K-RIDE REQUIREMENTS- TECHNICAL SPECIFICATIONS

for

DESIGN, MANUFACTURING, SUPPLY, COMMISSIONING, OPERATION

AND MAINTENANCE OF ROLLING STOCK FOR BENGALURU SUB-
URBAN RAIL PROJECT

RAIL INFRASTRUCTURE DEVELOPMENT COMPANY (KARNATAKA) LIMITED

(A JOINT VENTURE OF GOVT. OF KARNATAKA & MINISTRY OF RAILWAYS)
 K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

Table of Contents

1. Introduction ............................................................................................................................................ 5
2. General Requirements ............................................................................................................................. 8
3. Design And Performance Requirements ................................................................................................. 19
4. Vehicle Body ........................................................................................................................................ 33
5. Bogies .................................................................................................................................................. 51
6. Pneumatics, Air Supply and Brake System ............................................................................................. 59
7. Door and Door Control System.............................................................................................................. 71
8. HV and Propulsion Equipment’s............................................................................................................ 82
9. Auxiliary Supply Equipments ................................................................................................................ 93
10. Train Control Management System........................................................................................................ 99
11. Heating, Ventilation and Air-Conditioning ........................................................................................... 109
12. Electrical and Control Equipment’s...................................................................................................... 117
13. Communication System ...................................................................................................................... 133
14. Material and Workmanship ................................................................................................................. 144
15. Inspections, Tests and Trials ................................................................................................................ 153
Appendix TA. International Standards ............................................................................................................... 168
Appendix TB. Carbody Mockups ...................................................................................................................... 184
Appendix TC. Abbreviations ............................................................................................................................ 185
Appendix TD. Deleted ...................................................................................................................................... 190
Appendix TE. Drawings and Documents ........................................................................................................... 191
Appendix TF. Submittals .................................................................................................................................. 192
Appendix TG. Train Withdrawal Scenarios for 6/3-Car Trains ........................................................................... 197
Appendix TH. Simulator................................................................................................................................... 199
Appendix TI. Deleted ....................................................................................................................................... 207
Appendix TJ. Technical Statutory Requirements................................................................................................ 208
Appendix TK. RDSO Sketch no. 91146 ............................................................................................................ 209
Appendix TL. Design Submission Requirement................................................................................................. 210
Appendix TM. Inspection, Testing and Commissioning ..................................................................................... 214
Appendix TN. Deleted ...................................................................................................................................... 216
Appendix TO. Deleted ...................................................................................................................................... 217
Appendix TP. Operation and Maintenance Manuals........................................................................................... 218

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 K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

Appendix TQ. Depot Facilities.......................................................................................................................... 221

Appendix ECR Specific Energy Consumption ................................................................................................... 223

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K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

1. Introduction
1.1 Scope
1.1.1 This specification establishes requirements for the design, development, manufacture, supply, testing,
delivery, commissioning and integrated testing of required nos. as specified in Bidding Documents light
weight fully furnished modern passenger train sets consisting of 3 Cars and 6 Cars each with
microprocessor control 3-phase induction motor drive and suitable for. The trains shall initially be operated
in ‘GOA2’. The underground and elevated sections have ballast less track, and at-grade sections may have
ballasted track. The Cars shall be designed to meet the performance requirement given in Chapter 3 of this
specification. The track gauges for elevated, at grade and underground corridors shall be 1676 mm.
1.1.2 All trains shall be delivered and commissioned by the Lessor at all the Maintenance Depot of K-RIDE as
decided. The Lessor shall base his Testing, Commissioning Organization and maintenance organisation at
K-RIDE depot.
1.1.3 The scope shall also include the following:
(i) To provide all the documentation and support material associated with the operation and
maintenance of the Cars as specified in the bid document.
(ii) Ongoing technical support and rectifying the defects and deficiencies as communicated by the
Independent Engineer and K-RIDE.
(iii) Interfacing with other Designated Contractors who have either physical, functional or design
interfaces with this Contract.
(iv) Training of engineers, operations and maintenance of staff including providing the training
materials, training kits and demonstration equipment.
(v) Initial supply and installation of all consumables and materials required for testing, commissioning
and operation.
(vi) To provide final drawings, design calculations and other documents including operations
and maintenance manuals for review and acceptance by the Independent Engineer.
(vii) To provide supporting information including samples for design development items such as mock-
ups, studies and reports.
(viii) Make availability of spares, special tools, special test and diagnostic equipment and special
training equipment, in sufficient quantities to meet the maintenance requirements.
(ix) Supply of simulators. Scope is detailed in Appendix-TH.
(x) Preparation of documents for obtaining approvals by K-RIDE from the appropriate statutory
authorities.
(xi) To provide final drawings, design calculations and other documents including operations
and maintenance manuals for review and acceptance by the Independent Engineer.
(xii) To provide supporting information including samples for design development items such as mock-
ups, studies and reports.
(xiii) Make availability of spares, special tools, special test and diagnostic equipment and special
training equipment, in sufficient quantities to meet the maintenance requirements.
(xiv) Supply of simulators. Scope is detailed in Appendix-TH.
(xv) Preparation of documents for obtaining approvals by K-RIDE from the appropriate statutory
authorities.

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K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

1.1.4 Complete network will be electrified at 25kV a.c. single phase, 50Hz with auto-tensioned catenary and
contact wire in the elevated and at-grade sections, and overhead rigid/floating catenary in underground
section.
1.1.5 Following types of Cars and configuration shall be adopted: -

DMC Driving Motor Cars

MC Motor Cars

TC Trailer Cars

The rake formation shall generally be as follows:

6 Car consist
To be notified later.
3 Car consist

Where:
1.1.6 The scope of work includes all items of work which may be required to meet the performance requirements,
trouble free and efficient operation of trains and meeting the best international practices even if not
specifically mentioned in the bid specifications.
1.1.7 Not Used
1.1.8 To manufacture trains in India, Lessor may either establish independent manufacturing facility in India at
any suitable location or partner with a suitable Indian reputed manufacturer.
1.1.9 Lessor may propose the Train Configuration after award of Contract. A Lessor will not be penalized in any
way for proposing this different train configuration from the requirement of K-RIDE. If a Lessor uses a
different train configuration, it must still comply with all the performance requirements and all else
necessary to full compliance with these Specifications and must be fully compatible in all respects with
the rest of the Bengaluru Metro Rail Systems (i.e. power distribution system, signalling etc.). The Lessor
shall be solely and completely responsible for any and all problems that may result from a proposed
alternative train configuration from that shown in the Bid documents.
1.1.10 To facilitate ease in maintenance and easy availability of spares, K-RIDE is keen in standardisation and
expects Lessor to make efforts to source maximum number of equipments and materials from India.
1.1.11 The number of Cars that can be manufactured in off-shore factory shall not exceed 25% of the total
requirement of the Cars to be supplied by the Lessor under this Project. The remaining 75% Cars shall
mandatorily be manufactured in India. Save and except for the 25% Cars permitted to be imported, the
Minimum Local Content in all the other Cars shall be 75% as required by and in compliance with the
provisions of Department for Promotion and Industry, Government of India Order No. P-45021/2/2017-
PP (BE-II) dated June 04, 2020.
1.1.12 As part of MPR (Monthly Progress Review), the Lessor shall submit the details of indigenisation related
progress in corresponding month in tabular form enclosing the relevant documents to establish that
maximum efforts are being made in the direction of indigenisation without sacrificing the performance
requirements and quality standards as per technical requirement.
1.1.13 Lessor shall provide complete details of RSM including details of technical capability. Details of the RSM
shall include, but not limited to, the following:
- MoU indicating scope of work
- Procedure for assuring Quality Standards
- Detailed plan for deployment of Lessor’s personnel in RSM’s works

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K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

- Detailed method statements for each activity including supply, manufacture, testing and
commissioning.
- Inspection procedures (stage as well as final) for sub-systems and complete Car.
- Availability of M & P, jigs & fixtures etc. Details of transfer of Engineering and manufacturing
drawings.
- Any other documents desired by K-RIDE.
1.1.14 Not Used
1.1.15 Not Used
1.2 Prototype Train
1.2.1 The prototype Trains shall be supplied as per the delivery schedule.
1.2.2 Clearance for dispatch of the prototype trains will be granted, only after successful completion of tests as
per approved paln at the nominated place by the manufacturer, to the entire satisfaction of the K-RIDE.
Should any modification/ alteration based on results of the tests on the prototype be required, Lessor will
be obliged to carry out necessary modifications at no additional charge on all trains.
1.2.3 The Lessor shall manufacture and supply complete Trains of Six and Three Cars each duly equipped with
test and measuring equipment and sensors, for carrying out the following tests, in addition to those
specified in IEC 61133 or an accepted International Standard.
(i) Oscillation test to prove the riding and stability performance of the Cars - for confirming the fitness
of vehicle for introduction into revenue service.
(ii) Performance requirement test including test of energy consumption.
(iii) Tests to determine the levels of interference with traction power supply and signal and
telecommunication train control equipment and facilities, to prove that these are within acceptable
limits.
(iv) Emergency Braking Distance test for AW0 and AW4 conditions under dry and wet conditions.
(v) WSP tests under reduced adhesion conditions.
(vi) Any other test considered necessary for safe running of rolling stock or desired by K-RIDE.
1.2.4 Clearance for dispatch of the balance trains will be given by the Independent Engineer after successful
completion of tests on the prototype trains as per clause 1.2.3 above with the provision that should any
modification/ alteration based on results of the above tests on the prototype or otherwise be required, Lessor
shall be obliged to carry out necessary modifications at no additional charge on all trains.
1.2.5 Prototype train and specified number of trains/all other trains shall be tested and commissioned for GoA2
modes of automation.
1.2.6 Not Used

Note: The provision for upgrading to GoA4 in future shall be considered and accordingly space required
for GoA4 mode equipment shall be provided in all the trainsets. The upgradation to GoA4 shall include
installation testing and commissioning in coordination with the KRIDE S&T contractor. The cost of above
said items shall not be included in this tender. However, it shall be dealt in separate contract during the
need of upgradation to GoA4.

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K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

2. General Requirements
2.1 General
2.1.1 This Chapter covers the following requirements:
(i) Interface Activities
(ii) Quality Assurance
(iii) System Safety Assurance
(iv) Hazard Analysis
(v) Reliability
(vi) Availability
(vii) Maintainability
(viii) Electromagnetic Compatibility
(ix) Noise and Vibration
(x) Fire and Toxicity Standards
(xi) Life Cycle Costing
2.2 Interface Activities
2.2.1 Interfaces exist between the Lessor and other designated contractors for systems, where the systems are
mutually dependent, or interactive for satisfactory and safe operation. Lessor shall maintain close
coordination / interface during design, manufacturing and, testing and commissioning phase with the
designated contactors, various other contactors and consultants who may be working in the Project,
whether or not specially mentioned in the Contract. Lessor shall perform all design duties and provide all
materials, equipment and labour to ensure the satisfactory accomplishment of interface of the systems for
which the Lessor is responsible.
2.2.2 Lessor shall submit and maintain an agreed Interface Management Plan. At all stages of the work, all
interfaces shall be discussed and agreed upon between the Lessor and other Designated Contractors.
Interface shall be with Signalling, Communications, Platform Screen Doors, Power Supply, Civil
Engineering, Track-work, Depot Contractors and other Contractors advised by the Independent Engineer.
However, the Rolling Stock Lessor shall keep the Independent Engineer apprised in writing of all such
discussions, agreements and conclusions. Refer to the K-RIDE Requirements - General Specification for
requirements of the Interface Management Plan, its scope and other related details.
2.2.3 In certain cases, the Independent Engineer may direct the Lessor to liaise with Designated and other
contractors directly to discuss and agree on interfaces. However, the Lessor shall keep the Independent
Engineer apprised in writing of all such discussions, agreements and conclusions.
2.2.4 It will be the sole responsibility of the Lessor that interface requirements be finalised as early as possible.
Contractual delays and consequential implications as a result of delay in such liaisons on account of reasons
attributable to the Lessor, as concluded by Independent Engineer, shall be the sole responsibility of the
Lessor.
2.2.5 It would be the responsibility of the Lessor to settle all disagreements with the Designated Contractors. If
such disagreement cannot be resolved by the Lessor, despite having made all reasonable efforts, then the
Lessor shall refer the matter to the Independent Engineer for resolution with complete details with
supporting documents and any other information as may be required by the Independent Engineer. The
decision of the K-RIDE shall be final and binding on the Lessor(s).

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K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

2.2.6 A document titled ―System Interface Management between Rolling Stock and other system Contractors
detailing the interfacing requirements and division of responsibilities between the identified Designated
contractors is enclosed as Appendix-2 of K-RIDE Requirements - General Specification.
As part of MPR (Monthly Progress Review), the Lessor shall submit the details of all interface meetings
held in corresponding month in tabular form enclosing MoM of each interface meeting. Additionally, the
schedule of interface meetings planned for next month along with the agenda (major issues to be discussed)
for the same shall also be submitted as part of MPR submissions.
2.2.7 It will be the responsibility of the Lessor to ensure that full potential of the rolling stock capability as
specified is utilized by the signalling contractor (s). Any dilution shall be immediately brought to the notice
of Independent Engineer. The Lessor shall advise the maximum safe speed to the signalling Contractor so
as to enable the signalling Contractor to design their system for 80 Kmph of operational speed.
2.2.8 The Lessor, as a part of its Management team shall mobilize at site an Interface Manager (IM) starting
from not later than six (06) months from the Appointed Date. The proposed IM should have minimum
eight (08) years of metro rolling stock project experience and should have worked on metro rolling stock
project as a member of interface design and testing team involving design, supply& commissioning of
trains in GoA2. The IM will be the nominated person in-charge for all interface activities with other
designated Contractors.
2.2.9 Deleted.
2.3 Quality Assurance
2.3.1 The Lessor shall submit Quality Assurance Plan for review and acceptance by the K-RIDE as specified in
the K-RIDE’s Requirements: General Specification.
2.3.2 The Lessor shall develop a Quality Assurance Programme (QAP), structured in accordance with acceptable
international standards. Adequate records of quality assurance controls shall be maintained as per QAP
and in a manner to facilitate performance audits by the Independent Engineer.
2.3.3 The Lessor shall be solely responsible for all the Quality Assurance functions required by the Contract. All
work and material shall be produced and control in accordance with an Internationally recognised and
accepted quality standard.
2.3.4 All deliverable items of equipment shall be of the same configuration and be totally interchangeable. Any
modifications performed on later deliveries shall be applied retrospectively to equipment already installed.
2.4 System Safety Assurance
2.4.1 The Lessor shall submit System Safety Assurance Plan for review by the Independent Engineer as specified
in the K-RIDEs Requirements: General Specification.
2.4.2 The System Safety Assurance Plan shall cover design, manufacture, testing, commissioning and integrated
testing, and minimising the magnitude and seriousness of events or malfunctions, which could result in
injury to patrons or staff and damage to equipment or property.
2.4.3 All personnel deployed by the Lessor in K-RIDE premises should have undergone requisite training on
safety and should have the necessary valid certification from concerned authority.
2.5 Hazard Analysis
2.5.1 The Lessor shall take lead role in the interface Hazard Analysis for train borne equipment provided by
other Contractors.
2.5.2 The Lessor shall produce the Hazard Analysis Schedule for the complete train including all train borne
systems and shall interface principally with the Signalling & train control, Communication, Power Supply,
Platform Screen Doors, Civil and Depot Lessor as well as any other Designated contractors to obtain the
information necessary, from their hazard analysis, to complete the analysis.

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K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

2.5.3 The Lessor shall, as part of the safety analysis, prepare analysis to identify Hazards and ensure their
satisfactory resolution. The following analysis shall be prepared and submitted by the Lessor for the
Independent Engineer’s acceptance.
(i) Preliminary hazard analysis
(ii) Interface hazard analysis (excluding EMI)
(iii) Subsystem hazard analysis
(iv) Operating hazard analysis including maintenance
(v) Quantitative fault tree analysis
(vi) Failure modes effects and criticality analysis (FMECA)
2.5.4 The Hazard Analysis shall be carried out in accordance with EN 50126 as the primary standard, or any
other internationally accepted equivalent standard in areas not adequately addressed by the former
standard.
2.5.5 The Lessor shall compile a list of critical and catastrophic items identified as a result of hazard analysis,
FMECA or by other means. The Lessor shall Carryout the Hazard and FMECA for the following
equipment / sub-systems / systems:
(i) Bogie and Suspension
(ii) Vehicle Body
(iii) Transmission Drive System
(iv) Gangways
(v) Coupler
(vi) Brake System
(vii) Door System
(viii) HVAC System
(ix) Pneumatic System
(x) Communication System
(xi) HV and Propulsion System
(xii) Auxiliary Power System
(xiii) Control equipment
(xiv) TCMS
(xv) Interface circuit for vehicle control
(xvi) Wake up test/onboard test.
(xvii) Evacuation and Emergency Handling
(xviii) Train operation in degraded mode
(xix) Other relevant items as deemed necessary by the Independent Engineer.
2.5.6 All hazard resolution by procedural control shall be cross-referenced from the Critical and Catastrophic
Items List to the appropriate manuals.
2.5.7 The qualitative measures of hazard severity are defined as follows:
(i) Hazard Category I – Catastrophic: Operating conditions such that personnel errors, environment,
design deficiencies, subsystem or component failure or procedural deficiencies may cause death or
system loss. The safety target shall be based on internationally accepted standards.

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K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

(ii) Hazard Category II – Critical: Operating conditions such that personnel errors,
environment, design deficiencies, subsystem or component failure or procedural deficiencies may
cause severe injury to personnel, severe occupational illness or major system damage. The safety
target for the occurrence of all Category II hazards summed together shall again be based on
internationally accepted standards.
(iii) Hazard Category III – Marginal: Operating conditions such that personnel errors, environment,
design deficiencies, subsystem or component failure or procedural deficiencies, may cause minor
injury to personnel, minor occupational illness or minor system damage.
(iv) Hazard Category IV – Negligible: Operating conditions such that personnel errors, environment,
design deficiencies, subsystem or component failure or procedural deficiencies will not result in
injury to personnel occupational illness or damage to the system.
(v) The Lessor shall submit a Schedule for Hazard Analysis Submissions within 30 days of
Appointed Date and the Preliminary Hazard Analysis shall be submitted within 6 months of
Appointed Date. This draft shall include a comprehensive assessment of potential equipment
failure modes during normal operating and overload conditions and assess the performance of the
equipment for a range of hazard conditions. The final draft shall be submitted by the completion
date of final design.
2.5.8 The Lessor shall prepare a Fire Safety Design Report for review and acceptance by the Independent
Engineer. This shall be submitted within 2 months of Appointed Date and revised and updated for the
completion of the preliminary, pre-final and final design stages. Materials used in the Cars shall conform
to fire safety requirements of EN 45545-1 to 7 (Category 4-A, Hazard level HL3) as the minimum or the
latest edition of other equivalent or better international standards applicable for similar Metro for
underground operations with front evacuation, subject to the acceptance of the Independent Engineer.
The Lessor shall engage an internationally reputed agency for the audit and certification of their fire safety
design report. The Lessor shall obtain Independent Engineer’s prior approval before selecting such agency.
The audit report & certificate from this agency shall be submitted by the Lessor to the Independent
Engineer.
2.5.9 The procedures for Operation, Maintenance, Training and the Lessor’s Quality Assurance manuals shall
incorporate resolution of hazards so identified from this hazard analysis. Proper cross-referencing to the
hazards and resolution measures shall be provided in all these aforementioned documents.
2.5.10 Not Used.
2.5.11 Source of all failure rates employed to be indicated in the Hazard Analysis.
2.5.12 All hazard analyses submitted to the Independent Engineer are to be standardised by the Lessor such that
format and forms employed by all sub-Contractors are the same.
2.5.13 Minimum Safety Integrity Level (SIL) requirements for different systems/sub systems/functions that are
not exhaustive, are defined in the K-RIDE Requirements- Technical Specifications, subject to their final
ratification at design stage subsequent to:
• Hazard Analysis and acceptance
• Assessment of best International practices followed in metros deployed with CBTC, ATO (GoA2)
signalling and train control systems along with PSD (Platform Screen Doors)/PED (Platform Edge
Doors).
2.6 Fail Safe Design

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K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

2.6.1 All equipment and systems, including software, affecting train safety and the safety of train crew and
passengers, and/or identified as being vital, shall be designed according to the following principles
(Couplers, door system, brakes, propulsion power removal, PEA shall be included, as a minimum.)
(i) Only components having a high reliability and predictable failure modes and that have operated
in similar service conditions to those in Bengaluru shall be used.
(ii) Components must be utilized in such a manner that ensures that a restrictive, rather than a
permissive condition will result from a component failure. (For example: brakes will apply, rather
than release; train will decelerate, rather than accelerate)
(iii) Circuits shall be designed such that when a normally energized electric circuit is interrupted or
de- energized, it will cause the controlled function to assume its most restrictive condition.
(Broken wires, damaged or dirty contacts, a relay failing to respond when energized, etc., shall
not result in an unsafe condition.)
(iv) System safety equipment design must be such that any single independent component
or subsystem failure results in a restrictive condition. Failures that are not independent,
those failures which, in turn, always cause others, must be considered in combination as a single
failure and must not cause a permissive condition.
2.6.2 During the Design Review process, the Lessor shall submit analyses for Independent Engineer’s review,
which demonstrate compliance with these safety principles. These analyses shall address the following
issues:
(i) Circuit design
(ii) Hardware design (Failure Modes, Effect and Criticality Analysis)
(iii) Electrical interference
(iv) Software errors
(v) System failures
2.7 Deleted
2.8 Deleted
2.9 Deleted
2.10 Deleted
2.11 Deleted
2.12 Deleted
2.13 Deleted
2.14 Maintenance
2.14.1 The trains shall operate with minimum attention between the specified inspection periods, and shall, under
the operating conditions specified, operate between overhaul periods without requiring replacement of
components other than those on the agreed list of consumable parts to be proposed by the Lessor and
accepted by the Independent Engineer.
2.14.2 Special tools shall be avoided wherever required for maintenance. If they are required, they shall be
maintained by the Lessor in requisite quantities in depot to meet the maintenance requirements.
2.14.3 Equipment design shall be modular to minimise down time following failures of equipment and
components.

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K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

2.14.4 All underframe equipment which cannot be handled manually shall be configured such that it can be
removed and replaced from track level using fork lift trucks or lift tables, with recognition being given to
the confined environment of the pit and the rail level and underframe dimensions.
All underframe equipment shall be arranged such that it is capable of being removed and replaced without
disturbing any other equipment.
All such items, that may be required to be accessed and worked upon (including operation) in the event of
any unusual occurrence on line shall be such mounted that it shall be very easily accessible to the train
operator from PF/track level.
2.14.5 If any equipment mounted above the ceiling requires the use of lifting equipment for its removal or refitting
this shall be readily achievable without the risk of damage to the vehicle interior.
2.14.6 Removal and re-assembly of moving and wearing parts on bogies shall generally be carried out without
the use of special tools.
2.14.7 Bogies shall be capable of being disconnected and reconnected to vehicle bodies with a minimum of
operations. All connections must be easily and safely accessible to personnel located in pits or alongside
the bogie at rail level. It shall be easy to inspect for correct reconnection, from alongside the bogie where
possible.
Design must permit release of the bogie by raising of the Car body, without the need for a pit in the
Lifting Berth.
2.14.8 Each vehicle shall be capable of being lifted complete with bogies without the need to attach extra restraints
or supports for the bogies or wheels.
2.14.9 Lubrication points shall have button head type grease nipples, and shall be easily accessible from rail level
and shall, where possible, be grouped together.
2.14.10 On-vehicle test equipment shall be used on a vehicle to discriminate between a fault on the main equipment
and a fault on the control electronic equipment.
2.14.11 Should the electronic equipment be found to be faulty, the equipment shall enable fault finding to be
Carried out at module level.
2.14.12 Off vehicle test equipment shall be used in the depot repair centre. This equipment shall allow fault finding
down to the smallest replaceable item of equipment.
2.14.13 The unit shall have equipment cases and modules that are connected to the main vehicle wiring via
connectors which are proven in equivalent service duties to achieve high reliability and are easily
removable in the event of equipment replacement.
2.14.14 Equipment to which access will be required for fault finding shall be conveniently located. A list of such
equipments and their location shall be supplied.
2.14.15 The unit shall have provision for the isolation and where applicable, earthing of all electrical sub- systems
to facilitate safe and systematic maintenance and fault diagnosis.
2.14.16 It shall be physically impossible for plug and socket connections and connections on safety-critical circuits
to be mismatched.
2.14.17 The unit shall have standard test points on pneumatic systems. There shall be unrestricted access to
facilitate checks during routine maintenance and fault diagnosis.
2.14.18 The above-mentioned features shall be suitably reflected in the respective design documents, as applicable,
during the design stage.
2.15 Electro-Magnetic Compatibility: General

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K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

2.15.1 An EMC Control Plan shall be submitted by the Lessor as specified in the K-RIDE’s Requirements:
General Specification for review by the Independent Engineer.
2.15.2 The EMC Control Plan shall include measures to reduce conducted, induced and radiated emissions to
acceptable levels as specified by the relevant international standards. The plan shall specify measures to
increase immunity of the train and all its subsystems.
2.15.3 The plan shall specify basic protective measures proposed for all electrical and electronic subsystems and
components and specific measures to be adopted for selected subsystems and components.
2.15.4 The plan shall analyse EMI and EMC impacts on the design of the train, all other train-borne equipment
and track-side equipment as well as the general environment. Particular attention should also be paid to
additional requirements in grounding bonding, shielding, filtering and cabling arrangements.
2.15.5 The Lessor shall ensure the compatibility of the system with the power supply as available in K-RIDE
network duly considering other trains working in the system, fluctuations/interruptions in power supply
and feed extensions. Lessor shall be fully responsible for correct functioning of their system and may make
suitable measurements as deemed necessary.
2.15.6 The Lessor shall furnish complete harmonic emission/spectrum of the fleet/train/unit in both traction and
regenerative modes at panto level on simulation studies and validate its compliance through tests with the
relevant EN/IEC standards or equivalen.
2.15.7 The Lessor shall also furnish the specification of Power Quality for the regenerated energy including its
harmonic analysis conforming to Indian/ Karnataka Electricity Grid Code.
2.16 Electro-Magnetic Compatibility Requirements
2.16.1 All components on the vehicle shall be designed and constructed to fulfil the requirements of EN 50121
Cat A and its parts. No degradation of performance shall be permissible during the tests.
2.16.2 The complete 6-Cars and 3-Cars trains shall meet the requirements of standard EN 50121-3-1.
2.16.3 The Lessor shall ensure that the return current limits specified by the respective Signalling and Train
Control Contractors are met.
2.17 Electro-Magnetic Compatibility Demonstrations
2.17.1 Emission (radiated and conducted) and Immunity tests for all individual equipments provided on vehicles
shall be performed under normal operating condition according to EN 50121-3-2.
2.17.2 The conducted emission test shall be performed under selected fault condition. The conducted emission
test shall also satisfy special requirements of the ATO.
2.17.3 The complete 6/3-Car trains shall be tested to meet the requirements of standard EN 50121-3-1.
2.17.4 The Lessor shall Carry out joint testing with respective Signalling and Train Control Contractors as detailed
in Appendix-2, K-RIDE’s Requirement-General Specifications.
2.18 Noise and Vibration
2.18.1 General
i. The Lessor shall ensure that the Cars and equipment are designed and built so that specified noise and
vibration limits are not exceeded. Particular attention shall be given to the design of all equipment to
minimise generation of noise and vibration. The design of the vehicle shall have adequate attenuation
of airborne and structural-borne vibration along potential paths from the sources to passenger saloon
and to wayside receptors.
ii. Exterior and 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

