indian
Standards, wherever applicable.
1.9.4 Contractor shall submit complete design details, software
specification, formulation & algorithms, block diagrams, schematic
drawings, loading calculations, circuits, wiring diagrams, design
details, device rating & data sheets of converter, inverter and
other power control and the major equipment, The loading of
electronic equipment/components calculated under the ambient
conditions as specified, forced ventilation design, component rating
etc. shall be submitted. While the aspects covered, as above, are
not exhaustive, the contractor shall commit to supply / furnish
complete technical details with respect to their system and
equipment design and to the satisfaction of RDSO at the time of design
approval. Contractor shall refer to Annexure 3 while enclosing such
details. Contractor shall also submit the detailed, step wise
calculations of equipment ratings as per Chapter 3 of the
specification.
1.9.5 The contractor shall submit the complete material / technical
specification of the components. The specification shall specifically be
indicated on relevant drawings / documents.
1.9.6 The contractor shall furnish details of it’s “Quality Assurance and
Control System” at the design approval stage for the approval of
Engineer. The quality checks to be made at various stages of
manufacture, final assembly and commissioning with tolerance
would be indicated. The system would also cover the quality
assurance for bought out items.
1.9.7 Approval of design means approval of general design features.
Notwithstanding the approval, the Contractor shall wholly and
completely be responsible for the performance of the complete
system and equipment supplied by him. RDSO shall not be
responsible for the correctness of the dimensions indicated on the
drawings, the materials used or the strength of parts. The Contractor
shall, when submitting proposals or design for approval of RDSO,
confirm that it meets all the requirements of specification.
1.9.8 The contractor shall be responsible for carrying out improvements and
modifications, at his own expense on all the equipment supplied,
 provided, such modifications/improvements are decided to be
necessary for meeting the requirements of reliability, performance,
safety etc.
It shall be the responsibility of the contractor to submit revised
documents of drawings along with the operations & maintenance
manual and maintenance schedules incorporating improvements,
changes and modifications, arising out of prototype, field trials
before commencement of series production.
1.9.9 For the purpose of technical decisions on improvements/
modifications etc. on equipment, the final authority from the
purchaser’s side shall be RDSO.
1.10.0 CONTRACT DRAWINGS
1.10.1 The Contract drawings and other drawings provided by the
Engineers are not guaranteed to be free from discrepancies and
may be modified to suit the requirements of the specification. If in
any case, dimensions figured upon a drawing differ from those
obtained by scaling the drawing, the former shall be taken as
correct.
1.10.2 No modification to the Contract Drawings and Approved
Drawings shall be done except with the proper approval of the
Engineers.
1.11.0 WORKING DRAWINGS
1.11.1 From the contract drawings and from the instructions of the
Engineers, the contractor shall prepare complete working drawings,
which shall be submitted to and approved by the engineers, before the
work to which they relate commences.
1.11.2 General arrangement drawings shall be prepared and submitted for
approval of the Engineers before detail and assembly drawings are
made.
1.11.3
All dimensions,weights, capacities etc. shall be in SI Units Metric
Units and the gauge used for manufacture shall be in SI Dimensions
Metric Dimension.
1.12.0 MATERIALS
1.12.1 All the electrics/equipments to be fitted/commissioned in the coaches
shall be of the quality specified and shall comply with the most
recent issue of the relevant Standards Specification.
1.12.2 The contractors shall submit to the Engineers a list showing the
names of the manufacturers from whom they propose to obtain the
materials and fittings for work under the Contract.
1.12.3 All castings shall meet dimension, homogeneity and shall be free from
defects and have their mating surface smooth and true to shape.
Castings shall be properly annealed where required.
1.12.4 The use of aluminium and brass fittings for furnishing shall be
limited to the minimum extent in order to reduce pilferage. Specific
approval shall be taken before using such material. Use of aluminium
in the under floor or the load bearing areas shall not be permitted.
1.12.5 The materials shall be subjected to the contractors corresponding
QA procedure which shall incorporate the inspecting officers role.
Any means considered necessary to satisfy the requirements may be
adopted to ensure that material of the requisite quality is used
throughout the execution of the work.
1.12.6 All the materials to be used for interiors, panelling, furnishing,
lighting, ventilation etc. must comply with the requirement for
protection of passengers in case of fire and from fire-side affect
according to international standards.
At the same times, no materials are permitted within passenger
compartments which contain asbestos or may splinter or shall create
sharp edges when broken.
1.13.0 SPECIAL OR PROPRIETARY FITTINGS:
All royalty charges for the use of special or proprietary system/
equipment/ fittings supplied & fitted in the MRS shall be borne by the
contractors. A list of components for which royalty is paid, together
with the names of the firms and the royalty paid shall be furnished to
the engineers
1.14.0 STANDARD SPECIFICATIONS:
Materials for the construction of all the equipment shall, unless
otherwise specified in this specification or permitted by the engineers
in writing, confirm to the specifications listed in Annexure 2 and
shall satisfy the relevant stipulations therein regarding physical and
chemical properties and test. In the event of revision of any
specifications, the latest revision shall be applicable.
1.15.0 MARKING OF MATERIALS, EQUIPMENTS, PARTS & RATING
PLATE
1.15.1 All main assemblies of the equipment shall bear serial number for
identification and initials of purchaser. Where the
sub-assemblies/components of the main assemblies are not
interchangeable the sub assemblies shall also be with serial nos. of the
main assembly of which they form a part.
1.15.2 All equipments/cubicles shall contain rating plates of anodized
aluminum with embossed letters. The rating plate shall give
detailed rating specification and identification of equipment. The
details of rating plate of each equipment shall be as approved by
RDSO.
1.15.3 Rolled section shall be marked at the steel works with the maker’s
name and Month & year of manufacture.
1.15.4 Forging and Castings: All important castings and forging shall be
 marked with manufacturer’s name, initials, the Month & year of
manufacture, the letter ‘IR’ and the part number.
1.16.0 EXECUTION OF WORK:
1.16.1 The electrics/equipments shall conform to the best standards of
the trade. All components and sub-assemblies shall be
interchangeable in whole and/or in part unless otherwise relaxed by
the Engineers in writing.
1.16.2 The MRS shall be tested generally accordance with IEC 61133 (Rules
for testing of rolling stock before entry into service), and other
standards specified elsewhere. The inspection of the MRS shall be
carried out by a representative of the purchaser. Details of tests
and procedures are given on Chapter 5.

The test program shall be drawn in consultation with RDSO. The

equipment shall conform to IEC 61373 for vibration and shocks
unless otherwise specified or required by the mentioned parameters
elsewhere in the specification.If equipment of the same make and type
not having undergone changes affecting performance has already been
type tested according to the agreed standard, under reference site
conditions given in Chapter 2 and equivalent operating
conditions, reports shall be submitted to RDSO. In such case type tests
may not be carried out if so desired by RDSO. However, all major
equipment shall be type tested. Some type test may be conducted after
delivery of first rake. At least 6 weeks time must be given to the
inspecting officer to enable him to arrange necessary formalities. All
equipment shall be routine tested according to the current
relevant IEC and standards publications. Required type tests of
electrical and mechanical equipment shall be carried out by the
contractor at his own responsibility and costs and in the presence of
and to the satisfaction of the Inspecting Officer of Engineer.
1.16.3 The Contractor’s QA regulations shall be supplemented to include the
following:
1.16.3.1 Means to ensure that the materials or fittings specified are actually
used throughout the construction.
1.16.3.2 Takings of samples as defined as necessary for tests by an approved
metallurgist whose report shall be final and binding for the Contractor.
Any materials consumed in such tests shall be replaced by the
contractor free of charge.
1.16.3.3 Inspection of the progress and quality of the work by visits to
the Contractor’s work at any reasonable time and without
previous notice. The Contractor shall provide free of charge all
equipment, manpower, gauges etc. required for this purpose.
1.16.3.4 Rejection of any material or fittings that do not conform to the
relevant specification or good practice, which shall be marked in a
distinguishable manner and shall be disposed of in such a manner
 as the QA regulations direct. The Contractor without extra charge
shall replace such rejected parts.
1.16.3.5 Tests of electrics/equipments shall as far as possible be carried out at
the works of the Contractors of the electrics/equipments. All tests in
the works of the contractors, their sub-contractors and independent
Govt; approved agencies shall be at the cost of the Contractor.
1.16.4 Despatch of material: No material shall be dispatched or packed until
it has been passed by the relevant QA procedures, but such passing
shall in no way exonerate the Contractor from their obligation in
respect of quality and performance of the stores.
1.17.0 DOCUMENTATION
1.17.1 Operation Manual:
Contractor shall supply 3 sets in hard copy as well as in soft copy of
Operation & Maintenance Manual and Maintenance schedules
before the supply of the first / prototype rake. Subsequent copies of the
manual, incorporating any necessary amendment shall be supplied
later.
The operation manual shall be comprehensive, easy to read &
understand and shall include the Trouble Shooting Directory, the
equipment ratings & operating limits of installed system and control &
safety features.
1.17.2 Maintenance Manual:
The maintenance manuals shall include details of the various
systems and sub-system from a maintenance and fault finding stand
point, with particulars of operating parameters, tools for dismantling
and testing methods of assembly and disassembly tolerances, repair
techniques, lubrication details, software details and troubleshooting
tools, prescribed maintenance schedules and all other information
necessary to set up repair and servicing programme. Those shall be
accompanied by suitable illustrations & diagram. The manual
shall also include inspection / overhaul procedure and periodicity
of various inspection / overhaul schedules in detail, including the
tools, special tools / plants, and facilities required. The manual shall
also include an illustrated parts catalogue and shall
contain sufficient information to identify and requisition any part. The
maintenance manuals shall be supplied well in advance to enable
Metro Railways to organise maintenance facilities.
1.17.3 Contractor shall submit complete information in the form of booklet
on reliability and availability of individual equipments/sub-system as
detailed in para 2.11.0 & 2.12.0, in mutually agreed format at design
stage. It shall be treated as reference document for performance
evaluation of individual equipment/subsystem at later stage also.
1.17.4 Information About Electronic Equipment:
The following information would be provided:
i) Voltage and/or waveform expected at each critical test point.
 ii) Instructions for carrying out testing and troubleshooting and
the function of each circuit block.
iii) Block Diagram and functional descriptions of the PCBs.
iv) Connection or interfacing diagrams for the printed circuit boards
and assemblies.
v) Details of the testing schedule to check the functionality of
individual PCB’s also to be submitted along with test circuit
diagram and manual. Soft copy of application software and main
software of all the electronic devices to be supplied to IR.
1.17.5 General
1.17.5.1 Clarification and amendments to the document, particularly
operations and maintenance manual, as necessary during the
defect liability period shall be supplied by the contractor. Updates
shall be provided for the original and all copies supplied.
1.17.5.2 The operations & maintenance manuals shall be supplied @ 2 sets
(hard copies) per rake. “As made” drawing shall be supplied in
3 sets. All the other documentation shall be supplied @ 1 set
(hard copies) per rake. The entire document shall be supplied in
electronic form and also on Compact Discs / DVDs along with relevant
software and complete arrangement to read them or edit them in
future and take prints in colour. The format of electronic copies shall
be proven in at least two other applications.
1.17.5.3 The manual shall be generally in A4 size (except for pocket-books etc.)
and shall be bound with wear resistant covers.
1.17.6 “As Made” Drawings
(i) Complete set of “As made” tracings shall be supplied by the
Contractor with the first lot of coaches delivered. The tracings shall be
on transparent material of a quality to be approved by the Engineers
and shall show the whole of the works as actually made and shall
include fully dimensioned drawings of all parts, including proprietary
fittings.
(ii) “As made” tracing sets shall be copied with dense black continuous
and permanent lines which can not be erased by soft Indian rubber or
tracing cloth which must lie flat when opened out. The copies shall
be made by an approved process to an approved sample and each
tracing shall be stamped with the maker’s name and the proprietary
name of the process at the right hand bottom corner.
(iii) Tracings shall be on sheets 841 mm x 1189 mm with 50 mm margin on
the left hand side for binding. At the bottom right hand corner of each
tracing, a title block shall be provided.
(iv) Each set of tracings shall form a complete set of working drawings, the
first sheet being an index and the following sheets being arranged
to show the various assemblies and sub-assemblies of the complete
item.
 (v) General arrangement drawings of complete equipments shall be
submitted by the contractor.
(vi) Wiring diagrams and conduit layouts shall be submitted by the
contractor.
(vii) General and sub-assembly arrangement drawings of
electrics/equipment and detailed drawings of all parts in proper and
logical sequence shall be submitted by the contractor.
(viii) IRS Components: Detail drawings need not be supplied for
standard IRS parts used in the construction but these parts shall
be included in the parts list with reference to the relevant IRS
drawing number. These IRS drawing numbers shall also be
indicated in the relevant General Arrangement Assembly drawings.
(ix) Detailed Drawings: On detail drawings sheet, each part shall be
identified by a reference letter of the Alphabet and the list of all
parts forming the sub-assembly shall be tabulated just above the title
block on the same sheet giving details against each reference.
(x). Final drawings shall be submitted in paper, polyester films and CD /
DVDs in PDF and AutoCAD format along with reading, editing, and
taking the prints, in case the format is not compatible. This would
include supply of relevant software and customised hardware, if
any. Each set of tracings together with a set of photographs shall be
suitably bound between with a title block printed on the outside of the
back cover.
(xi). To facilitate filing of drawings, it is essential that each drawing
submitted for approval is marked so that it can be identified. The
supplier is, therefore, required to ensure that all the prints are
marked legibly at the right hand bottom corner. The following
information is required in each respect of drawing:
(a) Contractor’s drawing number.
(b) Contractor’s name and date of submission.
(c) Contract number given by the purchaser.
(d) Description of drawings.
(e) Relevant specifications
(f) Name of project.
1.18.0 PHOTOGRAPHS:
While the equipment is manufacture, photographs shall be taken of
the various assemblies and sub-assemblies in various stages of
production. The photographs shall be not less than 380 mm x 255
mm for the side views of the completed coaches, or less than 255
mm x 200 mm for other views and shall be taken on non-curl film. The
Soft copies and three prints of each shall be furnished to the
Engineers, the prints being mounted on sheets to form complete
sets. Video films shall be delivered in the form of DVDs video
compact discs.
1.19.0 SPARES AND ACCESSORIES:
Detailed spare parts catalogue listing all components manufactured
or purchased by the contractor along with their rating, source &
schematic position etc. (40 copies) each shall also be supplied free
of charge. Contractor shall furnish purchase specification of the bought
items as well.
 Chapter 2

OPERATING & SERVICE CONDITIONS AND DESIGN CONSTRAINTS

Cl. No Clause Description Compliance

2.1.0 Leading Particulars
(i) Track gauge 1676 mm
(ii) Coach length over body 19500 mm
(iii) Max. width over body side 2740 mm
(iv) Distance between Bogie centre 13515 mm
(v) Bogie wheel base 2450 mm
(vi) Max. buffer / coupler drop under load and worn out wheel 75 mm
conditions
(vii) Maximum permissible axle load (motor/trailer coach) 17 ton
(viii) Max. Height of the compartment floor from rail level 1160 mm
under tare condition
(ix) Min. Height of the compartment floor from rail level 1080 mm
under loaded condition
(x) Max. Height of the roof from rail level under tare condition 3650 mm
(xi) Tare weight of Driving Motor Coach (DMC) of existing 47.
Kolkata Metro AC rakes 080Ton
(xii) Tare weight of Non Driving Motor Coach with Motor- 46. 943Ton
compressor (NDMC/MC) of existing Kolkata Metro AC
rakes
(xiii) Tare weight of Non Driving Motor Coach with 47.045 Ton
Inverter (NDMC/INV) of existing Kolkata Metro AC rakes
(xiv) Tare weight of Trailer Coach with Inverter (TC) of 34.638 Ton
existing Kolkata Metro AC rakes
(xv) Wheel diameter (new / half-worn / fully worn) 860 / 820 /
780 mm

2.2.0 PAYLOAD AND WEIGHT PARTICULARS :

2.2.1 The terms used for indicating various loading criteria in Kolkata
Metro area are as follows:
Normal load: all seating.
Crush load: sitting plus 8 passengers / m2 standing
Dense crush load (DCL): sitting plus 10 passengers / m2 standing.
High Dense crush load (HDCL) : sitting plus 12 passengers / m2
standing.
2.2.2 The MRS (Metro Rolling Stock) in Kolkata area operates under
conditions of varying passenger-loading condition. The maximum
payload may be calculated as follows:

Max. payload = Seating capacity + Maximum standing capacity

The free space for standing passengers shall include doorway area and
the aisle, but shall not include the knee space of sitting passengers.
There shall be seating arrangement for about 400 passengers in an
8-car rake. The total passenger carrying capacity for 8-car rake
shall be minimum 2600 passengers under DCL condition. The
average weight of per passenger is to be taken as 60 Kg. Tare weight
particulars (including weight of electrics supplied by propulsion
supplier) of metro coaches and their HDCL pay load to be used for
design/simulation/testing shall be taken from Annexure 9A to be
specified by PUs during tendering.
2.2.3 The cars shall be of modern light-weight proven design. The tare
weight of the cars shall be kept as low as possible, consistent with
adequate strength.
2.2.4 Adequate care shall be taken to ensure safety of inter-vehicular
connections against damages due to vandalism and hitting by
flying objects during run. The inter-vehicular couplers shall be so
arranged that are not accessible easily.
2.2.5 Axle load limitation shall be taken into account while finalising
and designing the equipment layout giving due consideration to
weight imbalance during tare and high dense crush loading
conditions.
2.3.0 GAUGE AND MOVING DIMENSIONS:
2.3.1 The car body and attached equipment shall be designed to
provide positive clearance with the bogies under worst case
operating conditions. Worst case conditions shall result from such
factors as horizontal and vertical curves, worn wheels, maximum
passenger load, sway and suspension system failures, each of these
occurring either singly or in combination.
2.3.2 The static profile of the cars shall lie within the maximum moving
dimension both under tare and fully loaded conditions. The diagram
showing static coach profile and fixed structure in Metro Railway,
Kolkata is placed at Annexure 4. This diagram is a part of the SOD.
2.3.3 The coaches are required to conform to the latest “Schedule of
Dimensions – 1676 mm Gauge Rectangular Box Tunnel, Circular
Tunnel, Surface and Elevated Structure”, for Metro Railway,
Kolkata (henceforth called SOD). Some leading particulars of the
SOD are brought out at clause 2.1.0 above.
2.3.4 The floor height of the compartments and the overall design of the
coaches shall permit easy embarking and disembarking of the
 passengers without requirement of footsteps and without endangering
the safety of passengers. The coach floor level and plate form level are
same in Kolkata Metro. The platform dimensions may be seen in
Annexure 4. Principal dimensions are reproduced below.
2.3.4.1 MINIMUM CLEARANCE FROM RAIL LEVEL
Under fully worn wheels and High dense crush loaded condition of
the coach, the minimum clearance of bogie mounted / under-slung
equipment from rail level shall be more than 80 mm. Therefore, the
manufacturer shall design the equipment size for the under-slung
items after taking into account the spring deflection under worst
loading conditions.
2.3.4.2 PLATFORM INTERFACE:
Length 170 m
Width Island Type 8 m generally and up to
10 m in double column stations
Side Type 4.5 to 6.5 m
Height above rail level 1.03 m
Distance between track center 1475mm (max.) 1465mm (min.)
and platform edge
Minimum horizontal curvature 400 m.
at platform

2.4.0 TRACK CONDITIONS:

The track is broad gauge, i.e. nominally 1676 (5’-6”). The rails are
normally laid on ballast less track consisting of a concrete bed
with concrete blocks and suitable rubber pads below the rail and
the key plate. The rails are continuously welded except for
insulated joints for track circuiting and at points and crossing and shall
be fixed to the concrete blocks with elastic fasteners.
2.4.1 TRACK STRUCTURE PARAMETERS:

Gauge 1676 mm
Rail Profile UIC
Rail Type Main Line 60 kg wear resistant
60 kg (110 UTS) & 60 kg (90 UTS)
(H.H.Rails)
Depot 90 R/52 kg
Inclination of Rail 1 in 20 Cant
Sleeper spacing Main Line 1680 per km on straight & on
curves up to 800 m radius
Depot M+4
 Ballast Cushion Main Line Ballast less Track
Depth Depot 200 mm overall / 75 mm clear
Standard Rail Length 13 meters
Rail Panel Length Single Rail converted into LWR
without SEJs
Mini. Radius of Main Line 200 M
Curvature
Main Line 175 m
Mini. Turn-out Main Line 1 in 10 (219 m)
Radius
Depot 1 in 8½ (222 m)
Max. Cant Permissible 150 mm
Max. Cant Desirable 130 mm
Max. Cant Deficiency Generally nil; & up to 75 mm in
Permissible difficult location
Max. Cant Excess Permissible Generally nil; & up to 75 mm in
difficult location
Max. Cant Gradient Permissible 1 in 333.33

Max. Turn-out Turn-out 15 kmph for 1 in 10 max.