14
K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

Standard 3381, except where otherwise specified. For evaluation, the noise level measurements shall
be as per the specified criteria below.
iii. Ride quality vibration measurements shall be Carried out in accordance with ISO 2631-1 (1997) and
ISO 2631-4 (2001).
iv. Deleted.
v. For all tests, the levels of all sounds or vibrations other than those being evaluated shall be not less
than 10dB below the levels of sound or vibration being evaluated, when measure with the same
weighting network of (1/3) octave bands as that being used for the test.
vi. Wayside noise measurements shall be performed in free field environment to the extent possible with
no nearby structures or reflective surfaces which could influence the measurements, by more than
2dB, other than the standard track structure and the adjacent flat, clear ground.
vii. Interior noise criteria apply to measurement within an empty full fitted Car. All noise level limits
specified for Car interior shall also apply to interior of gangway as far as practical. The noise level
shall be measured at any point along the longitudinal centreline of the gangway and at a height of
1400mm above the gangway foot-plate.
viii. Lessor shall confirm the pad stiffness used in ballastless track from the track contractor and same shall
be used for design. The noise tests during running shall be done in the section after six months of train
operation.
ix. All specified noise measurements shall be revalidated 6 months before the Supply Completion Date
on a representative train selected by the Independent Engineer. In case of noncompliance, the Lessor
shall take necessary action to correct the defect and revalidate.
x. Rolling Stock shall be fitted with light weight and fire-resistant dynamic noise absorbing system on
the wheels. The life of system shall not be less than 15 years. The noise absorbing system shall be
maintenance free and shall easily be disassembled while replacement of wheels. The system shall be
able to absorb rolling noise by at least 10 dB (A) and squealing noise by at least 20 dB (A).
xi. The floor, door panels and ceiling shall essentially use honey comb or better panels for noise reduction.
2.18.2 Noise and Vibration Assurance Plan
(i) The Lessor shall submit a Noise and Vibration Assurance Plan as specified in the K-RIDE’s
Requirements: General Specification for review by the Independent Engineer.
(ii) The Noise and Vibration Assurance Plan shall include:
• Expected total Car noise levels, and sub-system noise levels for all equipment and systems
including Noise Simulation Report.
• Expected vibration levels for equipment, system and measurement locations specified herein.
• Expected dynamic characteristics of the primary and secondary suspension.
• Details of proposed approach to determining noise and vibration of the Cars.
• All codes and standards to be used during the design and verification of the Cars.
• Plan for noise and vibration design reviews.
• Details of proposed sub-system testing to be Carried out during the design and
manufacture of the Cars.
• Details of proposed rake testing to demonstrate specification compliance.
(iii) The Plan shall be updated at each Design Stage by the Lessor and be submitted to the
Independent Engineer for review. In the Design Reviews, the Lessor shall submit noise level and

15
K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

vibration prediction, calculations, design information, material property information, test results and
other relevant data.
(iv) Lessor shall use Internationally accepted Noise Simulation Software tools for metro railways to
predict the noise compliance to specified values. Detail simulation report shall be submitted. The
report shall be submitted at first stage of design approval. References of the projects where the
simulation tool has been used and actual arrived values (Corresponding to the measurement
procedure specified herein) shall be submitted. In case, Independent Engineer is not reasonably
satisfied with the simulation process or suitability of simulation tool, simulation results shall be
revalidated using any other Internationally accepted simulation tool.
2.18.3 Interior Noise Level shall not be more than those specified in table 2.6 below:
Table 2.6: Interior Noise Levels (LpAeq, 20sec)

Interior Noise Measurements in Maximum dBA

Running (Elevated &

Location (Section) Stationary at grade)

Under
Elevated 75Km/h
ground
All Cars except in driving cab (Elevated and 68 75 75
At grade)
Driving Cab (Elevated and At grade) 68 72 70

Where:
(i) During Stationary condition the specified limits shall be met with all auxiliary equipment
operating simultaneously at maximum capacity.
(ii) For running conditions, the specified limits at specified speeds shall be met (including during
acceleration and deceleration) with all equipment operating simultaneously.
(iii) All measurements to be made along the Car centre-line 1400mm above the floor and not less than
600mm from the end of the vehicle.
2.18.4 Door Operation Noise produced by simultaneous operation of all saloon doors on one side of the Car shall
not exceed 75dBA (LAeqT) during the sliding operation and 78 dBA for the locking/unlocking, where “T”
is the door operation time from closed position to open position and vice-versa, measured on the fast meter
scale. This shall be measured at all points in the Car 300mm from the doors and 1000mm above the floor
level.
2.18.5 Exterior Noise Levels for elevated (measured in two track section) and at-grade sections shall not be more
than those specified in table 2.7.
Table 2.7: Exterior Noise Levels (LPA5)
Maximum Level of Exterior Noise in dBA @ 7.5 meter from centre of track on either sides

Stationary Running at 75Kmph

67 82

Where:

16
K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

(i) Exterior Noise level measurement to be done at a location 7.5 m horizontally from the track
centreline on a horizontal plane passing through the axle centreline at any point along the length of
the vehicle on either side.
(ii) During Stationary condition the specified limits shall be met with all auxiliary equipment operating
simultaneously at maximum capacity.
(iii) For running conditions the specified limits shall be met for the entire speed range upto 75kmph
(including acceleration and deceleration) with all equipment operating simultaneously.
2.18.6 Noise levels obtained in underground tunnels and platforms shall be measured by the Lessor under the
same conditions (as far as possible). These shall be submitted to the Independent Engineer for reference
purposes.
2.18.7 Vibration
(i) ISO 2631-1:1997 and ISO 2631-4:2001 shall be followed. Equipment and auxiliaries mounted at any
position on the Car or bogie shall not cause vibration on any portion of the Car floor, walls, ceiling
panels, Vertical Bars, handholds or seat frames in excess of 2.0mm peak-to-peak amplitude for the
frequency range from 1.4Hz to 20Hz, and in excess of 0.8mm per second peak vibration velocity
for the frequency range above 20Hz.
(ii) All equipments, sub-assemblies and components shall be capable of withstanding shock and
vibrations of the Rolling Stock satisfactorily such that they do not fail prematurely on this account
earlier to the designed life. To establish this requirement, all of equipments, sub- assemblies and
components shall be subjected to shock and vibration test to IEC 61373 or other relevant standard.
2.18.8 In addition to the Noise and Vibration Requirements mentioned in these technical specifications, the Cars
and their equipment, sub-assemblies and components shall also comply with the requirements laid down
in “Guidelines for Noise and Vibrations for Metro Rail Transit Systems” issued by the RDSO,
Ministry of Railways, Govt. of India.
2.19 Fire Performance
2.19.1 General
(i) Each train shall be designed to minimise the risk of a fire starting, as far as is practically possible.
(ii) Materials used in the construction of each train shall be selected to reduce to the maximum extent
practical the heat load, rate of heat release, propensity to ignite, rate of flame spread, smoke emission
and toxicity of combustion gases.
(iii) The train shall be designed to prevent fire propagation through the use of fire barriers in the floor,
and in walls at the sides and ends and fire resistant equipment housings. Flammable materials shall
be well contained and protected with IP 65 protection. The vehicle floor shall provide a fire barrier
of 30 minutes duration tested in accordance with EN45545 Part 1 to 7 (Category 4-A, Hazard level
HL3) latest editions or equivalent standard. There shall be no hatches in the floor or passenger areas.
Floor hatches in the driving console shall be avoided.
The design and the materials used in the Cars shall conform to fire safety requirements of EN45545
vol. 1 to 7 (Category 4-A, Hazard level HL3) latest edition or the latest edition of other equivalent
or better international standards applicable for similar metro operations, subject to the acceptance of
the Independent Engineer.
(iv) The Lessor shall submit a plan to the Independent Engineer for review which shall describe
the process that will be used to systematically identify and eliminate fire hazards, to avoid the use
of combustible materials whenever practical and to reduce to the extent practical the energy content
and heat release rates of the combustible material that are used.

17
K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

(v) The plan shall include the Standards to be followed and the tests to be completed and shall
be submitted for review by the Independent Engineer.
2.19.2 Material Properties
Materials used in the Cars shall meet the Flammability, Smoke Emission and Toxicity
requirements of the chosen Specification. (See 2.5.8)
2.19.3 The Lessor shall minimize the total fire load of potentially flammable materials on a vehicle as far as is
practicable, but in any case it shall not exceed the following:
▪ Above floor level : 22000 MJ
▪ Below floor level : 26000 MJ
Lessor shall furnish the relevant data, fire load calculations, certifications etc. of the items considered in
fire load calculations separately for above & below the floor level. The calculations and validation shall
conform to the standard adopted by the Lessor for fire strategy.
2.20 Life Cycle Cost (LCC)
2.20.1 The Lessor shall develop a life cycle cost plan in accordance with IEC 60300-3-3 with an aim to minimize
the overall life cycle cost whilst meeting the safety, quality, availability, maintainability and reliability
requirement of this technical specification.
2.20.2 Recycling of the material at the end of the rolling stock life shall be taken into account following
recommendations of the UIC project PROSPER (Procedure for Rolling Stock Procurement with
Environmental Requirements). Material recycling rate and material to be incinerated shall be indicated by
the Lessor.
2.20.3 The LCC shall include, the capital cost, cost of operation (including energy consumption), maintenance
(both material and labour), depreciation, refurbishment, inflation etc. Per unit energy consumption cost
may be considered the cost as per DPR (2019) was 5.25 INR per unit and at escalation rate of 5% in 2023
shall be considered as 6.38 INR per unit.

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K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

3. Design And Performance Requirements

3.1 Scope
3.1.1 This chapter outlines the broad design and performance requirements of the rolling stock, signalling &
telecommunication and PSD systems, details of track structure, power supply system, climatic and
environmental conditions.
3.2 Proven Design
3.2.1 The Lessor shall develop the design based on this specification and on sound proven and reliable
engineering practices. Detailed calculations shall be submitted to the Independent Engineer during the
design process stage for review.
3.2.2 Sub-systems
The rolling stock, including Carbody, bogies, brake system components (valves etc.) all sub- systems,
equipments and major components etc. (hereinafter referred as ‘sub-systems’) shall be state-of-art and of
proven design. Proposed sub-systems shall have been in use and have established their satisfactory
performance and reliability in metro projects. Where similar sub -systems of a different rating are already
proven in service as per the above criteria then the design shall be based on such sub-systems.
All sub systems shall be procured from the approved vendors and sourced from only such manufacturing
units that have supplied the sub-systems that fulfil the proven design requirements as above.
In case the Lessor proposes to use sub-system(s) that do not fulfil the above said criteria then the Lessor
shall furnish sufficient information to prove the basic soundness and reliability of the offered sub-
system(s) for review of the Independent Engineer. The Independent Engineer’s decision on Lessor’s
proposal shall be final and binding.
3.2.3 Propulsion equipment & Auxiliary Converter/Inverter manufacturing unit of qualified specialist sub-
contractor shall fulfill clause no 2.2.2 (B) of RFQ No. KRIDE/2023-
24/PREQUAL_TENDER_NUMBER_1 Dated 08.06.2023. Propulsion equipment shall be sourced from
such manufacturing units that have supplied the equipment that fulfils the requirement of as specified
above.
3.2.4 Deleted.
3.2.5 Not used
3.3 Basic Design Philosophy & Requirements
3.3.1 The design philosophy should meet the following criteria:
i) Application of state-of-the-art technology
ii) Lightweight integral Car body
iii) Service proven design
iv) Design life 35 years
v) Crashworthiness
vi) Minimum life cycle cost
vii) Low maintenance and overhaul cost
viii) Use of interchangeable, modular components.
ix) Extensive and prominent labelling of parts and wires.
x) Use of unique serial numbers for traceability of components
xi) High reliability

19
K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

xii) Low energy consumption

xiii) System safety
xiv) Adequate redundancy in sub-systems
xv) Fire smoke detection and protection
xvi) Use of fire retardant materials
xvii) High passenger comfort including low noise level
xviii) Environment friendly
xix) Adherence to operational performance requirements of GoA2.
xx) Safe passenger evacuation in emergency condition from all the probable locations including
tunnel and other areas.
xxi) Maximum possible commonality of structure, components, equipments, and sub- systems
amongst different Cars.
xxii) Maximum utilisation of indigenous materials and skills, subject to quality conformity to
performance requirements and quality standards.
3.3.2 Adequate margin shall specially be built into the design particularly to take Care of the higher ambient
temperatures, humidity, dusty and corrosive conditions, rains etc. prevailing in Bengaluru.
3.3.3 Specified temperature rise of equipment shall be calculated after taking into account at least 25% choking
of air filters and/or radiator fins etc. unless specified otherwise against any equipment.
3.3.4 All the Cars supplied under this Contract shall have same equipment, layout and performance and
modification/rectification/ retrofitment shall be implemented fleet wise.
3.3.5 The circuit design, logics, software/hardware & interfaces proposed/agreed during design will be subjected
to review and updation /rectification/modification etc. during contract period based on the operational,
maintenance reliability or safety requirements and generally in accordance with the Lessor’s proposals. In
specific cases, the Independent Engineer may issue specific instructions in writing for undertaking the
modifications to meet the above requirements. In such cases, the Independent Engineer’s instructions shall
be implemented as instructed. The Lessor shall abide by the Independent Engineer’s instructions without
any additional cost.
3.3.6 It will be obligatory on part of Lessor to ensure that the train design incorporates and provides all necessary
equipment, systems or sub systems, facilities, interface etc., generally used/provided in recent operational
GoA2 Trains within quoted price, notwithstanding whether these have been specifically mentioned in the
Contract, K-RIDE Requirements- General Specifications, and K-RIDE Requirements- Technical
Specifications.
3.4 Design Management and Control
3.4.1 In order to ensure that the requirements of this Technical Specifications are met, the Lessor shall establish
and maintain documented procedures using ISO 9001 to control and verify the design of the train and all
its sub-systems. These procedures shall be subject to review Lessor shall have complete responsibility of
correctness of design and its compliance with the specification.
3.4.2 The Lessor shall establish and maintain a systematic, documented, comprehensive, and verifiable system
integration process throughout the execution of the Contract. This process shall ensure that interfaces and
interaction between Cars, infrastructure, subsystems, software, and operating and maintenance
requirements have been identified and engineered to function together as a system.
3.5 System Integration Process

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K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

3.5.1 The Lessor shall systematically identify and formally document all design, manufacturing and operational
interfaces between equipment within the train, and between the train and external systems, facilities,
operations and the environment likely to affect or be affected by the train.
3.5.2 A mechanism and assigned project responsibility for interface management and control shall be provided,
such that every identified interface has a defined resolution process that can be monitored.
3.5.3 The Lessor shall define methods to confirm compatibility between train consist sub-systems and carrying
out integration tests at different stages of the design and interface management process to demonstrate that
all sub-systems functions perform properly, both individually and as part of the complete train.
3.5.4 The Lessor shall ensure that performance, availability and safety requirements are addressed in the design
process and that the reliability and maintainability of all sub-systems will enable the service performance
to be met. The system integration process shall be capable of audit by the Independent Engineer.
3.6 Interface Management
3.6.1 The Lessor shall submit to the Independent Engineer for review an Interface Management Plan (IMP) and
Detail Interface Documents, in accordance with the General Specification, which defines how the Lessor
shall systematically identify and document technical interfaces.
3.7 Design Submission Requirements
3.7.1 The Lessor shall perform his designs for the Contract in accordance with the General Specification. The
Lessor shall submit to the Independent Engineer for his review, relevant design information as identified
under each stage. Such submissions shall incorporate the relevant international standards applicable and
the copies of the applicable standards shall be submitted along with the document.
3.7.2 The design submission requirements are detailed in the K-RIDE’s Requirements-General Specification.
3.8 Design Review
3.8.1 At appropriate stages in the design process, formal documented reviews of the design and related issues
shall be planned and conducted. This shall be performed at fleet, train, Car, system and subsystem levels,
as appropriate, to verify and demonstrate:
i) Safety for manufacture, testing, operation and maintenance.
ii) Compliance with the relevant codes, specifications, K-RIDE Requirements- General Specification
and this Technical Specification.
iii) Fitness for purpose, fulfilling the necessary operational functionality and performance.
iv) Integration and interfacing within the project and to external elements.
3.8.2 The Lessor shall submit for the Independent Engineer’s review a Design Review Schedule, in accordance
with the K-RIDE Requirements- General Specifications, which shall define the scope and timing of design
reviews.
3.8.3 The Independent Engineer reserves the right to attend any or all design reviews.
3.8.4 The Lessor shall ensure that participation in design reviews includes representatives of all functions,
disciplines and entities concerned with the sub-systems and the stage being reviewed.
3.8.5 The Lessor shall at least 45 days prior to the date of each design review submit in-progress design
documents of the elements to be addressed at the design review meeting.
3.8.6 It is K-RIDE’s understanding that the Lessor will need to depute a team of its design engineers for
interaction with K-RIDE’s experts at Bengaluru. K-RIDE at his discretion may also consider deputing a
team of K-RIDE’s Representatives (around six) to Lessor’s design office or at Sub vendor’s office for
requisite duration with a view to expedite finalization of designs. In such case, Lessor shall provide office
facilities and bear full expenditure towards daily allowance (as per entitlement), visa etc., travel expense

21
K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

(as per entitlement), boarding, lodging etc. Such visit(s) as described above shall not be considered as part
of inspection activity.
3.9 Not used
3.10 Climatic and Environmental Conditions(2)
3.10.1 Extreme climatic conditions are given in Table 3.1
Table 3.1 : Climatic & Environmental Conditions

Description Limiting Values

Maximum ambient temperature(1) 42°C
Minimum temperature 10°C
100% saturation during rainy season Mean
Humidity maximum > 90%
Rain occurs generally from June to September.
Average annual rainfall is approximately 2200
Rainfall mm. Maximum rainfall in any 24h period can be
upto 900mm. Monsoon Month’s maximum
rainfall 1450 mm/month
Extremely dusty, humid and salty including bird
feathers. The Metro shall be working primarily in
coastal area and thus shall be continuously
exposed to highly corrosive, salty atmosphere
along with industrial pollutants.
Special Care shall be taken to ensure no damage
Atmosphere during hot season to equipment due to deposition of atmospheric
salts and industrial pollutants. Lessor shall enclose
the details of specific measures adopted to ensure
the satisfactory working of equipment against the
deposition of salts & industrial pollution.
Maximum wind Speed 102 km/hr. (Category 10)
The sub-systems & their mounting arrangements
shall be designed to withstand satisfactorily the
Vibration & Shocks vibration and shocks encountered in service as
specified in IEC 61373 and IEC 60571.
SO2 level in atmosphere 80 – 120 mg/m3
Suspended particulate matter in 360 – 540 mg/m3
atmosphere
Maximum wind Speed 102 km/hr. (Category 10)
The sub-systems & their mounting arrangements
shall be designed to withstand satisfactorily the
Vibration & Shocks vibration and shocks encountered in service as
specified in IEC 61373 and IEC 60571.
SO2 level in atmosphere 80 – 120 mg/m3
Suspended particulate matter in 360 – 540 mg/m3
atmosphere
Note:

22
K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

1. The temperature of the metal surfaces of the vehicles when exposed directly to the sun, for long
periods of time, may be assumed to rise to 70°C.
2. The above information on climatic conditions in Bengaluru shall be read as reference only
and the Lessor shall be responsible for gathering relevant detailed information from the appropriate
sources such as metrological office of Bengaluru, during design phase and the final mutually agreed
information between the K-RIDE and the Lessor shall be the basis of environmental design
inputs for the Works as per prevailing best Metrorail industry practices. However, for design and
manufacturing future climatic conditions shall be considered.
3.11 Flood Proofing
3.11.1 The traction sub-systems mounted on the under-frame will be designed to permit propulsion of the train at
10 kmph through water up to a depth of 75mm above rail level. Traction sub-systems shall be made splash
proof in accordance with International Standards.
3.12 Not Used
3.13 Corridor Profile
3.13.1 The drawings showing the Corridor profile are enclosed.
3.13.2 All the above drawings (as referred in clauses 3.13.1) are to be found in Schedules of Contract. These
drawings are currently under review.
3.14 Track Structure Parameters
3.14.1 The Track Structure Parameters for At-grade, Elevated and Underground Corridors are set out in Table
3.2.
Table No 3.2: Track Structure Parameters

Underground
Elevated and At-grade Corridor Corridor
Description
Ballasted Ballastless Ballastless

Track Laying Gauge 1676mm

Inclination of Rail 3%
Standard Rail Length 18 m

Rail Panel Lengths Long welded rails : Depot Continuous welded rails: Mainline

Minimum Radius of 200m-main line

Curvature 100m - depot

1 in 16 785m radius with 50 kmph

Minimum Turn Out Rad.
1 in 12 410m radius with 45 kmph
Main Line
1 in 8.5 218m radius with 30 kmph

Minimum Turn Out Depot 1 in 8.5 – 206 m radius

Maximum Cant Permissible 120 mm

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K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

Underground
Elevated and At-grade Corridor Corridor
Description
Ballasted Ballastless Ballastless

Maximum Cant Deficiency

85 mm
Permissible
Maximum Permissible Cant 1 in 440 (Maximum)
Gradient
Maximum Gradient Main
3% (Compensated)
Line
Minimum vertical radius of
1500 m
curvature

3.15 Track Tolerances

3.15.1 The Track tolerances for At-grade, Elevated and Underground Corridors are set out in Table 3.3.
Table 3.3: Track Tolerances- Maintenance
Sl. No. Parameters Ballasted Ballstless
1 Track Alignment ±6 ±2
2 Track alignment Error ±4 ±2
3 Cross level difference ±12 ±4
4 Track gauge tolerance ±10 ±10
5 Vertical uneveness ±12 ±6
6 Twist ±2 ±2

3.16 Platform Interface

3.16.1 The principal details of the Platform Interfaces are set out in Table 3.4.
Table 3.4: Platform Interfaces
Particulars Measurements
Length Approx. 210 m (9 coaches)
Maximum 1085 mm
At-grade (Ballasted)
Minimum 1075 mm
Height above Maximum 1095 mm
Elevated/Underground (Ballastless)
rail level Minimum 1085 mm
Floor height of the rolling stock 1130mm (max) and 1100mm
(min)
At-Grade Ballasted 1680mm (max.) and 1670 mm
Distance between (min.)
track centre and At-Grade/ elevated Ballastless 1675mm (max.) and 1665 mm
platform edge (min.)
Underground Corridor 1670mm (max.) and 1660 mm
(min.)

3.17 Current Collection System

3.17.1 The principal details of the Current Collection Systems are set out in Table 3.5.

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K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

Table 3.5: Current Collection System

System Particulars For all sections and depots

Supply Voltage System 25kV ac single phase 50Hz
a. Auto tensioned flexible catenary for
elevated and at-grade sections.
Type of OHE b. Rigid catenary for underground sections.
c. Flexible catenary for depot.
Current Collection Through Pantograph
a. 4800mm min. and 5000mm max. for
Height of Contact Wire from rail level elevated, at-grade and 5200mm at depot
sections
b. 4318 min. for underground sections(rigid).
±200 for Tangent track;
Stagger ±300mm for at curves
Nominal voltage 25.0 kV a.c.
Minimum voltage 19.0 kV a.c.
Maximum voltage 27.5 kV a.c.
Instantaneous minimum voltage 17.5 kV a.c.
Occasional maximum voltage 31.0 kV a.c.
Voltage for guaranteed performance 22.5 kV a.c.
Variation in frequency 48 to 52 Hertz

3.18 Signalling System

3.18.1 Principal details of the Signalling and Train Control System are set out in Table 3.6.
Table 3.6: Signalling System

Item Description
CBTC based on board Continuous Automatic Train
Control system (CATC) consisting of
i. Automatic Train Protection
ii. Automatic Train Operation (ATO)
Train control system iii. Automatic Train Super-vision (ATS)
iv. Attended (GoA2)
i. ATO mode
ii. ATP mode
iii. Restricted mode (Forward/Reverse)/ Run on Sight
Train control mode mode
iv. Cut-out mode
v. Upgradable to UTO
vi. Standby

3.19 Telecommunication System

3.19.1 The communications links are required to be provided, for trains, as appropriate. For full details, and
division of responsibilities, see Appendix 2, K-RIDE Requirements- General Specifications.
3.20 Kinematic Envelope

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K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

3.20.1 Kinematic Envelope (K.E) on tangent level track for At-grade, Elevated sections and Underground sections
shall be referred to Appendix TE. No part of any Car shall infringe the respective Kinematic Envelope,
under any circumstance.
3.20.2 The Lessor shall develop and furnish a Kinematic Envelope of the proposed Car for both inflated and
deflated conditions of springs, separately for At-grade and Elevated corridors and for Underground
corridors, taking into account all Car displacements resulting from the simultaneous occurrence of all
normal conditions specified in clauses 3.20.3, (i) to (ix) inclusive, and any one abnormal condition
specified in clauses 3.20.3, (x) to (xi) inclusive. Track tolerance shall be taken as specified in clause 3.15.
The Lessor shall also furnish a static vehicle profile along with Kinematic Envelope.
The Lessor shall refer to the Schedule of Dimensions placed at Schedule R of the Contract. It shall be noted
that the enclosed Kinematic Envelopes for underground and at grade/elevated sectors corridor are for
tangent track and therefore effect of curves & cant on horizontal and vertical deflections shall be extra.
The Carbody shall be optimized after taking the effect of curves on K.E. and using maximum possible
available space.
3.20.3 The Lessor shall confirm that the kinematic envelopes in these specifications will be met. The Lessor shall
furnish detailed calculations, showing lateral and vertical shifts due to each factor separately, based on
which Kinematic Envelope has been developed. All drawings shall be to the scale.
Normal Conditions:
i. All vehicle speeds between 0 and 90km/h
ii. All vehicle loads between tare and fully loaded (based on 8 passengers per square metre).
iii. Any degree of vehicle wheel wear between new and fully worn.
iv. Any degree of vehicle suspension, wear or adjustment from new to fully worn, including all service
tolerances and potential variations in setting.
v. Maximum cant deficiency.
vi. Maximum cant excess.
vii. Vehicle lateral and rolling movements due to wind forces with a wind speed of 100 km/h on the At-
grade and Elevated corridors.
viii. Vehicle yaw and vertical movements.
ix. Track tolerances as detailed in clause 3.15.
Abnormal Conditions:
x. Any combination of bogie air spring deflated.
xi. Account shall be taken of over-inflated air springs in calculating the vertical lift of the Car
body under abnormal conditions.
3.20.4 The Lessor shall develop the Kinematic Envelope for curved track parameters as set out in clauses 3.14
and 3.15.
3.20.5 The Lessor, during design stage, shall submit detailed calculation for minimum clearance between the
Carbody exterior and platform edge. It shall be ensured that the maximum permissible clearance between
edge of the platform coping and edge of the Carbody shall be 75 mm in Underground corridors and 85 mm
in elevated corridor. These shall be respected with speed upto 70 kmph, worn out track and wind speed of
60Km/h. For new track and without considering impact of wind, there shall be no restriction to pass the
platform at maximum test speed.
3.20.6 The Lessor, during design stage, shall submit detailed calculation for minimum clearance between the
Carbody exterior and platform edge. The calculation shall be made for both Tangent track and 1000m

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K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

curves, at wind speed from 30Kmph upto 100 Kmph in the steps of 10 kmph and vehicle speed upto 90
kmph in the steps of 10 kmph under inflated and deflated springs and shall include the followings:
• Allowable dynamic sway after taking into account the platform distance, additional clearance
in curve and speed independent contributors.
• Max dynamic sway as simulated.
• Actual dynamic sway and clearances thereof at different speeds.
3.20.7 The Lessor shall ensure that the train shall enter and exit the platform at the maximum speed as achievable
with the specified performance parameters upto wind speed of 60Kmph. However, without considering
impact of wind, there shall be no restriction to pass the platform at maximum test speed.
3.20.8 The Lessor shall ensure that the Cars conform to the latest version of Schedule of Dimension which shall
be made available during detail design stage.
3.21 Train Performance
3.21.1 General
The following data shall be used for all normal and emergency performance requirements. The
performance shall be guaranteed for traction supply voltage at 22.5 kV a.c.
3.21.2 Traction Electrical Supply Systems
The maximum and minimum voltages anticipated within the traction supply systems are set out in table
3.5.
3.21.3 Car Weights
i. To minimise energy costs, great importance will be placed on achieving practical designs of
minimum Car weight whilst meeting specified structural and performance requirements.
ii. The total tare weights of a 6/3-Car unit shall not exceed 252/126 tonnes (including IEC tolerances)
subject to gross axle load not exceeding 17 tonnes. The weight limits specified herein i.e., the tare
weight limit of the train and gross axle load limit (payload plus AW4 load) are inclusive of all
tolerances permitted in the IEC 61133. For gross weight the number of passengers shall be
considered as 8 person per square meter (AW4 load condition). The total capacity of DM, T and M
Cars in AW4 shall be as indicated in these specifications. The weight of each passenger may be
taken as 65 Kg.
iii. The passenger capacity of Cars for all normal and degraded performance requirements shall be based
on all seats full, with standing capacity in the free-standing space.
a. AW0; Empty Car with complete furnishing;
b. AW1: AW0 + All passengers seated;
c. AW2; AW1 + 4 passengers/m2 standees;
d. AW3(Crush Loaded); AW1 + 6 passengers/m2 standees;
e. AW4(dense Crush/fully loaded); AW1 + 8 passengers/m2 standees.
iv. The weight distribution shall be defined in IEC 61111:1992
3.21.4 Passenger Capacity
The exact number of passenger seats and standees in DM Car shall be worked and performance calculations
& equipment ratings shall be optimised based on final assessment of the passenger capacity. However,
notwithstanding increased number of passengers as calculated during design, energy
consumption/regeneration values committed by the Lessor in the contract shall not be changed and shall
be considered as base values for all further evaluations.

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K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

Passenger weight shall be taken as 65 Kg and seating capacity is approx. 72 passengers per Car.
(i) Fully Loaded/ Dense Crush loaded (AW4)
The minimum number of passengers required to be Carried, including approximately minimum 72 of
whom will be seated, is as follows:
Driving Motor/Trailer Car: 378* Trailer Car: 378
Motor Car:378
(*) without considering space released for passengers due to removal of cab partition wall in future.
The number of passengers is estimated on the basis of standees at the rate of 8 persons per square meter.
The weight of each passenger may be taken as 65 kg. The Lessor during design shall ensure maximization
(longitudinal) of seats in the Cars and shall accordingly submit the seating plan of the saloon clearly
indicating the space occupied by other equipment in the saloon.
Design of the propulsion system and sub systems, type tests and their validation shall be with AW4 load
conditions unless specified otherwise.
(ii) Crush loading (AW3) defined as 6 passengers/m2 standees with minimum 72 seatings per Car.
Minimum no. of total passengers per Car shall be as under:
Driving Motor Car: 302(Approx)*
Trailer Car 302
Motor Car 302
(*) Without considering space released for passengers due to removal of cab partition wall in future.
Performance requirements with AW3 loading as above have been specified in Table 3.7. Normal Train
operation shall be with AW3 loading. Traction Effort/Brake Effort (TE/BE) curves shall be adjusted
suitably with the train loading as above and shall be suitably interfaced with signalling contractor. All load
dependent type tests related with the train operations, run time, schedule speed etc. as decided by the
Independent Engineer, shall be done with AW3 loading as well. Based on the final design agreed by the
Independent Engineer, the Lessor shall fine tune and validate the maximum number of loadings of the
Train for which the operational performance can be met without diluting any of the design parameters.
3.21.5 Train Resistance
Trains are to operate in underground/elevated/at-grade sections. The following train resistance formulae
shall be used as a minimum for determining the performance requirement in this document.
For at-grade and elevated section:
R= 14.01 + 0.264V + 0.00191V2 Newton/Tonne
For Underground section:
R= 21.96 + 0.4222V + 0.00876V2 Newton/Tonne
Where:
V = Speed in km/h
The curve resistance may be taken as 500/Ra kg per tonne; Ra = radius of curvature on meters
Lessor shall use these formulae for underground and at-grade/elevated section for determination of
performance details.
However, the Lessor may propose and use their own train resistance formula in which case they shall
submit the proof of validation in their previous trains of similar design. The Lessor shall guarantee such
declared performance.

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K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

3.21.6 Wheel Diameters

Wheel diameter shall be taken as: -
(i) New 860 mm
(ii) Half worn 820 mm
(iii) Fully worn 780 mm
Train performance calculations shall be based on half worn wheels except where otherwise stated.
3.21.7 Response Time
Response Time includes response to modulation within a mode (power, coast & brake) and transition from
one mode to another, including emergency brake. Mode change dead time for transition from one to
adjacent mode (motoring to coast, coast to brake, brake to coast and coast to motoring) shall be minimised
exclusive of jerk limiting.
3.22 Performance Requirements
3.22.1 The Rolling stock shall be designed for safe speed of 90 Kmph and operational speed of and 80 kmph
respectively. In the interface with Signalling contractor, the safe operational speed shall be considered as
90 kmph, so that the maximum Target speed under ATP/ATO shall be 80 kmph. Safe speed shall be
considered as Rolling Stock design speed. The specified train performance shall also be achieved and
validated during ATO train operations under GoA2 level of automation, as required.
The performance requirements are given in Table 3.7 are with fully loaded train and tangent track
Table 3.7 Performance Requirements

Underground/
Item elevated/at-grade

with inflated secondary suspension 90 kmph

Safe speed
with deflated secondary suspension 70 kmph

with inflated secondary suspension 80 kmph

Maximum
with deflated secondary suspension 60 kmph
operational speed
Minimum Design Average Acceleration rate for fully loaded (AW4) for 6/3 Car train
on level tangent track shall be as under:
from 0 to 40 km/h 1.0 m/s²
from 0 to 60 km/h > 0.85 m/s²
from 0 to 80 km/h > 0.65 m/s²
On the tractive effort – speed curve, shoulder point between constant acceleration
and constant power shall be considered as 40km/h. Shoulder point between constant
power and characteristic shall be considered as 60 km/h.
Minimum Design Average Acceleration rate for crush loaded (AW3) for 6/3 Car
train on level tangent track shall be as under:
from 0 to 35 km/h 1.2 m/s²
from 0 to 60 km/h > 0.85 m/s²
from 0 to 80 km/h > 0.65 m/s²
On the tractive effort – speed curve, shoulder point between constant acceleration
and constant power shall be considered at least more than 35 km/h. Shoulder point
between constant power and characteristic shall be considered as 60 km/h.

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K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

Underground/
Item elevated/at-grade

Maximum service braking rate from 80km/h to standstill including delay time 1.0 m/s2
by regeneration/pneumatic braking for fully loaded (AW4) train on level tangent
track
Maximum service braking rate from 80km/h to standstill including delay time 1.1 m/s2
by regeneration/pneumatic braking for crush loaded (AW3) train on level tangent
track
Emergency braking rate from 80km/h to standstill including delay time by pneumatic
braking for fully loaded (AW4) train on level tangent track 1.3 m/s2
Jerk rate (Maximum) 0.70 m/s3

Annual running distance of one train (for design purpose) 150,000 km

Note :
1. The specified average minimum acceleration shall be the finally achieved values inclusive of
the specified jerk rate. Test procedure has been specified in Chapter 15.
2. Definition of deceleration is average deceleration from brake command to stop.
Maximum service braking effort from 90km/h to 5 km/h shall be shared only by regeneration in
motor Cars with adhesion coefficient up to 16% for fully loaded (AW4) train

Lessor shall advise the minimum energy consumption mode(s) under desired headways and schedule
speeds as advised to them by the K-RIDE. The software changes for such modes shall be advised with
complete details to Independent Engineer and shall be implementable by the Independent Engineer.
Subsequent to the line trials of the trains, Independent Engineer may review the jerk rate. The Lessor shall
take suitable measure to fine tune the jerk rate accordingly without any extra cost.
3.22.2 Whenever the passenger loading is less than the maximum (AW4), a load signal should be given to the
traction system which should correspondingly reduce initial tractive effort and the constant power mode
such that the running time between stations remain nearly the same irrespective of the load on the train.
3.22.3 The fully loaded (AW4) trains shall operate in the following modes:
a) Normal (Coasting Mode) Mode:
• Accelerate the train using the designed and load weighed speed- Tractive effort (TE)
characteristic of the rolling stock.
• Coast (minimum 10% by time) to achieve the specified schedule speed.
• Achieve rate of deceleration of not less than 1m/s2 from at least 80 kmph running speed till 5
kmph with Regenerative brake only and with Electro Pneumatic brake from 5 kmph till the train
comes to a stop. Further required changes shall be discussed during design stage.
• The above steps should be taken in a manner such that scheduled speed is maximised and energy
consumption is minimised. The scheduled speeds are to be obtained with a dwell time (including
door opening and closing) of 30 seconds at each station.
• Total time considered for calculating scheduled speed shall be total round trip. Dwell time at
each station including terminal stations shall be considered as 30 secs for calculation of
scheduled speed.
b) All-out Mode: This will mean maximum acceleration and deceleration with no coasting (till
maximum speed) and maximum regenerative braking to achieve a retardation of 1m/sec2 from top
speed till stop.

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K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

c) The Control system shall be such that the train will achieve the specified speed time curves at all
payload subject to keeping the loading of traction system within the boundary limits of the design
d) Normal mode will be used when trains are running in time and time table can be maintained. All- out
mode will be used to make up time when trains are running late.
e) When the train is in ATO mode, the train will get appropriate commands from Signalling system.
f) The Lessor shall submit the data of the considered acceleration rates, average service brake rate, total
run time, total dwell and reversal time.
3.22.4 The Lessor shall submit the speed-time, distance- time, line current –speed/time and tractive effort &
Braking effort characteristic curves of a AW4, AW3 & AW0 loaded train under the specified voltage and
wheel conditions in ―all out mode‖ and ―normal mode‖, and also with the following:
i) Inter-station running time for each corridor, each way
ii) Actual schedule speed with a dwell time of 30 seconds at each station except in the stations (to
be defined later) the dwell time is 40 seconds.
iii) Total traction energy consumed
iv) Total auxiliary energy consumed during ‘Braking’ and during ‘No Braking’ period.
v) Total regenerated energy at the converter inverter level
vi) Total regenerative energy fed back into the system
vii) Total regenerative energy used in Auxiliary loads in the train during ‘Braking’ duration.
viii) Total energy input at the pantograph during ‘Braking’ and during ‘No Braking’ durations.
ix) RMS current loading
x) Line current plots
xi) Round trip schedule speed with 30s station stops except in the stations (to be defined later) where
dwell time is 40 seconds with
a) All out mode
b) Coasting mode excluding terminal station turn round time with fully loaded train.
3.22.5 The Lessor should also furnish the inter-station running time for a AW4 & AW3 loaded train, under the 2
emergency conditions of running, each way for:
(i) Depends on bogie control or Car control propulsion design 6/3 Car Train with 25% or 33% motor
cut out. There shall be no loss of time in All-out mode when compared with specified run in
coasting mode with all motor Cars in service as defined elsewhere in these specifications. In such
case the operation may be in high TE mode: and
(ii) 6/3-Car train with 50% of motors cut out.
The train shall be able to start and move on a UP gradient of 4%
3.22.6 The continuous thermal rating of the traction system shall meet all the conditions of normal working.
During emergency conditions operation as per Clause 3.22.5, the rake starting after a continuous working,
thermal rating should not be exceeded for continuous working.
3.22.7 The Lessor shall handover one complete set of software(s) package and associated hardware employed by
him for the above studies including assessment of energy conservation modes (Clause 3.22.1 above) along
with the requisite documentation, during design stage to the K-RIDE. The software shall simulate Run
Time performance of the train under varied loads, route profiles, headway, inter-station distances, train
resistance, Train formation and TE/BE characteristics, evaluation of energy conservation modes etc. The
software shall not be restrictive to the above and shall be for general application with provision for the

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K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

Independent Engineer to select parameters. Nominated K-RIDE staff shall be fully trained and made fully
conversant by the Lessor for this purpose. The handed over set shall be fully functional during the contract
period & shall require no inputs or facilities whatsoever from K-RIDE.
3.23 Emergency Operating Condition
3.23.1 The train shall in addition to the above be capable of meeting the following criteria without any damage to
equipment
i. One serviceable fully loaded 6/3-Car Train in AW4 condition with one Motor Car cut out shall be
capable of pushing a fully loaded defective 6/3-Car train without parking brakes applied, including
a section of 4% gradient up to the next station. Thereafter, the healthy train shall, after all the
passengers have been detrained at the station, continue to push the defective train up to the terminal
station. There shall be no equipment damage or degradation, while maintaining safe operation.
ii. A 6/3-Car fully loaded train AW4 shall be capable of clearing the section, with the traction
motors of 2/1 motor Cars are cut out (50% motoring at train level). The temperature rise of the
traction motor and equipment shall be within rating of traction motor and other equipments in the
above condition.
iii. Typical traction effort curves shall be provided and relevant information as wheel rail adhesion ratio,
speed etc. shall be correlated.
3.24 Energy Consumption
3.24.1 Energy Consumptions requirements are given in Annexure-ECR.

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K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

4. Vehicle Body
4.1 General
4.1.1 Modern lightweight integrally structured rail passenger Cars are required, using modular construction
techniques for major components, such as roof, sides, floor and end modules.
Full details of the technique/technology employed for joining the modular elements of shells shall be
furnished, along with details of quantity and service records of vehicles assembled using such techniques.
4.1.2 The Cars shall be designed and constructed for a service life of at least 35 years of normal usage without
major rebuilding, strengthening and repair.
4.1.3 The appearance of the Car exterior must be of a modern and aesthetically pleasing profile. Emphasis is
placed on the style on the Car exterior as the metro wades through the most important part of the city. The
Car exterior finish shall not require paint for protection. At least 5 aesthetic solutions shall be proposed by
the Lessor including choices of colors, front face etc. The Lessor shall submit their proposals to K-RIDE
in the form of drawings, renderings, isometric sketches, photographs, artist’s impressions to convey the
overall aesthetic appearance and image of his design. Main requirements for aesthetic are:
i. modern look and must symbolize a modern transport means designed for future,
ii. rapid and robust appearance, two requirements which influence the shapes, the dynamic behaviour
and reliability,
iii. nice, curvy and non-aggressive shape respecting the surrounding environment and
contributing to the quality of life,
iv. accessible and protective at the same time, opened on the outside life with an impression of
transparency, but protecting from the outside aggression,
v. comfortable, offering an impression of quietude to the passengers, by a tidy soundproofing, a
relaxing brightness, soft and rounded shapes and a choice of suitable interior colours.
4.1.4 Design of Car body shall be such that sealants are not used as a primary protection for ingress of rain water.
4.1.5 The Car body structure shall be constructed so that fixed or mobile jacks can be used to lift the Car body,
with or without bogies.
4.1.6 Additionally, arrangements shall be made to permit the use of portable jacks in a restricted space such as
in tunnel to re-rail a Car after derailment.
4.1.7 Full details shall be provided of the arrangements made to provide seating for jacks and body stands, both
for normal and emergency applications.
4.1.8 Independent Engineer’s reviews shall be taken for finalizing Carbody shape and aesthetics.
4.1.9 K-RIDE envisages supply of trains with unpainted Carbody (both Aluminium and stainless steel) against
this bid.
4.1.10 The K-RIDE logo (to be advised after contract award) shall be applied on both sides of the Car and also at
the both ends. The Train number on both ends of DM car clearly visible, Car number shall be applied on
both sides of each Car at both ends, both externally and internally and also inside the cab to be easily
visible to the train operator and maintenance personnel. A longitudinal colour band and / or other branding
image shall be provided along each side of each Car, if desired by the K-RIDE. The colour scheme shall
be agreed upon during the design review of the Cars.
4.1.11 The exterior style of the vehicle shall be subject to the Independent Engineer's acceptance.
4.2 Not Used
4.3 Static Vehicle Profile

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K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

4.3.1 The Lessor shall furnish a static vehicle profile of complete Car together with a Kinematic Envelope as
required by Clause 3.20.
4.3.2 The notional leading particulars of the driving trailer Car and motor Car are set out in Table 4.1.
Table 4.1: Principal Notional Vehicle Dimensions

Description Dimension
Gauge 1,676 mm

Length of car Body Maximum including end fairings 21740 mm

length over the buffers 22,600 mm

Maximum Width over Body 3,200 mm

Saloon Door pitch (distance between door centers) of tow doors of same Approx. 5200
car mm
Saloon Door pitch (distance between door centers) of two doors of adjacent Approx. 6640
Cars mm
Minimum Passenger Saloon Headroom 2,050 mm

Locked down pantograph height for 25kV a.c. Cars from rail level at Car 4,048 mm
Centre Line
Maximum 1,130 mm
Height of floor from rail level
Minimum 1,100 mm

Maximum height of coupler above rail level for unloaded vehicle 815 mm
Minimum height of coupler above rail level for fully loaded vehicle 740 mm

Maximum 2500 mm
Bogie wheel base
Minimum 2290 mm

Maximum 15,100 mm

Distance between bogie centres Minimum 14,60 mm

New 860 mm
Wheel diameter
Fully worn 780 mm

Maximum axle load 17 Tonne

4.3.3 Common body shell structure shall be adopted for all types of Car.
4.3.4 The design shall ensure that the vehicle remains within the Kinematic Envelope under all conditions (both
in tunnel as well as on at-grade and via-duct). The Carbody shall be optimized to maximize use of
permissible Kinematic envelope.
4.4 Materials
4.4.1 The Car body shall be constructed of Aluminium or austenitic stainless steel of grade SUS301L to JIS
G4305 or equivalent international standard. Aluminium shall conform to ALCOA specification covering
use of Aluminium in Passenger Carrying Railroad vehicles, Aluminium Association, Aluminium standards

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K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

and Data. The Lessor shall bring to the notice and take prior reviewal of the Independent Engineer, if any
of the components of the Car body is intended to be of different material. Intermix of Aluminium &
Stainless Steel shall not be permitted.
4.4.2 Throughout the design life of 35 years, the Car body material shall not corrode or be etched by the
environmental conditions (See also Clause 3.10.1) that exist in Bengaluru and surrounding area and its
tunnels to the extent that the original appearance of the Car cannot be restored by normal washing. In
particular, the Cars shall withstand contamination from water dripping within the tunnel environment.
During the design life, there shall never be serious mechanical failures of bearings, gears , motor or wheel
set which may lead to unsafe conditions/ blocking of operational line during service unless due to
negligence of K-RIDE, accident or misuse. There shall be no structural failure or fatigue cracking of
Carbody, bogies or underframe load Carrying brackets or fixtures during the design life.
4.4.3 The exterior appearance of the Car body with stainless steel shall be smooth (not corrugated) unpainted
metal without the use of filler or other similar material, such that the maximum variation from the required
Car profile, over any one metre length, shall not exceed 1.5 mm. Any fluting, if offered, shall be shown to
have advantages, and shall be subject to review by the Independent Engineer. The roof, excluding the cant
rail, may be either corrugated or smooth.
4.4.4 In case of stainless steel Cars, complete coach including underframe of the coach shall be of Austenitic
stainless steel except end underframe / body bolster which may be of Light Alloy High Tensile (LAHT)
steel. Prevention to prevent galvanic corrosion at dissimilar metal contacts to be ensured.
4.4.5 In case the Aluminium Carbody is being offered, the unpainted Cars shall not corrode in Bengaluru highly
polluting environmental conditions or due to cleaning action during design life of 35 years. The Lessor
shall establish the same by giving references from operating railways.
4.4.6 The cleaning and washing procedure shall be simple and reinstate train’s original appearance. The K-RIDE
at his sole discretion may however decide during the design finalization stage for partial or complete
painting of the Aluminium Carbody. Use of unpainted Cars in regular train operation shall not affect the
aesthetics, train performance, reliability or mechanical life of the Carbody.
4.4.7 The Carbody shall be manufactured by using modular double skinned hollow Aluminium extrusions with
truss cross section. These modular extrusions shall be welded by using friction stir welding technique to
give spotless smooth surface finish. The maximum variation from the required profile shall not exceed
1mm over one meter length.
4.4.8 The finish of the texture shall be subject to review by the Independent Engineer whether applied by
machine or hand. The K-RIDE shall approve the finish and approved finish texture shall conform to ASTM
A480 or relevant standard: Finish of stainless-steel sheets and strip.
4.4.9 In the case of stainless steel cladding materials below 6mm in thickness, the side and end wall sections and
under frame shall be manufactured from rolled sections, folded or pressed plates, or plain sheets.
4.4.10 All welds including spots welds marks shall be passivated with acceptable procedure to protect against any
visible rusting/chemical deposits/blackening etc.
4.5 Not Used
4.6 Car Body Strength
4.6.1 The mechanical strength of the Car body structure shall comply with the requirements of UIC 566/EN
12663 except for the compressive load, which shall be 1200kN applied at the end of the Car body at the
centreline of the coupler, and shall be compatible in respect of crashworthiness. The tensile force shall be
reduced in the same ratio as the compressive force in UIC 566/EN12663.The Lessor shall Carry out stress
analysis of Car body as well as for important structural components which affect safety and availability
using the finite element method.

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K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

4.6.2 The vehicle shall withstand an evenly distributed downward vertical load equal to 1.1 x the weight of the
vehicle complete with all its equipment and supplies, but no passengers, with the body supported at the
lifting points provided by the Lessor close to the ends of the body bolsters in the under frame.
4.6.3 For the purpose of strength analysis, the number of passengers seated shall be taken as one per seat and
standing as ten per square meter, and the weight of each passenger shall be taken as 65 Kg.
4.6.4 For a welded construction, the camber on Car body under fully loaded condition shall be such that the
structure shall not sag below the horizontal plane throughout the vehicle’s 35 years life. However, for shells
fabricated with modular elements, the Car shall be built with a suitable camber under tare condition. It
shall be ensured that the downward deflection of the Car in fully loaded condition shall be within the
permitted deflection throughout the service life of thirty five years to ensure proper operation of doors
under all loading conditions. Detailed calculations shall be submitted by the Lessor for the expected
deflection so as to confirm that the deflection is within permissible limits under all conditions throughout
the life of the Car. Tests for stresses etc. as well as other tests as per relevant standard for the method of
construction deployed shall be Carried out under specified loads.
4.6.5 Vertical deflection of the Car body structure, up to the fully laden condition, shall not hinder the normal
operation of the passenger doors and cab-side doors.
4.6.6 The Car body, and any equipment mounted on, beneath or within it shall be designed to withstand the
fatigue loads that the Car body structure will encounter over a period of 35 years in service, in accordance
with the criteria described herein. The fatigue life assessment of body structure shall be Carried out using
recognised techniques and shall be submitted by the Lessor for review by the Independent Engineer.
4.7 Equipment and Equipment Mounting
4.7.1 All equipment, mountings and fasteners of components shall withstand the forces and impacts as specified
in UIC 566/EN 12663 without any part of the equipment becoming detached, and without any permanent
deformation to the Car-body.
4.7.2 The roof structure shall be designed to support the HVAC equipment, pantographs, VCB, surge arrestor,
ducts, conduit, lighting fixtures, headlining, stanchions and other equipment, and shall, in addition, have
sufficient strength to support, without permanent deformation, concentrated loads of 1000N, applied by
personnel working on the roof at increments of 750 mm apart. The minimum thickness of roof sheet shall
not be less than 1.0 mm.
There have been cases of roof getting damaged due to stray wires dropping on the live Overhead Equipment
(OHE) and flashing through roof sheet. In order to avoid puncturing of roof sheet, minimum thickness of
roof sheet shall not be less than 1.0 mm.
4.7.3 The Lessor shall Carry out a stress analysis of the Car body (including torsion mode) as well as for
important structural components that affect safety or availability, using the Finite Element Method.
Separate analyses shall be demonstrated and submitted for Car bodies having different basic structures.
The analysis shall demonstrate that all static and fatigue strength requirements of the Car body and
equipment mounting are met.
4.7.4 Calculations of the moments of inertia of the Car body about its longitudinal and transverse axes shall be
furnished, together with those of the Car body bending frequency.
4.8 Crashworthiness
4.8.1 The Car structure and its supplemental energy absorption devices shall be designed to minimize
accelerations transmitted to passengers, by absorbing collision energy, whilst not permitting one vehicle
to over ride another, nor to telescope one into another. The overall design shall confirm to EN 15227.
Energy absorbing tubes (anti climber) shall also be provided in between the Cars to reduce the risk of
overriding within the vehicle after coupler failure.

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K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

EN15227 states that Crashworthiness validation shall be done at 25 Kmph for identical metro train units,
which shall be assumed to be equal to train colliding a rigid wall with 12.5 kmph. Lessor shall analyse
such scenarios during design stage and safety at survival space and structural integrity of the occupied
areas shall be maintained in this scenario.
The Car structure shall meet the criteria laid down in EN15227 at 25 kmph collision.
4.8.2 The Car body design shall be suitable for six/three-Car train and shall be such that it is capable of absorbing
collision energy in a manner so as to localize structural deformation at low energy levels.
4.8.3 A suitable proven energy absorption feature with associated collapse features shall be incorporated into
the coupler draft gear. The coupler shall sustain no permanent damage when a fully loaded eight-Car train
collides with an impact speed up to 10 kmph.
4.8.4 At high energy levels it shall ensure that collision energy is absorbed by progressive deformation of the
vehicle end structure, thereby protecting the passengers and passenger area in the Car. There shall be least
deformation between the body bolsters.
4.8.5 Of particular concern is the cab front structure, which is required to protect the Train Operator in GoA2
mode, and vital control and communications equipment in the event of collision. The front part of the
driving Car is to be used as an emergency escape route from driving Car to track. Lessor shall submit his
proposal for the structural arrangement of the driving car front and sides, and the manner in which members
tie-in with the under frame and roof structure.
4.8.6 The Lessor shall submit predicted values for the following in respect of fully loaded Cars. The Lessor shall
submit a detailed technical proposal and analysis to specify the following in respect of the fully loaded
vehicle:
i) The maximum collision speed at which there is no structural damage to the Car body and the
coupler.
ii) The minimum collision speed at which the coupler energy absorption device fails.
iii) The minimum speed at which actual structural damage commences.
iv) The maximum speed at which the cab structural collapse features deform completely, without damage
to the main Car body structure when cab structure itself is part of the main Car body structure, the
maximum speed at which structural collapse features deform to the extent that it may affect the portion
of the Car body occupying the passengers (including the Cab areas).
4.8.7 The detailed proposal shall also specify the measures taken in the design to achieve the above objectives
and the proposed verification to satisfy the effectiveness of the design.
4.8.8 Suitable acoustic insulation shall be provided on the body side and roof sheet to minimise the effect of
reflected noise into the saloon. The Carbody shall be designed to have high thermal insulation to reduce
the heat loss and heat transfer coefficient (K value) of the Carbody excluding glazing/windows shall be
kept within 1.6W/(mK).
4.9 Under Floor Equipment Mounting
4.9.1 Equipment shall be mounted in accordance with IEC 61133 regarding weight distributions.
4.9.2 Routine maintenance and inspection will be Carried out from the sides and underneath of the Car. The
Lessor may mount propulsion and auxiliary equipment using an optimum number of pre- wired, piped and
tested modules, to ensure ease of access to equipment.
4.9.3 Equipment box covers shall be provided with simple secure locking devices, with easily visible markings
to indicate locked position. The covers may be of stainless steel/Aluminium. The size and weight of the
cover shall permit removal and manipulation by one person.

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K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

4.9.4 Covers shall be so designed that in the event of failure of a locking device in service, covers shall remain
captured and shall not infringe the Kinematic Envelope. Otherwise, cover retention catches shall be
provided to prevent covers from accidentally falling off. Covers shall open in a manner that will prevent
injury by contact with sharp edges or live electrical contacts. Pneumatic and brake equipment, isolating
valves shall be easily accessible from the side.
4.9.5 The under-floor mounted equipment cases shall be constructed using materials (e.g. stainless
steel/Aluminium) requiring no corrosion protection throughout the life of the Car.
4.9.6 All under-floor-mounted rotating machinery shall be fitted with resilient mountings to eliminate
transmission of mechanical vibrations to the Car body. Rotating parts should also be adequately guarded
and protected against ejection under failure conditions.
4.9.7 Not Used
4.9.8 Mounting arrangements shall ensure that under no circumstances the equipment would fall on line during
operation. Lessor shall establish during design.
4.9.9 Design of Carbody underframe and equipment layout shall consider quick re-railing of the Car specifically
in case of derailment at points and crossings and in tunnel. Re-railing points shall be located at suitable
locations and detail re-railing procedure with normal rerailing tools in the tunnel environment shall advised
and validated. It shall be possible to place the jack(s) beneath the coupler at agreed location for lifting and
moving the Car for re-railing purpose.
4.9.10 At both under frame ends it shall be provided anti-climbers located to prevent overriding and penetration
into passenger compartment in the event of severe collision. The under frame end structure especially right
behind the anti-climber shall be designed in a way to locally absorb collision energy exceeding the couplers
energy absorption capacity at relatively low force levels and reduces the risk of passenger injury in case of
an accident.
4.10 Couplers and Draft-gear
4.10.1 General
The basic composition is Six/three-Car train. The Cars shall be provided with automatic couplers
and/or semi-permanent couplers as specified in Chapter 1.
4.10.2 Coupling Requirement
The automatic coupler shall, in conjunction with the draft-gear automatically effect mechanical, pneumatic
and electrical coupling (electric head only for rescue operation). It shall also permit operation
(couple/uncouple) both manually from the track side or remotely from the cab and saloon.
The coupler shall provide adequate support to the gangway with passengers. Alternative gangway support
systems may be proposed.
In order to meet emergency requirements of clearing a disabled train by a healthy train, the couplers in
the proposed train shall be totally compatible for effecting safe mechanical and pneumatic coupling
with electric coupling (electric head only for rescue operation). As trains shall operate in ATO mode in the
tunnel environment without having uniform side platform to board/de-board in/from the train in case of
emergency, Lessor shall design the couplers in such a way that in no case (smallest curve with maximum
gradient), manual intervention is required to couple the defective train with healthy train mechanical or
pneumatically or electrically.
The coupler and draft-gear shall, in conjunction with the inter-Car gangway, be capable of gathering,
engaging and coupling units on all track conditions detailed in Chapter 3, Clause 3.14. Under these track
conditions, coupling shall be achieved with the most adverse mismatch of Car heights, caused by wheel
wear, passenger loading, air spring deflection, and service tolerances.