Speed (Speed potential is up to 35
kmph)
Scissors 10 kmph max.
In Depots 10 kmph max. for 1 in 8½
Main Line 1 in 200 at stations
1 in 27 between stations
Max. Gradient Depot 1 in 27
Connection
Min. Vertical radius of curvature 2000m

2.4.2 TRACK TOLERANCES:

Laying tolerance of vertical 6mm on 3.6m base

alignment measured
by 10m chord (Designed level)
Alignment (Laying) (Base 10m) 3mm on 7.2 m Base Contract
Twist Straight and curvature 1mm per
Mtr. on
3.6 m base
Gauge measured at a point 14mm On straight = -3 to 0mm
below crown of rail (laying)
 Sleeper to Sleeper variation of ± 1mm
gauge
Unevenness (Maintenance) (Base 6mm on 3.6 m base laying and
10m) maintenance
Alignment (Maintenance) (Base ± 3mm
10 m)
Gauge variation (Sleeper to ± 1mm
sleeper)
Gauge (Maintenance) -Tangent 0 to – 3mm
Gauge (Maintenance) > 500 m 0 to + 3mm
radius
Gauge (Maintenance) < 500 m +3 to + 6 mm
radius
Gauge Face Wear (permissible) 10mm vertical & lateral

2.4.3 For the section between Tollygunge (Mahanayak Uttam Kumar)

and Dumdum, Tollygunge (Mahanayak Uttam Kumar) and New
Garia (Kavi Subhas), & Dumdum and Noapara the index plan and
a statement showing speed restrictions, list of gradient and details
of curved on track are enclosed in Annexure 5A & 5B & 5C.
2.5.0 SPEED, ACCELERATION, DECELERATION AND JERK RATE
2.5.1 The MRS shall be designed to meet the following operational
parameters at maximum gross weight (with dense crush load) at any
condition of wheel wear.
2.5.1 SPEED
i)Maximum service speed 80 km/h
ii) Minimum balancing speed on level tangent track 80 km/h
iii) Round trip schedule speed between Noapara to New
Garia (Kavi Subash) with 30s station 31 km/h stop and 50% coasting
time, excluding terminal station turn-around time
iv) Test speed 90 km/h
Bidder shall submit the time & distance to achieve 80 kmph speed
2.5.2 ACCELERATION ON LEVEL TANGENT TRACK

i) Average from 0 to 40 km/h shall be not less than: 0.85 m/s2

ii) Maximum (peak) acceleration shall be limited to: 1.10 m/s2
2.5.3 DECELERATION ON LEVEL TANGENT TRACK
2.5.3.1 Service braking deceleration
i) Average from 80 kmph to 15 kmph shall not be less than 1.1m/s 2
ii) Maximum (peak) deceleration shall be limited to: 1. 5
m/s2
2.5.3.2 Emergency braking deceleration (minimum) 1.3 m/s2
2.5.3.3 Emergency braking distance from 80 km/h to standstill 190 m
or less
2.5.4 JERK RATE: During acceleration and deceleration the jerk rate
shall not exceed 0.70 m/sec3
.
2.6.0 TRACTION POWER SUPPLY SYSTEM
2.6.1 Power supply is taken from HT 3 phase 33 kV, 50 Hz (nominal) at
receiving stations. It is stepped down by 16 MVA, 33/11kV
transformers at receiving stations. It is
further stepped down at Traction Sub-stations by delta/star, 3-phase,
11 kV/604 V, 2.3 MVA transformers and fed to full wave Silicon
rectifier blocks. The unidirectional
rectified pulsating DC is fed from rectifier to the Third Rail
supply system from various substations on the entire Metro section of
Kolkata, namely the Noapara to
New Garia (Kavi Subhash).. The general particulars are :
2.6.2 Operating voltage :
(i) Nominal Voltage : 750 V
(ii) variation in voltage of supply : 500 V to 900 V
(iii) % ripple : 4.5%
2.6.3 Current: Maximum current that can be drawn by an 8 coach rake
shall be limited to 6400A under full load conditions and up to
8600 A for short duration (up to 10 Seconds).
2.6.4 Voltage spikes and dips of as high as 1450 Volts and as low as
250 Volts may appear during the run. Contractor may measure the
actual quality of power supply in field conditions and design the
equipments to suit the field conditions.
2.7.0 CURRENT COLLECTION:

Current collection method is by third rail top collection system. The

third rail is mounted on porcelain insulators and is of 52 kg/m
category. The third rail resistance value is 0.022 to 0.028 ohm/km. The
current return path is through insulated track rails of 60-kg/m
category having a resistance of around 0.011 ohm/track kilometre.
The third rail is sectioned near the stations by a gap in the third rail,
forming air gap of various lengths as shown in Annexure-7. The
neutral section separate the zones fed by different substations. The
third rail gets power through DC High Speed Circuit Breaker from two
adjacent Traction Sub-stations fed from two different sources to ensure
uninterrupted power supply. At stations, the third rail is kept away
from the platforms and provided with shrouds made of fibreglass for
passenger safety.
2.8.0 CLIMATIC AND ENVIRONMENTAL CONDITIONS
 (i) Maximum ambient temperature: 50 º C.
(ii) Minimum ambient temperature: 0 º C.
(iii) Humidity: 98 %; Saturation during rainy season which may be as
long as 5-6 months.
(iv) The temperature of stationary rake exposed to sun for long periods
may go as high as 70 º C. The equipment shall not be adversely
affected in any way due to exposure to such high temperatures.
Contractor shall furnish the precautions taken in equipment /
component selection in order to conform to this requirement.
(v) Operation of the stock shall be in Metro underground tunnel, surface
as well as on elevated tracks. The ambient air inside the tunnel is
kept at comfortably cool temperature. While entering into tunnel or
emerging out of it, there may be sudden
change in the ambient temperature to rolling stock. The
equipments shall be designed to take care of such thermal shocks.
(vi) Altitude: coastal area
(vii) Rainfall: Heavy and continuous (heaviest rain fall in 24 hours is
370mm). The mean annual rainfall varies between 1082 mm and 2188
mm. The maximum wind velocity is 145 kmph.
The Bidder shall note Kolkata is high lightening zone and proper care
shall be taken while designing the stock.

The cars shall run in tunnels at an average depth of 13 m below

the surface, on surface and on elevated structure under the
climatic conditions specified above.
Bidder shall ensure reasonable comfort under such conditions.
(viii) All under-slung equipments shall be designed suitably to ensure its
normal working even in adverse conditions as above.
(ix) (ix) Atmosphere during hot weather is dusty, humid and salty.
The MRS shall be working primarily in such climate and thus shall
be continuously exposed to highly
corrosive, salty atmosphere along with industrial pollutants. The
MRS shall also work in underground tunnel, which is kept cool as
well as on elevated track, which is exposed to sunlight and ambient.
Thus the MRS may be exposed to rapid fluctuation in temperature
for which it shall be adequately designed.
Special care shall be taken to ensure no damage to equipment due to
deposition of atmospheric salts and industrial pollutants. The level of
pollution in Kolkata area is high as compared to other sections of
Indian Railways. There are large numbers of industries leading to the
production of Sulphur, Phosphorous and Chlorides based compounds
in this area which contribute to electrolytic reactions leading to
corrosion of metals and fast deterioration of rubber based
compounds. Contractor shall enclose the details of specific measures
adopted to ensure the satisfactory working of equipment against the
 deposition of salts, dust & industrial pollutants.
(x) Vibrations: Because of track irregularities, level of shocks and
vibrations to which traction motors are exposed are far more than
actually given in IEC 61373. The contractor may carry out
instrumented trials on existing stock for measurement of shocks and
vibrations in Kolkata Metro in consultation with RDSO, at design
stage, only. The suspension system and the mounting arrangement
shall be so designed that the equipment’s performance is not
adversely affected due to such high vibrations and shocks. The
contractor shall refer the track parameter vide clause 2.4.0. Contractor
is strongly advised to check and verify the existing track conditions
over the sections of Kolkata metro and carry out instrumented trials on
existing stock for measurement of shocks and vibrations in Kolkata
Metro.
(xi) Flood Proofing – The traction equipments mounted on the
under-frame shall be designed to permit propulsion of the train at 10
km/h through water up to a depth of 75 mm above rail level. Traction
equipment shall be splash proof in accordance with International
Standards.
2.9.0 SIGNAL AND TELECOMMUNICATION INSTALLATION:
2.9.1 The tracks over which the MRSs train may run may be equipped
with 50 Hz AC track circuits, audio frequency track circuits (1500 Hz
– 10 kHz), axle counters and Train Protection warning system
(TPWS). The design of the power electronics and control electronics
provided on the MRS Train shall be such as not to cause
undesired interference on these track circuit and on the S&T
equipment. The Contractor shall ensure at the design stage that even
in worst possible combination in service conditions the overall limit
prescribed rake shall be adhered to. It shall be the responsibility of the
contractor to arrange the instrumentation in order to conduct the
measurements as per the agreed procedure to be furnished by the
contractor and agreed by RDSO to to ensure that the EMI/EMC
interference limits of S&T equipments mentioned in the Annexure-
6C are not exceeded. The tests shall also include the cases of isolation
of motor coaches during service.
2.9.2 The communication systems installed include telephone exchanges,
Train Radio communication, Public Address system, closed circuit TV
etc. Details are given in Annexure 6D. In addition, public shall be
allowed to use commonly used electronic gadgets such as mobile
phone, portable/laptop computer etc. The design of the power
electronics and control electronics provided on the MRS train shall be
such that it does not cause any interference or mal-operation to these
systems.
2.9.3 The proposed Rolling Stock shall be compatible with
Communication Based Train Control (CBTC) system and it shall
also be compatible to Broad Band Radio System (BBRS)
 Technology adopting 2.4 GHz & 5.8 GHz or other delicenced
frequencies for track to train communication.
2.10.0 MAINTAINABILITY
2.10.1 Contractor shall submit the basic maintenance schedules for the
proposed equipments/subsystems. The minimum interval between
overhauls at workshop shall not be less than five years or 1.0 million
km. The minimum interval between two major schedules in sheds
shall not be less than one year and periodicity of visit for inspection in
sheds shall not be less than 90 days.
The maintenance program prepared by Contractor shall have the
following
objectives:
a) Enhancement of MRS availability
b) Minimisation of maintenance costs
c) Minimisation of coach downtime/MTTR (meantime to restore
serviceability). No Change in requirement. Complied.
2.10.2 Modular design principles shall be employed. Requirements for
adjustments after module interchange shall be avoided except as
required in the specification.
All systems, components and structural areas serviced as part of
inspection or periodic preventive maintenance shall be readily
accessible for service and
inspection.
2.11.0 RELIABILITY
In addition to meeting the performance requirements, all the
equipments/subsystems shall incorporate high standards of reliability
to ensure that maintenance cost and operating performance is
optimized.

The contractor shall provide the achieved quantitative reliability

data of major equipments/subsystems, expressed in Mean Time
between Failures (MTBF) and/or
Mean distance between Failure (MDBF). The definition of MTBF &
MDBF for this purpose may be considered as: MTBF = No. of
equipments (Population) x Period (Time)/Total number of failures
during that period. MDBF = No. of equipments (Population) x
Kilometer run (Distance)/Total number of failures during that
distance. A list of equipments for which the MTBF and/or MDBF
values shall be submitted along with calculation (method) during the
design approval stage as per Annexure – 9.
Failure is defined as “A basic unit (or units) on a metro service shall be
considered to have failed, when through some mechanical or electrical
defect in the stock:-

a) either unit is unable to complete its booked working throughout the

day or
 b) a delay of not less than 15 minutes is caused to any train included
in the booked working of the day. Failures of all coaches, whether
employed on traffic or
departmental service, are to be included.
2.12.0 AVAILABILITY:
Based on the proposed maintenance schedules, the contractor shall
submit average downtime on account of scheduled maintenance for
the equipments to be supplied excluding the time required for transfer
of rake to and from the maintenance depot. Ineffective on this account
shall not exceed two percent (2%).
2.13.0 ADHESION LIMITS:
The equipment shall be so designed that the coefficient of
adhesion does not exceed 20% during powering and 18% during
braking under all requirements of performance as specified in this
specification.
2.14.0 Traction power supply in workshop
2.14.1 Electrical receptacle shall be located on each side of the vehicle and
able to accept shore supply of shop. These receptacles shall be housed
in a box constructed of an approved insulating material and be
electrically connected through test sockets
2.14.2 Electrical pick up terminals or receptacles on both sides of each motor
car shall provide propulsion power for traction and auxiliary supply.
While it is energized, all current collector shoes are to be
isolated. Provision shall be available for isolation of propulsion system
as well.
2.14.3 The rolling stock Contractor shall also supply the female part of the
connector which is to be fixed in the under frame. The design of same
may be jointly decided with the user Railway to make it compatible.
 CHAPTER-3
Performance Requirement

3.1.0 GENERAL
(i) The capacity of the drive system shall be adequate to permit
continuous operation of the High Dense crush loaded train under
the operating and service conditions specified and to meet the
performance requirements specified herein.
(ii) The three phase drive equipment shall be based on the latest
technology and shall be suitable for regeneration. The traction
equipment shall be suitable for operation with 750 V DC traction
system supplied by third rail. Three Phase Asynchronous Induction
Motor with associated IGBT based drive and micro-processor controls
are to be provided against this tender.
(iii) Fitment of various equipment shall be so decided that the weight
is properly distributed. All the major equipment shall be mounted
under-slung. Mounting of Converter, inverter and control
electronics panels on the roof is not permitted. Contractors for
electrics and coach builder shall have liaison for designing and
finalising the layout. It shall be the joint responsibility of both to have
approval of the same from RDSO.
(iv) The entire equipment shall be designed to ensure satisfactory and
safe operation under the running conditions specified in Chapter 1
& 2 and abnormal conditions such as sudden voltage variation, load
variation and short circuits. The design shall also facilitate erection,
inspection, maintenance and replacement of the various units
comprising the equipment. All working parts of the control and
auxiliary circuit shall be suitably covered to keep them free from
moisture and dust. No Change in requirement. Complied.
(v) All the electrical equipment shall comply with the latest editions
of IEC and other international standards/specifications unless
otherwise specified. The temperature rise shall be measured
according to the procedure stipulated by IEC and shall comply
with limits specified in this specification.
(vi) It shall be possible to work the train, may be with the restricted speed,
in emergency condition to the next station from any of the healthy
basic units having driving cab in case of defect of any kind of the rake
3.2.0 ACCELERATION AND BRAKING REQUIREMENTS:
The average acceleration and braking requirements according to
stipulations of Clause 2.5 of Chapter 2 shall be fulfilled irrespective of:
(i). Loading from empty rake to High Dense Crush loaded rake.
(ii). Supply voltage variation stipulated in clause 3.13.0 within which
performance is guaranteed.
3.3.0 RATING OF EQUIPMENT
3.3.1 The continuous rating of the traction converter shall be based on
the continuous rating of the traction motor by taking into account the
efficiency & power factor and maximum loading of the equipment.
Contractor shall submit detailed calculations of maximum power
loading of all major components of the traction system including
the DC currents, maximum RMS currents, tractive effort and motor
torque for motoring. Similar calculations for maximum power
loading of all major components of traction system including
maximum RMS and DC currents, braking effort and motor torque
for braking shall be submitted. During traction mode, maximum
Auxiliary power shall be taken into account and during braking
mode minimum loading of Auxiliary power shall be considered.
3.3.2 Efficiency curves of each equipment and tractive effort / braking
effort (in kN) for each motor coach shall be furnished along with
overall system efficiency curves. The total auxiliary power shall be
furnished as break up of power requirement for lights, and Air-
conditioning & auxiliary power required for propulsion system.
3.3.3 (i) The typical run of 1.0 km on level tangent track for all out
running i.e without coasting and with regenerative braking for a
dense crush loaded 8 car rake (HDCL) with average supply of 675
volts and half worn wheels shall be completed in 81 seconds with
braking rates as specified.
(ii) Calculations for temperature rise of the traction motor for repeated
traction cycle as stated above (without considering stoppage time)
and the specified conditions shall be furnished by the contractor.
The temperature rise shall not exceed the permissible value
specified in the specification. All the temperatures calculated on the
basis of repeated runs/continuous duty cycles shall be deemed as
stabilized temperatures.
3.4.0 EMERGENCY OPERATING CONDITIONS
3.4.1 A High Dense Crush loaded 8-car rake with average line voltage of
675 V with half worn wheels shall be capable of:
(i) With one motor coach cut out (isolated): working throughout the day
without any time loss and the temperature rise not exceeding the
stipulated values
(ii) With two motor coach cut out (isolated): after previous operation with
one motor coach cut out, shall be capable of starting continuing the
journey with all the station stops up to the terminating station and
remaining within short term rating which shall not be less than 110
% of one hour rating of the traction motors and other equipment.
(iii) Pushing a crush loaded defective train of 8 cars rake up to next
approaching station by means of another crush loaded 8 cars train.
3.5.0 For the purpose of final acceptance tests for the temperature rise and
 Performance tests, the train schedule shall be 10 round trips between
Noapara – New Garia (Kavi Subhas) with 30 seconds stop at each
intermediate station and 2 minutes lay over at terminals. The sections
are tentative only and may be changed by the Engineer during
design stage. This Schedule shall be carried out on 8 car rake
with HDCL loading.
3.6.0 The bidder shall furnish the inter-section timings for the complete
round trip of the train schedule specified for Noapara to Kavi Subhas
(New Garia)
3.7.0 Bidder shall also furnish the performance of High dense crush loaded
8 car rake, variation of current, speed, distance, inter-station timing,
motoring Energy Consumption and RMS loading of traction motor for
complete round trip Noapra to Kavi Subash (New Garia). Route profile
with details of speed restrictions, list of gradient and curved on track
for Noapara to Kavi Subash (New Garia) section is placed at
Annexure 5A 5B, 5C. The performance shall be submitted in graphical
and tabulated forms.
3.8.0 The variation of available power for traction and braking with
speed, at different Third Rail Voltage from 500V – 900 V DC in step of
100 V shall be submitted with the tender.
3.9.0 The equipment shall be so designed that the coefficient of
adhesion does not exceed the optimized value during powering or
braking. The Contractor shall furnish the optimized value of
coefficient of adhesion and the reason thereoff
3.10.0 Specified temperature rise of equipment shall be calculated after
taking into account at least 25 % choking of any air filters and heat
radiation system i.e. radiators, heat sinks exposed to atmosphere etc
used.
3.11.0 Regenerated Energy: The regenerated energy for all out running
i.e. full traction and full braking for Noapara - Kavi Subhas (New
Garia) section stopping at all stations, round trip shall not be less
than 30% of the energy consumed during powering at the
specified voltage indicated in clause 3.13.0. Acceleration and
braking rates shall be as defined in Clause 2.5 of chapter 2 and full
auxiliary load shall be taken into account except ventilation &
emergency load. Duty cycle for the compressor and lights shall be
taken as 50% and for the balance load 100% duty cycle shall be
considered. The net energy consumed or regenerated at the TRCC
shall be used for calculating percentage regeneration energy. The
regenerated energy shall be utilized within the system by other trains
in the same feeding zone or fed back to the substations.
3.12.0 CONTINUOUS EQUIPMENT OPERATION:
The capacity of the traction motors and equipment shall be adequate to
permit continuous and punctual operation of high Dense crush loaded
trains under the operating and service conditions specified.
3.13.0 GUARANTEED PERFORMANCE:
The guaranteed performance shall be based on third rail voltage of
675 V. Train operation shall be feasible within full voltage variation
specified in chapter 2, may be with reduced power.
3.14.0 NEUTRAL SECTIONS:
Suitable arrangement shall be provided by the contractor to ensure
that the loss of main power for each motor coach, while traversing
through neutral section, is restricted to bare minimum and that there is
no interruption in train lighting, Air-Conditioning and other
essential service while passing neutral section (Air Gap). Please
refer to clause 4.15.1.8 of Chapter 4.
3.15.0 TRAIN RESISTANCE:
Train Resistance of the existing Coaches in tunnel is as under:
R = 1.43 + 0.00915 V + 0.01004 V1.5 + 0.00083 V²
Where, R is the resistance in Kg/tonne, and V is the speed in
Km/hour.
Contractor shall submit the formula used for resistance calculations
separately for underground section and level section and ensure
required performance and system design accordingly. However, for
comparison purpose, the bidder shall also furnish
performance calculations using the above formula as well. The
resistance of the coaches shall be measured during oscillation
trial/any other trials as considered fit.
 Chapter 4
Electrical Requirement