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K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

The automatic coupler shall be equipped with an integral self-centring device to prevent the coupler from
swinging transversely when uncoupled. However, the gathering range of the mechanical coupler shall be
suitable for horizontal curves of 100m radius and vertical curves of 1500m radius.
Uncoupling order for Intermediate, front & automatic coupler shall be physically separate.
For front coupler, the arrangement shall be in the cab and for others it shall at the intermediate end
interlocked at the cab. Both coupling and uncoupling arrangements shall be foolproof and shall utilise both
the hands with built in safety precautions against possible hazards.
The coupler shall not generally require any maintenance upto intermediate overhaul. Any
greasing if required shall be in-situ only.
4.10.3 Automatic Couplers: Protection
When uncoupled, auto-couplers shall be arranged so that pneumatic connections shall be automatically
protected from the ingress of water and extraneous foreign matter.
Auto-couplers shall also incorporate provision for the selective isolation of air connections whilst
remaining mechanically coupled.
The electromagnetic valves used for actuation of coupling / uncoupling action shall have IP protection of
IP 65 and shall be proven in EMU metro operation for at least 2 years.
4.10.4 Semi-Permanent Couplers and Draft-gear
Means shall be provided for vertically aligning the couplers, at the intermediate ends, to facilitate coupling.
After coupling, such means shall not limit normal operating movement of the coupler. This arrangement
shall accommodate the full range of height variation between adjacent vehicles when being coupled. The
pneumatic connection between the Cars shall be through the semi- permanent coupler.
Electrical end connections shall be semi-permanent. Uncoupling or re-coupling shall not damage these
connections. It shall not be necessary to give preventative maintenance attention to these connections
between vehicle overhauls.
4.10.5 Draft-gear Design and Energy Absorption Requirements
The draft-gear shall meet the requirements specified in Clause 4.8.
4.10.6 The coupler shall be maintained horizontal by means of easily adjustable supports, which shall take Care
of loss of coupler height within the Car body.
4.10.7 The weakest portion for parting shall be at the junction of the two coupler heads, interrupting pneumatic
connections, and thus causing an instant emergency brake application.
4.10.8 Semi- Permanent coupler should not sag in uncoupled condition and it should be possible to couple two
halves of semi- permanent coupler without any external assistance.
4.10.9 All the couplers (Auto, semi-permanent) shall have the shear-off functionality. Wearing parts/plates of the
gangway and couplers shall give a service life of minimum fifteen years.
4.11 Car Exterior
4.11.1 The appearance of the Car exterior must be of a modern and aesthetically pleasing profile and shall
minimize the built up of dirt. Approval of the Independent Engineer shall be obtained for Car exterior. The
Car exterior finish with stainless steel body/Aluminium shall not require paint for protection.
4.11.2 Proposals for measures that will maintain the original appearance of the Car exterior from undue
deterioration, staining or streaking, including appropriate chemical cleaners shall be submitted.
4.11.3 Not Used.

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K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

4.11.4 The Cars shall be completely watertight, without using any sealing compound, and be able to withstand
rain water protection test, as approved by the Independent Engineer, simulating a train traveling at speed
under severe climatic conditions of Bengaluru as well as passage through automatic wash plants. If
considered unavoidable, only weld-through sealants shall be provided. The external sealants shall not be
exposed to direct sunlight. The sealants life shall match with the life of the Car body and detailed
literature/catalogues shall be submitted to the Independent Engineer and approval obtained prior to
undertaking manufacture of Car body.
4.11.5 The design of the Car exterior shall generally be aesthetically pleasing, and shall minimize the build-up of
dirt.
4.12 Cab Front End Exterior
4.12.1 The cab front end is required to house the following features and devices:
i. Windscreens (See 4.13.2) along with sun-blinds,
ii. Electronic Destination Display (EDD) (See Chapter 13)
iii. Head- and tail-lights (See Chapter 12).
iv. Flasher Light (See Chapter 12).
v. An electric horn, operable from the train operator’s console (See Chapter 12).
vi. Windscreen wipers (See Chapter 12).
vii. Detrainment Door (Front Emergency Evacuation Door)
4.12.2 First saloon door (both side) adjacent to cab on both end of the train, shall have provision for the train
operator to board in the train. The anti-skid steps shall be provided. Hand rail shall be provided inside the
saloon to support the train operator/maintenance personnel to board the train. Provision shall also be given
to open this door from outside to enter in the train.
4.13 Train Operator’s Cab
4.13.1 Cab Layout
(i) Cab layout and facilities shall be designed to meet all possible modes of operation including ATO/ATP,
Manual Driving in line/depots/stabling yards etc.
(ii) Suitable cab shall be provided at each end of the train to manually operate the train. A saloon to cab
partition shall be provided for each cab for manual driving mode by KRIDE
(iii) Emergency detrainment door ramp (in folded condition) shall be suitably covered from inside of
driving console and space for keeping this detrainment door cover shall be ensured.
(iv) In order to release maximum space and also to enhance the effectiveness of operation, the control
equipment shall be installed at distributed locations without affecting the safety, maintainability and
reliability of train operation.
4.13.2 Windscreen
The Windscreen shall be constructed of toughened, laminated safety glass, and shall comply with the
requirements of UIC 651, IS 2553 (Part-1 and 2), ECE Regulaion-43, EN15152 and UIC 566/EN 12663.
The inner and outer surfaces of the windscreens shall be scratch resistant.
4.13.3 Cab Front Cupboard
An emergency equipment cupboard shall be provided at suitable location and equipped with first Aid box,
safety equipment including fire extinguishers (5 Kg capacity) etc.
4.13.4 Electronic Destination Display (EDD)

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K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

The Electronic Destination Display shall be located at the top and immediate behind windscreen at
appropriate location. (See Chapter 13).
4.13.5 Driving Console Lighting
LED based lighting of the train operator’s console shall meet the requirements of UIC 651 or which
stipulates a minimum of 60 lumens/m2 measured at the driving control desk. (See Chapter 12).
4.13.6 Train Operator’s Seat (Removable)
The train operator’s seat shall be cushioned, non-slippery, ergonomically designed with back/lumber
support using non-flammable materials and filling, and fully adjustable in the longitudinal and vertical
directions.
4.13.7 Cab side door
There shall be a cab side door on both sides of the cab. The doors shall be manually operated doors. The
door shall be a sliding door. It shall be possible to lock, unlock, open and close the cab side doors from
track level Refer clause 7.4
4.13.8 Saloon-to-Cab Door (partition door)
There shall be removable temporary door in the removable partition between the saloon and the cab. (See
Chapter 7).
4.13.9 Cab air-conditioning requirement shall be referred in Clause 11.12
4.13.10 Cab Floor
The cab floor shall be clear of all discontinuities, and shall not incorporate access panels to underfloor
mounted equipment, junction boxes and cable ducts. It shall be possible to undertake water washing of the
cab floor without damage to the floor or equipment. The cab floor material, the floor covering and general
design shall be similar to the saloon interior floor (See clause 4.14.8)
4.13.11 Cab Lighting
The cab shall be provided with a ceiling lights harmonised with saloon lights and console lights. (See
Chapter 12).
4.13.12 Not Used
4.13.13 Suitable 15A and 5A socket with suitable protection device shall be provided in the cab and console at
both ends of the Car for charging emergency light, use of cleaning machines etc.
4.13.14 Brush finished grab rails shall be provided at appropriate (more than one location) locations in the cab.
4.13.15 Sun protection visors shall avoid the dazzling by sunbeam from the front and sides of the cab. This device
shall be adjustable from the sitting position of the driver and the field of vision shall not be reduced.
4.13.16 Not used
4.13.17 Cab Floor
The driving console floor material, the floor covering and general design shall be similar to the saloon
interior floor (see clause 4.14)
4.14 Saloon Interior
4.14.1 General Considerations
(i) The Lessor shall propose vehicle interior layouts, which incorporate a modern aesthetic
approach with considerations to optimise passenger comfort, safety and security as well as to
minimise noise in the saloon.
(ii) It shall incorporate wide double leaf automatic doors along each side, /Transverse seating, enclosed
by stand-back areas and draught screens, grab-poles and rails, LED lighting, air conditioning outlet

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K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

grilles, passenger information displays, public address loud speakers, cameras, smoke and fire
detectotrs, charging sockets, and passenger emergency alarm devices to permit passengers to make
the train operator aware of problems.
(iii) The body side and roof outer skin shall have a suitable thickness of approved acoustic and
thermal insulating material bonded to their interior surfaces.
(iv) The design of interior fittings shall be safe under all conditions of passenger impact,
during emergency braking and buffing under fully loaded condition.
(v) All non-metallic materials shall satisfy the requirements of flammability, toxicity and smoke
emission limitations specified in EN45545 or equivalent international norm.
(vi) All interior surfaces must be finished with good blending and good slow ageing properties to provide
a pleasant, high-quality interior and for ease of cleaning and maintenance.
(vii) All internal panel surfaces shall be smooth finished with modern low flammability, low smoke
emission, ant graffiti, and low toxicity materials, preferably with melamine finish. All internal
panels shall be resistant to graffiti, scuffing, vandalism, and cleaning agents. Rounded corners or
covings shall be provided wherever mutually perpendicular flat plane surfaces abut. Metal sticking
strips of 150mm depth with contoured coving are required on all exposed vertical surfaces above
floor level.
All panels shall conform to ASTM standards (ASTM D2563- level 1) and NFF01-281. The colour
shall not fade/discolour with time or due to rubbing. The colour shall not fade/discolour with time
or due to rubbing. Resin Transfer Moulding (RTM)/Prepag moulding process with Nomex
Honeycomb shall be used for manufacture of panels and specific approval shall be taken for any
deviation. Equivalent alternatives can be suggested. Hand laying process shall not be acceptable,
unless essential in view of location and contours. Decision of the Independent Engineer will be final
and specific Review shall be obtained during design stage.
(viii) As far as possible, fastening devices, hinges, fixings and securing screws shall not be visible from
within the saloon.
(ix) Gaps between all interior lining, panels kick strips, seat shell, etc. shall be kept to bare minimum.
Suitable cushioning at panel joints shall be provided to suppress noise.
(x) The area between top of body side windows and the ceiling shall be utilised for advertising
video/static displays.
(xi) The Lessor shall propose arrangements for Line route maps, system route maps and advertisement
holders in the saloon that are unobtrusive and easy to maintain. He may also propose alternative and
additional display systems, which satisfy the above intentions.
(xii) Equipment cupboards for housing equipment, for which access from the saloon is necessary, may be
provided at the Car body ends.
(xiii) At least two 10 kg fire extinguishers of the dry powder type shall be installed in each saloon, readily
accessible and flush mounted on panel diagonally.
(xiv) A dedicated space shall be provided in the driving Motor Car, near the first door of the Car, to
accommodate a wheelchair, foldable bicycle complete with its occupant. Detailed proposals,
including the need for a doorway flap or ramp shall be submitted and may be reflected in the
appropriate prototype train.
(xv) The Lessor shall provide all interior and exterior signages required by the Independent Engineer
forreview. All interior /exterior stickers/ signages strips / logo etc. used in any location shall conform
to international norms and must be in use in more than

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K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

5 different metros worldwide. The safety related signages shall be fluorescent. The signage used for
marking wheel chair shall be placed on floor as per the standard signage. Lessor shall prepare detail
plan for signages and stickers as followed in the metros worldwide for Independent Engineer’s
review. The signages for emergencies shall be fluorescent types.
(xvi) Not Used.
(xvii) Smoke or Smoke & Heat detection system shall be used for fire detection in the passenger areas of
Rolling Stock including in the temporary driver’s cab. Proveness method for smoke detection in
metro railways (such as point smoke detector or aspiration based smoke detector) application shall
be used. EN455455 and EN50533 shall be considered in the design. The system should be SIL2
compliant. Any change in SIL level shall be subject to the hazard analysis and acceptance or
otherwise of the same by the Independent Engineer whose decision shall be final and binding. System
shall consider following aspect in the design but not limited to:
a. Quick detection; EN54 shall be complied for validation.
b. Positioning and number of detectors shall consider size and design of passenger saloon,
HVAC design and other operational aspects like door opening at stations etc. ARGE
guidelines for fire detection in rolling stock application or similar shall be used for real scale
smoke test to certify the layout of smoke detection system.
c. Robust design in regarding the factors that could cause a false fire alarm.
d. Right and adequate interface with TCMS & other systems.
e. EN50126 and EN50128 complied.
(xviii) Automatic ‘Smoke’ or ‘Smoke & Heat detection’ shall be provided. Functioning of the system shall
be integrated with the TCMS.
(xix) Name plates of Car manufacturer and propulsion supplier may be placed on the both end of the Car
at suitable location.
(xx) Nominal clear height inside the Car shall be 2100mm±50mm.
(xxi) The metro train shall be designed to transport all population, including valid people, children,
passengers with luggage, passengers with foldable bicycle, senior citizens, slightly disabled people,
blind or deaf people, handicapped person including non-ambulatory persons in wheelchairs. The
design and manufacture of metro trains shall comply with the “The persons with disabilities [equal
opportunities, protection of rights and full participation] Act, 1995”.
4.14.2 Windows
(i) Saloon windows shall be provided and be flush mounted with the exterior of the Car body.
(ii) All windows, including those in Passenger Saloon Doors (See Chapter 7) shall consist of the
following as a minimum:
• Inner tempered glass (minimum 5mm thick)
• Air gap (6mm)
• Double glazed laminated glass with PVB coating between them.
• Minimum thickness shall be 18 mm with noise attenuation shall be 33 dBA
(iii) All windows shall be designed to minimise solar gain and provide a level of thermal insulation
consistent with the requirements of the HHVAC system.
(iv) Window units shall be modular units, and shall be replaceable with minimum disturbance to the
rest of the vehicle. Window units shall be identical & interchangeable, as far as possible.

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K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

(v) Large window openings are preferred to permit standing passengers a wider view. The size of the
windows shall be subject to review by the Independent Engineer
(vi) Each window, including glazing shall have sufficient strength to resist penetration of solid steel ball
when tested as per annexure ―A’ of IS: 2553 Part-II.
(vii) All side windows shall transmit less than 5% of the incident ultra violet radiation. All windows
shall transmit between 50% and 55% of incident visible light.
(viii) Deflection at window and door openings under a compressive load of 1200kN and tensile load shall
be reduced in the same ratio as the compressive load in UIC 566/EN 12663 shall not damage the
window or door.
(ix) Window seals shall be designed to prevent ingress of water to the inside of walls. Use of rubber
extrusions is preferred to make the mounting watertight. The sealing material shall be so selected that
it lasts at least for the interval between major overhauls of Car body.
(x) The windows shall be transparent to radio frequencies.
4.14.3 Passenger Saloon Doors
Each Car shall have eight pairs of electrically operated, externally hung/pocket type, sliding bi- parting
doors, four per side (See Chapter 7).
4.14.4 Seats
(i) The seating arrangement shall be discussed during design and shall be maximised by avoiding cubicles
in the saloon space. The stainless steel/or any suitable material seats shall be designed to ensure they
are:
• Comfortable with lumber support & aesthetically pleasing
• Easily cleanable, repairable and changeable and will not be adversely affected by normal
cleaning agents
• Durable, light weight, fire resistant and vandalism proof
• mountings shall be capable of withstanding the loads arising in service conditions
• The Longitudinal banks of bucket type seats shall be made of antislip stainless steel.
• provide some resistance to passenger movement longitudinally along the vehicle during
acceleration and braking
• The proposed seats should have been in use in similar metros worldwide.
(ii) The colour scheme and design shall be selected by the Independent Engineer during design. There shall
be distinction scheme to easily distinguish the user type such as old & disabled passengers, ladies etc.
The scheme shall be approved by Independent Engineer.
(iii) Unpainted seats shall be used. In order to release space in the cab area, auxiliary equipment/panels etc.
may have to be placed under the seat. The equipment heat shall not affect the seat and suitable
arrangement shall be made for its dissipation. The seat/its base shall be provided with suitable
arrangement to easily lift it for maintenance purpose. Seating passengers can block the air flow into
these equipments/panels.Care shall be taken in design of ventilation/cooling arrangement of these
equipments.
(iv) Seat modules in similar situations in a vehicle shall be interchangeable. It is preferable that only one
style of module be used throughout the train.

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K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

(v) The proposed minimum seat depth, measured from the seat’s forward edge to the forward surface of
the seat’s back, minimum seat width and leg room shall be proposed by the Lessor for the review of
the Independent Engineer.
(vi) Seats shall meet the requirements of UIC 564-2 or equivalent standard.
4.14.5 Draught Screens
(i) Beside all passenger access body-side doorways, shall be provided a longitudinal space, providing
a stand back position for passengers to manoeuvre themselves into position when nearing their station.
(ii) Beyond the stand back area and at the end of the adjacent longitudinal seat a draught screen
shall be installed.
(iii) The draught screens shall be formed from tubular metal grab poles, fitted with clear safety
toughened glass, in such a way as to provide uninhibited hand holds to passengers within reach of the
tubular metal sections. Bump support/Lumber support arrangement shall be at suitable location as
decided by the Independent Engineer.
Draught Screen shall be adequately supported with grab rails and the packing material used should not
come out during the service life.
(iv) The strength of the draught screens shall be such that passenger loadings shall not produce any
permanent deformation, damage or displacement.
4.14.6 Grab Poles and Rails
(i) Stainless steel grab poles and rails shall be provided in the standing areas of the saloon for the
comfort and safety of standing passengers.
(ii) Grab poles shall have not less than three vertical arms for increased accessibility.
However, space between the vertical arms shall be limited to ensure that no entrapment of any part of
the body is possible.
(iii) Sufficient margin shall be available in the top guide so as to ensure that under extreme loading
conditions, the grab poles shall not become free.
(iv) The grab poles and rails shall suffer no permanent deformation when subject to loading conditions
arising in service, in accordance with UIC 566/EN 12663. The mounting of grab poles consider the
movement of floating floor for passenger load of 10 passenger/m2 and shall ensure free movement
in the worst possible scenario.
(v) Grab poles and rails in the DM,T and M Car shall be provided to cover maximum number standing
passengers. As a minimum 3 rows of longitudinal bars shall be provided throughout the saloon. The
bars shall be suitably contoured in the door area to facilitate easy flow of passengers. The layouts shall
be proposed by Lessor during design and shall be decided during mock up. The decision of Independent
Engineer shall be final. Stainless steel grab handles (), widely used in at least five metros worldwide,
shall be used.
Stainless steel grab handles with minimum five handles per meter of grab rail shall be provided.
Additional Stainless steel grab rails shall also be provided at the entrance (both sides) of each
door and also near gangway as decided by the Independent Engineer during proto type review.
(vi) Grab rails and stanchions in saloon area shall be brush/matte finished.
(vii) The Lessor shall incorporate his proposals into the proto type, for consideration. Detailed
arrangements shall be finalized and got reviewed from the Independent Engineer during the proto type
finalization stage. The decision of the Independent Engineer shall be final and binding.

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K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

(viii) The completely assembled grab handles shall be subjected to ―pull off test‖ to measure the maximum
load they can withstand. A minimum load of 2500N shall be achieved. The fully assembled grab handle
shall be subjected to an endurance test with the following basic conditions.
a) Load : 35kg vertical
b) Cycles: 300,000 cycles minimum
c) Bending Angle: ±45 degrees
d) Frequency: Each cycle to consist of movement of the handle from one extreme to another
extreme and back within one second.
Any other test considered essential for the grab handle test to be included in the test plan
(ix) Grab rails shall be so designed that they don’t hinder passengers view of door/PECU in CCTV.
4.14.7 Interior Lighting
See Chapter 12 for details.
4.14.8 Floor
(i) The non-skid floor structure shall be of floating floor type. The non-skid floor structure shall be
floating floor type comprising of aluminium or stainless steel honeycomb boards/ ply boards with
cork, rubber cushions, glass wool insulation and floor covering to achieve low noise level inside the
Cars & less weight subject to its conformance with BN45545:2013. The floor shall be designed to
minimise the life cycle cost of the floor over 35 years. Subject to submission of complete details and
approval by the Independent Engineer & for better noise attenuation level of the floor, and
conformance to EN45545 or better/equivalent international standard as specified in ERTS 2.5.8,
any suitable alternate design of floating floor can also be considered.
(ii) The floor, and its mounting structure, shall be designed to withstand specified loads that may be
applied over 35 years in normal operation of the consist. The minimum thickness of the floor
structure shall be 80 mm.
(iii) The floor structure shall provide a high resistance barrier to fire and to noise generated beneath the
vehicle. Test report shall be submitted. At all door openings, the floor shall make a water-tight
connection. No opening in the sub-floor is permitted.
(iv) The floor covering shall be anti-slip, waterproofed and sealed, non-skid, resistant to wear and
staining shall not trap dust, and shall be easily cleaned using conventional floor cleaning
machines/methods and media. The floor covering shall meet the requirements of EN45545:2013 in
respect of fire, smoke and toxicity. The Lessor shall ensure even, uniform and gapless joints. The
width of the roll shall be selected to ensure the joint, if any, is only to the farthest from centre of the
Car. Due to heavy dusty environmental conditions, lot of abrasive dust gets accumulated on the floor
within short time and gets stick to it making it difficult to clean by normal means. Lessor shall
propose suitable cleaning machines and liquid (with suitable local equivalent) and demonstrate the
cleaning procedure to the satisfaction of Independent Engineer and without any damage to flooring
on long term basis. The flooring shall have high abrasion resistance as per ISO-4649 and shall be
compliant with relevant EN/ISO standards. It shall also have provision for inlaid logos for
handicapped persons etc.
(v) The floor design shall allow the floor covering to be removed without damage to the floor sub-
structure.
(vi) The total floor structure shall provide an effective fire barrier for a minimum of 30 minutes as per
EN45545 Category or equivalent.
(vii) The sub-floor should be insulated for anti-drumming and noise suppression.

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K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

(viii) Floor covering shall have a design life of not less than 20 years.
(ix) The floor, and its mounting structure, shall be designed to withstand any loads that may be applied
over 35 years in normal operation of metro train. Floor shall resist to a load of 1.5 times the passenger
load corresponding to 10 standees/m2 (950 daN/m2) and to a stamping effort of 35 daN on a surface
of 25 mm².
4.15 Inter-Car Gangways
Single piece/double piece double skin with interior panel gangway (subject to Independent Engineer’s
satisfaction) with suitable clamping and jointing arrangement on both ends with saloon end walls shall be
provided within the 6/3 Cart Train where #- single piece/double piece gangway in case of separation of
Cars the gangways shall have securing arrangement and shall not get damaged or de-shaped. All inter Car
gangway structures shall be totally interchangeable with one another.

4.15.1 Exterior
(i) The gangways, when coupled shall be completely weather proof and draught proof.
(ii) The gap between the station platform edge and the exterior of the inter-Car gangway shall be
minimised.
(iii) The gangway structure shall lock securely at top and bottom. Locking and unlocking shall be
by manual means with single operation levers one each for gathering and latching functionalities.
The levers shall not be easily accessible to commuters.
(iv) The means of uncoupling a semi-permanently coupled pair of Cars, in workshop conditions
shall be described by the Lessor.
(v) All inter-Car gangway structures shall be totally interchangeable with one another.

(vi) Not used.

(vii) Not used.
(viii) The location of drain holes in the frame shall be such that water doesn’t fall and corrode the junction
box or coupler beneath.
4.15.2 Interior
(i) The inter-Car gangways shall be arranged so that litter left in the gangway cannot accumulate, and
is readily removable, without having to disconnect gangways or remove access covers.
(ii) The headroom in the inter-Car gangway area shall be at least 1900mm, and the clear width
through at least 1400mm.
(iii) The interior design shall be fitted with smooth and aesthetically pleasing finish and shall ensure that
no potential finger or dirt traps exist.
(iv) It shall not be possible for a person to move apart parts of the gangway interior cladding in such a
way as to gain access to the exterior of the vehicle between components of the gangway, under any
circumstances
(v) The locking arrangement shall not be accessible to the commuters.
4.15.3 Gangway Floor
(i) The floor through the inter-Car gangway shall be maintained as nearly as possible at the same
height as the rest of the Car floor. The height difference shall be kept to a minimum, and at
no point shall it exceed 20mm difference from the remainder of the floor. Height changes shall be
ramped so as not to cause inconvenience to passengers.

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K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

(ii) Vertical gaps between the hinged moving tread-plates of the inter-Car gangway and the general floor
level of the Car shall not exceed 5mm. The means shall be provided to minimise wear of the floor
by the sliding action of each moving tread plate.
(iii) The design of the floor shall be such that the relative movement between adjacent vehicle ends does
not cause sliding floor plates to lift in such a way as could cause injury, in particular to sandal-clad
or bare feet.
(iv) Heat and sound insulation measures sufficient to meet internal noise levels and HVAC requirements
of the Car body shall be provided.
(v) Sealing of the gangway shall eliminate leakage of any water into the saloon area. Also the water
from saloon shall not go and collect below the gangway floor.
(vi) The elements of the gangway shall give a service life of minimum fifteen years except those
susceptible to wear & deterioration, such as gangway flexible elements, which may give a service
life of 8 to 10 years.
4.15.4 Gangway Strength
(i) The gangway floor shall be designed to meet the same strength requirements as the rest of the Car
floor.
(ii) The gangway shall withstand without permanent deformation the following loads:
• A differential pressure between inside and outside of the gangway of ± 2.5kN/m2.
• A concentrated perpendicular load, acting from within the gangway, of 1000N applied over an
area of 0.1m2 anywhere on the surface of the side walls.
(iii) Wearing parts/plates of the gangway and couplers shall give a service life of minimum fifteen years.

4.16 Car Roof and Roof Mounted Equipment

4.16.1 Roof Structure
(i) Carbody roof shall be curved to suit aesthetics and shall be got reviewed from Independent Engineer.
Roof shall be constructed of stainless steel sheets of minimum 1 mm thickness. The roof shall
be passivated involving chemical treatment with dilute acid solution for the purpose of removal of
free iron or other foreign matter, before introduction of Cars in revenue service
(ii) In Bengaluru area, incidences of stray wire being dropped by birds etc. are quite frequent. In
many cases this has fallen on OCS and roof equipment mounted on the body. These resulted not
only in interrupting train running and power supply system but also withdrawal of rakes from
revenue service and also puncturing of roof sheets. To obviate these problems, suitable design
arrangements for provision of suitable insulation (for 25 kv single phase) of all live parts on the
roof (excepting pantograph pan) shall be provided.
(iii) Sometimes these wires are long enough to bridge OCS and body of Cars. Design shall ensure that
puncturing of the roof is avoided to the maximum extent possible. In such cases, non- metallic cab
mask is found to experience severe damage. Suitable design provisions shall be made to
minimise such instances.
(iv) Roof design shall be such that there shall be no possibility of water stagnation at any part of the
roof.
(v) All sub components of the roof or roof & equipment bases, shall be continuously welded/brazed to
ensure that there is no ingress of rain water between any joints on the roof. Use of water sealant

48
K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

putty alone for water sealant is not acceptable. However, such putty of proven make can be used
along with the continuously brazed/welded joints, if required.
(vi) The Lessor shall submit proposals for review by the Independent Engineer.
4.16.2 HVAC Equipment and Duct
Package HVAC units shall be mounted at each end of the Car roof, housed in suitable watertight wells in
the Car roof structure. The wells shall be provided with adequate, double sealed connections to the main
conditioned air ducting, electrical supply and condensate drains. Conditioned air shall be fed into thermally
insulated ducting. The duct shall be split diagonally from end to end distribute air evenly throughout the
length of the Car. In the event of the failure of one HVAC unit conditioned air shall be made available
throughout the length of Car including cab in DM Car.
Suitable arrangement shall be provided for providing sufficient quantity of conditioned air in the cab as
well as in the front console and cubicles. The temperature in the cab shall be same as achieved in the
saloon.
Suitable arrangement shall be provided to drain out the condensate water from the saloon. The drain
arrangement shall be robust and of adequate size, shall be designed to prevent choking and shall be easy
to clean. Under no circumstances, the condensed water shall spill inside the saloon or on the platform.
Bengaluru humid environment saturation level during rainy season shall be taken into account, while
designing the drainage arrangement for the condensate.
HVAC covers in the roof shall be of sufficient strength and no restriction shall be placed for movement of
maintenance personnel on the HVAC roof.
Deposition of dust in the duct shall be avoided to the maximum extent. It shall be possible to easily clean
the duct. Any specific equipment, if required for the purpose shall be maintained at depot. Cleaning of the
duct shall be simple and Lessor shall suggest necessary equipment required for dust removal and
sanitization against fungal growth etc. Contactor shall maintain minimum two sets of duct cleaning
equipments in Depot. Thermal insulation and sealing of duct shall have zero calorific value. Tapes and
other adhesive materials used in ducts shall have minimal calorific value and shall be fire retardant.
Design of Exhaust Air Path
Exhaust air exit path shall be provided through openings below the seats, allowing the interior air to pass
through the gap between the inner and outer layers of side walls and discharging to atmosphere from outlets
provided on the roof at centre and as well as at the ends. Exhaust airpaths/ducts should be metallic,
constructed of stainless steel or Aluminium, and having anticorrosion coatings. They should be sloped to
drain any condensate water to the outside of the Car. Gravity dampers and water eliminators should be
provided at exhaust air outlets to prevent air back flow and water ingestion from rain or Car washer.
Exhaust grills should be located on the Car body areas where the outside static pressure disturbances are
minimum, so as to prevent large fluctuations of the Car interior static pressure on train runs. The design of
exhaust chimney shall be suitably designed to prevent water ingress inside saloon area and between the
inner and outer layers of side walls.
4.16.3 Roof Drainage
The Lessor shall ensure adequate water drainage from the roof, such that no water shall be discharged into
the vicinity of the passenger doorways. The water shall not accumulate in the rain gutters and shall be
easily discharged through adequate sized pipes at levels below the floor level and sufficiently away from
the track. Hose/Rubber fittings are not referred in the discharge pipe and steel pipe fittings shall be
preferred. In case, rubber pipe connections are unavoidable due to tolerance clearance issues, they can be
used only at one location provided the life of rubber used shall be more than 15 years and suitable window
arrangement on the Carbody for its replacement shall be available.

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K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

The rain gutter shall be so mounted on the Car body such that there is no possibility of water seepage from
gutter on the body.
The rain gutter sheet shall be of same finish as side wall. The joints shall be designed such that no water
seepage shall be possible at joints. The surface finish criteria for rain gutter shall be same as applicable for
the side wall.
The drainage shall be so designed to eliminate the requirement for unblocking of leaves and other debris.
The drainage arrangement shall be suitable for use with, and not cause damage to the brushes of automatic
train wash plant.
4.17 Cattle Guard
The Driving Cab end of the Train shall be provided with a rugged cattle guard that can withstand collisions
at the maximum service speed with animals weighing up to 600 kg and shall be strong enough and profiled
to prevent the entry of animals under the Car after impact.
4.18 Not Used
4.19 Not Used

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K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

5. Bogies
5.1 General Requirements and Features
5.1.1 The bogies proposed to be supplied shall be of proven design principles.
5.1.2 It shall be manufactured to continue in service, under all operating conditions for at least 35 years,
assuming normal wear and tear, and maintenance. During that period, there shall be no major rebuild,
repair or strengthening of any bogie structural members.
5.1.3 The bogies shall be of the two axle bolster less type incorporating a primary suspension system of proven
steel-and-rubber or proven helical coil steel-springs with requisite dampers, and a secondary pneumatic
suspension system, and with axle bearings outboard of the wheels. Calculation supporting the selection of
axles and bearings shall be submitted for review and approval by the Independent Engineer. Bogie body
connection shall preferably through resilient transmission bar arrangement.
5.1.4 The bogies for all trains under this contract shall be identical to the maximum extent possible. DM M, and
T Car bogies shall have interchangeable components to the maximum extent possible. The bogie
components and suspension components shall be common for all bogies.
5.1.5 Car body and bogie construction tolerances and distortions shall be controlled within the specified limited
tolerances. If necessary suitable shims shall be provided to maintain the tolerances. If shims are required
for permanent use, the same shall become a permanent fixture on the bogie and or Carbody .
5.1.6 The design shall provide means for easy compensation for wheel wear and loss of height in the bogie
resulting from other causes.
5.1.7 The bogie and bogie mounted equipments shall be designed to minimize unsprang mass.
5.1.8 The bogies offered shall permit the Cars to negotiate curves on plain track and through turnouts as per
parameters given in chapter 3.
5.1.9 The bogies shall be provided with optimised suspension. Suspension would not be acceptable if bogie
shows tendency to hunt upto the maximum test speed.
5.1.10 All Rubber/ rubber-metal-moulded items used in suspension shall be type tested for specified temperature
and humidity conditions.
5.1.11 Not used.
5.1.12 During the design life of the Car, the bogie shall not need any rebuilding, repair or strengthening of
structural members.
5.2 Dynamic Requirements
5.2.1 Suspension characteristics shall be selected so as to avoid resonance between the various elements of the
vehicle system including the Car body. Bogie and body frequencies shall be suitably separated.
5.2.2 All vehicles shall be so designed that no part of the Car shall infringe the Kinematic Envelope at any speed
up to 90 km/h.
5.2.3 The bogie suspension, in conjunction with the Car body, shall be designed to enable Cars to operate
satisfactorily on track with the maximum specified track twist. The maximum off-loading of wheels ∆Q/Q
shall not exceed 50% & 60% of nominal wheel load in both inflated and deflated conditions respectively
upto maximum permissible speeds.
5.2.4 The axle yaw stiffness, and the rotational resistance of the complete bogie shall be such that lateral flange
forces generated when negotiating the track alignments for the route specified are not so high as to lead to
excessive rail wear and wheel flange wear, but shall be sufficient to obviate bogie or wheel set hunting.

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K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

5.2.5 The Lessor shall submit calculations to confirm that the derailment quotient Y/Q shall not exceed 1.0 at
rail-wheel level under the most adverse conditions, where Y & Q are the instantaneous lateral force on the
wheel flange and the instantaneous vertical load on that wheel tread respectively.
5.2.6 The bogie rotational resistance (X factor) test under inflated and deflated air spring conditions would be
Carried out at the manufacturer’s works under AW0 and AW4 conditions, the value of which should not
exceed 0.08 at rotational speed of 0.8 degrees/second. The rotational resistance shall neither cause
excessive flange wear nor cause any possibility of flange climbing but shall be adequate to avoid bogie
hunting on straight track. The Lessor shall show by analysis that no flange climbing occurs on any curve
specified here when the Car is in the new condition and on a worn condition and moving at all possible
speeds.
5.2.7 Vehicle Dynamic Analysis of Bogie:
A Dynamic Analysis, to evaluate the running behaviour of the vehicle with the proposed bogie design,
shall be Carried out by means of theoretical calculations applying multi-body simulation techniques.
Proven validated software shall be used. The following parameters, at the minimum, shall be evaluated /
analysed.
(i) Natural frequencies of the suspension.
(ii) Stability of the vehicle.
(iii) ∆Q/Q for the track twist.
(iv) Bogie rotational resistance
(v) Wheel wear index at the tread and flange
(vi) Derailment quotient Y/Q
(vii) Carbody accelerations
(viii) Curving capability and any tendency to hunt.
The Lessor shall submit a proposal covering the scope of the analysis and the model for review by the
Independent Engineer.
5.3 Bogie Construction: Bogie Frame
5.3.1 The bogie frames shall be of fabricated, robust construction, using weather resistant high tensile Carbon
steel to EN10025/ JIS G3114 or an approved international standard, capable of withstanding heavy duty,
the design incorporating adequate safety margins. The bogie frame construction shall be consistent with
good mechanical design, be as light as possible. Use of cast steel inserts of acceptable grade in fabrication
with specific prior approval of the Independent Engineer in the bogie may be permitted.
5.3.2 The Lessor shall submit for review detailed calculations, including a finite element analysis under different
boundary conditions, to demonstrate that the strength of the bogie frame is adequate for the specified
loading.
5.3.3 The bogie frames for all the Cars shall be identical unless justified otherwise.
5.3.4 Not used
5.3.5 All fasteners for bogie mounted equipment or components shall be positively locked. Use of self-locking
Nuts alone shall not be acceptable.
5.3.6 Adequate corrosion protection shall be provided. A corrosion protection control programme and plan for
the bogie shall be submitted and got reviewed during detail design. This shall comprise of paint protection
system of external surfaces. The internal areas of the frame shall be completely sealed to avoid moisture
ingression after the internal surfaces are protected from corrosion by suitable corrosion resistance
substance or any other alternative measure.

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K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

5.4 Bogie Construction: Primary and Secondary Suspension

5.4.1 The Lessor shall submit a proposal for the primary suspension system using proven steel- and-rubber or
helical coil steel springs with requisite dampers and secondary pneumatic suspension. Lessor shall declare
the estimated mean service life for operation in the Bengaluru environment. Quality of dampers used shall
be very high and guaranteed against any oil leakage/oozing. The service life of rubber bonded metal
components/rubber of spring type primary suspension shall be not less than 12 years, and shall be
warranted for the same. Use of chrome vanadium grade steel as per EN10089 for helical coil primary
suspension system design shall be ensured.
5.4.2 Secondary air suspension shall be installed to provide automatic vehicle body to bogie height adjustment,
functional for all vehicle-loading conditions. The Lessor shall submit complete details and calculation of
the proposed suspension (asymmetrical/symmetrical) during Pre-Final Design Stage for review of the
Independent Engineer.
5.4.3 Vehicle height variation due to wheel wear and re-profiling shall be adjusted by packing. Preferably, this
shall be made possible without disconnection or removal of the Car body from the bogie. Levelling of the
Car once adjusted, shall not get disturbed during operation or otherwise and shall not require any
adjustment except for usual adjustments due to wheel wear and placement of shims. The maximum floor
height reduction on this account shall be for review by the Independent Engineer. The load sensors shall
be placed at the farthest end towards the side wall.
The minimum clearance of any Rolling Stock equipment (Car body/Bogie mounted equipment) from rail
level for a fully loaded Car with maximum tread wear and primary spring with maximum deflection, shall
not be less than 50 mm. Refer Schedule of Dimension, Schedule R of Contract for details.
5.4.4 Secondary suspension emergency springs, which shall become operative in the event of full deflation of
air springs, shall be fitted. The Car shall remain dynamically stable throughout the full speed range (0 to
90 kmph) of the train under all conditions when secondary air springs are functional. In the event of one
air spring becoming wholly or partially deflated on any bogie, the complete air spring system of that bogie
shall be correspondingly exhausted to ensure that the Car body remains level laterally, and can continue to
operate safely. The safe speed at which the train can operate will be determined through oscillation trials
to the same safety and statutory limits as per clause 15.5, with either complete (full coach) or partial
deflation (one bogie) of the secondary springs.
5.4.5 Hydraulic dampers of suitable capacity shall be provided symmetrically to control and limit the vertical
and lateral oscillation of the Car body. The damping factors are to satisfy the provisions given in table
15.1B. The damping factor in vertical mode, by wedge test, when tested using a wedge of 18mm thickness
should be between 0.20 and 0.25. The damping factor in lateral mode when measured by quick release side
pull test‖ should be between 0.30 and 0.40. Suspension will not be considered acceptable if maximum
acceleration and spring displacements do not decay within 2-3 cycles.
No leakages of any kind shall be permitted. The life of the dampers shall be minimum 10 years.
5.4.6 The air spring pressure shall also be used to provide an average signal input to the load weighing equipment
for load compensation of the propulsion, brakes and air-conditioning systems. If the load signal fails, the
system shall default to the maximum laden condition. Air pressures of all the four air springs (per Car)
shall be taken accurately determine the actual average load.
5.4.7 The lateral stop shall be cushioned using a properly designed stiffness value. The lateral stops shall be
sourced from Vendors having proven experience.
5.4.8 The air springs shall have over inflation protection. The maximum permissible increase in height will be
decided during detailed design stage.

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K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

5.4.9 The design life of secondary suspension air bags (all inclusive) shall not be less than 12 years. The air bags
and its components shall not crack/shear/balloon/ burst or deteriorate in its performance during its design
life.
5.5 Bogie to Body Connection
5.5.1 The Car body bogie connection shall be capable of permitting the full range of bogie movements without
excessive restraint.
5.5.2 The bogie shall be attached to the Car body in such a way as to permit lifting of Car body and bogies as a
complete unit. The Lessor shall indicate the minimum safety factor used, taking account of the yield stress
for all support members.
5.5.3 Traction linkage(s) shall be provided, and located such that the ride characteristic of the vehicle is devoid
of any pronounced fore- and-aft and pitching motion.
5.5.4 The Car body to bogie connection shall withstand the following loads without permanent deformation:
(i) A vertical load of 0.75 times the fully loaded weight of the Carbody (excluding bogies)
(ii) A lateral load of half fully loaded body weight subjected to an acceleration of ±1.1g.
(iii) A longitudinal load equivalent to the bogie mass subjected to an acceleration of ±3.0g.
5.5.5 Bogie and Car body connection shall be designed to avoid the transmission of noise and vibration.
5.6 Bogie Strength
5.6.1 The mechanical strength of the bogie frame shall comply with the requirements of UIC 615-4, UIC 515-4
and EN 13749 for static test under exceptional loads and fatigue tests. The maximum stress developed
under static load shall not exceed 85% of the yield strength of the material. The dynamic effects should
due to the inertia of the motors and transmission shall also be submitted along with traction and braking
forces.
5.6.2 The bogie frames shall be able to withstand a longitudinal shock load of 5g without failure. This shall be
taken as occurring simultaneously with the fully laden vertical load.
5.6.3 The axle shall be designed in accordance with UIC 515-3/EN 13103/EN 13104.
5.6.4 The number of seated passengers shall be taken as one per seat and standing passengers as 10/m2 for all
the above mentioned strength analysis except for fatigue test. The fatigue load shall be decided based on
actual loading which shall correspond to AW3 loading conditions. The loading cycles shall be as specified
in the respective UIC. There shall not be any crack at the end of any stage of loading cycles, The passenger
weight for this calculation shall be taken as 65/kg/person.
5.7 Bogie Mounted Equipment
5.7.1 The train equipment shall conform to IEC 61373 in respect of shocks and vibrations including the
endurance limits. These shall be incorporated in the type test of the equipment.
5.7.2 Bogie mounted components, requiring regular inspection and renewal shall be readily accessible for both
inspection and replacements. A brake pad shall be easy to replace by one-man working on a Car where all
air pressure has been removed.
5.7.3 Items of equipment mounted on the bogie frame and axle boxes, including their mountings shall be
designed to withstand the forces associated with the accelerations according to CEN Standards TC 256
WG13 Annex E/EN 61373 or equivalent standards.
5.7.4 The Lessor shall ensure that any other loads that may arise on the bogie due to the particular configuration
chosen are adequately taken into account. These additional loads shall include, but not be confined to those
caused by the effects of motor inertia, equipment inertial loads, damper loads, and the effects of passenger
loading and unloading.

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K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

5.7.5 The accelerations and loads do not include the effects of locally generated loads or accelerations caused
by the configuration of equipment or resonance. The Lessor shall ensure that any such conditions are
adequately considered.
5.8 Finite Element Analysis
5.8.1 Finite element analysis shall be demonstrated using validated software, and detailed calculations submitted
for the above-mentioned strengths (including static and fatigue loads).

5.9 Motor Suspension

5.9.1 The traction motor shall be bogie frame mounted, complete with suitable drive and suspension. Mounting
arrangement shall ensure that under no circumstances traction motor would fall on line during operation.
Lessor shall establish during design.
5.9.2 Traction motors and drives shall be easily removable in a workshop, after disconnection of cables and
fixings without the need to disturb the axle.
5.9.3 Calculations indicating the natural frequency of the motor suspension system shall be submitted, and shall
clearly indicate that resonance with the bogie frame is avoided.
5.10 Gearbox and Coupling
5.10.1 Lessor shall provide flexible coupling between traction motor and drive gear.
5.10.2 The gearbox shall be compatible with the flexible coupling. The motor and gearbox shall be proven for the
proposed gear ratio selected by the Lessor. Gearbox movement shall be restrained by a torque reaction link
between the gearbox and bogie frame. A safety device shall be incorporated to restrain gearbox rotation
should the link fail in service. The gears including bearings shall not require overhaul at least earlier than
1.2 million kms. No sensor shall be installed in the gear case. Comprehensive, flexible and fully automatic
test bench(s) shall be maintained to test a overhauled/newly assembled gear case with transmission
arrangement and duly mounted on the wheel set.
5.10.3 The gears shall be splash oil lubricated and a sight glass shall be provided in the gear case for inspection.
It shall not be necessary to change the oil earlier than 200,000 km. The sight glass shall be of prismatic or
better. Suitable arrangement shall be provided in the gear case to trap magnetic impurities in the gear case
lubricant.
5.10.4 The gearbox shall be subjected to a test based on the actual duty cycle on a specified Corridor with the
specified torque and speed conditions. Testing shall start with gearbox at temperature of at least 42ºC and
temperature shall be continuously monitored. The temperature shall not exceed the manufacturer’s
recommendations consistent with life between oil changes. Test shall be Carried out in both the directions.
Noise and vibration test shall also be performed along with this test. The Lessor shall submit a Test
Procedure based on international practice for review by the Independent Engineer.
5.10.5 The rpm considered for design and testing shall conform to maximum design speed with fully worn wheels.
5.10.6 Coupling shall not have resonance noise during coasting.
5.10.7 The torque value considered for design of gears and coupling shall correspond to maximum tractive effort
requirement for worst duty cycle. The torque value shall be taken with new wheel diameter. The
temperature for type test shall be taken as 42ºC i.e. ambient + 10ºC proximity effect. The design value of
gear box drive and coupling shall correspond to high tractive effort mode of operation and the design shall
conform to the requirements of relevant K-RIDE Requirements- Technical Specifications.
5.11 Wheels, Axles and Axle-boxes
5.11.1 The wheels shall be monobloc-forged steel, complying with the requirements of UIC Code 812- 3/EN
13262, grade R8 (for 1676 gauge) having the hardness value of 250-320BHN or equivalent international

55
K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

Standard. However final selection of the grade shall be based on suitability for the type of brake system
proposed and the head hardened rails used by the K-RIDE and shall be decided during design review.
5.11.2 The powered axles shall comply with UIC Code 811-1/EN 13261
5.11.3 The non-powered axles shall comply with UIC Code 811-1/EN 13261
5.11.4 Wheels, axles, drive gears and axle bearings shall be assembled on axles by interference fit method. Oil
injection grooves shall be provided as appropriate.
5.11.5 The wheel tread shall be of the wear adapted wheel profile in accordance with RDSO sketch no. 91146
(Appendix–TK). Wheel Profile measurement Gauge (two nos. mechanical as well as two nos. non- contact
laser guided) with tolerance of 0.1 mm shall be maintained in the depot. The wheel profile measurement
gauge shall also be capable of measuring wheel dia, brake disc profile as well as back to back to distance.
In case one gauge cannot perform all the functions, it is suggested to maintain separate gauges .
5.11.6 The Lessor shall furnish the extreme maintenance limit for wheels. The maintenance limits for wheels shall
be within limits recommended in UIC 510-2 and SOD adopted by K-RIDE.
5.11.7 Axle bearings shall be of a proven type. The roller bearings shall have a minimum li fe rating of 3 million
kilometres when computed in accordance with the method given in ISO 281/1. The passenger load as
described in Clause 5.6.4 shall be taken for the design of the wheels, axles and axle bearings. Bearings
shall be arranged not to Carry any traction return current.
5.11.8 Natural frequencies of the wheels, axles, axle boxes and other unsprung equipment shall have sufficient
separation between natural frequencies with the track structure to avoid resonance.
5.11.9 Wide range of lubricants with different characteristics are already available in India. Use of any of these
lubricants, especially those which have performed well in similar uses is preferred. In case the Lessor
proposes to use other lubricants, he shall simultaneously evaluate the characteristics of lubricants available
in India and indicate the equivalent lubricant that can be used for maintenance.
5.11.10 Efforts shall be made to reduce the squealing in curves by ensuring the correct alignment of wheel flange
lubricator installed in the train. This must be confirmed by main line tests.
5.11.11 Not Used
5.12 Bogie Brake Equipment
5.12.1 Lessor shall provide Tread Brake/Disc brake units in all Cars. Appropriate Provision shall be made to
minimize Rail Contact fatigue incidences (RCF) and consequential need for reprofiling. Wheel reprofiling
shall generally not be required below 0.25 million Kms on account of RCFs. The Lessor shall submit
detailed comprehensive proposal on the Brake system along with the proof of proveness for similar metro
applications and shall also include operator’s comments on the proposed system.
5.12.2 Full details of the braking scheme are given in chapter 6 of Guidelines for Noise & Vibrations, Metro Rail
Transit system. Ministry of Railways, India
5.13 Automatic Train Control (ATC) Equipment Mounting
5.13.1 Full details of the Automatic Train Control System interface issues are given in Appendix-2 K-RIDE
Requirements- General Specifications.
5.14 Wheel Flange Lubrication (WFL) Equipment
5.14.1 Oil type Wheel flange lubricators (oil type) of a proven design in EMU/ metro application shall be provided
only at both driving ends of each train. A suitable mechanism shall be provided to ensure that lubricators
operate only in the leading position on the train actuate suitably during traversing of the curves
automatically and shall be effective for all wheels, The purpose of the WFL shall be to reduce wear of
wheel & track/rail and reduce noise in the curves.

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K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

5.14.2 The design of WFL system shall ensure precise & cyclic application of lubricant on the flange of the
wheel(s) so that the lubrication application is uniformly distributed on the flange surface without any
excess deposition on the contact surface. There shall be no flow of lubricant on the tread/braking surface
under any circumstance. The system shall be designed to minimize oil and air consumption. Single tube
system shall be preferred. The nozzles shall be designed to protect against choking /clogging due to dust.
There shall be no movable part in the nozzle. The design shall permit optimized control of oil spray in
straight and curved track by suitably modulating the spraying cycles and quantity of oil in the spray. The
spray cycle as above shall be programmable and shall be fine-tuned during field trials and performance of
wheels during contract period. The programming tools shall be supplied to K-RIDE.
5.14.3 The spray of oil shall be time controlled as well as distance controlled. The actuation and spray cycle and
quantity shall be decided by the location and degree of the curve which shall communicated to the system
by a centrifugal force sensor, coordinates and parameters of curves informed by the vehicle or/and through
GPS. Status of WFL shall be available in TCMS. It shall be possible to isolate the equipment through
TCMS in case of any defect/malfunctioning.
5.14.4 Oil level of the oil tank shall be available on TCMS and vertical sight glass with scale shall be provided in
the oil tank. Tank shall be suitably positioned in under frame for easy refilling and access.
5.14.5 Provision shall also be made in bogies to permit fitment of dry type flange lubricator upto 50% axles in a
train by K-RIDE at their own expense at later date, if so required. Details shall be discussed during design
and got approved from the Independent Engineer.
5.14.6 Tools in 10 nos. shall be maintained to check the alignment/projection (distance, angle etc.) of the spray
nozzle/lubricator.
5.15 Maintainability
5.15.1 Arrangements shall be made to exchange wheel sets with the minimum dismantling of bogie components
being required. The procedure for dismantling shall be furnished.
5.15.2 The arrangement should allow the bogie to be mechanically disconnected, permitting the body to be lifted
sufficiently far to provide access between body and bogie to disconnect traction motor cables, brake system
flexible pipe connectors, and secondary suspension levelling valve linkages, etc.
5.15.3 The bogie frame shall have a suitable arrangement for lifting the bogie frame from the wheels and for
lifting the complete bogie during maintenance in the workshop. Arrangement of restraints to prevent
loading of axles, primary suspension etc. in case of lifting by cranes/rerailments of the Cars by jacks or
any means shall be provided and shall be reviewed during detail design. Dampers shall not get
loaded/damaged in this exercise. The Lessor shall provide necessary restraints.
5.15.4 Body to bogie connection shall be easily accessible to facilitate exchange of bogies.
5.15.5 The target interval between bogie overhauls shall be not less than 1.0 million kilometers of service
operation. The Lessor shall furnish inspection, maintenance and operational schedule of the bogies along
with the intervals.
The bogie shall provide easy and safe access for all maintenance, including access for train operator to
operate the isolating cocks for bogie-mounted equipment and parking brake manual release.
The Lessor shall submit the detail of ultrasonic testing of powered & non- powered axles. The detail shall
include the testing procedure and pattern used as reference for this test,
5.15.6 The bogie shall be fitted with suitable locations for lifting off the wheels and axles for lifting the complete
bogie frame during maintenance in the workshop and for re-railing a Car or bogie. Jacking pad location
shall be provided to match the shop equipment during the design stage.

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K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

5.15.7 In addition, the design of bogie frame shall incorporate horizontal and vertical pads at diagonal positions
for the re-railing operations following derailments.
5.15.8 Re-profiling on an underfloor wheel lathe shall be often performed in remote workshops without
dismounting parts.
5.15.9 The bogies shall be capable of being cleaned using high pressure hot water or steam jet cleaning equipment,
with or without detergents. All closed sections and pockets shall be Self-draining or sealed against water
ingress. All bearings shall be adequately sealed to ensure that water and cleaning fluids do not enter during
the cleaning process.
5.15.10 Bogies shall be capable of being disconnected and reconnected easily and with a minimum of operations
by personnel working in pits or alongside the bogies. It shall be possible to easily inspect for correct
reconnection without the need for special tools or instruments.
5.15.11 It shall be possible for personnel working in pits or alongside the bogie to visually inspect the condition of
bogie components, such as brakes and wheel treads, easily and without the use of special tools.
5.16 Wayside Rolling Stock Condition Monitoring System
The Lessor shall provide or maintain proven wayside Rolling Stock condition Monitoring System. The
proposed system shall be proven for the similar metro railway application. Location for the installation of
the wayside equipments shall be decided in consultation with Independent Engineer.
5.16.1 The wayside system shall atleast be able to monitor the following parameters-:
(i) Axle Box bearing temperature
(ii) Hot wheel detection
(iii) Wheel flat detection through Wheel Impact Load detection (WILD)
(iv) Detection of non-rotating axles
(v) Bogie dynamic characteristics affecting safety including hunting.
5.16.2 The RFID sensors/other suitable means shall be installed on the each axle box & other required places of
all the trains to identify the asset. The RFID Sensor shall have unique ID and shall be IP68 protection
rating, vandal proof and have UV & outdoor resistant housing. It shall also withstand shock and vibration
as per International Standard for Railway Application.
5.16.3 The sensor data shall be transmitted to the OCC which shall process the data and generate custom warnings,
alarms for the K-RIDE’s maintenance team with sensors unique ID and other relevant environmental
data/common mode parameters such as ambient temperature, loading conditions, location etc.
5.16.4 Complex installation of sensors and cabling shall be avoided to the extent possible.
5.16.5 Wayside equipments shall not infringe to Kinematic envelope of Rolling Stock. Installation arrangement
of wayside equipments shall be approved by the Independent Engineer.
5.16.6 The system shall comply to the EMC requirements.