4.1.0 GENERAL:
This chapter describes the requirements and broad specifications of
the electrical equipments to be used in the Metro Rolling Stock.
The contractor shall ensure highly reliability, minimal maintenance
requirement and easy maintainability of supplied equipments. The
equipment shall be suitable for the Metro Rolling Stock service, which
includes high vibration, hot, humid and dusty atmosphere and other
conditions detailed in chapter 2. Adequate margins with respect
to electrical & mechanical parameters shall be allowed while
designing / selecting the equipment or components. All sensitive
equipments including working part of control and auxiliary
circuits and PCBs shall be suitably covered to keep them free
from moisture and dust. All under slung equipments shall be
IP65 and all on board equipments shall be IP54 complied unless
stated otherwise. Broad specifications of the major equipment are
furnished below:
4.2.0 LIGHTNING ARRESTOR:
Gapless type lightning arrestors of well proven design for 750 V DC
shall be provided in the Motor Coaches for protection against line
voltage transients caused by lightning or system switching.
4.3.0 3 PHASE DRIVE AND ASSOCIATED EQUIPMENTS
4.3.1 The 3-phase drive equipment shall be based on proven technology
with regeneration capability in the complete speed range. The
provision shall be made for regenerative braking along with all
necessary equipment and control.
4.3.2 The power inverter shall be natural/forced/water cooled, IGBT
based with PWM control to ensure regeneration. The voltage
rating of IGBT and other power semiconductor devices would be
so chosen that at least 25 % margin is available after taking into
consideration the DC link voltage jump on account of inductance
and capacitance in the circuit. The current rating of IGBT and
other power semiconductor devices shall be such that the junction
temperature has the minimum thermal margin of 10º C in the worst
loading conditions and under the most adverse ambient conditions
as specified. Contractor shall submit the maximum junction
temperature of the devices under worst operating conditions after
taking into account 25% choking of filters and heat sink/radiator fins.
4.3.3 The inverter system shall be capable of withstanding the
maximum short circuit under fault condition.
4.3.4 The third rail voltage fluctuates widely as indicated in the
chapter-2. The inverter shall be provided with necessary control
 to provide the guaranteed performance under such fluctuations
without exceeding the rated cut off current of IGBT and keeping
minimum cut off time within the limits.
4.3.5 The system shall provide for selective isolation of individual bogies
i.e. two traction motors and independent inverter for each bogie of the
motor coach, in case of the fault.. The propulsion equipment shall
ensure the guaranteed performance for at least up to 5 mm for the
wheels of same bogie and up to 13 mm bogies without any adverse
affect on any equipment. If the wheel diameter tolerances exceed the
above limits, then no damage shall occur to any equipment.
4.3.6 Suitable filters shall be provided to reduce / limit voltage fluctuations
and harmonics within acceptable limits for signal and
telecommunications equipment as well as for MRS’s own equipments.
Only dry type self-healing capacitors shall be used for dc link /
harmonic filter / resonant circuits
4.3.7 Suitable margin shall be provided in the equipment rating such
that under emergency condition such as with isolation of traction
unit, inverter, traction motor etc., there shall be no necessity to
withdraw the rake from service and journey is completed
satisfactorily as per requirement defined in Chapter 3. For such
purpose, short time rating of the major electrical equipments such as,
inverter, traction motor etc. shall be furnished during design
approvals.
4.3.8 Freedom from dust and protection from surges shall be ensured.
Modular construction shall be adopted wherever possible. The
system shall provide adequate protection in case of dead short circuit
and no damage is inflicted on the system/equipments
4.3.9 In the vital units of power control circuit, such as, power
supplies, where any defect/failure of component would cause
complete failure of the Motor Coach, suitable means for
redundancy shall be provided in order to avoid the Motor Coach
failure or reduction in performance due to such defects. Contractor
shall specifically submit details of the redundancy provided in the
system to this effect.
4.3.10 The protection/alarm/indication circuit shall normally have self-
correcting features with automatic diagnosis and isolation of defects
with information to the driver. If the driver’s intervention is needed,
sufficient indication shall be given to the driver to enable
corrective action to be taken in time. It shall be possible for the driver
to take any protective action, or any other action as indicated to
him through diagnostic display, on any of the Motor Coaches in the
rake, if so desired, from the driving cab itself.
4.3.11 The system shall be capable of withstanding the maximum short
circuit current under fault conditions and the same shall be
established through calculations. The system shall also be designed to
withstand extreme disturbances like short-circuit / open circuit etc.
 at all points of input / output interfaces with MRS, without any
failure. This shall be demonstrated during prototype tests as per the
relevant clause of the IEC/International standards unless otherwise
specified.
4.3.12 During the earth fault or phase to phase fault in the traction
motor, protection scheme of the converter shall ensure that the
fault does not have any adverse impact on the performance of
the converter. Details shall be furnished by the Contractor of such
a scheme.
4.3.13 The drive converter output ripple shall be such as to keep the torque
pulsations and traction motor heating to a minimum. It is the
Contractor’s responsibility to make sure that output quality of the
converter is entirely suitable for the traction motors.
4.4.0 TRACTION MOTOR
4.4.1 3-phase asynchronous type self-ventilated Traction Motor suitable for
IGBT inverter shall be used. The traction motor shall operate
satisfactorily over the entire range of loading, with harmonics / ripples
imposed on from the IGBT based supply both during motoring and
regeneration braking conditions. With the harmonics/ripples
generated by the converter, temperature rise in traction motor shall be
in accordance with that mentioned in Para 4.4.7 with regard to the
system of insulation adopted and the climatic and environmental
conditions, the contractor shall provide maximum margins in the
temperature rise, for the prolonged life of the traction motors.
4.4.2 The general design and manufacture of the motor shall be done to the
standard IEC 60349-2 in accordance with the modern practices.
The design shall include all those features, which are known to
have worked well in the tropical climatic conditions.
4.4.3 The motor shall be fully suspended suitable for service speed
and test speed specified. The motor shall be mounted on the ICF
bogie frame via flexible coupling
and gear unit, which shall be totally enclosed and free from lubricant
leakage. ICF bogie drawing is placed at Annexure-9. The mounting
arrangement of the traction motor shall be designed to prevent the
motor from dropping onto the track shall the primary mounting
arrangement become disconnected. The modifications required for
mounting of the traction motor on the existing
bogie/axle/structure shall be minimal and shall be advised by the
contractor. FEA and suitability of the modifications suggested by
contractor shall be examined by ICF/coach builder.
4.4.4 The motor shall be rated as per the Metro performance requirements
for the most severe service operation. It shall withstand safely with
adequate design margins to work satisfactorily at maximum power
operating point under motoring & regenerating. Calculations for
maximum power loading shall be furnished by the Contractor,
taking into account the gear efficiency.
4.4.5 The motor shall be designed so as to be capable of withstanding
transients such as third rail voltage fluctuations, switching surges and
such other conditions caused by stalling and wheel-slips under
different operational conditions.
4.4.6 It shall be possible to absorb the stresses resulting from short circuit so
as to have sufficient safety against damage or loosening of electrical
connections. The safety factors shall be furnished during design
review for approval. The contractor shall also comment on the
design adequacy of the construction of the motor for the
maximum to continuous tractive effort ratio and the specified speed.
The contractor shall also submit a detailed note on the robustness of
rotor bar construction with end rings to avoid rotor bar crack,
precautions against loosening of bar in slots, overheating, support
of overhangs of stator windings etc. from the full life cycle point of
view. IR has experienced the failure of brazing joints stator winding
overhangs. In view of this, additional measures shall be taken for
ensuring the adequate support arrangement of stator winding
overhang. In this respect, the contractor shall furnish the detail note
during the design and suitable test scheme for ensuring the efficacy of
the design.

Stator winding overhangs shall be suitably supported to the stator

frame and rotor design shall take care torsional vibration, thermal
and centrifugal stresses encountered during actual service
conditions. Material of rotor bars shall be able to maintain its
minimum values of properties with safety limits over the
complete operating range of temperature and have high fatigue
strength.

4.4.7 The following operational and environmental factor shall be specially

kept in view in the design of the motor:
4.4.7.1 Excessive vibrations that are experienced because of average
track maintenance conditions.
4.4.7.2 Vibrations arising out of gear-pinion interaction or any other
internally generated vibration.
4.4.7.3 Prevalence of high temperature, humid and salty terrain, high
rainfall for 4 - 5 months and dusty / polluted atmosphere during
rest of the year.
4.4.7.4 Abrupt change in temperature while coming out of / entering into
tunnel from surface / elevated alignment.
4.4.7.5 In order to validate the design of vital components of traction motors,
Finite Element Analysis (FEA) for Complete rotor , Stator with
winding overhangs, TM Bearing cage , Ventilating fan/blower and
rotor shafts , along with its boundary conditions have to be provided
at the design stage. The boundary conditions for FEM can be decided
in consultation with RDSO.
4.4.8 Insulation System:
4.4.8.1 The insulation system to be employed shall be particularly designed
to withstand the adverse climatic and environmental conditions
specified in these specifications and standards. Imperviousness to
moisture shall be ensured.
4.4.8.2 The evaluation of the insulation system for thermal endurance shall
be made with fabricated test models by way of accelerated ageing
test as per the test program drawn up in accordance with the
norms specified in IEC 600034-18. Insulation shall be non-
hygroscopic with class of insulation 200. Evaluation of the insulation
system for sealing against moisture shall be done in accordance with
IEC 60034-18-31 with diagnostic cycles for motorette tests which
necessarily consists moisture test with water immersion test. The
temperature at which an extrapolated life of 20,000 hours is obtained
shall be treated as the thermal endurance limit (Temperature Index) of
the insulation system.
With regard to the system of insulation adopted and the climatic and
environmental conditions, the contractor shall provide maximum
possible margins in the temperature rise, for prolonged life of the
traction motors.
4.4.8.3 Various aging parameters, such as heat, vibration,
mechanical/compressive stresses, special environmental effects of
humidity, dust, metallic dust from brake shoes, etc. shall be
incorporated to simulate the actual working conditions as closely as
possible.
4.4.8.4 The motor shall be designed such that the “hot spot” temperature
under conditions such as one hour, short-time and continuous rating
of loading in any winding does not exceed the average temperature
of that winding measured by resistance method, by more than 30
degree C.
4.4.8.5 Having regard to the system of insulation adopted and the
environmental conditions the Maximum temperature rise of
traction motor winding shall be limited to TI (Temperature Index)
– 70 degree Celsius, considering 25% choking of filters and under
all operating conditions including emergency condition. Thermal
simulation of temperature rise in stator and rotor under conditions
defined in clause 3.4.0 of the MRS operation shall be carried out to
establish maximum temperature rise which shall be within TI
(Temperature Index) – 70. The simulation result shall be provided as
part of Design Package. The temperature rise in stator and rotor
winding shall be validated through physical measurement on traction
motors during the Type Tests.
4.4.9 The mechanical design of the traction motor, fixing arrangement on
the bogies, the gears and pinions, gear case etc. shall be designed
considering excessive shock and vibration, as mentioned in para
4.4.7. Various components of traction motors along with
 transmission system shall be manufactured with such tolerances so as
to enable complete interchangeability of components from one
motor to another of same design.
4.4.10 The criteria for selection of traction motor bearing (equivalent
dynamic and static loading of the system with respect to those of
bearings, limiting speed, reference speed, etc.) and its lubrication
system (thermal stability) shall be brought out and all the calculations
must be provided at the time of design stage.

The designed L10 life shall be at least 2.5 million Kms. If the
insulated bearing is used, then the reason for the same shall be
specified in the offer. For calculation of L10 life, calculation of
equivalent dynamic loading for the proposed traction motor bearing
shall be provided to IR for evaluation.

Traction motor bearings shall be grease lubricated on both DE

and NDE sides, independent from gear case lubricants.
Intermixing of TM bearing and gear case lubricants is not allowed.
The interval of lubrication & overhauling frequency of thebearing
may be specified. Maintenance inspection interval (excluding
lubrication) shall not be less than 1.0 million km. Integral cage
rivet less bearings guided on roller elements shall be preferred.
Standard and proven bearings with at least one
year successful service experience in rolling stock application shall
only be used.
4.4.11 The rotor shaft shall be removable from rotor. The rotor shall
be reusable/ repairable, in case the rotor shaft gets defective.
4.4.12 The speed sensing device and temperature sensing device for control
purposes, if necessary, shall be mounted on the traction motor
itself. If provided, it shall be possible to replace the same with ease
and without lifting the coach.
4.4.13 Suitable provision shall be made to detect traction motor over
temperature for ensuring timely protection to the traction motor
before any damage occurs. Contractor shall substantiate the
compliance. Thermal model is used for temperature measurement,
it shall be validated during prototype testing.
4.4.14 Speed sensing device & temperature sensing device shall be made
accessible from the pit and shall also be replaceable. The
mounting arrangement of the speed sensing device and
temperature probe shall consider the protection of these sensors
against breakages during the train operation. Their maintenance/
replacement shall not require lifting of the motor coach. The
arrangement shall correspond to the flood-proofing requirement.
The connecting leads shall be protected from mechanical damages
and shall be fastened to the motor at least at one point. The end
shields shall be provided with suitable protection arrangement to
 protect the windings from any damage due to flying ballast during
run.
4.4.15 The contractor shall provide for screened cables for control purpose.
The screening shall be grounded at the motor. The terminal markings
shall be legible permanently on the cables.
4.4.16 While considering the design of cooling fans, excessive
vibrations as mentioned para 2.8.0 (x) and para 4.4.7 may please
be referred. IR has got experience of breakage of these fans and so
adequate design analysis, supported by FEA shall be provided in
support of the design.
4.4.17 Traction Motor Tests: The traction motor shall be subjected to all the
prototype & routine tests in line with IEC 60349-2. Prototype tests
shall include continuous temperature rise test, short time rating
tests, characteristics tests, over speed, power factor, efficiency,
dielectric & torque measurement tests etc.
4.4.18 Special tests on traction motor:
The following special tests on traction motor shall be carried out
along with those specified in IEC 60349-2:-
(I).Flood proofing tests: Traction motor fitted with pinion & gear
box running at 200 r.p.m (without gear, axle roller bearing
housing & other attachment parts) to be immersed up to 75 mm
from rail level for 24 hours. Following test parameters shall be
recorded:
a).Insulation resistance before immersion test.
b).Insulation resistance after immersion test.
c). Visual inspection regarding seepage of water inside the gear box
and motor
(ii). Tests on speed/temperature sensors - in case of proven items,
certified test reports shall be acceptable.
(iii).Measurement of waveforms of the motor converter voltage,
motor converter current, motor torque & space vector flux under
different ranges of operation during heat run & characteristics test on
converter supply.
(iv).Vibration test as per IEC 60349-2.
(v).Traction motor roller bearing test for adequacy of sealing of
lubricants.
4.4.19 Traction Motor Drive
4.4.19.1 Flexible Coupling: Contractor shall provide flexible coupling between
traction motor and drive gear. The torque transmission arrangement
from traction motor to axle shall be simple and suitable for both
traction and braking forces. Lubrication system for gear/pinion shall
be kept physically segregated from traction motor bearings. Both
the ends (drive and non-drive) of traction motor bearings shall be
suitable lubrication. The complete arrangement shall be of proven
 design for same or higher traction/braking torque transmission.
However, special care shall be taken in design with respect to
high track vibrations as mentioned para 2.8.0 (x) and para 4.4.7.
Contractor shall submit relevant details in this regard along with the
special measures taken in view of the specified track data and
environmental conditions.
4.4.19.2 Gear Case
(i) Gear case shall be made of steel and shall have sufficient mechanical
strength so as not to get damaged due to hitting by any foreign
objects.. The design of gear case shall ensure minimum loss and
no leakage of lubricant during run. The oil circulation in gear case
shall be independent to the lubrication of bearings for the traction
motor. It shall not be necessary to change the oil earlier than 200,000
km. The Use of helicals for fastening purpose shall not be permissible.
(ii) The gearbox shall be compatible with the flexible coupling. Gear
box movements shall be restrained by a torque reaction link between
the gearbox and bogie frame. A safety device shall be incorporated to
restrain gearbox rotation shall the link fail in service. The gears
including bearings shall not require overhaul at least earlier than 0.8
million km.
4.4.19.3 Gear Wheel:
The MTBF for the pinion and intermediate gear shall at least be
1 million km. and for the gear wheel at least 2 million kms. Pinion and
gear wheel shall be produced from case hardened alloy steel. The
lubrication points of gear case shall be easily accessible. The gear
case design shall be furnished and finalized during design
approval.
The following shall be submitted for the approval during design
approval stage:
I).Proof of stability for gear tooth forming and total design,
description of the gear tooth forming, provided materials,
manufacturing and hardening procedures with corresponding
specifications.
ii). Oil types, lubrication process and lubrication intervals.
(iii). Details for the interference fit of bearings.
iv) Life span of bearing while considering the axle deflection
4.4.19.4 Gear Bearings of Transmission System: The bearings shall be selected
for L 10 life not less than 6 million kms
4.5.0 MICROPROCESSOR CONTROL AND DIAGNOSTIC SYSTEM:
4.5.1 Microprocessor based control system shall be used for inverter,
converter/inverter control, DC link control (if a separate DC link
is used), auxiliary power control, machine control, braking
control, slide and slip control, acceleration, deceleration and jerk
rate control, converter actuating, monitoring of commands to the
control units and protection etc. The link between the
 microprocessor and the interface cards shall be established by means
of serial bus system or by any other superior means. Suitable
physical bus interface, to ensure error free and high-speed data
transmission shall be provided. It is desirable that majority ofcontrol
and monitoring functions are implemented by software so as to
reduce hardware and cables. The vehicle electronics cards shall
have 100 % redundancy for the brake system functioning. All
electronic cards shall be suitably protected against dust and
moisture. The Contractor shall furnish the protection level and the
arrangement. The electronics shall be tested for its functionality in
dusty and humid environment. The electronics and other equipment
shall be suitably protected against mould or fungus growth.
4.5.2 Microprocessor shall perform the task of fault diagnostics, event
recording and display in addition to control task. The
microprocessor shall be capable of monitoring the status of the
equipment and their interconnection continuously and detecting
occurrence of faults. The microprocessor shall also take appropriate
action and where ever necessary shut down the equipment. The faults
occurring in any of the Motor or Trailer Coach shall be displayed in
appropriate form in the driving cab. Coach wise faults shall be
displayed with alphanumeric messages on interactive touch screen
in driver’s cab. It shall be possible for the driver to select and
take appropriate action viz. isolation of specific equipment of any
Coach etc. from the cab itself, if so desired. Details shall be finalized at
design approval stage.
4.5.3 Faults shall also be stored in the memory of the microprocessor and it
should be possible to output the same by means of USB/serial
interface to commercially available personal computer. Various
important parameters of the equipment as well as environmental data
at the time of occurrence of the faults shall also be recorded with a
view to enable proper fault analysis. Data of at least last 45 days shall
be kept available in memory. Application software shall be
provided to facilitate fault diagnostics and analysis of equipment
wise and Motor Coach wise failures. Application/diagnostic
software tools as required for trouble shooting and analysis of
equipment wise and motor coach wise faults and maintenance of
the MRS and equipment shall be provided. Adequate redundancy
should be built in the microprocessor.
4.5.4 It shall be possible to download the previous fault diagnostic
messages or any other desired data of any Motor Coach / complete
train from the Driving trailer coache by means of suitable
interface/link to commercially available pen drive/laptop/storage
device. The contractor shall supply suitable interface hardware and
software.

Complete data downloading should be possible directly to the

storage device without any interface and selective data downloading
 through suitable interface.