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K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

6. Pneumatics, Air Supply and Brake System

6.1 General
6.1.1 Each 6/3 Car train shall be fitted with two complete ―stand-alone‖ compressed air supply systems.
6.1.2 The Pneumatic and Air Supply System (See Clauses 6.2 to 6.12 inclusive) shall consist of, but need not be
limited to, the following:
(i) Air compressor unit and 3-phase 415V induction motor drive
(ii) Auxiliary Compressor and 110V d.c. motor drive
(iii) Air drier and filtration components
(iv) Reservoirs
(v) Pressure governors and switches
(vi) Pipe system
(vii) Air suspension equipment
(viii) Automatic coupling actuating equipment.
(ix) Pantograph actuating equipment
(x) Ancillary pneumatically driven devices.
(xi) VCB
(xii) Horns
(xiii) WFL
6.1.3 The Brake System (See Clauses 6.13 to 6.22 inclusive) design shall be subject to review, and shall consist
of, but need not be limited to, the following:
(i) Electro-pneumatic friction brake system (EP)
(ii) Electric-regenerative brake system
(iii) Provision of smooth and continuous blending of EP and regenerative braking
(iv) Spring applied air-release parking brake system
(v) Electro-pneumatic friction emergency brake system
(vi) Extended EP and Emergency brake during rescue operation. Refer ERTS 6.20
(vii) Wheel spin and slide protection
(viii) Microprocessor based brake control system.
(ix) Emergency brake push buttons
(x) Holding brake
6.1.4 Pneumatics in a train is primarily used for safety applications. Latest SIL level of all sub
systems/equipments in the pneumatic circuits shall be proposed by the Lessor. The same would be finalised
during design stage.
6.2 Air Compressor and 3-phase 415V induction motor Drive
6.2.1 The compressor and associated pneumatic equipment shall be so positioned as to facilitate access for
maintenance and ensure freedom from noise, vibration and discomfort to passengers and train crew.
6.2.2 Two oil free air compressors proven in EMU Metro Operations for at least 4 years, operating from a 415
V 3-phase 50 Hz power supply with an adequate free air delivery capacity shall be provided. One
compressor shall have sufficient capacity to charge a completely empty six car Train including full air
suspension inflation within 30 minutes. The average duty cycle of each compressor without electric

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K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

breaking shall not exceed 45% during operation. The Lessor shall submit calculations to show that the
capacity of the compressor will meet the worst conditions.
6.2.3 In the event of total failure of electric brakes and one air compressor on a fully loaded six/three- Car train,
the remaining air compressor on the train shall have sufficient capacity to enable the train to remain in
service for at least four (4) hours. An intelligent air compressor management (with option of forced start)
shall be provided to ensure that both the compressors on an six/three-Car train are operated during fill-up
and both the compressors in the train are operated alternatively thereafter, to avoid moisture condensation
in the compressor due to low duty cycle.
6.2.4 While the quietness of the proven type of compressor is of importance, considerable emphasis is also
placed upon reliability. The Lessor shall convincingly establish that the reliability and maintainability of
the compressor offered, has been established in actual EMU metro service.
6.2.5 The motor compressor unit shall be a compact unit consisting of compressor, motor drive, coupling and
inter and after cooler, resiliently mounted to minimise the levels of vibration transmitted to the Car body.
6.2.6 The intake air shall be directed through a properly designed filter, suitable for the dusty & humid
atmospheric conditions prevailing in Bengaluru. Filters shall be easy to clean and shall be easily accessible
for cleaning and replacement. Since dust & humidity protection of the intake air is very crucial for
compressor, specific measures shall be taken to ensure under no circumstance the dust/moisture enters in
the compressor. Air intake for the compressor shall be from the atmosphere. Detail arrangement shall be
decided during design.
6.2.7 A pressure switch shall control the cutting in and out of the compressor. A time relay shall be provided to
monitor the running hours of the compressor and air delivery system which shall also be logged in TCMS.
6.2.8 Safety valves shall be provided to protect the system from over pressure.
6.2.9 A non-return valve shall be provided between the compressor and the main reservoir supply line.
6.2.10 The compressor shall not be made to start against back pressure. If need be, a soft start feature shall be
provided.
6.2.11 The drive motor shall confirm to the requirement of IEC 60349-2 and the temperature rise of the windings
of the motor shall be limited to temperature index of the insulation minus 700C. The motor shall have at
least IP55 protection.
6.2.12 The Lessor shall by calculations or otherwise establish that the compressor will meet the above conditions.
6.2.13 The compressor shall be designed to achieve a minimum of 12000 hours of running time between
overhauls. Routine maintenance shall not be required at a frequency more than once per year.
6.2.14 Correct functioning and running hours of compressors shall be monitored and recorded by TCMS.
6.3 Auxiliary Compressor
6.3.1 A proven 110V d.c. operated compressor (oil free) shall be provided for operation of each pantograph and
VCB during start-up of the train. The compressor shall work satisfactorily within voltage range of 77V to
138V d.c. Minimum protection class should be IP 65.
6.4 Air Dryer and Filtration
6.4.1 The air delivered to the pneumatic system shall be clean and dry and shall conform to the air quality
specified in ISO 8573. An air dryer and filtration unit proven on rolling stock application suitable for hot,
humid and dusty conditions prevailing in Bengaluru, shall be provided.
6.4.2 The grade of filtration at rated pressure shall be minimally as follows:
(i) Particles removal down to : 1 micron
(ii) Liquid water removal : > 95%

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and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project
2
(iii) Dew point depression at 10kg/cm : minimum 25oC.
The Lessor shall advise percentage relative humidity of outlet air. However, the relative humidity at the
outlet of the air dryer shall not be more than 35%. Air dryer design shall ensure that under all ambient
conditions prevailing in Bengaluru, no condensation takes place.
6.4.3 A proven regenerative type of air dryer using desiccant and of a suitable capacity shall be provided between
the air compressor and the main reservoir. The air dryer shall be preceded by an automatic drain valve,
which collects and discharges the bulk of the moisture in the compressed air, before it enters the air dryer.
The air dryer shall have IP65 protection.
6.4.4 Suitable means of dust separation, along with automatic drain valve prior to the air dryer shall be provided.
An inter-cooler and after-cooler of liberal capacity shall be supplied to ensure efficient operation of the air
dryer. A humidity indicator showing the condition of the outlet air through change of colour shall be
provided. Full technical details of the proposed air dryer shall be furnished by the Lessor for review by the
Independent Engineer. Interval for replacement of desiccant in the dryer unit shall be furnished.
6.4.5 All failures of the air dryer shall be displayed on the TCMS.
6.5 Reservoirs
6.5.1 Main reservoirs with adequate capacity shall be provided to distribute the air to various systems. The
reservoirs shall incorporate a safety valve and an automatic drain valve. The Lessor shall provide
calculations to substantiate correct sizing of the reservoirs.
6.5.2 The brake service reservoir shall have sufficient capacity for three consecutive full service brake
applications with a train speed of 80 kmph fully loaded. This shall be achieved without electric brake
supplement and without air replenishment from the main reservoir.
6.5.3 Reservoirs shall be manufactured from stainless steel. All reservoirs shall have a device for venting and
draining of the contents of reservoirs. All Reservoirs shall conform to the requirements of EN 286-3: 1994.
6.5.4 Separate reservoirs of suitable capacity shall be provided for satisfactory operation of other on- train
pneumatic systems. .
6.5.5 Reservoirs shall be provided with manual draining arrangement which shall normally be automatically
locked and secured.
6.6 Pressure Governors and Switches
6.6.1 Pressure governors and switches proven in EMU metro applications shall be provided for various
control and monitoring functions.
6.7 Pipe System
6.7.1 A main reservoir pipe shall run continuously throughout the train.
6.7.2 All piping shall be of stainless steel conforming to the requirements of JISG3459 or equivalent with flare
less double compression fittings. The pipe fittings shall conform to the requirements of DIN 2353.
6.7.3 It is preferable that sizes of pipes are limited to a minimum. Sharp bends shall be avoided and standard
connections shall be used as far as possible. All pipe lines shall be suitably colour coded.
6.7.4 All branches from the main reservoir pipe or control system shall be fed via self-locking cocks (coloured
according to the corresponding pipe colour) with or without vent and electrical switches as appropriate.
Magnet valves, reducing valves, check valves; silencer and drain plugs etc. shall be incorporated as
required.
6.7.5 Quick release coupling test points made of stainless steel, with blanking plugs shall be provided. They
shall be located in easily accessible positions.

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K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

6.7.6 Flexible hoses shall be kept to a minimum, and be proven in EMU metro service. The Lessor shall submit
proposals to increase the integrity of the air supply system against rupturing of inter- Car flexible hoses.
Burst hose protection shall be provided for hoses. Armoured hoses shall be provided in the flexible
connections in the parking brake piping.
6.7.7 Foreign matter shall be removed from all pipes prior to installation.
6.7.8 Suitable colour coding shall be applied to all pipe-work for identification. The proposed colour coding
shall be reviewed during the under frame Equipment Layout proto type review.
6.7.9 All pipes shall be installed by means of clamps with integral, moulded vibration damping inserts to prevent
any rattling in service. Clamps shall not be welded to the pipe.
6.7.10 Where piping pass through holes in the floor, structure member etc., it shall be rigidly clamped immediately
adjacent to the hole to prevent contact to the edge of the hole.
6.7.11 In the event of leakage from the Pneumatic circuit/system, it shall be possible to isolate the effected part
of the circuit by train operator and reach upto destination station. Isolation arrangement shall be simple
and shall not require more than square key normally Carried by Train Operator. Lessor shall submit detail
plan during design for Independent Engineer’s review. The isolation arrangement shall preferably be in the
saloon and shall be secured and monitored alternatively the isolation arrangement may be through magnet
valves.
6.8 Pressure Gauges
6.8.1 All driving cabs all these information shall be provided to the driver:
(i) The pressure in the main reservoir.
(ii) The pressure in the brake cylinder pipe.
(iii) The pressure in the brake pipe
6.8.2 On all Cars, test points, onto which test gauges may be connected, shall be provided in the vehicle brake
and air supply system. The location of the test points shall be reviewed by Independent Engineer and shall
be demonstrated during the review of Underframe Equipment Layout Proto type. The tests points shall be
provided, at the minimum, to measure the pressure of the following:
i. Compressor motor governor
ii. Brake cylinder pressure
iii. Main reservoir pressure
iv. Parking brake pressure
v. Brake pressure reservoir
vi. Brake pipe pressure
vii. Overflow valve
viii. Air spring pressure
ix. Any other point, which in the opinion of Independent Engineer is required.
6.9 Levelling Valve System
6.9.1 A levelling control system shall be provided to ensure transversal control of body height under all
conditions of load. In each bogie, one levelling system shall be provided to adjust air pressure in the air
springs. In the case of failure of one air spring, the other should quickly bleed out so that the Carbody is
lowered to its stable position. The air supply for the levelling system shall be taken from the main reservoir
pipe and a separate reservoir shall be provided for the system. Load sensing valve shall be provided. Anti-
roll bars shall be provided with air suspension units.

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and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

6.10 Front Automatic Coupling Actuating Equipment

6.10.1 Control of front auto coupler for rescue operation shall be from the cab. The isolating cocks for MR and
BP for extension of air supply through the coupler shall be located in the cab. Any other operation required
necessary for coupling shall be from the cab only. There shall be a provision to connect the two trains to
facilitate communication between the two trains
6.11 Ancillary Pneumatic Devices
6.11.1 Pantograph actuating equipment shall be fed by air supplied from an auxiliary reservoir, suitably located
with each auxiliary compressor, for the purpose of initial raising of pantograph and closing of VCB. Wheel
flange Lubrication (WFL) equipment shall be fed by air supplied from pneumatic system.
6.12 Isolation of Defective Equipments
6.12.1 Isolating valves and switches shall be provided to enable parts of the system to be isolated.
6.12.2 All isolating valves that require operations by train crew in normal operation or in emergencies shall be
easily accessible either from within the Car or from track level as appropriate. The isolating valves shall
be colour coded.
6.12.3 Isolating cock handles shall lie parallel to the pipe in which it is installed, in the normal operational (Open)
position, and perpendicular to the pipe in the isolated (Closed) position, and shall operate in the horizontal
plane only.
6.13 Brake System
6.13.1 Brake System and its components shall be proven, state of art and widely used in modern metro rolling
stock. Brake system proposed must have been in satisfactory revenue operation Cars supplied in three
Metros (i.e. MRT, LRT, suburban railway or high speed railway). Out of three metros, at least two metro
shall be in the country other than the country of manufacture or in India. Train braking performance shall
be as specified in Chapter 3, Clause 3.22.1 and shall be designed for 90 KMPH. The operational speed
shall be 80 kmph. The system shall generally conform to EN13452.
Brake valves shall be designed and validated for heavy duty cycles required for intensive brake blending.
No change of valves or components except rubber items shall be required for at least 15 years. Lessor shall
assess the cyclic load under worst service conditions appearing together and validate the same on a test
bench.

6.13.2 The brake system shall consist of and not limited to:
(i) An electro-pneumatic friction brake system (EP).
(ii) An electric regenerative brake system.
(iii) Provision of smooth and continuous blending of EP and regenerative braking.
(iv) An spring applied air-release parking brake.
(v) A fail safe, electro pneumatic friction emergency brake system.
(vi) Extended EP & Emergency brake during rescue operation. Refer ERTS 6.20
(vii) Emergency brake push buttons
(viii) Holding brake
6.13.3 The EP brake shall be so designed that its control function can be taken over by the other control elements
or units even in the case of failure of individual electronic or electrical control elements or units.
Redundant power supply and processor Card for hot stand by in the control unit and spare slots for I/O
Cards shall be ensured.

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K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

6.13.4 The friction braking shall be achieved by bogie mounted brake actuator units operating on the EP system.
The EP service and emergency brakes shall be applied by the same brake actuators.
6.13.5 Roll Back protection shall be provided to ensure that the train moves only bare minimum standing on
gradient with power on. The direction of wheel movement with respect to master controller position shall
be compared and protection shall be applied in case of conflict.
6.13.6 The friction brake system shall be proven and capable of independently achieving all performance
requirements for a continuous round trip with maximum speed of 50 Km/h with AW3 load case without
the aid of electric braking.
6.13.7 When a train is at standstill there shall be sufficient retention of brakes (holding brake) such that the train
does not roll back on a 4% gradient. The brake application shall be retained while traction power is applied
and the train takes forward movement.
Specific provision shall be made in the software to ensure that the train safely starts on the gradient, the
roll back if any is nominal.
6.13.8 It shall be possible to isolate the friction brake system individually on each bogie. The isolation device
shall be located inside the passenger saloon area (duly protected by a lockable cover) and be readily
accessible. The isolation shall be readily discernible to operation and maintenance staff and shall be
displayed on HMI. Lessor shall also refer ERTS 6.7.11 during design of isolation arrangement.
6.13.9 If due to any reason parting of train is being perceived without actual taking place, the emergency brakes
of the portion of the train which perceived parting shall automatically getapplied. It should be possible to
move the train further by isolating the bogie brakes of this portion of the train. In such situation, the control
system shall automatically impose restriction on the maximum speed. The level of the speed will be
decided during the design stage.
6.13.10 All devices capable of isolating a portion of the brake system shall be located and protected to avoid
inadvertent or malicious operation. The operation of such isolation device shall be clearly visible to
maintenance staff once operated.
6.13.11 Brake friction materials shall not contaminate the tracks and other underframe mounted equipments
adversely so as to affect train detection by the Signalling System.
6.13.12 Brake pads shall be of composite material and shall contain no toxic material. Heating by the brake pad
shall in no case cause any damage to the wheel tread.
6.13.13 The brake pad shall be proven in EMU metro application. The friction characteristics of the brake pad
material shall be tested on brake dynamometer, in both dry and wet conditions in the range of 0-100 kmph
under various designed brake forces. The test scheme and acceptance criterion shall be submitted for
review by the Independent Engineer. The Lessor shall furnish brief description of the proposed brake
system alongwith the expected life of brake pads based upon experience of other Metro Railways.
6.13.14 The calculation under all the service operating conditions including wheel-rail interaction study, adhesion
calculations and for emergency braking distances under dry and wet conditions shall be submitted. Braking
distances for normal service braking with electric brake blending shall also be submitted.
6.13.15 All pneumatic control equipment, safety valves, governors, switches, sensors etc. in the underframe shall
be provided in IP53 or higher compliant lockable boxes for dust control. These boxes shall be made of
stainless steel/Aluminium (anodized).
6.13.16 The air supply and distribution systems shall be arranged such that any single type failure can be readily
isolated such that full performance capabilities are maintained.
6.13.17 The speed measurement devices and couplings required for measurement of train speed in a fail safe
manner by the Signalling and Train Control Lessor shall be installed on one axle of each DM Car. This

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and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

shall be finalized by the Lessor during finalization of interface with signalling contractor. In case signalling
contractor is not yet finalized by K-RIDE then the design shall be finalized in consultation and with the
approval of the Independent Engineer.
6.13.18 It shall be possible to test the functioning of brake system while at standstill at depot or at termination
station.
6.13.19 The system shall provide adequate protection against brake binding and give indication to the driver.
6.13.20 Following minimum SIL levels at Train level shall be complied for the brake system
Emergency Brake SIL4
The Lessor shall submit relevant certifications for the SIL levels as above. Safety Integrity Level (SIL)
shall be subjected to assessment in accordance with clause 2.5.13.
6.13.21 The speed measurement devices and couplings required for measurement of train speed in a fail safe
manner by the Signalling and Train Control contractor shall be installed on one axle of each DM Car which
shall be:
i. not used for service brake application and;
ii. used for emergency brake application, whenever required.
The train braking system shall meet the specified braking performance requirements with the above
considerations.
This shall be finalized by the Lessor during finalization of interface with signalling contractor. In case
signalling contractor is not yet finalized by K-RIDE then the design shall be finalized in consultation and
with the approval of the Independent Engineer.
The train braking system shall meet the specified braking performance requirements with the above
considerations.
6.14 Electric Regenerative Brake and Electric/Pneumatic Brake Blending
6.14.1 Priority shall be given to the electric regenerative brake whenever a brake command is initiated. The
electric regenerative brake shall also be load weighed to ensure consistent performance. The use of electric
regenerative brakes shall be maximized in all service braking modes, and shall make full use of the
adhesive weight on all motor Car axles.
6.14.2 Brake blending logic shall ensure priority of electric regenerative braking over pneumatic braking. If the
demanded brake effort is not achievable solely by the electric regenerative brakes, the pneumatic brake
system on the T(subsequent) Cars shall provide supplementary brake effort. The Lessor shall submit full
proposal for review. Electric regenerative brake fade out shall not occur above 5kmph. After the speed is
reduced to a very low speed, holding brakes shall be applied to prevent the train from rolling backwards at
station stops and gradient.
6.14.3 The electric regenerative brake shall be independent for each Motor Car and faults on one Car should not
adversely affect the braking performance on the other. Each Car shall have independent Brake Electronics
with wheel slide control and each bogie shall have independent EP brake control.
6.14.4 In the event of failure of electric regenerative brake or during fading, the friction brake shall be capable of
Carrying out full braking duty. Smooth and safe changeover from regenerative to EP brakes in case of
failure of regenerative brakes or during fading shall be ensured.
6.14.5 The Lessor shall submit brake effort vs. speed characteristics showing the contribution of regenerative
braking and electro-pneumatic braking separately over the entire speed range and at different loading
conditions of the Cars.

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and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

6.14.6 Brake system design shall ensure that in the event of isolation of 25% percent bogie brakes, train can safely
work at least upto maximum speed of 65Kmph.
6.14.7 Regenerative braking shall be actuated and applied, once the train starts revenue service in a particular day
or dispatched from depot, only in the event of the train exceeding the speed of 35 kmph (settable
parameter). For train speed upto 35 kmph since last stop, only friction brakes shall be applied.
6.15 Parking Brake
6.15.1 Parking brakes shall be incorporated on 50% of brake actuators of DM,T and M Cars. Parking brakes shall
be capable of holding a fully loaded stationary train on a 4% gradient under all track conditions,
indefinitely. Inadvertent/unintended application of even any one of the parking brakes due to air leakage
or otherwise will be detected and displayed on TCMS as fault indication. It shall be possible to isolate the
parking brake unit and release the traction interlock. The control of parking brake shall be through
hardwire.
6.15.2 Parking brakes shall be applied in the event of loss of the main compressed air supply. The parking brakes
shall be capable of release from within the 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 but preferably from platform level. Application of parking brakes shall also be controllable from
the cab. The design shall be such that the parking brakes will take effect prior to fade off of service brake
and shall ensure that the combined brake effect of the pneumatic brake and parking brake is never less than
the full brake effort of the parking brake alone. Parking brakes shall be directly actuated by MR pressure.
6.15.3 Status of train parking brake shall be displayed in the active driving console
6.15.4 In the event of air leakage from the air feed to parking brake/within the unit an d consequential application
of parking brake/traction block, arrangement shall be provided for mechanical and pneumatic isolation of
Parking Brake(s) so that traction block is released and train is operable as usual. The manual release
arrangement shall be accessible from Platform and the arrangement shall be made such that it will be easily
accessible with the Platform Screen Doors (PSD), if provided. Special tools shall be provided for accessing
from Platform level when train stops at any position with respect to PSD. Two Nos. such tools shall be
provided within the train and one at station. Separate Isolating cocks, adjacent to the Isolating cocks (BIC)
shall be provided in each Car. For DM Cars these shall be in cab/Driving console. No traction block shall
occur on account of parking brakes, after the same has been isolated.
6.15.5 In case of leakage in the parking brake actuator, the pressure differential between the parking brake
pressure transducer used for traction block and the actual pressure in the parking brake actuator(s) shall
generally be within 0.2bar.
6.15.6 In the case where the parking brake application is demanded by the train operator, the time for parking
brake application shall not exceed 5 seconds.
6.15.7 Parking brake actuators shall incorporate automatic anti-compounding devices to prevent applied braking
forces from exceeding the larger of the individual force produced by parking or full service brake
applications.
6.16 Emergency Braking
6.16.1 Emergency braking shall be applied by de-energisation of an emergency magnet valve as a consequence
of brake in emergency brake loop wire. The break can be caused by the train operator/ intentionally or by
opening of contacts of safety devices in the brake loop, provided in the design, to avoid unsafe conditions.
Emergency brake control system shall be provided by two independent Hard Wired circuits that shall
demand an emergency brake application on all Vehicles unless a satisfactory status of all the Train’s
integral safety devices is proved to be safe. No electronic circuit components shall be directly coupled to

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and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

this circuit. The local auxiliary vehicle supply required for each Vehicle’s emergency brake system shall
be independent to that required for the service brake control.
6.16.2 Emergency brake is applied by friction brake system. Electric regenerative brake shall be isolated during
emergency braking. The Emergency braking shall be load weighed. Emergency braking rate as specified
in clause 3.22 shall be achieved from 80 km/h to 0 km/h upto fully loaded train on level tangent track.
6.16.3 Two emergency brake push-buttons shall be installed in each cab/Driving console in the train. Activation
of the buttons, shall apply the emergency brakes under all conditions. Movement with Emergency push
button activated shall be possible only after by passing the Emergency Brake loop with a cut-out switch
provided in the cab(s). Activation of the EPB shall not result in opening of VCB and /or lowering of
Pantograph.
In the event of mal-operation of emergency brakes from working cab, it shall be possible to operate train
from either cab (to be decided during design) in either direction at restricted speed.
6.16.4 Unintended parting of the train shall result in an emergency brake application on both halves of the train.
6.16.5 Wheel slide protection shall be available during emergency braking. Any failure in the wheel slide
protection in emergency braking shall result in the application of full brake force and deactivation of the
slip/slide system.
6.16.6 Activation of the emergency brake by any means shall result in the propulsion system being disabled in a
safe critical manner. The propulsion system shall not be re-enabled until the train is at zero speed and the
emergency condition has been reset.
6.16.7 The Lessor shall furnish emergency braking distances to standstill, for a fully loaded train (AW4) from
speeds, starting f r o m 10 kmph to 80 kmph in increments of 10 kmph and for 90 kmph.
6.16.8 The friction brake system shall be rated to, and have sufficient thermal capacity to safely complete two
successive acceleration and emergency brake cycles, with no interval between each cycle. Each cycle shall
comprise a full acceleration from standstill to 80 kmph followed by the application of emergency brake to
standstill. On the completion of the two cycles, the brake system shall show no abnormalities. The
requirement shall be demonstrated during testing.
6.16.9 The Lessor shall furnish the maximum braking distance from a speed of 80 kmph to stop, under emergency
brake application. The guaranteed maximum braking distance shall satisfy the requirements specified in
table 15.1.B emergency brake application. The guaranteed maximum braking distance shall satisfy the
requirements specified in table 15.1.B emergency brake application.
6.16.10 The Lessor shall provide the guaranteed emergency brake de-acceleration rate to signalling contractor
during interface.
6.16.11 Complete brake system shall be tested on Brake dynamo-meter and validated during field tests.
6.16.12 Not used
6.17 Brake Control System
6.17.1 A high integrity fast response closed loop digital brake control system shall be provided, with the brake
regulation rate at ±5% of the deceleration demanded. The Lessor shall ensure that the brake system is so
designed that failure of any single control component shall not result in loss of net braking effort of the
train. All circuits and controls essential for braking equipment shall be a fail-safe, double break circuits,
and shall have high integrity hardwire feeds and inputs. These feeds and inputs shall be duplicated. A
microprocessor based brake control system shall be offered.
6.17.2 The Lessor shall submit the details of the brake control system interfaces with the vehicle control circuits,
The Propulsion system, the Master Controller, PWM generator and ATP/ATO etc. The brake control
system logic shall have adequate redundancy and back-up. PWM data from PWM generator or digital data

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and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

and ATO shall be hard wired but shall also be received through TCMS as back- up. The system design
shall also define the fall back mode operation when PWM data is not available from both the PWM
generator and TCMS back-up, because of any reason.
6.17.3 A Deadman device shall be incorporated into the Master Controller Handle. Activation of the same shall
cause emergency brake application. Ergonomic Design of Master controller shall ensure minimum strain
on Train Operator’s arm. Overall design shall specifically be got reviewed from Independent Engineer.
6.17.4 A Load Weighing Signal, proportional to the passenger load shall be applied to the control systems for the
rates of acceleration and braking, and for ensuring correct adjustment of the Car body by the secondary air
springs.
6.17.5 A sufficient degree of redundancy without adversely affecting system reliability may be used to achieve
the degree of fail-safe operational required.
6.17.6 The Brake control unit shall have provision for logging of selectable parameters (by K-RIDE) and faults
with related data. The memory shall be extendable. Provision shall be available for continuous logging or
logging triggered by a particular event of User selectable parameters. The memory shall be adequate to
store the above data including additional minimum 20000 incidents. Facility for downloading of data,
supply of tools, requisite software and training for the same shall be included in the quoted cost. Training
shall be organized by the OEM trainer for adequate duration before the commissioning of first 10 trains.
6.17.7 The diagnostic tools for brake system shall include complete graphical & analytical tools, recording of
events, data of brake system and interface signals etc. It will also have facility to add on the necessary
signals as requires during fault investigations.
6.17.8 Each bogie shall be driven with fail safe Brake Control Electronics (BCE) and an associated electro-
pneumatic Brake Control Unit (BCU). The BCE shall perform the following functions:
a. on receipt of a brake demand, the service brake shall be applied at the correct and corresponding level
having regard to the vehicle weight (from information provided by the pneumatic suspension system);
b. when a change in braking effort is demanded, the BCE shall control the rate of change to be in
accordance with the specified levels of jerk and response times;
c. the BCE shall maximise the use of the dynamic brake at all times by interfacing with the traction
system. Any shortfall in the effort provided by the dynamic brake shall be achieved using the friction
brake;
d. during braking, if the dynamic braking is operating and is providing all the required effort, the BCE
shall maintain sufficient EP brake pressure to keep the shoes nearly in contact with the wheel but shall
not contribute to any braking effort or cause wear to the shoes and wheel;
e. the BCE(BECU/EBCU) shall contain fault diagnostic facilities, which record all the relevant fault
information and status of the equipment at the instant of failure to facilitate maintenance;
f. the fault diagnosis function shall be compatible with the TCMS to enable fault log information to be
accessed through the TCMS. A comprehensive set of indications shall be available on the BCE to
display major faults. The fault indications shall be electrically latched when the faults are detected
and shall illuminate whenever the supply to the electronics is switched on. The information contained
within the fault log shall be stored on non-volatile memory.
6.17.9 The mechanism of brake force/vehicle weight adjustment employed shall ensure a full proportional
adjustment is achieved through the braking range between Tare Loading and Crush Loading conditions.
6.17.10 The method by which the passenger load-sensing signal is processed shall be arranged to ensure that
absence of the signal, for any reason, shall result in a brake force being applied corresponding to an
exceptional crush Loading condition (AW4) on that Vehicle.