Provision to be made for online downloading of faults diagnostic

messages through Train Radio or other suitable links from Metro
Rolling Stock to maintenance car shed and O.C.C. The
communication link shall be the responsibility of IR however
integration shall be the responsibility of the contactor.
4.5.5 It shall be possible by the driver to clamp the speed after achieving
any particular speed and this shall cause control system to maintain
the speed irrespective of track profile and other vibrations.
However, at all times, the speed control shall work within the
limits of maximum electrical performance. Suitable actuating devices
shall be provided for this purpose. The system shall be
inherently fail-safe and shall immediately come out of this mode to
normal mode on actuation of master/ brake controller, actuation of
ATP/ATC. In case, the preset selected speed control is not used, the
tractive effort control shall enable the MRS to be driven on the basis of
tractive effort readings.
4.5.6 It shall be possible to read and record the energy consumption
and energy regeneration figure for a particular time period for the
individual Motor Coach and for the full rake, along with the name of
the driver, date, time journey details etc. as fed through suitable
electronic device / interface in the driver’s cab. Details are to be
worked out during design approval stage. These figures shall be
available readily on the driver’s display panel as and when required
and shall be retrieved through the commercially available USB Pen
drive.
4.5.7 Isolation of one (or more) Motor Coach shall not affect the
normal functioning of brake system. Under such conditions, the
regenerative braking from other Motor Coaches shall not be
affected adversely. The regenerative braking shall be independent
for each coach and faults on one coach shall not affect regenerative
braking performance on the other.
5.5.8 It shall be possible to test the software after uploading the same
by means of simulation facility or by some other means. The
downloading of the software, diagnostics and simulation etc. for the
complete rake shall be feasible through any Motor Coach and Driving
Trailer Coach in the rake. The configuration of the Motor Coaches for
the purpose of interlacing etc. shall be automatic and without
any manual interference in case of isolation of Motor Coaches
during the service or change in the formation of the rake in the shed.
Contractor may note that the control for the complete range of
operating speeds for one basic unit (one DTC and one MC) level shall
also be preferred though the normal operation of the MRS shall be in
8-car formation
4.5.9 Acceleration and speed shall be clamped to a preset value while
 opting for ‘shunting’ operation. The shunting operation shall be
selected through a switch mounted on the driver’s desk and
operation of the switch shall be recorded by the vehicle electronics.
4.5.10 The microprocessor control and diagnostic system shall also
provide for measurement and recording of speed of the MRS
with the provision of wheel diameter correction, distance traveled
and time etc.
4.5.11 The system shall ensure normal working & without any adverse
effect on any equipment while traversing the neutral section.
4.5.12 It shall be possible for the Railways to execute any modification
through software or otherwise, if so required in future in order to
improve the operation of MRS. The contractor shall provide
necessary software/hardware required for the purpose. However,
in case the implementation of the modification calls for any provision
of any specific equipment, the purchaser shall provide the same.
The modifications shall be restricted to parametric changes as
permissible within the design constraints such as change in
acceleration and deceleration, bogie and coach suspension, train
configurations, Third rail voltage, temperature/ pressure/voltage/
current sensor setting, maximum speed of MRS, wheel diameter,
tractive effort and frequency, etc. The list of parameters shall be
finalized at design stage. While listing out the values of various
parameters, the contractor must provide a range within which any
change can be done without jeopardizing the functionality of the
system. It shall be possible to configure these parameters through a
laptop and menu-driven, easy to use, application software which
shall be provided for this purpose by contractor. Password
protection shall be provided to safeguard against misuse. The
contractor shall also commit to upgrade the software, if required
to improve performance, during the warranty period.
4.5.13 The contractor shall submit separate lists of safety signals,
control signals and priority signals etc.
4.5.14 Majority of the control and monitoring functions shall be
implemented by software so as to reduce hardware and cables.
4.5.15 Event Recorder:
Event recorder shall be an integral part of microprocessor based
diagnostic system and shall be installed in each motor coach. The
event recorder shall monitor and record various events so that
data is available for analysis to assist in determining the cause of
accident, incident or operating irregularities. The equipment shall be
designed in such a way so as to provide an intelligence based
recording of the following parameters against the time axis (time
interval shall be decided by recorder itself whenever there is a
change in the respective parameter). Most recent data for below
mentioned events for a minimum of the last 30 minutes in loop form
shall be recorded. Event
 Recorder shall have one crash protected memory (not less than 8 GB)
and one data logging memory (flash memory) (not less than 32 GB)
for recording of data. The memory shall be allocated to store short-
term data at 1 second interval for the last 72 hrs. in crash protected
memory and long term data for 90 days with resolution of 20 seconds
in data logging memory.
The following parameters shall be recorded:
The following (not limited to below mentioned) parameters shall
be recorded:
a) Speed in km/h;
b) Third Rail voltage;
c) Third Rail current;
d) Tractive/braking effort;
e) Battery voltage;
f) Brake pipe pressure;
g) Brake cylinder pressure
h) Status of HSCB i.e., open/close;
i) Mode of operation i.e., traction mode/braking mode;
j) Direction of travel i.e., forward/reverse with respect to activated
Driving Cab;
k) Head light status on/off;
l) Flasher light status on/off;
m) Stuck doors information
n) Door Open/Close information
o) Fire or smoke
p) Occurrence of slip/sliding
q) Operation of passenger alarm
r) Status of brake application (Service/Emergency) brake CBTC;
s) Isolated Bogies/coaches
t) Condition of air spring
u) Any other parameter considered necessary.
The event recorder shall be designed to:
(i) Permit rapid extraction and analysis of data for the purpose
of monitoring Train Operator or MRS;
(ii) Assist retrieval of data after an incident or accident; and
(iii) Mitigate the effects on recorded data of foreseeable impact or
derailment. The event recorder shall be designed and constructed to
ensure the integrity of the
recorded data and the ability to extract data following an
incident. The event recorder shall be tested in accordance with a
recognised international standard such as the UK Railway Group
Standard GM/RT 2472.
4.5.16 Train Control Management System
(i) Train Control and Management system (TCMS) shall be used for
integrating and multiplexing of signals for control purpose and for
monitoring of the complete train, its systems and sub-system within
the appropriate safety frame work as per the extant international
 practices so as to minimize the inter-vehicular cables. While
designing the multiplexing the contractor shall have to ensure fail
safe working of the safety related signals and also indicate the
use of such system elsewhere in the similar traction applications.

Contractor shall submit details of the arrangement to be adopted,

the standard followed and the reference where similar system is
functioning, maximum number of vehicles which can be connected
to the network without need of gateway or repeater. The TCMS
system shall be modular in design and shall cater for at least 10 %
capacity for expansion and future use over and above of the
requirement of 12 car rake. Necessary information, software &
hardware tools as considered necessary shall be supplied to
enable IR to interface compatible equipment with TCMS if so
required in future.

Adequate redundancy in the system design of TCMS, as

permissible vide the standard adopted, shall be ensured. A complete
schematic of the scheme with the redundancies shall be submitted by
the contractor.
(ii) Communication Protocols
The communication protocols to be used by the contractor for
implementation of TCMS and for data, message, signal exchange and
communication within the coach and the train shall be open protocol
conforming to ISO’s Open System International model. IEC 61375 may
be one of the options. Contractor shall submit details of the
communication protocols used in their design at different levels
clearly indicating how the above requirements are complied with.
(iii) In case of activation of Emergency Brake Loop (EBL) which is
required for maintaining the integrity of brake system in a rake
suitable provision shall be made for following:
a). Intimate the train operator and logging of Main EBL failure.
b). Provision to switchover to standby EBL and run the train to
terminal
c). Provision to bypass the standby EBL. In case of standby EBL
is completely bypassed then only shunting speed operation shall be
allowed to clear the section with logging of even.
4.6.0 TRAIN CONTROL, DATA TRANSMISSION &
COMMUNICATION
4.6.1 The leading cab shall be controlling the Motor Coaches and other
equipment in the train formation. Necessary provision shall be made
for acquisition and transmission of data required for leading cabs and
the controlled equipment on other coaches. Necessary measures shall
be taken to ensure that any type of interference does not distort the
control and communication signals.
 Details of EMI/EMC, for reliable operation of the train operation shall
be submitted. The cable layout routing to meet the EMI/EMC
requirement shall be carried out in association with coach builder .
Contractor shall also incorporate the diagnostic features for and
S&T contractor indicating the healthiness of harmonics sinking
devices such as filter etc.

The offered system shall be compatible with CBTC. It shall also be

compatible to On Board Radio/ BBRS/TETRA.

In the event of failure of TCMS in train, Passenger Information and

Communication System in the train shall continue to function.
4.6.2 Passenger Information & Communication System
4.6.2.1 Train Communication Equipment
4.6.2.1.1 The following on-train communications requirements shall be
provided :
(i). Two-way communication between the Operations Control
Centre (OCC)/Back up control Centre (BCC) and motorman, via train
radio equipment (supplied by S&T contractor)
(ii). Means for the train operator to address passengers throughout
the train from the driving and non-driving cab.
(iii). Facilities to permit two way full duplex conversation between a
passenger who has operated a passenger alarm device, and the train
operator.
(iv). Facilities for simplex conversation between occupants of driving
cabs in two coupled trains.
(v).An automatic voice announcement system.
(vi). A passenger information system
(vii). Passenger saloon surveillance system using CCTV with sufficient
memory storage for at least 15 days.
(viii).Door opening / closing chime.
4.6.2.2 Passenger Alarm
4.6.2.2.1 There shall be four passenger alarm devices in each car.
4.6.2.2.2 When a passenger alarm device is operated, a warning sonic device
shall sound in the cab, an indication shall be given to the train
operator of the location of the operated device, views from
surveillance cameras provided near the location of activated PEA shall
be displayed in the monitors inside cab and a visual indication on the
exterior of the car shall advise station staff which is the affected car.
The motorman shall acknowledge the alarm by operation of an
override device, which shall terminate the cab sonic alarm, and
simultaneously cause an indicator to illuminate at the emergency
device location.

Passenger communication shall be train operator initiated. This

shall render the local microphone and loudspeaker adjacent to the
 activated emergency device active, thereby enabling bi-directional
inter-communication between the train operator and the passenger.

If more than one emergency device has been operated, each

demand shall be independently acknowledged, and alarms shall be
stored, displayed and answered sequentially.

Full details shall be submitted for review by the Engineer

4.6.2.2.3 Whilst the communications system is in the passenger alarm

mode it shall be possible for the train operator to move between
passenger alarm, OCC, PA and cab- to-cab communication.
In the event that the train operator fails to acknowledge a
passenger alarm call, within a specified time, the call shall be logged
by TMS. TMS shall be provided with following data relating to the
passenger emergency alarm:

• Current status of each passenger alarm button.

• Alarm event for each passenger alarm button, clearing when
acknowledged by the train operator.
• Once the doors have been opened, it shall not be possible to
restart the train until all the passenger alarms have been
reset. Once this has occurred the system shall revert to its
normal form of operation.

Screened cable pairs of fire survival type as per IEC 60331-1 shall be
provided for the passenger alarm system.
4.6.2.2.4 Under no circumstances shall cab-to-cab conversation or train
operator to OCC conversation be relayed to any passenger.
4.6.2.2.5 Provision shall be there for voice recording of the conversations
with GPS stamping. The CCTV camera of the coach shall focus on
the Passenger Emergency Alarm (PEA) area during the conversation.
LED indication (engaged or free) at the passenger end shall
communicate the status of Passenger Emergency Alarm (PEA).
4.6.2.3 On-train Public Address
4.6.2.3.1 An integrated main communications panel shall be provided at the
driving side of the cab by the Contractor to control the public
address functions, cab-to-cab communications, and passenger alarm
communications. This panel shall have a backlit LCD display
with facilities for the touch screen input or other better
arrangement with robust & heavy duty input/output system,
capable of handling English, Hind and Bengali characters for
displaying train route information. Menu screens shall be
displayed in English.. In addition, an Auxiliary communications
panel, controlling functions related to public address and cab-to-
cab communications shall be provided on the non-driving side of
 the cab. Full details shall be submitted for review by the Engineer.
4.6.2.3.2 On-train public address shall be capable of being initiated from the
driving cab or the automatic voice announcement system. The
Automatic Voice System shall be the default public address mode
(default mode).
4.6.2.3.3 The microphone to be used for public address / announcements shall
have high dynamic noise cancelling feature. The contractor shall
submit the details of the microphone for review by the Engineer.
4.6.2.3.4 The Public Address System together with its main components shall
comply with internationally accepted standards.
4.6.2.3.5 Power amplifiers are required for the PA system and shall be
provided in each car. Each power amplifier shall feed 50% of the
speakers in the same car and 50% in the adjoining car, to ensure
that in the event of a single power amplifier failure; at least half of
the speakers are still operative in the car.
4.6.2.3.6 The number, positioning and output of each loudspeaker and
power amplifier shall be designed such that an even sound
coverage in all areas of the passenger saloon is achieved. The sound
pressure level when measured at a height of 1.5m above the floor shall
not vary by more than 1dB along the entire length of
the consist. Full details shall be submitted for review by the Engineer.
4.6.2.3.7 The PA system shall have automatic continuous variable volume
control, based on saloon background noise level. A sound level
adjustable between 6dB(A) and 10dB(A) above background noise
level is required throughout the train. The Contractor may
however, propose alternative suitable settings. The Contractor
shall supply software / hardware configuration for enabling the
IR’s personnel carry out the adjustment as per the proposed system.
Full details shall be submitted for review by the Engineer.
4.6.2.3.8 The PA system shall exhibit no oscillation, acoustical feedback or
other instabilities at any combination of input level, gain or
speaker volume control settings under all test and operational
conditions.
4.6.2.3.9 The public address amplifiers shall be protected against short circuit
at the outputs of the amplifier.
4.6.2.3.1 The through line cable inside the car shall be suitably insulated,
0 screened, armoured and overall outer sheathed. The cable shall be of
the fire survival type as per IEC 60331-1.
4.6.2.4 Cab to Cab Mode
4.6.2.4.1 In the cab-to-cab mode, the train operator shall be able to
communicate with a person at the other end of the train or with the
train operator of a train coupled to this train (e.g. to undertake a
push-out). Two way communication shall be established in this
mode. Separate cab-to-cab communication hand set should also be
 available other than Microphone.
4.6.2.4.2 The cab-to-cab communication system shall be able to operate
independently of, and simultaneously with, automatic
announcements and with the passenger alarm system operative.
4.6.2.4.3 Passenger Information & Communication System shall provide
driver-guard or cab–cab communication between two driver’s
cabs on the train. The PIS shall include provision for the
announcements to be made remotely by train controllers,
however, the purchaser will provide suitable communication
facilities. There should be provision of recording the voice of driver &
Guard (both) in the flash memory (for a duration of at least 24
hours) and in crash protected memory (for a duration of at least 10
mins) of intelligence based recording described in clause 4.5.15.
4.6.2.5 Automatic Voice Announcement System
4.6.2.5.1 An automatic pre-recorded message announcing system shall be
(i) provided in each cab. Functions and features of this system shall be as
follows:
One device shall be provided in each cab which shall be on hot
standby. In case of failure of the identified master, the device at
the other cab shall automatically become master. The device shall be
operable from the train operator’s cab.
(ii) The Automatic Voice Announcement System shall be fully integrated
with the On-train PA system. Any failure of component which can
adversely affect functionality shall be logged by the system itself and
also be communicated to TCMS for reporting to the train operator and
data logging. Full details shall be submitted for review by the
Engineer.
(iii) The pre-determined messages (voice announcements and text
messages) shall be automatically triggered by train events to
make an announcement. Full details shall be submitted for review by
the Engineer.
(iv) One monitor repeater shall be provided in each cab.
(v) Voice announcements and text messages for the displays shall
be pre- recorded and configured into the system using the “off line”
speech and route database editor. Messages, audio or visual or
both shall be in the Hindi, Bengali and English languages.
Messages shall be recorded in the voice of professionals Announcers
to be approved by the IR. The hardware and dedicated software etc.
for editing and modifying the speech and route database shall be
handed over to IR at an appropriate time, during the Contract
period, to be decided during the design stage. The IR’s staff
shall be associated during the editing activity. Messages shall be
digitally stored.
(vi) The Automatic Voice Announcement System shall also be
equipped with display and announcement of computer
 generated messages. The Contractor shall provide equipment and
means to achieve this by IR’s maintenance personnel.
(vii) The comprehensive details (their format, frequency, use etc.) of
message and special messages (to be triggered manually) shall be
subject to review by the Engineer.
(viii) A door close announcement shall be triggered each time the “Door
Close” button is pressed. A door close chime shall be played and
continued until the “Doors Close” relay opens. Similarly, a chime
shall be played during the door opening. The type of chime and the
sound level shall be approved by the IR. During this time
any existing auto announcement shall be aborted.
(ix) The system shall be capable of storing 120 minutes of
pre-recorded messages preferably in digital MP3 format or a latest
format. The memory shall be able to store Route Database for at least
200 stations. However, it shall be possible to enhance the memory
by expansion using commercially available memory devices. Full
details shall be submitted for review by the Engineer.
(x) It is proposed to provide commercial / general audio and/or
visual messages in between the announcements. The system shall be
capable of playing / displaying of such advertisements. Details shall
be submitted for review by the Engineer.
4.6.2.6 Passenger Information System
4.6.2.6.1 General
(i) The Passenger Information System shall include a high resolution
multi colour graphic display, suitable for the remote displaying
of moving messages, in Hindi, Bengali and English, on board the
train, in the passenger area. Hindi, Bengali and English messages
shall be scrolled on the display simultaneously and in
synchronism. The colour of Hindi, Bengali and English
character shall be approved by the Engineer. Emergency
announcements may be displayed in red. Eight such display units per
car shall be provided.

Previous and next station shall be indicated with different colours.

The display unit shall be fitted flush with the coach body to avoid any
damages due to interference by passengers.
(ii) The location of the display units shall be proposed by the
Contractor taking into consideration the need for all-round good
visibility by passengers within the saloon. The Contractor shall
submit proposal, including diagrammatic representation of the angle
of visibility of the display units.
(iii) The viewing angle to the display panel for a clear and sharp image at
a distance of five (5) metres shall not be less than ±60°.
(iv) There shall be a Destination Indicator cum Train Number Indicator
 behind motorman cabs’ wind screen. The Destination Indicator cum
Train Number Indicator shall be capable of displaying the messages in
three languages i.e. Bengali, Hindi & English. Bengali, Hindi &
English languages displayed “still type alternatively”. The Train
Number Indicator shall be capable of displaying 4- digit alpha-
numerical train number of at least 130 mm height with yellow
LEDs. The Contractor shall submit proposal for Engineer’s review.
Access for maintenance and adjustment shall be from within the
cab.
(v) The Destination Indicator cum Train Number indicator shall be able
to be set via the route setting control. The route setting control shall
be through the manual control on the TCMS.
(vi) The Destination cum Train Number Indicators shall have a view
angle of not less than 120 degrees in the horizontal plane and shall
be legible under direct sunlight, artificial light and darkness. Light
sensors shall be equipped to vary the intensity of the LEDs based on
the level of ambient light.
(vii) Location of all the displays shall be reviewed during mock-up review.
(viii) RDSO - The passenger information system shall meet technical
requirements of RDSO specification no. RDSO/PE/SPEC/EMU
/0065(Rev 03) or latest in general. However, interchangeability Para
of RDSO specification no. RDSO/PE/SPEC/EMU/0065(Rev 03) will
not be applicable for this specification.

ICF - The passenger information system shall meet technical

requirements of RDSO specification no. RDSO/PE/SPEC/EMU
/0065(Rev 03) for general construction, but for implementation of
Automatic Route Setting (ARS) functionality, it must comply with
the interface document between Electric Propulsion contractor and
S&T contractor.
(ix) In coach display can be LED/LCD or any other better technology
4.6.2.7 Operation of Passenger Information and Automatic Announcement
System
4.6.2.7.1 Automatic Operation of Passenger Information System
(i) The system shall be capable of automatic operation throughout. The
motorman shall be able to over-ride the automatically supplied train
number and when no automatic route selection is given shall be able
to enter the train route.
(ii) The system shall update the journey information by
accessing the train location information from the TPWS (ETCS
level-I) equipment. The Automatic Announcement and the
Passenger Information System shall at all times provide the same
route, destination and next stop information to the passengers.
The Automatic Announcement and the Passenger Information System
shall indicate which side of the car that the doors shall open at the
 next station stop
4.6.2.7.2 Manual System
(i) In addition to automatic operation, visual and audio information shall
be capable of being originated from the motorman’s cab. The system
shall be capable of making pre-recorded announcements (both audio
and visual) by manual triggering from main communications
panel. Under such circumstances, messages shall operate
automatically for the route from the TCMS information.
Messages and announcements shall be triggered based on distance
travelled and door operations.
Manual override shall be provided to allow for station skipping. The
motorman shall be able to override the automatic system and
select message to be broadcasted randomly. All activation criteria
shall be submitted for review by the Engineer.
(ii) In case of system degradation, train operator shall be able to
make manual announcements through microphone from the cab.
4.6.2.8 Interface:
Appropriate interfacing with TCMS shall be developed to
carry out the above mentioned functionality. The interface shall
include provision of single point downloading the data logs stored
in the memory of all train based Communication Equipment using
TMS interface.
4.6.2.9 Passenger saloon surveillance system using CCTV: specification
No. RDSO/SPN/TC/106/2018 or latest:
4.6.2.9.1 Additionally, at least one camera shall be placed in driving cabs for
gathering front end view and track etc. The camera shall be suitably
selected in respect of resolution, clarity of images, illumination
conditions for on-train applications and shall be of proven
design. Additional two cameras per basic unit shall be placed on outer
sides of the each Basic Unit as a minimum for gathering rear
view of the platform. Mounting of camera shall be unobtrusive,
flushed with, or recessed into the interior panel. Selection of type
shall be finalized during design and shall ensure clear view of
passengers on platform to Train Driver/Guard before start at each
station till Train leaves the platform completely. The system shall
automatically switch to rear view when the Train stops and will go
back to default mode after the Train leaves the platform.
4.6.2.10 Adequate space and reliable battery backed power supply shall be
provided to S&T contractor for the on-board radio system. Layout
and dimensions of CBTC items are furnished in Annexure – A.
4.7.0 MASTER CONTROLLER
4.7.1 A step less type combined single Traction and Brake
controller(Service/Auto/Emergency brakes) of a proven design,
henceforth to be called Master Controller, integrated into a single unit
 shall be used. Suitable provision shall be made to enable limited
manual operation in case of failure of the Master Controller. The
change of Driving Cab shall not require physical movement of
motorman and destruction of pressure in main reservoir (MR) and
pipelines.
4.7.2 The master controller shall before and after longitudinal shift
type. Driving mode shall be achieved by moving the handle away
from the operator while braking mode shall be towards the operator
from the central neutral position.
4.7.3 The master controller shall be provided with a “Deadman’s” device,
which shall have to be kept activated manually and consciously by
the driver. The design shall be such that in case of the driver
getting incapacitated or loosing alertness, the “Deadmans” device
shall get released, causing the emergency brakes application. Knee
operated “Deadman’s device” in parallel with the “Deadman’s
device” of the Master controller handle shall be provided. The design
shall be such that driver is not able to fool the system.
4.7.4 Suitable forward/ reverse interlocks and interlocks with braking
system shall be incorporated in the master controller. Traction shall
be possible only from one cab at a time.
4.7.5 Change to reverse/forward direction operation of train shall be
possible only after the Master Controller is put in the neutral position.
4.7.6 The Master Controller shall be compatible with CBTC system.
The rolling stock propulsion supplier and the S&T contractor will
perform the interface management between the vehicle and the
ATO/ATP system. Detailed scheme to be finalized at design stage.
4.8.0 DRIVER’S CAB
4.8.1 Layout of Driver’s Cab
(i) Contractor shall design the complete pre-fabricated driver’s desk in
line with the UIC 651 to the extent possible. The layout of the crew
area and control system shall be ergonomically designed to allow
crew to efficiently operate all controls for safe train operation in
sitting as well as in standing position. Ergonomic and human
engineering aspects of the cab design shall be compatible with
the range of 5th percentile Indian adult female to 95th percentile
Indian adult male. The modification required to be implemented in
the coach body viz. layout of pneumatic pipelines and adjustment to
the cab depth etc. shall be implemented by the contractor in
association with the coach builder to the maximum possible extent.

The cab shall include all the cab equipment e.g. combined
master-cum-brake controller, instrument panel with back-lit
instruments, control panels, driver’s diagnostic display unit &
driver’s “log in” device, ergonomically designed driver’
desk/console, pre-wired and terminated on a terminal board and
 multi-pin plugs/sockets for inter-equipment connections. Cab-
equipments to be supplied by the contractor include pneumatic
horns, (with LED display type) gauges for pneumatic indications,
electric motor driven wind screen wipers with redundancy &
emergency manual control, sun-screens, auxiliary head light with tail
light, safety related equipments like flasher light except CBTC
equipments which is supplied by S&T contractor. Provision shall
be made in the driver’s cab by the contractor to provide the
equipments to be supplied by the purchaser. Destination
indicator (Head Code) shall be provided behind the lookout glass &
flushed with the driver cab interior
(ii) All driving desk and cab area controls must be robust, of industrial
quality and resist physical abuse and vandalism. Moulded FRP or
better material suitable for such application must be used. The color
scheme of interior shall be frozen at the time of design approval.
(iii) The top of the driver’s control workstation must accommodate
documents such as timetable or similar books without interfering
with the operation of the controls. Suitable space for keeping crew
bag/briefcase, fire extinguisher and skids shall be provided in the cab.
(iv) The positioning of crew interface controls must be such that they
are within the range of vision, touch and audibility requirements
whilst the crew is in his/her normal operating positions under all
operation conditions.
(v) Crew cab, pipes and conduits:
Equipments such as air pipes, conduits, ducts, cabling, terminals
and connectors shall be hidden from the view and shall not
interfere with the crew operations. The doors of such enclosures shall
preferably be sliding with proper locking arrangements with ease of
handling.
(vi) Each functional position and/or range must be clearly marked by
raised or engraved letters or an agreed alternative. The labeling used
must be by agreement.
(vii) Ergonomically Designed Driver’s Desk:
Ergonomically designed driver’s desk/console taking into account
necessary traction controls, safety controls and passenger
amenities items etc. shall be a part of the complete driver’s cab.
The design of the console shall also take into account the
positioning of various pneumatic gauges, brake controller, CBTC
equipments and any other equipment installed in the cab. The
complete console shall be supplied pre-wired and terminated on
the terminal board and multi-pin plugs/sockets for inter
equipment connections. Plugs/sockets shall also be provided for the
termination of cables laid by the coach builder for which contractor
shall co-ordinate with the coach builder to get required information.
 CBTC equipments shall be supplied by the S&T contractor. List of
the equipments installed in the cab shall be finalized during
design approval stage. As such the contractor shall have the
complete responsibility of ergonomic design of driver’s cab and
supply, commissioning and interfacing of the complete cab
equipment.

Design and layout of cab console shall be finalized by RS

propulsion supplier in consultation with S&T contractor. Cut-out
panel with the number of cut outs shall be provided by RS electrical
propulsion supplier.
(viii) The layout of the equipments on driver’s desk shall be finalized
during design approval stage to maintain uniformity with cab
arrangement of existing Kolkata Metro Rakes so that the cab layout
remains same from driver’s perspective to the extent possible. Based
on the approved layout, a mock up of the complete driver’s cab shall
be made at coach builder’s premises to finalize the finer details and
freeze the design. Contractor shall also associate coach builder
and Metro Railway, Kolkata for finalising the driver desk
4.9.0 DRIVER’S DISPLAY PANEL:
A suitable LCD display with interactive touch screen with back lit
illumination or other better arrangement with high resolution,
wide viewing angle, suitably designed against vandalism, high
impact, rough handling, ingress of water & dust and minimum IP
54 protected robust & heavy duty input/output system as per the
available technology, shall be provided on the driver desk to display
fault status, energy values & status of various important parameters
as selected by driver / maintenance staff or as required for the
satisfactory system operation. Context sensitive trouble shooting
shall also be available for driver/maintenance staff. The selection of
the display panel shall be liberal but not less than 10.4 inch. Details
shall be worked out during design stage. The presentation of
information on the display and the interaction of the system with the
driver shall be designed in a user-friendly manner. The display shall
be robust and be designed against vandalism, rough handing, and
ingress of water & dust.

Proper panel cut out at driving desk for fitting, installing of HMI
unit and along with arrangement of necessary power supply will be
provided by RS electric propulsion supplier.
4.10.0 SAFETY MEASURES:
All the systems and subsystems shall have adequate protection
against over voltage/over current /earth fault/lightening etc. so
that in case of any trouble the affected system shall be isolated
promptly, reliably and automatically.
4.10.1 Provision shall be made so that all equipment shall be
 adequately earthed, insulated, screened or enclosed and provided
with essential interlocks and keys as may be appropriate to ensure
the protection of equipment and safety of those concerned with
operation and maintenance. Various sub-systems such as traction
system, auxiliary system control system, etc. shall be kept galvanically
isolated.
4.10.2 Necessary protective equipment shall be provided in all cases
where dangerous potential difference may appear between one
part of the circuit and earth or between two points in a circuit.
4.10.3 The frames and metal supports of all electrical equipment shall
be adequately earthed to the coach body.
4.10.4 The contractor shall provide an earth fault detection system
having independent detection capability of earth fault in any of the
main sub-systems.
4.10.5 System shall provide foolproof safety against unauthorized person
driving the train. The authorized person shall have to ‘log-in’ by
means of suitable electronic device in the driver’s cab and the details
of the personnel and timing, journey details etc. shall be recorded in
the memory. This shall be accessible as and when required. The
details shall be worked during design stage. Contractor may give
alternative proposal in line with the requirement.
4.10.6 A discharging and an isolation switch shall be provided by the
contractor to facilitate the maintenance personnel with a simple means
of isolating the traction equipment, discharging all high voltage
capacitors to a safe voltage of 50 volt and earthing all high voltage
equipment.
4.10.7 Fire prevention measures for equipment design: The design of
equipment shall incorporate all measures to prevent fires and shall be
such that shall any fire take place the effects shall be minimized and
no spread of fire shall take place. Materials which are not fire
retardant shall not be used.
4.11.0 CONTROL EQUIPMENT:
The control equipment, relays and switches and such other
devices shall be robust and of latest and proven technology
established under the most severe operating conditions, with
particular regard to reliability. Wherever considered necessary, the
contacts shall be duplicated to provide redundancy. The temperature
of the equipment offered shall be governed by IEC minus 30°C. The
use of relays and contactors shall be to bare minimum. All
control equipments, relays and contactors shall be provided in
suitable dust proof enclosures and shall remain in the scope of supply
of the contractor including harnessing thereof.
4.12.0 POWER AND CONTROL ELECTRONICS EQUIPMENTS:
The traction and auxiliary converter/inverter shall meet the
 requirements of IEC-61287 & the control electronic and PCBs shall
conform to IEC-60571 including compliance to the optional tests.
However, due to higher ambient temperature in India, the
temperature for dry heat test shall be 80º C. The electronic control
equipments shall be protected against EMI/EMC in the MRS. The
equipments shall be suitably mounted in properly designed cabinets
for cooling requirements of the electronic equipments (with or
without doors) and shall remain in the scope of supply of the
contractor. The vibration and shock tests and endurance tests shall be
done as per IEC 61373 as per the requirements of design.
4.13.0 BRAKE GEAR
4.13.1 General:
This clause defines the requirements for the bake blending of
dynamic (regenerative rheosatic) & friction braking system including
the air supply unit, the air reservoir system, the brake units, the
emergency brake control, the Wheel Slip/Slide Protection system and
the parking brake. UIC approved, state-of-the art, Microprocessor
Controlled Electro pneumatic System suitable for Metro application
shall be provided.
4.13.2 Functional Requirements:
4.13.2.1 General
(i) The complete brake system shall be of similar performance as EN
13452-1:2003 – ‘Railway Application – Braking – Mass Transit
Brake System Performance Requirements’ or equivalent standard.
Testing of the brake system shall be in accordance with EN13452-
2.
(ii) The brake system shall be a fast response closed loop digital brake
control system with brake regulation rate of ±10% of the
deceleration demanded. It shall be ensured that the failure of any
single control component shall not result in a loss of braking effort on
more than one car. A microprocessor based brake control system shall
be offered having sufficient redundancy to achieve higher
reliability and fail safe operation.
(iii) All coaches shall be equipped with self-lapping electro-pneumatic
brakes of approved design. Adequate redundancy shall be
provided to ensure that the EP brakes do not become non-
functional in case of failure of power supplies, isolation of motor
coach or failure of control electronics etc. In case of isolation of any EP
valve due to any defect, the brake electronics shall take adequate
corrective action with least system isolation.
(iv) The EP brake shall come into action in cases of failure of the
propulsion unit or when regenerative brakes are inadequate to
meet the brake demand. In such cases, EP brakes shall be put into
action by automatic blending. The blending of EP brakes with
regenerative brakes shall be automatic and shall ensure
 maximum regenerative energy.
(v) The wheel slip control functions & anti skid control shall be integrated
with the wheel spin control functions of the traction control system.
(vi) The brakes shall be operable from any selected driver’s compartment
with the train running in either direction. There shall be a combined
traction/brake controller acting via the integrated Train Control
System.
(vii) The inter-coach connection shall permit easy coupling and uncoupling
of units.
(viii) The system shall permit variation in brake force during application
without passing through release and provide quick and simultaneous
application and release.
(ix) The system shall permit operation as straight air brake in
emergencies such as electric control failure or trains parting.
(x) The driver may have to change cabs for reversing the direction of train
operations. The brakes must remain on until the driver takes
control in the other cab, which must be possible without any
other action in the vacated cab. Complete cab changeover i.e.
reversing direction of train operation shall not take more than 30
seconds.
(xi) The system shall safeguard against concealed failure or partial failure
of power on any position of the electric control which could result in
failure to apply brakes. An audible and visual warning system shall be
provided in front of the driver, against failure of E.P. brakes.
(xii) Deadman’s application valve in conjunction with master controller
shall be provided to give emergency application. Bleeding off and
releasing brakes by hand on each bogie individually from either side
from platform / rail level shall be possible.
(xiii) Automatic slack adjuster, integral with the brake cylinders & of
approved type shall provided to take care of brake disc / brake
shoe wear & wear of brake rigging components.
(xiv) The brake rigging shall be capable of easy adjustment. No adjustment
on the brake rigging between successive renewals of brake
blocks/pads shall be necessary. There shall be no obstruction to
movement of the brake rigging at any stage of its working so as to
result in sudden reduction of brake power.
(xv) Strainers, dirt collectors and filters shall be placed as close as
possible to the equipment they serve. They shall be accessible for
cleaning and shall be provided with isolating cocks which can be seen
and operated easily.
(xvi) The passenger emergency alarm shall not operate the brakes.
(xvii) The brake system, including mechanical linkages, diaphragms,
valves and actuators, but excluding brake shoes (or pads/discs),
 shall be designed for 1,000,000 cycles of full service braking under
High Dense crush loads without failure or wear sufficient to cause
misalignment or reduced efficiency.
(xviii) If the EP system gets out of order due to power failure or other
reasons, the brakes shall apply automatically or as decided during
design finalisation stage. The change over period from regenerative
to EP & vice–versa shall be minimum and in any case, shall meet
the requirement as laid down in this specification.
(xix) Coach wise monitoring of the brake system shall be done and in case
of any defect the same shall be recorded and corrective action shall be
taken by the system.
(xx) The friction braking system shall function as the ultimate braking
system on the car, acting as a backup during normal service braking
and as the primary braking system during emergency stops and while
parking.
(xxi) The brake system shall be suitably interfaced with the CBTC
system.
(xxii) System shall provide for adequate safety measures against rolling
back in case the train is to be started on a rising gradient. The vehicle
shall be braked to stand still, if so desired, in a load controlled mode,
with practically no jerking or jolting.
(xxiii) Isolating cocks shall be provided for the pneumatic train pipe, to be
used in case of pipe bursting or coupling/ decoupling etc. The
isolating cocks shall be located such that it can be operated from
inside/outside the train, but shall be suitably guarded against mal-
operation / vandalism by passenger / miscreants.
(xxiv) There shall be an arrangement for releasing and isolating the brakes of
any bogie from both sides of coach and from the platform itself. It
shall be possible to tow a train of these cars safely and without any
speed restrictions by coupling it with the purchaser’s locomotive
provided with air brake system in case any defect or when the train is
to be hauled from place of manufacturing unit to destination with
suitable adapters. The pneumatic shall be controlled via the
connected main air pipe and brake pipe.
(xxv) In case of activation of emergency brake loop which is required for
maintaining the integrity of brake system in a rake, suitable means
shall be provided to clear the section up to destination, may be at
restricted speed, from either of the cabs.
4.13.2.2 Service Brake
(i) In conjunction with the electric braking system, the service friction
brake shall appropriately respond to a current reference brake
command. The friction brake jerk
limit system shall not override the electric limit command.
(ii) The friction brake demand signal shall be jerk limited, speed tapered,
 load weight compensated and shall be continuously variable within
the design range of the friction brake. The brake train line decoding
and full service brake rate monitoring, if provided, shall be fail safe.
(iii) A load weighing compensation system shall be provided to convert a
signal from the rear bogie to a multiplier representing a vehicle
weight between tare to High Dense crush load. The required brake
rate shall be multiplied by the load weight compensation signal to
produce the called for braking effort.
4.13.2.3 Emergency Brake:
(i) When an emergency braking application is initiated, the braking
system shall apply brake force that is sufficient to achieve the
emergency brake performance specified in this specification.
(ii) Loss of the brake system due to failure of electrical control power
from all possible sources shall result in an emergency brake
application.
4.13.2.4 Thermal capacity:
The friction brake system shall be designed so that when the coach
is loaded to High Dense crush load, brake shoe / disc/ pad,
temperatures do not exceed the manufacturer’s design limit, including
safety margin, when operated in emergency conditions and degraded
performance operation.

As such the friction brake system shall be rated to have sufficient

thermal capacity to safely complete at least three successive
acceleration and emergency brake cycle with no interval between
each cycle. Each cycle shall comprise a full acceleration from
standstill to rated speed followed by emergency brakes to
standstill. On completion of three cycles, the brake system shall
not show any abnormality.
4.13.2.5 Annunciation:
During all modes of operation, detection systems shall monitor and
annunciate the following conditions:
a) Brake ‘ON’ indicates that any brake on the coach is applied
to a level equal to
approximately 75 percent of TARE full service braking.
b) Brake “Released” indicates that all brakes on the coach are
released.
c) Brake “cut out” provided for each bogie, indicates that the brakes
of that bogie, have been either electrically or mechanically isolated.
d) Brake “at fault” provided for each brake control system on the car
indicates that the brake control system is incapable of reliably
performing as designed.
“Low Air Pressure” indicates that the main reservoir air pressure
is less than the lower limit of the normal operating range. An
interlock using this signal shall lead to a full service brake command
 on a train line basis
4.13.3 COMPONENT REQUIREMENTS
4.13.3.1 Brake Systems:
The brake system shall be similar on all coaches (trailer and motor
coaches). The brakes shall be axle/wheel mounted disc brake or tread
brake unit (TBU’s). Tenderer shall offer only one option i.e. either with
disc brake or with TBUs. It shall be possible to replace the brake
discs, if provided, without removing the wheels. During the
service, debris like paper, polythenes etc. may get trapped in the
ventilation grids of the brake disc and thus choke them. The
design of the ventilation grids of the brake disc shall be suitably
modified /redesigned so that they get self cleaned during the run thus
ensuring proper cleaning.
4.13.3.2 BRAKE CONTROL ELECTRONICS:
The friction brake control electronics shall be supplied as a separate
package. They shall include circuitry to read and interpret train lines,
dynamic brake signals and load weigh signals. They shall include
logic to determine the appropriate friction brake force and
circuitry to control devices that ultimately control the brake force.
The system shall have self diagnostic features with display of
faults and shall be provided with service terminal, if required, for the
system functioning and trouble shooting.
(i) Brake Control Unit
A minimum of one brake control unit to control brake pressure shall
be provided on each car. Brake control units shall contain all
equipment necessary to receive signals from the brake control
electronics and control the brake force to be applied.
(ii) Wheel Slide Control:
A wheel slide control system generally conforming to UIC 541 shall
be provided on all coaches to meet the requirements of this
specification consisting of Wheel slide detection equipment and
slide control equipment that operates on a per bogie basis. The
wheel slide control system shall be carefully integrated with the
propulsion and brake systems. Automatic wheel wear
compensation shall be incorporated in the wheel slide protection
scheme.
(iii) Emergency Brake Control:
Emergency brake control units, independent of service brake control
electronics and valves, shall be provided. They shall be
controlled directly by emergency train lines. Emergency train lines are
dropped out by console push button activation. The emergency brake
control shall be designed to be fail-safe.
4.13.4 Deceleration Requirements: All deceleration performance values
shall be met for all coach weights from tare to High dense crush load.
4.13.4.1 Blended Operation:
During normal operation with regenerative braking active, the
friction brake system shall be capable of blending to ensure a full
service brake rate. It shall be possible to continuously blend
regenerative braking and frictional braking in motor coaches also.
4.13.4.2 Service Brake Blending:
4.13.4.2. Full utilisation of the regenerative braking is envisaged in the 3-phase
1 drive system such that regenerative braking is available over full
range of speed to be blended / interfaced with the EP brakes.
The EP brakes shall be applied automatically to supplement any
difference between the braking demand and the available
regenerative braking effort from the motor coaches. The distribution
of EP braking efforts between motor coaches and trailer coaches shall
be optimised in the full range of speed and load to minimise adhesion
requirement while maximising the energy regeneration. In case the
power supply for EP system fails, auto-brakes shall be applied
immediately.