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6.18 Jerk Limitation for Service Brake

6.18.1 The build-up of pneumatic brake shall be jerk limited (for changes in brake demand) to increase passenger
comfort. The jerk limitation is 0.70m/s3. This limit shall also be respected at the time of final stoppage
also.
6.18.2 Jerk rate control shall be applicable to braking as well as propulsion.
6.19 Brake Operating Timing
6.19.1 The following maximum brake operating timing shall be achieved on all Cars of a train. The maximum
time for a brake application from full application to 90% of full Brake Cylinder Pressure (BCP) and for
brake release from full Brake Cylinder pressure to 10% shall not exceed the following:
(i) Service Brake Application : 2.0s (max.)
(ii) Emergency Brake Application : 1.5s (max.)
(iii) Service and Emergency Brake Release: 2.5 s (max.) The Lessor shall provide the timing
diagram during design stage.
6.19.2 Any Malfunction of brake control system, which can cause an unsafe operation, shall result in an
emergency brake application. In case of single point failure in brake control system, which can be
automatically isolated and fully compensated without affecting the train performance, the application of
emergency brake should be avoided.
6.19.3 Brake Assurance Time (the time from initiation of the brake application signal, to achievement of the
retardation rate requested), shall be provided. Full details shall be given. This feature will require close
liaison with the Signalling Lessor.
6.19.4 In case, full compensation of brake control system is not available, the train control system shall impose a
suitable speed restriction so that the braking distance is not exceeded.
6.20 Brake control under rescue operation
During the rescue operation of pushing/pulling of a defective train loaded with passengers, the healthy
train shall ensure simultaneous brake application in both healthy and defective train. Release of parking
brake/holding brake of the defective train shall be possible from healthy train after mechanical, pneumatic
& electrical connections.
For brake application purpose, the Lessor shall provide extension of EP brake and emergency brake lines
from healthy train to defective train through a suitable electric head connecting to jumper cables which
shall be connected automatically during such eventualities. The extended EP brake lines shall be in form
of coded hardwires brake lines providing service brake in 3/4 steps in both the trains. The jumper
connection shall be easily accessible, flexible and self-lockable after connection. The connector housing
shall have protection level not less than IP65 and shall be designed to automatically protect the connector
against dust and water. The cover shall harmonise with the external finish. One set of jumper cable shall
be kept in each cab duly secured. The hardware lines as well as jumpers shall be with 100% redundancy
with one jumper connector on each side of the cab front. The system shall ensure the integrity of these
lines by built-in self-test and also their isolation in case of extension of feed to the faulty brake lines of the
defective train.
Details shall be discussed during design stage.
6.21 Failure Management
6.21.1 It shall be possible to recover a dead train (i.e. one having no traction power and no means of generating
further compressed air, but with the air brake system intact) using only an air connection from the rescue
train or locomotive. The emergency brake application of the dead train shall be possible by its operator.
The detailed scheme shall be subject to the Independent Engineer’s review during design finalization.

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and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

6.22 Wheel Slide Protection

6.22.1 Wheel slide protection with gradual slide correction shall be provided in all braking modes, on all Cars.
Slide detection and correction shall be on a per axle basis. The slide protection scheme provided shall be
capable of detecting the severity of the slide and provide the appropriate level of slide correction.
6.22.2 The wheel slide system shall detect the onset of slide by either (a) an axle deceleration exceeding a pre-set
parameter, or (b) detection of a difference between the relative speeds of the axles. A proven speed sensor
mounted on the cover of each axle box shall be provided to detect the speed of associated wheel for
implementing wheel slide protection scheme. Wheel slide indication shall be displayed through TCMS in
the driving cab. The Lessor shall submit full details of wheel slide protection scheme and equipment. Dump
valves shall be monitored for their correct functioning and shall be monitored by TCMS. System shall
ensure correct functioning of dump valves as pretest before train is dispatched from depot or initialized.
6.22.3 6/3-Car train shall be subjected to complete type test as per UIC 541-05 and may have to be validated on
more than two trains. Slide protection scheme shall include suitable measures for condition involving
simultaneous slide in all 4 axles of any Car.
The type test protocol shall be agreed with the Independent Engineer.
6.22.4 K-RIDE shall be able to adjust/change Brake cylinder pressure and other output parameters of Brake
System. Any hardware/software tool required for this purpose shall also be provided. The documentation
including but not restricted to flow charts (for complete software), signal flows, and interpretation of signal
etc. shall be provided. K-RIDE shall be fully trained and made fully conversant by the Lessor for this
purpose.
6.23 Holding Brake
6.23.1 There shall be a provision of a holding Brake release switch for abnormal conditions. The TO shall be able
to release the brake using a soft option through TCMS.
6.23.2 The Holding brake would apply automatically to prevent 'uncalled for' rollback on a gradient or otherwise.
It shall continue to apply unless adequate motoring power is gained to move forward. Thereafter it would
get released automatically. The brake would be load compensated.
6.24 Monitoring
6.24.1 The performance of brake system shall be monitored by the train control management system (TCMS) and
displayed in the train operator’s cab.
6.25 Documentation
Lessor shall supply exhaustive documentation on complete pneumatic system, its sub systems and
components, Brake electronics (hardware and software ), software details, explanation and functionality
at component and system level, coloured schemes of pneumatic system, brake system, valves with
coloured cut sections under different operational states. It shall also include trouble shooting and
diagnostic details explaining clearly (with coloured illustrations) the logics, transition states, algorithms,
signal flow and software parameters etc.
The Lessor shall supply real time animation of complex pneumatic system, covering all pneumatic valve
operations etc., demonstrating the complex pneumatic system for training purpose, which shall help
in fault finding during maintenance period.

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and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

7. Door and Door Control System

7.1 General
7.1.1 Door system shall generally be compliant with EN14752:2015 or latest unless otherwise specified.
7.1.2 The train shall have following type of doors:
(i) Passenger Saloon Door
(ii) Front End Central Emergency Door
(iii) Passenger Saloon to Cab Door (partition door)
(iv) Cab door
7.2 Passenger Saloon Door
7.2.1 General
(i) Each Car side shall have minimum four pairs of externally hung/pocket type, sliding bi- parting
doors. The clear door opening width of each door pair shall be minimum 1400mm and a clear
height of at least 1900mm. The doors shall be electrically driven. The passenger door pitch shall
be equally spaced over the length of the Car and efforts shall be made to keep the spacing of
the adjacent door of two Cars of a train same as far as possible (Refer table 4.1).
(ii) Externally hung/pocket type doors shall be provided due to the operation condition in Bengaluru
with usual over load of passengers during peak hours times. All doors shall have the same durability
as the vehicle body. The interior finish shall be compliant with the visual design and withstand
severe wear and tear.
(iii) The inner and outer skin of the door leaf shall be formed in such a way as to be lightweight, of
adequate strength, and internally reinforced and formed into an integral unit, in such a way as to
prevent injury to passengers or staff.
(iv) Sheet metal shall be of ample gauge to provide adequate strength and rigidity. Specific reviewal
shall be obtained from the Independent Engineer during design stage. Joints and edges shall be
thoroughly sealed against ingress of moisture with drain holes located at the bottom of the doors to
allow drainage of condensate.
(v) Doors shall be vibration free and insulated against heat and sound transmission. Exterior and
interior surfaces of the door leaves shall be finished to match the adjacent surfaces of Car. The
doors shall be free from dimples, warping, spot welding depressions and any other blemish.
(vi) When closed, door leaves shall be capable of withstanding loads imposed by passengers leaning on
them under crush loading conditions. The doors shall be designed and tested such that the door
leaves sustain such pressure with no permanent deformation. The Lessor shall submit test procedure
based on best international practices.
(vii) The door leaf design shall enable any portion of the door leaf or the Car body visible to
be cleaned.
(viii) In respect of solar gain, thermal insulation, replacement criteria, strength, resistance to pressure,
and the transmission of light, and solar heat gain, these windows shall be identical with those of
the saloon windows.
(ix) Door windows shall be replaceable without removal of the door leaf.
(x) No single defect or failure of any part of any door system shall produce a situation capable
of causing injury to any door user.

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and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

(xi) Door guides and supports shall be mounted within the section of doorway protected by the door
seals and shall not allow ingress of dirt, debris, or any other foreign matter likely to result in
excessive wear or incorrect operation of the door equipment. The arrangement shall be corrosion
free.
(xii) Sealing arrangements on passenger saloon door leaf shall meet the following requirements:
• The doors shall be sealed against draughts, water and noise. In the event of ingress of water or
dirt with the doors in the open position provision shall be made to ensure that rapid draining
takes place and that no surrounding equipment or systems are affected in any way.
• Any seal shall not require regular cleaning. Seals and sensitive edges (if used) shall be effective
under all operating conditions from tare to crush loading and particularly shall be resistant to
atmospheric and chemical deterioration and to vandalism.
• Positive sealing along entire saloon door opening and door leaf inner surfaces to eliminate
in-rush of tunnel air due to the piston effect.
• Door sealing shall also be such that the saloon interior noise specification is satisfied.
• Door sealing arrangement shall be adequate to prevent water ingress due to torrential rain and
Car washing through automatic wash plant.
• The sealing arrangement shall take into consideration of Car body manufacturing tolerance and
deflections under fully loaded conditions.
• All gaskets provided in the doors shall be so designed that there is no possibility of their
getting loose during service. Life of the gaskets shall be minimum 12 years.
• Adequate Care shall be taken to ensure no part of door machinery is visible from inside/ outside
the saloon.
(xiii) The Lessor shall indicate the amount of time required to replace a door leaf on the Car, adjust it,
and test it.
(xiv) A microprocessor based saloon Door Controller Unit (DCU) shall control each pair of saloon door
and shall be an integral part of door control assembly. The door controller unit of a proven design
shall be equipped with self-diagnostic functions and shall communicate with TCMS. Power supply
to DCUs shall be in such a loop that the redundancy can be ensured in case of breakage of any one
wire. The Lessor shall ensure that the system shall not be affected in single point failure. Details
shall be submitted for review of Independent Engineer.
(xv) It shall be possible for the K-RIDE to modify/change the parameters or closure/opening logic of
doors circuit and implement the same as required by K-RIDE based on their operational and
maintenance requirements. Full access to the software for the purpose above shall be maintained.
Any hardware/software tool required for this purpose shall also be maintained. The documentation
including but not restricted to flow charts (for complete software), signal flows, and interpretation
of signal etc. shall be maintained. Training shall be provided by the OEM experts to K-RIDE
personnel to the complete satisfaction of the Independent Engineer. Single point uploading of
software and downloading of faults/data on unit and train basis shall be ensured.
(xvi) Design of doors and threshold plate shall ensure the specified requirement of maximum
permissible platform gap as per Schedule of Dimension mentioned in Schedule -R of Contract is
satisfactorily met. The maximum permissible horizontal clearance between edge of the platform
coping and edge of the Car body floor threshold plate with door open shall be 70mm in
underground corridor and 80mm in elevated corridor.

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and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

(xvii) Specific measures shall be taken to maximise noise attenuation through doors. Door leaf shall be
provided with aluminium extrusion frame or with honey comb sheets throughout with
Independent Engineer’s satisfaction. The doors assembly on the Cars shall include Carefully
engineered sealing arrangement to reduce noise transmission into the Cars. Following details of
doors must be submitted:
• Thermal insulation
• Noise insulation
(xviii) The door position measurement/detection shall be based on physical/realtime measurement of the
distance moved by each leaf. Alternatively door position measurement/detection using limit
switches for closed/open condition and door actuator movement for absolute location measurement
can also be implemented with Independent Engineers satisfaction.
(xix) Following minimum SIL levels at train level shall be complied for the DOOR system

Complete system ( hardware & software) SIL 2

The Lessor shall submit relevant certifications for the SIL levels as above. The SIL levels as above
shall be validated and shall ensure that the train shall not move from a station unless the doors are
closed and locked unless intentionally permitted by the K-RIDE. Details shall be worked out
during design.
(xx) Platform screen doors (PSD) will be provided by designated contractor under a separatecontract.
The Rolling Stock Lessor shall coordinate and interface with PSD contractor to provide the
necessary interface information data. The train shall be fully compatible for PSDs functionality and
shall be complete with any equipment/software, if required to be provided on rolling stock except
for those which are necessarily required from PSD Contractor. Rolling Stock Lessor shall interface
with Platform Screen Door Contractor. In case Platform Screen Door Contractor in not in place
during the design finalisation stage, Rolling Stock Lessor shall submit a detailed proposal and
obtain approval of the Independent Engineer for door locations in DM , T and M Cars.
(xxi) The operation of saloon doors shall be under train operator/attendant in the active driving console
when the trains are driving in non-ATO mode. However, under ATO mode, the normal operation
of saloon doors shall be under Signalling system.
(xxii) Not Used.
7.2.2 Door Mechanism
(i) Doors shall be electrically operated from 110V d.c. supply through train line. The door operating
mechanism shall be of a proven design in service.
(ii) The door system shall continue to operate correctly with the Car battery voltage supply range
between 77V to 132V d.c.
(iii) The door operating mechanism shall be housed within the saloon above the doorway lintels. The
design shall provide ease of access for maintenance. The complete mechanism shall be modular
and mounted on a rigid frame so that it can be adjusted in situ for alignment and be removed as an
integral unit from the Car. The entire door mounting hardware and door actuation hardware must
be readily accessible for adjustment and removal.
(iv) All such fasteners, which can cause safety and/or adjustment, operational disturbances if loose
during service, shall be provided with Nord lock arrangement. Lessor shall submit comprehensive

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and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

proposal for Independent Engineer’s review during design. Use of shims during installation or
commissioning or adjustments shall not be acceptable.
7.2.3 Passenger Door Opening and Closing Times
(i) Opening and closing time of the passenger doors shall be adjustable in the range of 2.0 to 4.5
seconds.
(ii) The end of the closing and opening stroke (say 100mm) shall be damped or cushioned to reduce
impact and/or minimise possible injury to passengers.
(iii) All doors on the train shall fully open within 2.0 to 2.5 seconds from initiation of the open
door command.
(iv) All doors on the train shall fully close within 2.5 to 3.5 seconds from the initiation of the close door
command.
(v) The doors shall not lock and permit a door-closed indication if an obstruction is detected. The
obstruction detection feature shall not permit the doors to lock either when a 15 mm wide by 100
mm long flat plate is held between the door leafs or when a 19 mm diameter bar is held
between the door leafs. If an obstruction is detected, the door shall stop. The closing force of the
obstructed door shall be removed. The door shall reopen by 50 mm (minimum 25 mm each door
leaf) when an obstruction is detected. After a specified delay (adjustable between 0 and 5s), the
door shall attempt to close again. If an obstruction persists, each door leaf shall stop again and
the closing force of the obstructed door shall be removed. After the specified delay, the door
shall attempt to close again. If the obstruction is still present the door shall reopen by 50 mm
(minimum 25 mm each door leaf) and remain stationary, reporting a fault to the TCMS/OCC. The
system shall have the provision of reclosing the door(s) without opening all doors in case of
obstruction detection.
(vi) Successfully closing of doors should be confirmed by mechanical locking. Interlocks should prove
the closed and locked position of door system and then application of traction power should be
enabled.
(vii) The force required for closing/opening of any door leaf, when fully connected with the driving gear
shall not exceed 75 N.
(viii) The push back feature shall be operative after the door leaves have been closed and locked. It shall
be possible to manually push back each closed door leaf to enable entrapped objects such as clothing
and other articles, to be withdrawn, even after the mechanical lock has engaged. The force required
to push back each door leaf shall not be less than 80N nor more than 120N. However final value
shall be decided during design. Expected door gap to be created by push back during intentional
operation should not exceed 15mm (the final gap shall be decided during detail design stage of
the door). Every operation of push back shall be recorded with time stamp and message shall pop
up in cab HMI. The compete scheme shall be of proven type in worldwide metros in ATO/UTO
operations. Lessor shall maintain 5 nos. of portable test probe to measure the closing/opening force
of any door leaf in situ condition.
(ix) Lessor shall maintain 10 nos. of portable test probe for the door obstruction detection of light
weight and well finished of dimension l=100 mm, b=100 mm & w=15 mm (dimension is subject
to review during detailed design) with a handle of 19 mm diameter of 100 mm long.
(x) The above timings in 7.2.3 (i) & (ii) shall be capable of being adjusted after experience in service
has been gained. The initial settings shall be determined from an investigatory trial undertaken using
the door mock-up, or the door test rig.
7.2.4 Passenger Door Operational Criteria

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and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

7.2.4.1 Reliability and Safety

The reliability and intrinsic safety of the doors of all high capacity metro trains are of paramount
importance. One door failure often has the effect of disrupting the service, and usually by more than a two
minute delay. It is of the utmost importance therefore that the door scheme shall be designed with all
necessary safeguards against potential failure. The door operation shall remain reliable under all operating
conditions from tare to crush loadings.
7.2.4.2 Door Failure
i. Each saloon door shall be fitted with the means of isolating and locking both door leaves both
from inside and outside. The isolation shall require the use of a key at a location normally accessible
from the platform. The keyhole location shall be subject to review by the Independent Engineer. It
shall also be possible to isolate any closed and locked door from the cab by the train operator, using
TCMS interface.
ii. When the isolation is activated, the door shall be mechanically locked in the closed position.
Manually isolated doors shall be enunciated on the train operator’s cab visual display unit (VDU).
iii. The door leaves will need to be provided with the appropriate means of applying a locking device.
Full details of the Lessor’s proposal shall be provided.
7.2.4.3 Interlocking
i. No spurious electrical signals shall cause any door to be released or opened. The Lessor will be
required to provide a comprehensive Safety Audit to prove this point to the satisfaction of the
Independent Engineer.
ii. There shall be no single point failure of equipment or wiring, or two point failure with one
failure undetected, which would cause a door to open without being commanded.
iii. The door controls shall be interlocked with the train’s zero speed circuitry so that the doors cannot
be opened until the train is stopped. However, loss of ATC power at zero speed shall not inhibit
door operation. Zero speed signals shall be hard wired.
iv. Irrespective of the operating mode, the train shall not be able to move unless all the saloon
doors are proved closed and locked. Door closed and locking shall be proved using both door
leaves. The train line circuit performing this interlock shall be a fail-safe, fully redundant circuit
to provide maximum protection against erroneous door locked signal. A sealed cut out switch
accessible to the train operator in each cab, shall be provided to bypass the interlock, to enable a
train to be taken to the next station prior to being taken out of service, to attend to the defective
door. Operation shall be recorded by the Train Control Management System TCMS. In the event
the train operator has operated the cut out switch to bypass the door closed interlock, the system
shall ensure that the doors are in closed condition before actuation of traction command.
v. At the centre of each door, (both exterior as well as interior) suitable LED indication lamp, duly
reviewed by the Independent Engineer shall be provided to indicate door status (including isolated
state). The lamp shall flash during opening/closing and shall be in ON position during
open/isolated condition.
vi. All door control circuits for one side of Car shall be separate and distinct from those for the
other side of the Car. There shall be no shared component unless specifically called herein.
vii. In ATP mode, it shall not be possible to energize the door open circuit if the train has not stopped
in the correct location or if the Car side adjacent to the platform has not been selected. However
the TO shall be able to open the doors by operating suitable switches in the event of the train not
being inside the stopping window without involving the ATP cut-out mode.

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and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

viii. It shall be possible to operate any or both side doors in the maintenance depot or lines where ATP
protection is not available. The details and schematic shall be provided for review of the
Independent Engineer.
ix. Both Door close and lock switches shall be hard wired.
x. All relevant door relays shall have paralleling of its contacts. Sealed type Mors-smitt safety critical
4 contact relay shall only be used for door system. If any other proven relay is proposed, design
details ofthe same shall be submitted for the Independent Engineer’s review and may be provided
only after Independent Engineer’s approval.
7.2.4.4 Door Controls: Train operator’s Controls
i. The doors shall be arranged for cab control operation. The control circuit shall be hardwired so
that all the doors on either side may be operated automatically by either ATO command or
manually.
ii. The door control pushbuttons shall be illuminated with distinct colour lights. The details and
schematic shall be provided for review of the Independent Engineer.
iii. The opening and closing of doors shall only be possible from an operative cab. The door controls
shall be located on train operator’s console and on respective door side, suitably located on side
wall. This control PBs shall be suitably encapsulated during GoA2. The location shall be decided
during mock up review.
iv. The cab side control panels shall be located conveniently for operation of the doors on that side of
the train. The control devices located on each side of the cab shall only operate the doors on that
side of the consist.
v. All door control panels in the train operator’s cab shall have an identical layout and shall be
physically interchangeable.
vi. A switch shall be provided, preferably at the back wall of the driving side in the cab. In ATO mode,
the automatic door open command may be overridden by operating this switch. Operation of this
switch shall be monitored by TCMS.
vii. In case of unavailability/failure of door authorization signal from ATP system, adequate
safeguards shall be provided and also incorporated in control circuit to eliminate the probability of
error of opening of doors on wrong side (other than platform side) during revenue service. Manual
opening/closing of the doors from the cab shall be possible by simultaneous operation of
Two Push Buttons on door control panel on respective side using both hands.
7.2.5 Interfaces
7.2.5.1 With TCMS
The door controller unit shall have communication link with TCMS. TCMS shall also be interfaced with
the related circuits and interlocks so that all the door related status and commands are logged.
7.2.5.2 With ATP/ATO
See Appendix 2 of K-RIDE Requirements- General Specifications for full details of the division of
responsibility between the Rolling Stock Lessor and Signalling & Train Control, Telecommunication and
Platform Screen Door (PSD) Contractors.
7.2.5.3 With On-Train Public Address System
The door control shall be suitably interfaced with On train Public Address System to achieve the following:
i. A chime shall sound over the PA system as the doors are opening, as a signal to the visually
impaired. The chime shall stop when the doors are fully open.

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and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

ii. A door close announcement followed by a chime controlled preferably by the DCU (scheme to be
finalized during design stage) shall be triggered each time the Door Close Announcement button
is pressed. The door close chime shall continue to play till the doors achieve locked position. The
chime shall warn the passengers inside the train. It shall be possible to adjust the volume of
speakers easily as per the need. Selection of the type and adjustment of volume of the chime shall
be independent for DM end speakers( 2 on each side) and internal. The adjustment of the volume
of the chimes for internal shall be independent of the volume for announcements.
iii. While chime is played over the PA system, any existing auto announcement shall be aborted.
7.2.6 Emergency Release of Doors
Three means of operating doors by staff shall however be provided for emergency situations as described
below:
(a) On each side of every Car, a device (Emergency Access Device- EAD) shall be provided,
close to the mid-point of the vehicle but beyond the sweep of the door leaf. This device shall
be operable from outside the vehicle from platform level or track-side. Operation of this device
shall release the locking mechanism, on at least one of the two adjacent door but release of both
the adjacent doors is preferred. Manual emergency release device shall be unobtrusive, flushed
with, or recessed into, the Car side, but readily available in an emergency. The manual emergency
release device shall be provided with spring loaded cover to ensure water tightness. This shall
require a special key so that only authorised personnel can operate the same.
(b) A second device (one for each side) shall be provided inside the operator’s cab. This device shall
be operable from inside the cab. Operation of this device shall release the locking mechanism
on adjacent passenger saloon door of the DM Car. This device shall be unobtrusive, flushed with,
or recessed into the side wall / interior panel. Provision shall be made of securely cover this
device, once the temporary partition wall between the cab and saloon shall be removed.
Any operation of the above mentioned manual door release devices shall be indicated to train
operator on TCMS/ along with the position of the door(s) as open or close.
(c) Third device shall be provided inside each saloon door coving. Operation of this device
shall release the locking mechanism of the respective door. The device shall be accessible by
Passengers(signages shall be provided for understanding of passengers). Details will be finalized
during design evaluation stage.
Details of Emergency Egress Device for Passengers is mentioned in Clause 7.7
7.2.7 During detail design stage, all events that shall trigger recording of data in the DCU shall be finalized.
Various parameters, that shall be available for display shall be selectable. For each event, the complete
data for minimum previous 300 secs shall be recorded & retrievable. The data shall include each input
output & status of different parameters. Adequate memory shall be available for recording of atleast 100
records. Complete diagnostic tools (software/hardware) shall be provided.
7.2.8 Provision shall also exist to monitor all inputs / output online on a maintenance device. Unless the data is
viewable on a laptop loaded with maintenance software, the Lessor shall maintain two sets of maintenance
devices and diagnostic tools for depot.
7.2.9 Accessibility of EAD with provision of PSD shall be properly interfaced with designated contractor.
7.3 Front End Emergency Door/Detrainment Door
7.3.1 Arrangement for emergency egress of passengers from the front shall be provided on the cab front. The
door arrangement shall be aesthetically designed ensuring seamless clear view of the track from cab. The
door shall aesthetically harmonize with the lookout glass and cab front and shall not block the front view
giving a look of single front glass. The visibility of the joint between the front door and look out glass shall

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and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

be bare minimum. The detrainment door system shall be SIL2 compliant and shall be provided with a
sealed cover door actuating mechanism. The clear width of the door way and ramp when operated shall
not be less than 1120mm with a headroom not less than 1900mm (other suitable/standard dimensions may
be proposed) so that two files of passengers can be simultaneously detrained without supervision according
to international standards.
7.3.2 During design stage, Lessor shall provide all details to the Independent Engineer of the metros where such
options can be seen and overall design is decided. If required, the Lessor shall facilitate visit of K-RIDEs
representatives to such metros. Suitable arrangement for ensuring safe detrainment of passengers from
saloon to the track plinth shall be provided. The folding ramp shall be simple in operation and should be
operable by passengers without assistance during emergency. The ramp shall have full length longitudinal
handrail/flexible rope and fluorescent material marking on both sides. The detrainment door ramp shall be
designed for load of 500 kg/m2 or more and it shall not sag during evacuation process. The ramp angle
shall not be more than 16.5 degree. The ramp shall also be suitably supported on the track to ensure no
tilting of the ramp on straight as well as on curved sections. Retrieval of the ramp shall be easy. Lessor
shall demonstrate safe use of the emergency door and ramp in the section on different radius curves
specified in the specifications. The door design shall be consistent with the latest applicable fire safety
standards. Further details shall be decided during design. Prevention of unintended operation of front end
emergency door shall be considered in design as emergency door shall be accessible to passengers after
removal of temporary partition door. Scheme shall be finalised during detailed design after considering all
possibilities.
7.3.3 The door shall be vibration free and sealed against water ingress and sound transmission. It shall be
provided with a safe, simple and secure locking mechanism which shall though be unaffected by single
point failure.
7.3.4 The opening of the detrainment door & ramp shall be possible by one person. The retrieval and stowage
of ramp should be easily accomplished by a single trained staff without dismantling any equipment. Any
tool, if required, for manual operation by single person shall be provided in the driving console area. In
addition to manual arrangement operable by one person, suitable portable power operated devices for
stowage of door and ramp shall also be provided in each driving cab/console. At least 10 such devices shall
be maintained in addition to installed quantities in trains. All necessary ancillary equipment to enable the
train to be moved after emergency detrainment shall be provided as parts of the scope of equipment under
this Clause.
7.3.5 For operation of the door, simplicity of operation is imperative. Multilingual (regional language(s) and
English and/or Hindi) Instructions shall be displayed to enable passengers, unfamiliar with the equipment
to operate the emergency door, in either mode, when the train operator is incapacitated.
7.3.6 There shall be two operation modes, emergency operation mode and depot/maintenance mode. While in
emergency operation mode, complete deployment shall not take more than 1 minute. Deployment and
stowage timings shall be reviewed by the Independent Engineer.
7.3.7 The door status shall be interlocked with the train control circuit so that once the door is found unlocked
and open:
(i) Cab light, Head lights and Flasher lights are automatically lit
(ii) Emergency brakes are applied on the train
(iii) Such event is logged in TCMS.
(iv) The Lessor shall submit detailed Proposals of the operation of the detrainment doors for review
and acceptance by the Independent Engineer.