The dynamic braking shall consists of re-generative and

rheostatic braking which shall complement each other depending
on the third rail receptivity and braking priorities as specified
below:

a) Under normal circumstances the regenerative braking shall have

the first priority.

b) In case the line voltage transiently increases up to 900 V DC

regenerative braking shall transfer to rheostatic braking without
change of brake effort. i.e. blending of regenerative and rheostatic
brake shall be smooth continuous and reversible.

c) When the third rail system continues to be either partially or

fully non receptive dynamic braking shall still be maximized this
shall be done by means of smooth transition from regenerative to
rheostatic braking and vice-versa, until the receptive of third rail
system resume.

d) When there is no dynamic brake available the total required

brake force shall be provided by friction brake.
4.13.4.2. Adequate redundancy shall be provided to ensure that the EP brakes
2 do not become non- functional in case of failure of power supplies,
isolation of Motor Coach or failure of control electronics etc. In case of
isolation of any EP valve due to any defect, the brake electronics
shall take adequate corrective action with least system isolation.
System shall provide enough redundancy in the brake electronics and
controls so that the isolation of Motor Coach does not lead to non-
functioning of EP brakes of the Motor Coach.
4.13.4.2. It shall be possible for the driver to know the malfunctioning of
3 brake system of a coach.
4.13.4.2. The friction braking system shall function as the ultimate braking
4 system on the car, acting as a backup during normal service
braking and as the primary braking system during emergency stops
and while parking.
4.13.4.2. System shall provide for adequate safety measures against rolling
5 back in case the train is to be started on a rising gradient
4.13.4.2. Contractor shall furnish details of the system adopted for ensuring
6 safe and smooth changeover to EP brakes when regenerative
brakes are rendered ineffective.. The contractor shall submit the
respective distribution/proportion of electrical & mechanical brakes
throughout the operational range of the Kolkata Metro for
achieving the specified rate of decelerations at clause 2.5.3.
4.13.4.2. The contractor shall provide suitable interface for the brake
7 system with the CBTC system provided at Kolkata Metro.
4.13.4.2. Separate Brake Electronic Control Unit shall be provided to
8 ensure redundancies and shall perform the functions as defined in
sub-clauses of Clause 4.13.0. Brake system integration test shall be
performed through simulation on test bed at manufacturer’s works.
4.13.4.2. Electric braking and friction braking shall be continuously
9 blended to provide the brake rates and stopping distances defined
above. However under conditions, which result in the inability or
inadequacy of the electric brakes to perform as specified, the
braking rate shall be provided by mechanical brakes alone for a
coach weight up to and including High Dense crush load. If braking
demand is more than the designed electric braking system capacity,
friction braking shall be added as required.
4.13.4.2. The friction brake system shall be capable of providing the
10 specified full service brake rate with all electric brake inoperative.
4.13.4.2. With all regenerative brakes cut out and up to 50 percent of all the
11 friction brakes of a rake inoperative, the remaining friction brakes
shall be capable of providing continuous operation with a reduced
maximum speed of 25 km/h, with safe stopping distance capability.
The regenerative braking shall be independent for each bogie
and faults on one bogie shall not affect the regenerative braking
performance on the other.
4.13.3.3 Full service braking:

For the purposes of this specification, an instantaneous brake rate is

defined as the deceleration rate that would be seen by an
accelerometer mounted on the coach. An average brake rate (V/T) is
defined as the speed, V at which brake force (as measured by motor
current or brake cylinder pressure) has ramped up to its full service
level divided by the elapsed time, T required to go from that speed to
 zero speed.
4.13.4.4 Emergency braking
(i) Emergency braking shall be provided by load-weighed, but not jerk
limited, friction brakes only. During this mode, the wheel slide control
system shall be active, the electrical brake blending functions shall be
inactive, and the propulsion system shall be disabled. Brake entry
speed is defined as the speed at which braking is commanded by
trainline control signals. The requirements for brake rates during an
emergency with respect to brake entry speed given in Chapter 2.
The emergency braking distance, using straight air brake only with
(EP unit switched off), shall not be greater than 190 meters when
tested on an 4/8 coach train under fully loaded conditions from 80
km/h.
(ii) The calculation for emergency braking distances under dry and wet
conditions shall be submitted by contractor.
(iii) Control shall be such that the coach jerk limit requirements are not
violated, except in emergency braking. The efficiency for full service
braking, only pneumatic service braking and emergency braking shall
not be less than 75 percent with an available wheel/rail adhesion
factor defined in clause 2.13.0.
4.13.4.5 Brake Pipe (BP) Controlled Back-up Brake (Auto Brake) System:
A BP controlled back-up friction brake system shall be provided in
order to take over the control function in case of failure of
electronic or electric control elements in the brake system. This
system shall also be used to control brake system of dead train during
rescue by a healthy train, transit of cars and shunting operation.
During the operation of this mode, the regenerative brakes shall be
isolated and the purely pneumatic brake application shall be
resorted to.

In case of failure of Electrical/Electronics control elements, this

brake system shall automatically come into function and provide
equivalent brake force without any action by the train operator.
Indication of activation of this brake system shall be provided in
the cab for train operator.
4.13.4.6 Parking Brake
(i) A parking brake system shall be provided in each coach and
shall be capable of holding it under HDCL loaded condition on a
1 in 27 gradient when there is no electrical power. A test scheme
shall be submitted by the contractor to test the efficacy of
parking brake system during the design stage. Detailed design
calculation justifying the suitability of the offered system shall be
submitted during design stage by the contractor. The system shall
be tested for its satisfactory functioning in 8-car rake.
(ii) Parking brake system shall have provision for isolation of the parking
 brake system in case of mal-operation, if so desired. System shall
immediately detect any mal operation of parking brake system
before it causes any damage to wheel and other connected items and
shall take suitable protective action”.
(iii) The parking brakes shall be applied in the event of loss of the main
compressed air supply. The design shall be such that the parking
brakes shall take effect prior to fading off of the service brakes. The
parking brakes shall be capable of release from within the
driver’s/shunting cab when the compressed air supply is present.
With no compressed air supply available, it shall be possible to
release individual parking brake actuators manually from track level.
Application of parking brakes shall also be controllable from the
driver’s/shunting cab
4.13.4.7 LOAD WEIGHING SYSTEM:
Load weighing system shall be used to meet the requirements of
rates of acceleration and braking. The system shall also provide
signal for ensuring correct adjustment of car body by secondary air
suspension The load weighing compensation signals to the propulsion
and braking systems shall be a continuous function available for all
coach weights up to and including High Dense crush load.
Adequate redundancy shall be provided in the load weighing
system and failure shall be recorded in the diagnostic.

If there is a failure of this system, the coach shall respond as if

it was loaded to dense crush load. This system shall be damped, or
otherwise, to prevent transient changes in the air spring pressure or
height due to car body motion from causing instantaneous or
oscillating changes in tractive or braking effort.

Indication for air suspension failure shall be provided in the driving

cab. Supply of all the sensors/pressure switches pertaining to load
weighing and air spring indication failure shall be in the scope of
contractor.
4.13.4.8 JERK LIMIT
Under all normal operating conditions, the rate of change of
coach acceleration or deceleration shall not be more than the specified
values. Failure of the jerk limiting system shall not limit braking effort.
Emergency brake applications and any associated ramp out of
propulsion shall not be jerk limited. Reduction of propulsion effort
due to a power interruption need not be jerk limited. Reapplication of
propulsion following a power interruption shall be jerk limited.

Jerk rate control shall be applicable to braking as well as propulsion.

4.13.4.9 BRAKE RESISTOR

(i) The brake resistors shall comply with IEC 60322.

 (ii) They shall be sized to comply with clause No. 4.13.4.2.1.

(iii) The resistor shall be provided with over-temperature protection.

(iv) The resistor groups shall be double insulated and

adequately protected against wheel splash, flying ballast/debris.

(v) The braking resistor shall be installed so as to prevent over-

heating of adjacent equipment, wiring or under frame structure.

(vi) An earthed cover shall be provided for the braking resistor bank.

(vii) Thermal insulation shall be provided between the resistor

enclosure and the under
frame.

(viii) Brake resistor shall be under frame mounted. Adequate

heat shields shall be provided to protect the car structure.
Resistor design shall be based on a non-receptive line.

(ix) The temperature of resistor housing shall be defined and agreed

during the design stage for safety concern under normal operating
and emergency conditions.
4.14.0 Wheel Slip / Slide Protection & Anti Skid Controls
4.14.1 The Wheel slip / slide protection function & anti skid controls shall be
provided in the system offered. The wheel slip / slide protection
system, to be installed on Motor Coaches, shall make maximum use
of the available adhesion between the wheels and rail and minimise
slipping extent & duration and improve acceleration/braking in
adverse rail conditions. Wheel slip (spin) in driving mode and wheel
slide (skid) in braking mode shall be minimised while striving to
achieve maximum adhesion. The system shall be fail-safe such that
any failure of the system shall render it ineffective. If a failure
occurs in braking, the system shall not reduce the level of
braking below the commanded level for more than 3 seconds.
4.14.2 The wheel slip/slide protection system shall be active in all
acceleration and braking modes and shall detect and correct wheel
slip (spin) and slide (skid) that may be occurring randomly on
different axle or synchronously between axles on the same bogie. It
shall monitor all axle speeds on all the Motor Coaches to determine if
a wheel slip (spin) or slide (skid) condition exists. If such a condition
is detected, the system shall control tractive / braking effort on
individual coach to prevent the wheels on each bogie from slipping,
sliding, locking or spinning. Sensors provided for monitoring the
speed of individual axle shall be of such a design that these can be
replaced with ease and without involving the coach lifting.
 Contractor shall explicitly submit the complete control scheme with
explanation to achieve the above requirements in their design.
4.15.0 AUXILIARY SYSTEMS
4.15.1 Auxiliary inverter
4.15.1.1 The auxiliary power supply shall come from IGBT based static
Auxiliary Converter/inverter with suitable filters & sensing all
inputs and outputs voltage and current. The Auxiliary load shall
include air conditioning, air compressor, doors, light equipment,
control units, low voltage loads etc. Battery charger shall also be a part
of the Auxiliary Converter. Outputs of the
Auxiliary Converter/inverter shall not be accessible to the passengers.
4.15.1.2 The 3-phase AC output and the battery charger output shall be
galvanically isolated from each other. Auxiliary converter/inverter
shall continue to operate even when the charging system goes off..
4.15.1.3 The standard low tension supply voltage in India is 415 V, 3-phase, 50
Hz, AC. The auxiliary machine supply voltage shall be 415 V ± 5%, 3-
phase, 50 Hz ± 3% AC with Total Voltage Harmonic Distortion less
than 5% under all operating conditions. The full load efficiency shall
be more than 92%. The noise level of the inverter under worst
conditions shall be less than 70 dB when measured at a distance of 1 m
in an acoustic chamber. The inverter shall be maintenance free,
with IP 65 protections and with a microprocessor based fault
diagnostic features.
4.15.1.4 Frequent starts and stops of compressor shall not cause any
interruption to other auxiliary loads. For this purpose, separate
inverter may be considered for supplying
power to the air compressor.
4.15.1.5 The Auxiliary inverter shall be protected and devices shall be selected
suitably to ensure that there is no damage on account of surges. The
design of the snubber circuit shall be carefully done so that the
components do not fail due to surges. This aspect shall be specifically
checked during commissioning by actual measurements of the surges
and shall be complied accordingly.
4.15.1.6 Protection against over load, short-circuiting, single phasing, earth
fault etc. at the output side shall be incorporated in the Auxiliary
inverter. Records of the faults shall be recorded in the memory. The
Auxiliary inverter shall have, to the extent feasible, self-correcting
features against faults.
4.15.1.7 The auxiliary power distribution scheme shall be such configured
that each 2 car unit (1MC + 1DTC/TC) has at least one auxiliary
power supply converter/inverter.
When any train operator’s cab is activated, all the auxiliary
power supply converter/inverter in the train shall operate. In the
event of failure of an auxiliary
power supply converter/inverter on one basic unit, the remaining
 auxiliary power supply converter/inverter must be capable of
supplying all auxiliary power on the unit on which it is installed, plus
all of the 110V d.c. loads on the basic unit with failed auxiliary power
converter/inverter. The Auxiliary Converter/inverter shall be
continuously rated accordingly. Failure shall be recorded in the
control electronics
and shall be displayed on driver’s desk. The changeover action shall
be automatic and without time delay.

While calculating the rating of the Auxiliary Inverter/Converter, a

provision of 10% in the Auxiliary Inverter/Converter capacity shall be
kept for future use.

Fitment of I.V. couplers for extension of feed from auxiliary power

supply converter shall be decided in consultation with coach builder
in view of the space limitation in the coach structure.
4.15.1.8 As far as possible, same IGBT modules as used in Main inverter shall
be used for Auxiliary Converter/inverter.
4.16.0 SYSTEM DESIGN:
In the event of non-availability of power during the service the
emergency lights shall remain light up. Also, door opening shall be
possible even if there is no power. Safety and security of
passengers shall be given top priority. Suitable back-up battery
shall be provided.
4.16.1 At the terminal station, the system design shall allow the
motorman to switch off from one cab and transfer driving operation
without going to the other cab and again energise from the second cab
without having to wait much (30 seconds preferred) for the system to
be initialized.
4.17.0 BATTERY
4.17.1 The battery, having a nominal voltage of 110 V for feeding the 110 V
circuit loads in case of supply failure. The capacity shall be sufficient
to feed the total emergency load for at least 90 minutes & all
emergency blowers of RMPU of all the coaches for 60 minutes
starting from 80% charged state of battery. The emergency load
shall include but not be limited to emergency lighting, all exterior
lights, emergency ventilation system, communication and
passenger information system, propulsion and brake controls, cab
indicators interlocking, safety proving circuit, door opening/closing
system, safety related items etc. Adequate circuit protection shall
be provided to ensure the battery load shall be disconnected when
battery voltage has dropped below 77% of nominal voltage and when
the auxiliary load is reconnected, the initial battery load shall not
cause battery output to oscillate.
4.17.2 The battery will be AGM-VRLA with tubular plate type having
low-maintenance requirement. One battery for each basic unit (i.e. for
 2 coaches) shall be provided. The battery shall be provided by the
coach builder/IR. Contractor shall submit the load requirement on
battery and suggest the suitable capacity of the battery to
coach builder/IR.
4.17.3 Provision to charge the batteries from external battery charger
shall be made to charge the battery during rake maintenance.
4.17.4 Audio-visual alarm shall be provided in driving cab if voltage of
battery drops to 90 Volt or lower.
4.17.5 Provision shall be made to feed the control supply from adjacent unit
even if battery of any unit is failed/isolated.
4.17.6 Easy change over system of battery box shall be provided.
Battery bridging or changeover of control supply from one battery
box to other shall be possible from driving desk.
4.18.0 SPEED INDICATING AND RECORDING EQUIPMENT
4.18.1 Each driving cab shall be provided with microprocessor based
electronic speed indicating-cum-recording and energy monitoring
system as per the RDSO specification no. RDSO/PE/SPEC/EMU
/0032-2002 (Rev.0) with amendment no. 1, 2 & 3 or latest. The
recording shall be on suitable media viz. Memory card, CD or RAM
cassette and thus shall be readable in graphic and tabulated
form. The capacity of the memory shall be such that it retains all data
of at least one-month service period.
4.18.2 The speed indication-cum-recording equipment with electric drive
shall have a scale range of 0-100. The equipment shall suitably
interface with the controls to incorporate the wheel diameter
correction and also provide audio visual indication in case of over speeding.
4.19.0 TRAIN LINE CABLES & INTER VEHICULAR COUPLERS
(i). The electrical coupler shall be capable of making all necessary
electrical connections between adjacent cars to permit controls of all
cars in a rake from the leading cab. On minimum radius curves, the
covers shall not exceed the allowable clearance envelope of the car.
Sufficient spare contacts (at least 15 %) shall be provided for
catering to future needs. As such multiplexing of signal shall be
adapted to the maximum extent possible in line with the current
international practices.
(ii). The outer cover of the electrical coupler shall be additionally
strengthened to protect the coupler against ballast or external hittings.
IV coupler shall be provided with IP 67.
(iii). In order to secure the cables from external hitting, the cables
connected with the coupler shall not hang lower than the
lowermost face of the coupler and shall be suitably secured to
arrest any dangling.
(iv).Electrical couplers shall use a configuration so that any end of the
standard unit can couple to any end of any other standard-unit.
Contacts shall preferably be spring loaded, of silver surfaced
alloy, shall have sufficient capacity, shape and positive action to
prevent fouling in coupling, shall maintain positive contact under
all specified operating conditions and shall be capable to work even
with the impacts to which the car coupler may be subjected in service.
(v).The inter-vehicular coupler arrangement for both power and
control system shall conform to international standards. However,
special arrangement shall be made to ensure that it is not damaged
due to external reasons like vandalism, ballast hitting and the flooding
conditions. The layout shall be such that it is out of the reach of any
passenger or common man.
(vi). The design shall cater for relative movements between the
coaches. It shall be that there is no disruption and sparking due to
vehicle behaviour under worst conditions of operation.
(vii). All end connection and fittings shall be supplied by contractor.
The jumper cables assemblies i.e. jumper cables long with the inter-
vehicular couplers in assembled condition shall be supplied by the
contractor. These assemblies shall be tested for endurance test for 20
million cycles on test rigs simulating the conditions of end of coach at
level, curves & crossings.
(viii). These assemblies shall be supplied by the contractor and be
fitted on the newly manufactured coaches by ICF/Coachbuilder. The
electrical couplers to be used shall be designed for trouble free
operation under all operating conditions.
(ix). Couplers shall allow coupled coaches to negotiate curves as per
clause no. 2.4.1 and shall be capable of passage in either direction over
standard 1 in 8 ½ turn outs and shall function satisfactorily with
difference in head stock heights of adjacent coaches up to 80 mm.
Contractor shall ensure that the jumper cable assemblies do not
touch/rub the couplers under any circumstances.
(x).The coupler system shall permit train operation up to 8 cars in
normal service and 12 cars in future and shall enable one cab in a rake
to control all other cars in a rake through the electric train lines.
(xi). Coupling shall be capable of being accomplished by one
person and shall be practicable with longitudinal axes misalignment
between cars of eight degrees and 100 millimeters different in height.
(xii). All train lines and inter vehicular couplers shall be so
designed that they are not susceptible to any damage due to
vandalism and external hittings during the run. Further, adequate
safety measures shall be taken to safeguard against ballast hitting,
vandalism, rains and flood water. The layout shall be such that
they are accessible to maintenance staff only. Locking arrangement
shall be such so as to clearly indicate proper closing/opening.
Adequate measures shall be taken to reduce the number of train
lines to bare minimum. Details of the arrangement shall be
 furnished during the design approval stage.
(xiii). The supply of fully assembled IV couplers and jumper cables
along with base plate for the rake shall be the responsibility of
the contractor. This shall also include switch gears, relays, fittings
and terminal equipments required for proper working of the
equipments under contractor’s scope.
4.20.0 COACH LIGHTING
4.20.1 Interior Lighting
(i) The lighting system shall generally conform to EN 13272. The
system shall be based on Energy efficient LEDs and should meet
the following requirements in
general:
 The guaranteed life of the LEDs with their control system and
optics/luminary shall not be less than 60000 burning hours.
 The specified illumination level shall be met till at the end of the
life of 60,000 hours when the illumination is not less than 70% of their
original illumination level.
 The colour of the LEDs shall be warm white (temperature 4000K–
5000K).
 The design of the heat dissipation arrangement shall be
submitted in details with simulated results.
 Colour rendering index shall not be less than 80.
 Complete light and energy simulation calculations shall be
provided during design to prove validity of the proposed solution
 Energy efficient, power LED based luminaries, meeting flame,
smoke and toxicity requirements, shall be recessed in to the ceiling
paneling. The light fittings shall be simple with diffusers and arranged
not to trap dirt, moisture and insects and shall be designed to
minimize glare. Coach builder shall make necessary arrangement
for fitment of these fittings. The LED based luminaries should
have suitable reflector cover & should be sealed to IP 54.
(ii) The size and number of light fittings shall be sufficient to provide a
sensibly constant level of illumination of 200 lux at a height of 1m
above floor level, along the entire length of the coaches.
(iii) Two separately protected lighting circuits shall be used, such that in
the event of one tripping, the others provide evenly distributed
lighting throughout the coach.
(iv) Approximately 50 % of lights, evenly distributed over the
coach area, shall be directly energised from the battery supply and
provide light for safety of passengers in the event of emergency such
as failure 750 V DC supply.
(v) Coach wise indication of healthiness / working of lights and fans
circuit shall be provided.
(vi) It shall be possible to isolate 50 % lights of the rake from driver cab
when the Metro rakes is stabled in yards or shed.
 (vii) The contractor shall submit layout of the fittings, control circuit
and service life of LED lamp during the design stage which shall
be as per the best international practices.
(viii) It shall be possible to replace defective LEDs/block of LEDs with ease
and minimum need for readjustments or otherwise.
(ix) Contractor shall provide a separate self-contained disaster
management LED type Emergency light unit, 4 nos. in each coach,
as per ICF specification no. ICF/Elec/917 Rev. 1. This shall start
working when third rail as well as battery supply fails.
4.20.2 Head Light, Flasher Light, Marker Light, Tail Lights
4.20.2 .1 Head Lights
i) The front end of each driving end shall be provided with
high intensity, long distance, twin beam head light.
ii) The headlights shall use 24 V halogen lamps or better having
two filaments (bright/dim).
iii) The headlights units shall be pre-focused, capable of giving
minimum 3.2 lux at a distance of 305 meters. The beam spread shall be
symmetrical and angle of beam shall not be less than 7 degrees.
During routine/acceptance test illumination measurements will be
done on headlight at a distance of 8 meter for not less than 4800 Lux.
iv) The design of headlights shall provide for easy replacement of
bulb.
v) Arrangement shall be provided for dimming the headlight output
when required.
vi) The head lights shall be provided in suitable waterproof
enclosures conforming to IP 65.
4.20.2.2 Tail Lights
i) Two no. red tail lights (blinking during the service) of proven
design shall be
provided.
ii) These shall be LED type and shall be of international standards.
iii) The tail light shall flash at a rate of 55-65 flashes per minute in
operation.
iv) The clear visibility of tail light in clear daylight shall not be less
than 1.6 kilo-meters along the along the longitudinal axis and 100
meters at 6 degree angular displacement from longitudinal axis.
v) The tail light shall be provided in suitable waterproof enclosures
conforming to IP 65.
vi) These shall work on battery.

4.20.2.3 Marker Lights

i) Two no. white marker lights (blinking during the service) of proven
design shall be provided.
ii) These shall be of LED type and these shall work on battery.
iii) Marker lights and tail lights shall be provided adjacent to each
other.
4.20.2.4 Flasher Light
i) One no. LED based yellow flasher light shall also be provided on
the front of each driving cab with control switches on driver’s
desk so that it can be turned on by
motorman in case of any emergency.
ii) The flasher light shall flash at the rate of 40 +/- 5 flashes per minute.
iii) The clear visibility of the flasher light shall not be less than 2 kilo-
meters in clear daylight and shall not be affected by sunlight glare.
iv) The flasher light shall be provided in suitable waterproof
enclosures conforming to IP 65.
4.20.2.5 All coaches shall be provided with audio-visual alarms for unit
fault, door open, passenger alarm etc. distinct from the normal
Passenger alarm system. Detail requirements shall be finalised
during design stage.

Following shall be provided and shall be in the scope of supply of the

contractor.

 The crew cab light control (luminaries shall be provided by

purchaser).
 Indicator lights test switches.
 Driver’s cab Control switches for head light, flasher, cab light,
lights and cab fan.
4.21.0 AIR CONDITIONING SYSTEM:
Roof mounted Air conditioning system shall be
provided by the contractor as per RDSO specification no.
RDSO/PE/SPEC/AC/0121-2009 (Rev.1) with Amendment No. 1.
Integration of
RMPU system with the TCMS shall also be done by the
contractor. Contractor is advised to study the specification for
suitably designing the auxiliary inverters and emergency ventilation
scheme.

RMPU shall be provided with the following features including those

mentioned in the
above specification of RMPU:

(i) RMPU controller should be in line with RDSO specification

for No. RDSO/PE/SPEC/AC/0139-2009 (Rev. 1) or latest for
microprocessor controller based LHB RMPU

(ii) RMPU shall be provided with two blowers.

(iii) Protection MCB shall be provided in between input power

supply to RMPU and output power supply of Auxiliary Inverter.

(iv) Drainage facility in RMPU should be properly arranged

 maintaining proper roof curvature.

(v) An inverter of adequate capacity shall be provided to supply 415

V power from 110 V DC batteries, to power the blower motor during
emergency mode, when cooling is off, for supplying emergency fresh
air. Inverter shall be IGBT based and tested in accordance with IEC
61287.

(vi) The control system of the RMPU including microprocessor

controller shall be onboard/easily accessible.
4.22.0 SELECTION OF INSULATING MATERIALS:
In selecting the materials of insulation the moist tropical weather
conditions prevailing in Kolkata and underground / over-ground
Metro application shall be kept in view. In this regard the
manufacturer shall furnish information regarding the suitability of the
selected materials under various climatic conditions referred to in the
specification. Additional necessary tests, if any, for ensuring
suitability of materials for Kolkata conditions as specified, shall
be conducted by the manufacturer in the presence purchaser’s
representative.
4.23.0 CABLES
4.23.1 (i) All power & control cables shall be electron beam irradiated, fire
retardant, thin walled, high-grade electrolytic copper stranded
conductors tinned cables conforming to RDSO specification No.
RDSO/PE/SPEC/ELEC/0019 Rev. 02 with latest revision/amendments
using low smoke, low toxicity & halogen free materials suitable
for Metro applications.

(ii) All the auxiliary, communication and safety cables shall be

conforming to international standards for fire retardant, suitable
for the Metro services unless specified otherwise.
4.23.2 For all design purposes the manufacturer shall restrict the working
temperature to the rated temperature minus 10°C. The cables shall be
de-rated to take care of the adverse ambient conditions. All de-rating
factors shall be applied, together with the maximum permissible
conductor temperature for the particular insulation type. In no case
the conductor continuous temperature shall exceed 90°C. The
maximum short circuit temperature shall not exceed 250°C. The cable
insulation shall be capable of withstanding these temperatures.
4.23.3 The length of power cables shall be kept to minimum. Layout of
cables shall be optimized.
4.23.4 High voltage 3- phase AC and low voltage DC cables /
connections shall be physically separated from each other.
Adequate number of stand by vital spare control wires shall be
provided with adequate indications.
4.23.5 While selecting the cable, excessive vibrations that are
experienced because of average track maintenance conditions in
India shall be specially kept in view in
addition to the operational and environmental factors specified.
4.24.0 WIRING AND CABLING
4.24.1 Optical fiber cables for control signal purposes shall be as per
international practices & standards. Harnessed cables with end
connectors shall be provided as 100% standby.
4.24.2 All connections shall be terminated on terminal bars of approved
design, provided for the purpose. The terminal and wire cable ends
shall be suitably marked to facilitate correct connections.
4.24.3 Plugs/couplers and sockets shall be used to connect pre-
assembled units and to facilitate maintenance & ensure a better
layout.
4.24.4 No cable other than data/communication cable (like
MVB/Ethernet etc.) having a conductor size of less than 1.5 sq.
mm shall be used except for multi core cables where 1.0 sq. mm
cable is permitted. Smaller size cables for internal wiring of
panels, control cubicles, consistent with the mechanical and
electrical requirements, may be adopted. .
4.24.5 Loading of power cables shall not be more than 75% of its capacity.
4.24.6 Cables for terminal connections shall have only crimped joints.
4.24.7 The cables for wiring shall use high-grade electrolytic copper stranded
conductors tinned as per approved international standards and
practice.
4.24.8 There shall be earmarked power supply tapings in cab / coaches
for on board signaling and communication equipment.
4.24.9 Boards, diagram depicting, harnessing/lay outing of control
power cables utilized during manufacturing and terminal
board/terminal scheme /screenings shall also form a part of
equipment manual.
4.24.10 All the LT wiring on the under frame, in the ceiling and side wall of
the coach shall be carried out in aluminum conduits/tray. At those
places where there is a space constraint for cables routing,
stainless steel tray can be provided. Tray will be without
perforation. The aluminum conduits on the under frame shall be
provided with protective stainless steel troughs incasing all the pipes.
The conduits shall be rigidly attached to the structure to prevent
vibrations. General arrangement shall be such that there is no
possibility of any moisture entering conduits when the coach interiors
or exteriors are washed or due to rain. The layout of the conduit shall
allow the cables to be drawn through without disturbing the
conduit. End termination of conduits shall be provided with suitable
bushes and properly sealed.
4.24.11 Suitable cable layout scheme shall be implemented to bring down
EMI interference levels within acceptable limits.
4.24.12 EPDM based cable sealing arrangement shall be provided.
4.24.13 The cables shall be supplied as harness duly cut to size,
marked, connectorised/crimped along with protective accessories
for protection against abrasion grouped according to area of use.
The cable lay out shall be such that pre harness cables can be laid in
the cars. The accessories for EMI and EMC protection also will be
in the scope of supplier. Design and supply of trays for laying of
harnessed cables and their accessories also will be in the scope of
supply. The harness cables shall be supplied in sets of coach for
drawal and uses. Further the harness so formed shall be sub-grouped
to roof, end wall, under frame, cab and HT compartment. The
harness chart shall indicate all type of harness and end
connection along with marking of wire numbers with prefixes
and suffices. All accessories for termination, branching, protection,
jackets and end connectors etc., shall be in the scope of supply.
4.24.14 All the communication and control cables shall be conforming to
international standards for fire retardant, fire survival characteristics
suitable for the metro services. Fire survival cables according to EN
50200 shall be used for PA/PIS, ETB circuit, Passenger Alarm, supply
and other essential circuits of Fire detection system and (Door system
if applicable) for their continued functioning to the extent possible in
the event of fire. Survivable duration classification of PH30 (30
minutes) or higher shall be suitable
4.25.0 MAIN MOTOR- COMPRESSOR SET
4.25.1 Compressor suitable for rolling stock applications with motor of
adequate capacity shall be provided so as to meet the total
compressed air requirement under all operating conditions such
as but not limited to brake system, control system, air suspension
spring, horns etc. One motor compressor set shall be provided for
each 2 cars (one basic unit) and shall provide stand-alone compressed
air requirement for the same.
4.25.2 The motor shall be 3-phase AC motor suitable for working from the 3-
phase output of the Auxiliary inverter or independent inverter as
the case may be. Motor compressor shall be suitable for under-
slung mounting. The compressor and associated pneumatic
equipment shall be well located for easy access for maintenance.
System design shall be such that average duty cycle of each
compressor without electrical braking does not exceed 50%.
The run time and duty cycle of each compressor shall be recorded
through TCMS for maintenance schedule point of view.
4.25.3 The compressor shall preferably be of two-stage type, with necessary
inter and after cooler. The compressor capacity shall be such that
even with 2 compressors isolated in 8-car rake, the remaining
compressor shall adequately meet the compressed air requirement
 of the rake. During selection of compressor capacity, consideration
shall be given to air leakages from pneumatic system, which
starts taking place in course of time and age.
4.25.4 The compressor shall not require overhaul earlier than the
overhaul requirement of the rolling stock at workshop as specified in
clause 2.10 of chapter 2.
4.25.5 The air compressor shall be supplied as a complete unit containing all
equipment required to supply all car air systems with cool dry air and
shall be sized to fulfill all air requirements of each car under all
operating conditions including future requirements. The compressor
shall be directly driven by the motor and shall deliver required air for
all requirements.
4.25.6 Detailed note shall be enclosed to justify the rating of the compressor
selected along with the time taken to charge a completely empty
8-coach rake. The motor-compressor unit shall be resiliently
mounted with a 4-point suspension for minimizing the level of
vibrations transmitted to the carbody. Finite Element Analysis (FEA)
for compressor mounting arrangement shall be submitted at the
design stage
4.25.7 In the event of total failure of electric brake and one air
compressor on a fully loaded 8 car train, the remaining air
compressors on the train shall have sufficient capacity to enable the
train to remain in service for at least 3 hours.
4.25.8 Contractor shall specifically ensure that the noise level of the
compressor shall be as low as possible so as not to cause
inconvenience to the passengers. The compressor shall be Splash
lubricated/ oil free so as to avoid need for supplementary
equipments such as oil pump, filter or valve etc. Noise emission level
shall be 68 dBA which shall be measured in accordance with ISO
3095:2001 norms satisfying the emission noise level for EMU as
mentioned in UIC guideline for procurement of new rolling stock.
4.25.9 The capacity of the compressor shall be selected after taking into
account the frequent purging of air by the air dryer (due to high
ambient humidity) which may affect the compressor duty cycle The
average duty cycle of each compressor without dynamic braking
shall not exceed 50% during operation. Due consideration shall also
be given to air leakage from pneumatic system which start taking
place in course of usage and time.
4.25.10 Contractor shall offer the compressor of superior design and ensure
the proveness of such compressor in the dusty and humid climate as
described in the Chapter 2.
4.25.11 An air cooler that cools discharge air from the compressor to within
15°C of ambient air shall be provided.
4.25.12 Air Reservoir System
 (i) The air reservoir system shall contain a main reservoir and other
reservoirs as necessary to fulfill the requirements of this clause. A
brake supply reservoir shall be located near each bogie. Check valves
shall be supplied so that leakages at one bogie do not affect other
bogies. Drain cocks and manual cutout cocks shall be provided as
appropriate to facilitate operation and maintenance.
(ii) Main reservoir air shall be train lined between coaches. Reservoirs
shall comply with the latest revision of UIC Standard UIC 541-07 or
Section VII of ASME Boiler and Pressure Vessel Code for Unfired
Pressure Vessels, or other equivalent Standards as approved by the
purchaser.
(iii) System Capacity: The pneumatic system shall have sufficient
storage capacity such that after loss of compressor power after initial
pressure had been reached, it shall be possible to make six full
service brake application/release cycles of 10 seconds application
and 30 seconds release, without initiating an emergency stop due to
low pressure in the system.
(iv) Leakage: Loss of main reservoir pressure due to cumulative leakage in
the entire pneumatic system, not including that required for
system functioning, shall not exceed 0.35 bar in 10 minutes,
following a 5 minutes settlement period from the point the system
was initially charged and the air compressor was shut off.
(v) Reservoir shall be manufactured from stainless steel and shall have a
device for venting and draining of the contents of reservoirs.
4.25.13 AIR FILTERS
(i). All air filters assemblies shall be of suitable type so that they do not
get choked with debris. Filters at the compressor intake shall be of the
dry filter type.
(ii). The filtering capability, flow rate capacity, and overall size shall be
appropriate for the application and the ambient conditions like
prevalence of heavy dust and debris in India. It shall be possible to
gain access to the filter element for replacement purposes without
disconnection of any pipe fittings.
(iii). Location of all air filters provided should be accessible from
maintenance point of view. It shall be finalised in consultation with
coach builder during design approval
stage.
4.26.0 AIR – DRYER
(i) Air dryer shall be generally to RDSO specification no.
MP.0.01.00.09 (latest revision). A Regenerative type air-dryer shall
be providing at the outlet of the compressor to ensure that the
dry air is available for controls and pneumatic operations. Due to
heavy rainfall and high humidity in service, the air dryer shall be of
heavy-duty type suitable for application in coastal areas and
 shall not require frequent attention & changing of the coalescing
element and other chemicals. Contractor shall furnish the details in
this regard. The mounting arrangement shall be such that the
checking of the humidity indicator and changing of the chemicals
shall not essentially require the pit.
(ii) Air Dryer shall be provided with exhaust silencer so that the noise
emanating out of the purging operation does not cause any discomfort
to passengers or otherwise. Exhaust from air dryer shall also not cause
generation of dust from track.
(iii) The maximum relative humidity at the output of the air dryer
shall be lesser than 35%.
(iv) Air shall be aspirated by the low pressure cylinders and cleaned by a
dry-type air-filter. The filter element shall be heavy-duty type and
shall be specifically designed for high level of dust and debris. In
any case, there shall not be any need for cleaning the filter
before the Schedule examination in the shed. Contractor shall
declare the time period after which the filter shall require cleaning. An
indicator shall show the extent of dirt accumulation and efficiency of
the filter element.
(v) The dryer shall be of regenerative type design suitable for
working under similar coastal conditions and shall preferably
preceded by an automatic drain valve to collect and discharge the
bulk of moisture in the compressed air before it enters the air dryer.
(vi) Under the ambient conditions specified, no condensation shall take
place. Minimum particle size of 1 micron shall be removed and
maximum 0.1mg/m 3 at 21°C. Oil content shall be permissible as
remnant. At least 95% liquid water shall be removed even at the worst
condition/efficiency of the filter.
Modular type of built in air dryer-cum-compressor shall be used. The
size shall be as small as possible.
4.27.0 Door system: Supply of complete door system i.e door leaves, door
mechanism etc that is fully compatible with modern CBTC
signaling systems interlocked with platform screen door/platform
screen gate (PSD/PSG) along with integration of the door systems
with the TCMS shall be in the scope of RS supplier.
4.27.1 DOOR OPENING AND CLOSING
4.27.1.1 4 pairs of double leaf sliding doors shall be provided in each coach
and shall give clear opening when fully opened, of not less than 1400
mm width.
4.27.1.2 Control for opening and closing of the doors of the coaches
shall be with the motorman/ driver. All the doors shall normally
open and close simultaneously. Indication of all doors opening and
closing for all the coaches shall also be available in both the cab.
4.27.1.3 If there is failure of any door to close due to obstruction or internal
 mechanism failure or any other reason, indication to this effect shall
be available to the driver and guard. The coach position in which the
door closing/opening failure has taken place shall be available on
display on the driver’s desk. An indication lamp for this purpose
shall also be provided outside each coach. It shall glow on the
affected coach for its quick identification. System shall be so designed
that in case of non-closing of any door, the driver shall be able to close
and lock it manually and make the door inoperative to avoid failure of
the rake.
4.27.1.4 Since a large number of doors have to open and close at every station,
very high reliability of operation is necessary. The Mean Time
between the Failures (MTBF) of the complete door system of 8-car
rake shall not be less than 5000 hrs based on one opening-closing
operation per two minutes.
4.27.1.5 In case of emergency, it shall be possible to open the doors manually
from inside as well outside of the coach
4.27.1.6 The strength of the sliding doors shall be as per EN 14752 and the
doors shall be able to resist the loads without deformation or damage.
4.27.1.7 Each door leaf shall have a window of flat, double glazed
toughen, laminated safety glass separated by an air gap, permanently
sealed against ingress of moisture, position to avoid stress points
resulting from any change in angle of body side.
4.27.1.8 Solar gain, thermal insulation, replacement criteria, strength,
resistance to pressure and transmission of light, and solar heat
gain shall be submitted to meet requirement of the specification.
4.27.1.9 Door window shall be replaceable without removal of door leaf.
4.27.1.10 No single defect or failure of any part of any door system shall
produce a situation capable of causing injury to any door user.
4.27.1.11 Door guide and supports shall be mounted within the section of
doorway protected by the door seals. And shall not allow the
ingress of dust, debris, or any other foreign matter likely to result
in excessive wear or incorrect operation of door equipment. The
sliding mechanism shall be such that it shall be possible to operate
satisfactorily under both rainy and dusty conditions. It shall be
so designed as to prevent water seepage and avoid corrosion.

The material used for the door track rollers and seals shall take
into account of hygroscopic effects in high humidity tropical
environment.
4.27.1.12 The doors shall be rattling free and insulated against heat and sound
transmission.
4.27.1.13 The door mechanism shall have safety provision whereby the Metro
Train shall not start unless all doors have been closed and electrically
locked.
4.27.1.14 A door closing warning shall be provided by audible and flashing
light indication.
4.27.1.15 A visual door open indication on the exterior of the coach adjacent to
each doorway shall be provided. This shall be visible both from
the platform and by looking down the side of the train (subject to
any curvature of the track).
4.27.1.16 It shall be possible to monitor the status of each door on the TCMS.
4.27.1.17 An indication confirming that all doors are closed shall be provided in
the Driving Cab on driver and guard side.
4.27.2 Door Mechanism:
Doors shall be electrically operated from under 110 V dc supply. The
door operating mechanism shall be of proven design for rolling
stock application. Door system shall continue to operate correctly with
the car battery voltage supply range between 77 V to 137 V The door
operating mechanism shall be housed within the saloon above door
way lintels. The design shall provide easy access for maintenance.
The complete mechanism shall be modular and shall be mounted on
a rigid frame so that it can be adjusted in situ for alignment and be
removed as integral unit from the car.
4.27.3 Passenger door closing and opening times
(i). Opening and closing time of the passenger doors shall be
adjustable in the range of 1.5 to 4.5 Seconds.

(ii). The end of closing stroke (100 mm) shall be damped or cushioned
to reduce impact and minimize possible injuries to passengers. It
shall be possible to enable entrapped objects such as clothing and
other wearable articles, to be withdrawn, even after the mechanical
lock has engaged.

(iii). All doors on the train shall fully open/close within 2.5 to 3
seconds from the initiation of close door command.

(iv). An automatic feature shall be provided to detect and release

obstructions with the gap between door leaf edges between 300 mm
and 10 mm. With the gap greater than 300 mm, if an obstruction is
detected, the door shall continue to attempt to close. Between
300mm and 50 mm gap, on sensing an obstruction, the doors shall
stop. The closing force of the obstructed door shall be removed.

After a delay of two second, the door shall attempt to close again. If
an obstruction ersists, each door leaf shall either open 25mm or
the closing force of the
obstructed door shall remove. After further delay of two seconds,
the door shall attempt to close again. Failure to do so shall be reason
for the driver to arrange to isolate and lock the door closed, and take it
 out of action.

(v). On successfully closing electrical interlocks prove the closed

position of each door leaf, and a mechanical lock is caused to operate.
Only then traction enabling circuit
can be energized.

(vi). The push back feature shall be operative after the door leaves
have been locked, and spring loaded device to permit the
extraction of entrapped clothing or other articles.

(vii) It shall be possible to manually push back each closed-door

leaf to enable entrapped object to be withdrawn even after
mechanical lock has engaged. The force required to push back each
door leaf shall not be less than 80 N nor more than 120 N.

(viii) The above gap and timings are notional, and shall be
capable of being adjusted after experience in service has been
gained. The initial setting shall be determined from an investigatory
trial under taken using the door mock- up, or the door test rig.

(ix) One door failure often has the effect of the disrupting the service.
It is very important that door scheme shall be designed with all
necessary safe guard against potential
failures.
4.27.4 Emergency release.
Two means of operating doors by staff, shall however be
provided for emergency situation, operate able from outside vehicles
from platform level or track side. On each side of the every car,
closed to the mid point of the vehicle but the beyond the sweep of
the door leaf. This mechanism shall release the locking mechanism on
the adjacent door only. This shall be unobtrusive but readily available
in emergency and once the door opened, it shall be indicated to the
train operator as an open door.

A second device shall be provided on diagonally opposite end panels

of each car, to release the locking mechanism on the all doors on that
side of the car. This device shall allow orderly detrainment of
passengers when not all of a train has been able to enter the station.
4.27.5 Door failure
Each door shall be fitted with a means of isolating and locking both
door leaves. The isolation shall require a key normally accessible from
the platform. The keyhole location shall be decided at the time of
design approval. When the isolation is activated, door shall be
mechanically locked in closed position.
4.27.6 Interlocking
 Door shall be protected from spurious electrical signals, which
may cause unwanted door opening/closing. In no case door shall
be opened without being commanded. A sealed cut out switch
accessible to driver in each cab shall be provided to by pass the
interlock to enable a train to come to next station before being taken
out from the service to attend the defective door.
Each pair of saloon doors shall be provided with interlock switches
incorporated in the Door control circuit to prove that doors are
closed. When the Door Control Circuit is not proven closed, train
movement shall be inhibited. Saloon door interlock status shall then
be interfaced to the TCMS.
4.27.7 Door controls
A multi-position control shall be provided on each door control
panel:-

 Open all doors (automatic)

 Enable all doors (automatic)
 Hold all doors closed
 Open all doors manually
 Closed all doors manually
 Other functions proposed by contractor

The control device shall perform the following functions:-

a) The hold all doors closed position shall retain all door closed
irrespective of the mode of the train control.

b) The open all doors manually position shall cause all doors on
that side to open irrespective of operating mode.

c) The close all doors position shall cause all the doors on the
train to close, irrespective of operative mode.

d) A chime shall sound over the PA system as doors are opening, as a

signal to the visually impaired. The chime shall stop when the doors
are fully open.

e) A chime shall sound over the PA system prior to the

commencement of door closer. The chime shall stop when doors are
fully closed.
4.28.0 THIRD RAIL CURRENT COLLECTOR:
Third Rail Current Collector (TRCC) @ 4
per coach- 2 on each side of the coach at a proper distance shall be
provided on each bogie along with junction box so as to draw
power from the third rail, positioned on either side of the
running track similar to the existing TRCC. The TRCC shall be
suitable for top collection and shall be of adequate rating and
 mechanical strength. The current collecting material shall be low wear
type without causing unreasonable wear of the Third Rail. The
contact piece shall be of low
dynamic mass and shall be applied with a contact force as
constant as possible. Fire retardant and very low smoke type
material only shall be used in TRCC. Proper termination arrangement
shall be provided on the TRCC for termination of cables. Easy
replacement of TRCC should be possible.
4.29.0 CBTC:
CBTC will be provided by Metro Railway, Kolkata. Propulsion
supplier shall follow the interface document between Propulsion
supplier and S&T contractor as per Appendix A1 and Annexure to
Appendix A1.
4.30.0 HIGH SPEED DC CIRCUIT BREAKER:
Breaking capacity of HSCB shall be more than 50KA at 900 Volts at
T=15 millisec with enclosure. HSCB to be provided shall comply to
IEC 60077 Pt-III which deals with DC switch gear for rolling
stock application. It shall comply IEC 61373 and relevant BS, NF,
ASTM and DIN standards specification with regard to insulation
material used for breaker and
protection box. It shall comply IP-54 protection at 50 degree
centigrade. Offered HSCB shall have proven performance in rolling
stock application.
4.31.0 AUTOMATIC SMOKE / FIRE DETECTION WITH ALARM:
A reliable automatic fire detection and alarm system as per EN 45545-
6 shall be provided in the train covering the following areas:
 Smoke / fire detection in HT compartment and onboard cabinets
housing electrical switchgears / equipment.
 Smoke / fire detection in passenger areas (Xe: recommended).
The system shall be capable of detecting smoke / fire in above areas at
incipient stage of fire. On detection of a possible smoke / fire by means
of suitable detection, the system shall have different levels of response
(at-least two i.e. warning and alarm) to be finalised at design stage.
System indications must be promptly available to driver via TCMS
pop-up messages who shall then take necessary action to
minimise the spread of fire. Alarm buzzers in passenger coaches
must also be provided for alarm indication to passengers
independent of the PIS system.
 CHAPTER-5

Test and Trail

5.1.0 GENERAL
5.1.1 Individual cars and complete trains shall be type and routine
tested in accordance with the IEC 61133 and as specified below either
at contractors works or on site, as appropriate, and as agreed by the
purchaser.
5.1.2 The individual equipment, systems and sub systems shall be type
and routine tested in accordance with the relevant IEC/UIC
publications inclusive of the mandatory and optional tests along with
the special tests as desired by the purchaser.
5.1.3 All such tests shall be carried out at the contractor’s cost
wherever performed in presence of and to the satisfaction of
purchaser’s representative who reserves the right to witness any or all
of the tests.
5.1.4 Wherever any equipment, system, sub system is not specifically
covered by an international recognized specification or test
procedure or where the type and routine test prescribed by IEC or
other international standard do not adequately cover the requirement
the test which are acceptable to both to contractor and to the purchaser
shall be devised.
5.1.5 Type test for certain equipment may be waived if these were
carried out earlier on equipments of identical design, witnessed by
a reputed organization and the service performance of such
equipments was found to be reliable. The contractor shall submit a
proposal in this regard to the Engineers for review. The waiver of
type test is entirely at the discretion of the Engineers.
5.1.6 The results of all tests shall be submitted to the Engineers, who shall
record his conclusions as to whether or not the equipment being
tested has passed satisfactorily.
5.1.7 Without prejudice to any provisions of the contract, the purchaser
reserves the right to witness any or all of the tests and to require
submission of any or all test specification and reports. The
purchaser reserves the right to reasonably call for any additional
tests as considered necessary.
5.1.8 Contractor shall be liable for close liaison with the coach builder for
carrying out all the tests specified herein.
5.2.0 ELECTRICAL TESTS:
5.2.1 Equipment/Systems/Subsystems testing.
Electrical/electronics equipments shall be individually type tested
and performance shall be checked after commissioning in rakes
during trials. Contractor shall be liable for arranging the above
 Generally test procedures shall be followed as per the recent and
relevant IECs. Along with ‘mandatory’ tests as described in the IECs,
all other tests mentioned as ‘optional/ investigative’ in the relevant
clauses of IECs shall be conducted unless otherwise agreed by
RDSO. RDSO might lay down the details of special tests other than
those specified that shall be required to be conducted at the
manufacture’s works. The tests which shall come under this
category may include:
i) Effect of electrical stresses.

ii) Special type of endurance tests on Contactors, relays, master

controller and such other equipment, which may impose
mechanical operation and electrical loading simultaneously for a
large number of cycles of operation.

iii) Stress measurements and fatigue life estimations of parts

subjected to alternating stresses, rotating parts like blower impellers,
rotors etc.

iv) Special load simulation tests.

v) Tests to establish satisfactory performance over the entire range of

variable system conditions like voltage, temperature, humidity, salt &
dust etc.

vi) The components of inverter and converter shall not be

subjected to type tests but its test certificate shall be submitted to
RDSO by the Contractor. The auxiliary inverter shall be tested as IEC-
61287 (latest)

vii) It may be open for RDSO to waive some of these tests in

the case of equipment/subassemblies where the manufacturer can
establish to the satisfaction of RDSO that such tests have already been
carried out earlier or where the equipments have been proved in
prolonged service. In such a case, manufacturer shall submit complete
test reports along with necessary certification.

viii) The tests as defined in the relevant IECs as ‘optional’ shall also be
carried by the contractor, if so desired by RDSO.
5.2.2 Raw material/Component testing:
RDSO may also in addition, require test results on raw materials
and components of critical nature, so as to ensure that they meet
the performance and reliability stipulations. This may extend to
components/raw materials not manufactured in the manufacturer’s
works, but purchased by him.
 Subsystems like PIS, TCMS and control equipments etc. shall be
supported with tests reports and certificates. However, in case such
subsystems are required to meet any special requirement specified
herein, the relevant tests shall be carried out by the contractor.
Functional test of all the subsystems may be carried out in presence
of IR representative.
5.2.3 Cables:
All cables shall be tested against the requirements as laid down in the
relevant IEC /UIC specifications. Cables shall also be tested for
ensuring its Fire Characteristics. Details shall be worked out during
the design stage.
5.2.4 Traction Motor Tests:
The traction motor shall be subjected to all the prototype &
routine tests in line with IEC – 60349-2 (latest) Prototype tests shall
include continuous temperature rise test, short time rating tests,
characteristic tests, over speed, efficiency, dielectric, commutation
and transient tests etc.
5.2.5 Special tests on traction motor:
Special test mentioned in the clause no. 4.4.18 and The following
special tests on traction motor shall be carried out:
i) Tests on speed / temperature sensors
ii) Motorette test on insulation system adopted (refer Clause no.
4.4.1 of Chapter 4)
iii) Polarization index test (Shall be more than 2)
iv) Tan delta test.
v) Vibration test
vi) Traction motor roller bearing test
5.2.5.1 Traction motor drive system:
The working order and the suitability of the entire Traction motor
drive consisting of traction motor, gear and flexible coupling
should be proved in a type test. The type test program shall be
provided during the design approval stage.
5.2.6 TESTS ON ELECTRONICS:
i) All Electronics shall tested as per IEC 60571 and 61373
including both compulsory and optional tests. Following tests shall be
carried out on the electronics PCBs over and above those specified by
IEC 60571.

ii) Dry Heat test: Dry Heat test shall be done at 80ºC. Along with the
testing for the satisfactory performance, temperature stickers shall
be put on the critical ICs, Controllers & capacitors etc. for
monitoring the maximum temperature of these components during
dry heat tests. It shall be confirmed that the specified operating
 /surface temperature of these components do not exceed the
temperature recorded during dry heat test as above. For the
purpose, data sheets of such components shall be
referred and submitted during testing.

iii) Cyclic Humidity test: The tests shall be done for 2 cycles of 24
hours each and components shall be examined for the performance
tests and physical damage if any. The humidity cycle shall be as
specified in IEC 60571.

iv) Salt Mist Test: The test duration shall be 48 hours and after the tests
the performance test shall be done. There shall be no physical damage,
rusting or deterioration of the varnish /lacquer coating.

v) Dust & Sand Test & Mould growth test: The tests to
determine the performance of the electronics in Sand and Dust
ambient shall be carried out with the dust settlement rate of
6gm/m2/day. The dust particle size shall not be larger than 100 m.
Further details shall be worked out at design stage. The reference
IEC shall be IEC 60068-2-10 and IEC60721-2-5. The component shall
be protected against mould/fungal growth. The test scheme shall be
finalised during design stage.

vi) Further to the above, investigative tests for determining the

limits the thermal limit of failure of the PCB and limit shocks and
vibrations shall also be carried out.

vii) Power & Auxiliary converter/Inverter: Tests shall be done as

per IEC 61287.
5.2.7 AUXILIARY APPARATUS
All auxiliary apparatus shall be subjected to such tests as the
Inspection Officer may direct to ensure that it shall meet the working
conditions. All auxiliary machines including the motor driven
compressor shall be tested in accordance with the relevant IEC
specifications. All the auxiliaries shall tested with the power supply,
similar to the power supply catered by auxiliary inverter.

Complete Train equipment: The train equipment/apparatus shall

be subjected to such tests as may be directed by the Inspecting
Officer to ensure that it shall fulfil the requirements of the IEC
60077 or IEC61133 specification and the specified working
conditions. After erection, the complete equipment shall satisfactorily
withstand the dielectric voltages as specified in the IEC specification.
5.2.8 Sequence test:
Connection shall be made to the 750 V DC system and all parts of the
control and main power circuit shall be tested out to ensure
correct sequence of operation. All interlock cut-out switches shall then
 be tested.
5.2.9 Tests to determine levels of interference with Signal and
Telecommunication equipments to prove that these are within the
acceptable limits. Contractor shall arrange complete set of
calibrated equipments / instruments for carrying-out these tests and
trials.
5.3.0 Mechanical tests
5.3.1 Oscillation trials (on prototype rake only):
After commissioning of the rakes fitted with the equipments
supplied by the contractor, IR shall conduct oscillation trials at Kolkata
Metro. The contractor shall associate in this trial to the extent of any
problem/issue related with the equipments under his scope of
supply.
5.3.2 Braking Distance trial (on prototype rake only):
After the completion of satisfactory oscillation trial, the emergency
braking distance trial & braking distance trails shall be conducted by
IR for the 8 coach rake under different loading conditions mentioned
at clause No. 2.2.1.. The contractor shall be associated with this test
in respect of the items related to pneumatic/regenerative braking,
brake blending and connected microprocessor controls.
5.3.3 Tests on Parking brakes (on prototype rake only):
Parking brakes shall be tested by applying the parking brakes fully
and air brake released under the specified conditions as defined in the
clause 4.13.4.6.
5.3.4 The dynamometer car tests shall be conducted by RDSO on the
prototype to prove tractive effort and braking effort Vs speed of the
propulsion system. The detailed test scheme shall be finalized
during design stage. The instrumentation required for
measurement and recording of the relevant data shall be arranged
by the contractor.
5.3.5 Passenger Door type test
5.3.5.1 The body side door shall be tested for strength as required in clause
no. 4.27.1.5.
5.3.5.2 The following type test shall be carried out on a complete double leaf
door and operating assembly with its control gear.
5.3.5.3 Endurance test of one million operations. A record of velocity profile
shall be taken at the beginning and at the end of the test. It
shall also be demonstrated that no undue wear or compression of
seal has occurred. These tests shall be performed under
representative dry and wet conditions.
5.3.5.4 Shock & Vibrations tests shall be carried out as defined in IEC 61373.
5.3.5.5 Passenger Door Routine Test: Routine test of passenger door
shall comprise of functional test to verify that performance is
 consistent with excepted type test results and shall include test to IEC
60077 for electrical
portion.
5.3.6 Brake Equipment Type Test:
5.3.6.1 Brake Unit: Following tests shall be carried out on brake unit
i) Functional checks such as working stroke, slack adjuster
operation and parking brake action.
ii) Recording of the relationship of brake block force to cylinder
pressure over the full working range.
iii) Plotting of brake force against pressure curves in all conditions of
operation of main cylinder and parking brake.
iv) Shock & Vibration test as defined in IEC 61373.
v) Air leakage test
5.3.6.2 Brake Block / Pads: The contractor shall carry out testing of brake
blocks in respect of coefficient of friction with respect to the wheel
material under dry and wet conditions, maximum temperature
attained during braking, rate of wear etc. The brake blocks/pads
shall comply to UIC-541-4/UIC-541-3.
5.3.6.3 Brake Control Equipment
i) Individual items of electro-pneumatic equipment shall be type
tested as follows:-
ii) Mechanical operation and endurance as defined in IEC 60077.
iii) Vibration and shock as defined in IEC 60077.
iv) Air tightness generally as in IEC 60077.
v) Electrical test, generally as in IEC 60077.
vi) Characteristic tests
vii) Each item of equipment having a pilot or transducing
function, shall be tested to confirm compliance with the
Contractor’s design data. Oscillograms shall be produced in
support.
viii) Type tests on Electronic Equipment: The electronic equipment
used in brake system shall be tested as laid down in IEC 60571 and EN
50121-3-2.
5.3.6.4 Complete Brake System Type Tests
i).A complete set of brake equipment comprising all items of
equipment forming the Brake System shall be assembled. These
shall include the Brake Controller and interface with CBTC
equipment and a transceiver to measure force at the push rod of Brake
Unit. A complete series of tests shall be carried out on this rig under
all service conditions to demonstrate the function of the brake system
as a whole, both in manual and auto modes.
ii) The contractor may combine the test of individual items with the
system if agreed by employer’s representative.
5.4.0 TEST ON COMBINED TEST BED:
i) The test shall be carried out as per IEC 61133 & IEC 61377. As
far as possible the actual equipment shall be connected as per the
 actual configuration and system performance shall be verified and
witnessed by RDSO. The detail test specification shall be finalised
during design discussions.

ii) Contractor shall furnish details of the test facilities available at their
works or at the test laboratory where the system performance tests of
the complete equipment and Combined Test Bed for system
performance testing is proposed to be carried out. The document
shall include the extent of loading feasible on the test bed vis-a-vis
the actual equipment loading.

iii) The contractor shall be responsible to arrange the testing of

propulsion equipments on the combined test bed at manufacturer’s
works as per the stipulations of IEC 61377 and 61133. Both the type
and investigative tests shall be done at all the specified loads including
the full load and special loading conditions with reference to the
maximum wheel diameter difference. This shall also include
measurement of system efficiency and monitoring of system
response in case of failure of control signals.

iv) In case the contractor has facilities only as per IEC 61377, balance
tests as required in Para (ii) above, shall be completed on the vehicle at
full load after equipment mounting and commissioning. The
inspection certificate to such contractor for prototype equipment shall
be issued only after successful completion of these tests.

(v) Final testing of the rake fitted with the supplied equipments shall
be done at the site as per the approved test programme and IEC 61133.
5.4.1 Vibration and shock values:
The equipment used in the cars shall conform to IEC 61373 for
shocks and vibrations as specified on the basis of the location and
mounting of the equipment. The tests shall also cover Endurance
tests included herein.
5.4.2 Witness of tests:
Type tests on major electrical equipments like traction motor,
converter & inverter, control electronics, compressor and any
other item as desired by RDSO shall be witnessed by representative
of purchaser.
5.4.3 Service trials
The prototype rakes fitted with the supplied equipments, shall be
subjected to service trials for four months covering at least two
months of summer season. Service trials are intended to prove
the satisfactory running performance of the supplied MRS
equipments and evaluate their reliability in service, ease of
maintenance and operations. The performance of the equipments
shall be assessed based on the experience gained during the
 service trials. Necessary modification as required and also as
desired by the RDSO shall be implemented in the
series production.
5.5.0 PERFORMANCE TEST
The MRS performance shall be demonstrated in test runs and shall
meet the target figures elsewhere in the specification.
5.5.1 Test Runs:
5.5.1.1. Test runs shall be made on the Noapara –New Garia (Kavi Subash)
and/or any other sections on which the stock is to operate with
sufficient number of trains to ensure that the train equipment
meets the operating conditions. The duration and location of
stoppages shall be selected in accordance with the scheduled timetable
stoppages. The contractor shall obtain records of speed, voltage,
current, energy consumption and tractive effort as the purchaser
may require.

The temperature of the various parts of the electrical equipment

shall be taken at convenient time during the test and as soon as
possible after their conclusion. Trains formed by coupling two three, &
four units shall then be run at the maximum speeds permitted and on
the heaviest gradient in such a manner as to prove that the
equipment meets the requirements of the specification mentioned in
the various clauses.
5.5.1.2 The contractor shall supervise and carry out the above tests both at the
at the site and shall provide all equipment necessary for such tests and
such special consumable stores as oil, grease etc, for the first filling and
for trial runs. Special measuring instruments shall be provided by the
contractor.
5.5.1.3 During the tests acceleration, deceleration, speed on straight level
track and the energy consumption for a round trip shall be
measured. In all cases, a 8 coach High dense crush loaded train shall
be tested with an average line voltage of 675 V DC. Purchaser
statement giving route profile and speed restrictions is enclosed
herewith in Annexure 5.
5.5.1.4 Acceleration & Deceleration:
The acceleration / deceleration shall be calculated from the time
taken to reach the stipulated final speed from the instant master
controller is switched at stipulated initial speed for acceleration /
braking. The speed shall be determined from the reading
indicated by the speedometer, which shall be calibrated prior to test.
The deceleration test shall be taken after preliminary runs of 200 miles
(320 km) in order to bed in the brake blocks.

Tests shall be conducted to confirm acceleration / deceleration

performance according to values specified in chapter 2 with
 tolerance of 3%. The test shall be taken on dry rail and the average of
three tests shall be taken as the final figure. Test results shall also be
recorded for wet rail condition. The permissible tolerance for
achieving balancing speed of 80 Km/h shall be 3%.
5.5.1.5 During the test acceleration, deceleration, speed on straight level track
and the energy consumption for a round trip shall be measured. In all
cases 8 coach High dense crush loaded train formed by coupling
complete units shall be tested.
5.6.0 Pre-Commissioning Test at Coach builder:-
Contractor shall list the test that are to be carried out on the
supplied equipment after it has been mounted on the MRS at coach
builder or at maintenance shed/workshop of Metro Railway, Kolkata
or at any other manufacturer’s premises. The test procedure,
instrumentation and tolerance shall be furnished.

The contractor shall responsible for these tests on two prototypes and
all series production of 8 car rakes and also train staff of coach
builder/ maintenance sheds/workshops/any other manufacturer’s
works where the electrics supplied as per this specification shall
be equipped in MRS coaches in carrying out the tests. Coach
builder or maintenance shed/workshop of Metro Railway, Kolkata
or any other manufacturer’s works shall provide qualified staff for
carrying out the above tests.

5.7.0 Commissioning of MRS at Metro Railway, Kolkata:-

Each rake shall be commissioned at Metro Railway, Kolkata by the
contractor staff before putting into commercial service. The contractor
will commission two proto type rakes and all series production of
8 car rakes. The contractor shall furnish a commissioning schedule
for the supplied equipment and the system which shall also include
the following:
(i) Conforming satisfactory function of the all system.
(ii) Test run in for about 320 KM to confirm specified operating
parameters such as acceleration, deceleration, brake blending and
energy
consumption.
(iii) Rectification replacement of any malfunctioning equipment.
(iv) Check of all safety related items.