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and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

7.3.8 The door shall be suitable for multiple operations. There shall be no sagging / out of shape of the door at
the end of such test.
7.3.9 Lessor shall furnish detailed evacuation plan. The Evacuation Scenario will also cover the following
conditions:
• Evacuation in Emergency, e.g. Fire, collision. The proposed Car arrangements shall be compliant
with the evacuation requirements specified in Railway Group Standard GM/RT2130 ‘Vehicle
Fire, Safety and Evacuation’ or better.
• Controlled evacuation e.g. failed train or failed power supply. It will include study of
evacuation time, the battery emergency duty calculation and other relevant documentation
duly considering the infrastructure as available.
The Lessor shall note that during acute emergency, side evacuation may become inevitable. The Lessor,
based on the experience, shall advise the quickest way for evacuation in emergencies and shall make
suitable provisions in design after final agreement with the Independent Engineer. For side evacuation,
suitable arrangement for filling up of the gap to walkway(in tunnel section)may have to be provided in
each Car. Details shall be decided during design.
7.3.10 Failure of power supply including battery supply shall not affect the working of passenger emergency door
and it shall remain functional.
7.4 Cab Side Doors
7.4.1 There shall be a cab side door on both sides of the cab. The doors shall be manually operated doors. The
door shall be a sliding door. It shall be possible to lock, unlock, open and close the cab side doors from
track level.
7.4.2 The cab side doors shall be lockable from inside without the use of a key. The cab side door shall be
positively retained in the closed position under all operating conditions.
7.4.3 The assembly of the cab side door, including the mounting tracks, door retaining mechanism, cushioning
bumper, stopper, etc., shall be of a robust design that can withstand rough handling including slam-open
and slam-close by operation and maintenance personnel
7.4.4 The doors shall be sealed against draughts, noise and water.
7.4.5 The door shall be positioned such that access to the cab is free from obstructions. The clear door opening
width shall be 650mm ± 50mm.
7.4.6 The operation of the latches and design of handle shall not cause injury to the operation and maintenance
staff. The open/close and lock/unlock status of the cab side doors shall be monitored using reliable &
suitable sensors. The train control logic shall be designed so that the train shall not be able to move unless
along with all the saloon doors and cab side doors are proved, closed and locked.
7.4.7 The open/close and lock/unlock status of the cab side doors shall also be used to provide the status to TIMS
and also to actuate the cab lights.
7.4.8 Each cab side door shall contain a fixed window, which shall be similar to the one provided in the passenger
saloon car doors.
7.4.9 The Contractor shall provide three sets of keys per train.
7.5 Saloon-to-Cab Door
7.5.1 Suitable designed temporary door between the saloon and the cab to permit access to the passenger saloon
shall be provided. The clear door opening shall be approximately 1000mm wide. In normal operation,
opening the door from the saloon shall require the use of a special key.
7.5.2 The door shall not get jammed due to pressure exerted by passengers or distorted due to minor mishaps.

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7.5.3 The finish of the door shall harmonize with that of the cab and the passenger saloon.
7.5.4 Opening the door from the cab shall not require any key.
7.5.5 The locking mechanism shall only use heavy duty locks, levers and actuating arms with proven record in
metro applications.
7.5.6 The door shall not be possible to be bolted, wedged or otherwise locked, from either side of the door to
prevent opening.
7.5.7 In emergency, it shall be possible for a train operator to gain access to a lever to actuate the locking device,
to permit access to the cab, for operation of the emergency end door. The lever shall be protected by a
suitable opaque breakable cover which shall be designed to allow for easy but deliberate breakage. The
material when broken shall not leave any sharp or jagged edges. .
7.5.8 visual and audible alarm shall be activated in the event that the saloon-to-cab door in the unoccupied cab
is opened.
7.6 Door Leaf Construction
7.6.1 All exterior doors shall be of stainless steel/aluminium of same finish as sidewall and should have the same
durability as the vehicle body. The interior of door leaves shall be powder coated and compliant with the
visual design and withstand severe wear and tear. It shall not be possible for a door to become detached
from the vehicle under any operating conditions, including heavy side load from standing passengers or
sudden pressure transients.
7.6.2 The construction of the door shall be such that it is able to resist without deformation or damage a load
equivalent to that which could occur on a crush loaded train. The door shall be as light and rigid as possible.
7.6.3 The door leaf edges shall be such that when the doors are closed they form a weather tight seal extending
the full height of the door.
7.6.4 Any seal shall not require regular cleaning. Seals and sensitive edges (if used) shall be effective under all
operating conditions from tare to crush loading and particularly shall be resistant to atmospheric and
chemical deterioration and to vandalism.
7.6.5 It shall be ensured that water does not enter/get trapped inside the door panels due to condensation or
otherwise. The adhesives, if used, shall be type tested and certified for their performance under temperature
cycles with 90% humidity & condensate.
7.6.6 The material used for the door track rollers & seals shall take into account of hygroscopic effects in high
humidity tropical environments.
7.7 Emergency Egress Device for Passengers
7.7.1 For emergency egress through the passenger saloon door, simplicity of operation is imperative. Instructions
shall be displayed to enable passengers, unfamiliar with the equipment to operate the door, in emergency
condition when the train driver is incapacitated.
7.7.2 All doors within each saloon shall be available as emergency egress. An emergency release lever adjacent
to each door shall be located behind a ―break glass‖ type cover. An alarm shall be sent to train operator,
if Emergency Egress Device is activated.
7.7.3 This manual opening device shall enable the doors to be manually opened without a specific key or
electrical power. A latching device shall prevent door from opening when the train is in motion.
7.7.4 When the lever is activated and the train is stationary, electrical power to the door operator shall be
disconnected and the door shall become unlocked, allowing the door to be pushed open, manually.

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and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

7.7.5 When the door leaves are unlocked, it shall not be possible to apply traction to the train and to release the
brakes. Automatic retrieval of emergency lever to its normal position shall be possible.it shall not be
necessary to reset the emergency lever on assembly with a specific key.
7.7.6 The mechanism for emergency egress shall be provided with safe, simple and secure locking which shall
though be unaffected by single point failure. Any operation of the emergency egress devices shall be
indicated to train driver along with the position of the door(s) as open or close.
7.7.7 All necessary ancillary equipment to enable emergency egress including equipment needed to return the
passenger saloon doors to its normal position, as necessary, shall be provided as parts of the scope of
equipment under this clause.
7.7.8 Full details of the arrangement shall be given. The Lessor shall interface with the relevant designated
Contractors to ensure safe and reliable emergency egress arrangement is developed.
7.7.9 Lessor shall furnish detail evacuation plan. The Evacuation scenario shall also cover the following
condition:
• Evacuation in emergency, e.g. Fire, collision.
7.7.10 Not used
7.8 Passenger Saloon Door and Platform Screen Door
7.8.1 The BSRP corridors will be provided with platform screen doors (PSD). The train shall be fully compatible
for PSDs functionality and shall be complete with any equipment/software, if required to be provided on
rolling stock except for those which are necessarily required from PSD contractor. Any other issue shall
be resolved during interface coordination meeting with the respective conytractor(s) for trouble free
commissioning and operation of the PSD. Different failure scenarios of PSD as well train doors including
information to passenger shall be considered such as if any PSD door fails, a notification should come to
Rolling Stock first with PSD door number so that particular door of Rolling Stock shall remain closed.
Train PA/PIS system shall make the relevant announcement.
7.9 The predominant mode of operations is ATO, any function necessary to operate the train in ATO mode, shall
be provided. Decision of Independent Engineer is final & binding to the Lessor.

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and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

8. HV and Propulsion Equipment’s

8.1 High Voltage and Propulsion Configuration
8.1.1 The High Voltage and Propulsion System shall be suitable for operation at 25kV AC single phase for the
frequency variation from 48 to 52 Hz. The high voltage and propulsion system shall be configured such
that it performs equally reliably for all consists, for all normal and abnormal duties defined herein.
8.1.2 All live parts on the roof including Bus bars, Joints, Terminals etc. shall be suitably insulated for 25kV AC
arrangements and insulation shall be finalized after review from Independent Engineer.
8.1.3 The Straight line distance from any live part on the roof, roof edge and platform shall be more than 3.5
meters and the clearances shall be in accordance with EN 50122-1.
8.1.4 All propulsion equipments shall be rated to ensure for operation of normally operating train for a further
period of 2 hours or a round trip whichever is more with half propulsion power (50%) in operation.
8.1.5 The Complete map of spectrum of harmonics generated by the train in traction and regeneration system
test and validated during line test. Harmonics generated by the train and complete fleet operating in the
system, including feed extended zone shall be compatible with the voltage distortion limits specified in
IEC 61000-3-6 & IEEE 519-1992 and shall be validated as type test. All traction units shall be suitably
interlaced to minimize the effect harmonics in the power system. The overall harmonic voltage levels
viewed at pantograph shall not exceed 2% of the fundamental component under all modes of operation
including regeneration with multiple number of trains in operation.
8.1.6 Lessor shall submit complete roof layout along with the clearance between roof equipment. This shall also
include water drainage arrangement and insulation of exposed charged items.
8.1.7 Separate push button shall be provided on driver’s desk to open line/Vacuum circuit breaker(s) in the event
of extreme emergency by Train Operator.
8.1.8 Not Used
8.1.9 Only one cut-out mode, low speed cut-out mode (25 kmph) shall be provided.
8.1.10 In the event of momentary jump in the line voltage due to unforeseen reasons, the line circuit breaker shall
remain closed upto line voltage of 35KV for 2 second.
8.1.11 The stipulations of EN 50388 and IEC 62313 shall be complied. Further, the control system shall ensure
that the train as an electrical system shall always behave as an inductive load with power factor near to
unity (not leading) under all operating conditions of powering mode, braking mode and coasting mode at
all loads. The Lessor shall include validation of same as a part of combined test bed and on mainline test.
8.1.12 Not used.
8.1.13 Design shall be suitable for 90 second headway.
8.1.14 The staggered closing of VCBs of trains shall be suitably ensured under both normal and extended feeding
scenarios arising after power supply restoration to avoid tripping of VCB of substation due to high inrush
current. Necessary command required for closing of VCB(s) from OCC shall be ensured as a part of
interface design. Design shall be suitable for 90 sec headway.
8.1.15 Staggered acceleration of the trains within the same power supply feeding zone shall be suitably ensured
under ATO operation for both normal and extended feeding scenarios arising due to power supply
disruption or bunching of trains within the same feeding zone as a part of interface design for avoiding
tripping of VCB(SF6) of substation. Design shall be suitable for 90 sec headway.
8.2 HV Power Collection
8.2.1 Power shall be drawn from the OHE by pantographs. There shall be three (2) pantographs and associated
HV equipments for the 3/6 Car train.

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and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

8.2.2 The pantograph for the 25kV ac system shall be suitable for flexible auto-tensioned OHE consisting of
catenary and contact wire as well as rigid catenary system provided in the tunnel section.
8.2.3 The pantograph shall be capable of sustained operation and satisfactory current collection from 150mm
above the lockdown pantograph level up to the full range of contact wire height, and at all operating speeds
as specified. The locked down height of the pantograph shall be limited to 4048 mm from the rail level.
8.2.4 A pantograph auto-drop function, which shall drop the pantograph automatically when excessive height is
detected or in case of break/damage or excessive wear of the collector strip, shall be provided. An
indication shall be provided in the cab HMI when this function has operated. An overreach detection should
indicate, when the pantograph raises over the set height.
8.2.5 Pantograph controls shall be configured in the cab such that any one pantograph or all pantographs can be
raised or lowered. Control of pantographs shall be available through hardwire and from TCMS.
8.2.6 Panto horns as well as panto strips shall be secured with Nord lock or equivalent suitable arrangement. The
Carbon strip shall be single piece Carbon strip tested against EN50405, glued with Epoxy phenol resin and
arrangement for prevention of water ingress in support beam of Carbon strip. V-type base support shall be
provided as to ensure that strip remains fixed even if gluing ages.
8.2.7 The pan-head shall be designed with metalized Carbon strips with a view to achieve minimum dynamic
mass. The Lessor shall furnish the expected frequency for replacement of strip in terms of kilometers
travelled by the Car.
8.2.8 The width and profile of the pantograph shall be such that the Kinematic Envelope of the Car is within
specified limit in accordance with the Clause. Same panto shall be suitable for all sections i.e., tunnel,
viaduct & ground. The contact wire, under the worst conditions of the sway on the Car and stagger shall
be within the Carbon strip portion of the pantograph. The electrical clearance between the live portion of
the pantograph and the roof shall not be less than 290mm. The minimum mechanical clearance from fixed
structures at any time should not be less than 100mm.The straight line distance from panto horn live edge,
roof and platform shall be more than 3.5 meters.
8.2.9 The pantograph shall be a single arm, direct air operated type with two strip pan-head arrangement and
compliant to IEC 60494-2. The pantograph shall be of a proven design for both flexible and rigid catenary
system. In case, the pantograph has not been used on both types of catenary, the supplier shall establish
the suitability of the offered design on theoretical basis, which shall be validated by service trials. The
pantograph shall be complete with air control equipment including air filter and pressure regulator. In case
Air is supplied to pantograph via an air-feed insulator, the creepage length of the insulators shall not be
less than 900mm and shall be suitable for PD4 category and for unfavourable operating conditions of
pollution (Ref EN50124).
8.2.10 Pneumatic pipe, other fittings and equipments provided on the pantograph frame shall be insulated from
the frame to avoid any damage to pipes due to flow of fault current on account of earthing of the frame
from any stray wire accidentally thrown by birds etc. on the roof. The insulation shall be suitable for 25kV
AC system.
8.2.11 Incidences of stray wire being accidentally thrown by birds etc. are quite frequent. With a view to provide
definite design solution, the Lessor shall examine various possible solutions and implement the chosen one
on the trains, with due consultations with the Independent Engineer. Base frame and roof bus bars/
equipment charged at 25 kV and exposed shall be suitably insulated for 25 kV to ensure that direct earth
fault does not occur between the base frame and Car roof. Arrangement for insulation shall be got reviewed
from the Independent Engineer.
8.2.12 Not used

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and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

8.2.13 The pneumatic connection for roof to the pantograph shall be through insulated air pipe suitable for the
OHE voltages specified.
8.2.14 Not Used
8.2.15 In case of entanglement of any pantograph with OHE, other pantographs of the same train shall be protected
by suitable feature in train. The system shall react immediately to lock down the other pantographs to avoid
any physical damage to the system. It shall be demonstrated though the tests.
8.2.16 Not used
8.3 25 kV Vacuum Circuit Breaker and Earthing Switch
8.3.1 A roof-mounted Vacuum circuit breaker (VCB) of proven design shall be provided for the 25kV AC system
vehicles, located close to the pantograph. The VCB shall be of the single bottle type having a short circuit
rating of 400MVA, and conforming to IEC 60056, in conjunction with C3 category, type tested with
300,000 operations & IEC 60077-4. Protection class for the external portion and internal portion shall be
IP 67 and IP 20 respectively. The creepage distance of the insulator shall not be less than 900mm for the
highly polluted environment in accordance with IEC 815. The auxiliary contacts and control equipment
shall be located beneath the base plate so as to be accessible from within the vehicle. The control cable
shall be compliant to the requirements of EN45545 or equivalent in respect of fire, smoke, & toxicity
characteristics. A 110 V D.C connector of proven design shall be provided. The VCB base plate along with
bottom cover shall be suitably protected to prevent corrosion in adverse environment of Bengaluru. The
mounting plate of VCB shall be provided with a proper sealing to avoid ingress of water from roof. The
past three year’s record of proposed VCB shall establish NIL failure of vacuum tube and not more than
two component failures in last three years. The VCB shall be suitable for repeated switching within short
time comparable with the short (6m) neutral sections. Type test reports shall be submitted. Spare auxiliary
interlocks, at least 20% duly cabled upto terminal block in the electrical cubicle shall be provided.
8.3.2 A switch shall be provided, operable from inside the Car, enabling each high voltage (HV) circuit to be
earthed during maintenance. This switch shall be interlocked with the pantograph to prevent the pantograph
being raised while the HV circuit is earthed and to prevent the HV circuit from being earthed while the
pantograph is raised.
8.3.3 The Earthing Switch shall also be provided with a sturdy key lock proven for EMU metro applications.
The key can only be removed after the Earthing Switch is in earth position and pantograph air supply is
isolated. The Earthing Switch shall be hand operated from inside the vehicle. The exposed portion of switch
shall be painted similar to VCB. This key shall be used to release multiple keys to open / close the covers
of boxes of propulsion equipment/auxillary equipment for maintenance in accordance with the existing
procedure. The Lessor shall submit for review of the Independent Engineer if any other alternative
procedure is proposed, with due justifications.
8.3.4 Circuit breaker operation shall be recorded with time stamp and train location.
8.4 Lightning Arrestor
8.4.1 Gapless type lightning arrestors of proven design in accordance with specification IEC 60099- 4 shall be
provided on the roof. The life of lightning arrestor shall be according to best industry practices. One LA
shall be provided on incoming side after the pantograph and another LA shall be provided before the HT
Transformer Bushing after the VCB, for protection against line voltage transients caused by lightning or
system switching. The LA shall be rated for not less than 42KV continuous voltage with compatible rupture
capacity. The failure of arrestor shall not be explosive in any case. No splintering etc. shall be permissible.
This shall be included in the type test plan. The arrestor shall be exposed to line harmonics and line
voltage/frequency fluctuations. Lessor is advised to take actual measurements during FAT and submit for

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and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

review of independent engineer. Frequency fluctuation of the order 47Hz to 54Hz may be considered as
datum.
8.5 25 kV Potential Transformer (PT) (Explosion proof)
8.5.1 A 25 kV Explosion Proof P o t e n t i a l Transformer, duly type tested, to be mounted, on the roof, meeting
the requirements of IEC 60044-2, for protection/measurement shall be supplied. Adequate protection shall
be ensured to avoid secondary short circuit at PT output and effect of harmonics on the performance.
8.5.2 Accuracy class for measurement as per IEC 60044-2 shall be 0.5 or better.
8.6 AC Current Transformer
8.6.1 An AC Current Transformer, to be mounted along with 25 kV cable for protection and measurement,
meeting the requirements of IEC-60044-1, shall be supplied.
8.6.2 Accuracy class for measurement as per IEC 60044-1 shall be 1 or better.
8.7 Main Transformer
8.7.1 There shall be one/two (1/2) main transformers for the 3/6 Car train. The main transformer shall have a
service life of at least 40 years, demonstrable through design calculations to the satisfaction of the
Independent Engineer.
8.7.2 The transformer shall be designed to conform to IEC 60310 and the temperature rise limits of windings
and oil shall correspond to IEC 60310 limits minus 20°C.
8.7.3 The transformer shall be modular in construction, complete with oil pump, oil pump motor, radiator with
blower, conservator and protection equipment all assembled as a single module. The Tank and conservator
design shall be such that there is no possibility of any trapped air bubble in the tank.
8.7.4 The transformer shall be silicon/ester oil immersed to ensure the minimum acceptable standard for fire
load. Force air cooling may be adopted, if required. The fire load of the transformer shall be furnished and
ensure compliance with the specified fire load. (Refer clause 2.19.3 of K-RIDE Requirements-Technical
Specification).
8.7.5 The transformer shall be under-slung and the resilient mounting arrangement shall be described in detail
by the Lessor.
8.7.6 Measures shall be included to monitor for, and protect against, traction transformer failure and leakage.
The design shall minimize the fire load of the transformer.
8.7.7 The kVA rating of the transformer shall be designed to deliver the power to the continuous load as
calculated with specified run cycle at Clause 8.10.5, Technical Specification, Section VI B, and 10% extra
for maximum load for 60 minutes. The overloading of transformer for typical run shall be specified and
type tested. Short time Ratings (say 15 sec & 110 sec as the case may be) shall be submitted along with
the justification.
8.7.8 Following protecting devices shall be necessarily provided:
(i) Thermometers with thermo-sensitive device to activate alarm contact, when oil temperature
exceeds a pre-set value and trip command for temperature exceeding the max set value.
(ii) Oil flow relay to detect low flow and stopping of oil flow due to pump failure to trip the VCB.
(iii) Pressure relief valve to discharge abnormal pressure generated by gassing of oil.
(iv) Oil gauge level to monitor the oil level. Prismatic glass shall be used for oil level gauge.
The gauge shall be mounted such that it can be easily seen from the side of the Car. Alarm and trip
command based on oil level, detected with Oil level detectors (OLD) shall be provided.
Redundancy of OLD shall be provided.

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(v) All sensors shall be so located that they are easily accessible for maintenance
/replacements.
(vi) All oil level sensors and relays shall be duplicated, if applicable. The above information shall also
be logged in TCMS.
(vii) Transformer bushings shall be provided with heat-detectors unit.
(viii) Heat detectors on low voltage/high voltage terminal boxes linked to TCMS/fire detection
unit so that their status is monitored.
8.7.9 IP level of blower motor, pump motor and complete transformer including terminal box shall be IP65.
Lessor shall declare the Vendors for Transformer’s sub-assemblies and shall submit an undertaking &
commitment from Vendors to deal directly with K-RIDE in case of future procurement.
8.7.10 The provision shall be made to operate radiator blower fan at lower/higher speed with reference to the
increase/decrease temperature rise of the transformer.
8.7.11 All motors/rotating equipments shall be dynamically balanced and shall have resilient four point mounting
arrangement.
8.7.12 All gauges and sensors shall have easy access for monitoring and replacement.
8.7.13 Radiator filters shall be easily replaceable. Condition of the filters should be monitor able.
8.7.14 Gaskets and sealants used shall be suitable and compatible for use with the transformer oil and high
temperature. Test report to be submitted.
8.7.15 Suitable oil filling equipment, complete with centrifuging, oil testing and other accessories shall be
provided in depot.
8.7.16 Transformer cooling arrangement shall be designed to ensure completion of round trip (without loss of
time) of already working train with only one radiator fan working.
8.7.17 In case of already working train, the non-working of radiator fans/ oil pump for atleast 1 minute shall not
affect transformer functionality and train performance in any way.
8.7.18 Transformer efficiency measured at full load as per IEC60310 shall not be less than 97% at 22.5KV. The
transformer efficiency shall also be validated in system test bed and line tests and shall not be less than
95.5% under any operational conditions.
8.8 25kV Cable with HV Bushing and T-connector
8.8.1 Copper cable of adequate voltage rating and diameter shall connect the vacuum circuit breaker to the main
transformer. The cable shall be laid in a stainless steel pipe. The cable insulation and sheathing shall be
halogen free, flame retardant, and having low smoke emission in compliance with EN45545 latest edition.
The details for roof end and the transformer end terminations shall be provided for the Independent
Engineer’s review. The cable shall not have any straight through joint/ connector between HT bushing on
the roof and transformer bushing in the transformer.
8.9 Power Converter – Inverter
8.9.1 There shall be one Converter-Inverter (CI) in each motor Car. However separate CI for each Bogie will
also be acceptable. The power converter - inverter shall be a proven for metro application, four quadrant
IGBT based unit, with VVVF control. The equipment shall conform to IEC 61287-1. Natural or forced
air/water cooling shall be adopted. However, if forced air/water cooling is offered complete details of the
arrangement including the method of dust filtration shall be furnished.
8.9.2 During design of cooling system it shall be noted that Bengaluru’s ambient conditions and environment
pollutants. The cooling system, natural/forced air/water shall ensure that the
devices/components/electronics is completely sealed against intrusion of dust/water. IP65 level of

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and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

protection shall be ensured. The sealing arrangement shall be such that this protection level is ensured after
normal maintenance and replacements of components. Gasket shall have minimum life of 12 years.
8.9.3 The system shall be designed to minimize switching losses, switching noise, and weight, and improve heat
dissipation.
8.9.4 The current rating of the semiconductor shall be such that the junction temperature has the minimum
thermal margin of 10°C in the worst loading conditions taking into account the extreme ambient conditions
in Bengaluru and surrounding. Lessor shall consider the temperature rise of the air in vicinity of the
equipment on account of different factors including proximity impact in the underframe, difference in
wheel diameter of the bogie(s) and rescue operation etc.
8.9.5 The converter/inverter (CI) system and transformer shall be capable of withstanding the maximum short
circuit under fault conditions. Short circuit protection of IGBTs shall be implemented.
8.9.6 The continuous rating (not thermal rating) of the converter shall be based on the continuous rating of the
traction motor and inverters after accounting for the efficiency and power factor of the traction motor.
8.9.7 The converters in a train shall be controlled such that the harmonic currents in the track in the CBTC/ATP
frequency range shall be below the specified level by Signalling contractor under the worst conditions. The
Lessor shall interface with signalling and train control Contractors for limiting values of the return current
in track in CBTC/ATP frequency range. The frequency details shall be as specified by the Signalling
contractor.
8.9.8 The power converter - inverter shall be designed to cater the pantograph-bouncing phenomenon. Adequate
compensation using suitable rating of DC link Capacitor shall be provided for the pantograph bounce time
or short time line interruption cases. Lessor shall submit the design calculations.
8.9.9 The box for the power converter - inverter shall be of stainless steel/Anodized Aluminium so as to avoid
any corrosion in service on any account and the box shall last for the lifetime of the converter/inverter unit
without needing any attention. The IP protection level of Converter box and that of aux. converter shall
not be less than IP65. The connectors shall have IP67 protection. The cooling arrangement shall ensure no
dust deposition on the component and associated electronics. The box cover which may have to be removed
for maintenance shall be suitable secured against falling. Hinged opening cover arrangement shall be
preferred.
8.9.10 Following special modes of operation shall be provided using VDU interface of TCMS:
(i) Low speed control to operate the train during train washing.
(ii) Low speed & low acceleration (settable parameters) during shunting operations
(ii) High Tractive Effort mode(All out mode) which may be used during MC isolation or rescue
operation.
8.9.11 TCMS Slip/slide control during powering and electrical braking may be provided using speed sensor less
vector control subject to its proveness in Mass Transits. Uncontrolled slip/slide should be clearly recorded
in TCMS as critical fault.
In case of excessive slip of wheels during acceleration, suitable speed regulation/restriction of 40 kmph
shall be imposed up to the next station and it shall also pop-up as a fault in TCMS.
8.9.12 The Lessor shall submit quality specification of the regenerated energy including its harmonic analysis.
The same shall be commensurate with the latest trends in metro transit systems and shall be in compliance
with an accepted international standard as per clause 8.1.5, Technical Specification, Section VI B.
Interlacing of traction units within the train and the fleet shall be implemented to minimize the overall
effect on the power system. Lessor shall submit detail document on the interlacing strategy and harmonic
reduction measures during design stage.

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8.9.13 Protection and diagnostics:

(i) Control circuit logic shall permit testing/monitoring, operation and fault simulation of the
power converter-inverter. Appropriate test equipment shall be maintained.
(ii) The power converter-inverter shall Carry out self-tests to ensure the integrity of the equipment.
Sufficiently detailed status, fault and diagnostic information shall be transmitted to TCMS, to
enable protective or corrective action to be taken immediately, when necessary.
(iii) The power converter-inverter shall use a control scheme that contains extensive self- diagnostic
logic, which shall be fully integrated with TCMS. At a minimum, the diagnostics system shall
identify a range of credible faults, identify weather a Least Replaceable Unit (LRU) is responsible
for the fault, and weather the LRUs (or non- LRUs) must be replaced or the system merely reset.
The diagnostics system memory shall be retained when the train is powered down.
(iv) The train operator from the cab shall be able to isolate any power converter / inverter.
(v) Current drawn by each motor shall be measured and recorded.
(vi) Redundant Temperature/Heat sensor location shall be in proximity of IGBTs and shall be
linked to TCMS so that their status is monitored.
(ix) The auxiliary contacts of the contactors used in the converter-inverter and aux/. Converter
shall be paralleled and shall be 100% redundant.
(x) Protection scheme for propulsion system shall include but not limited to:
1) Primary Circuit
• Over Current of Primary Circuit
• Interphase short in secondary circuit
• Interruption of catenary circuit
• Over voltage and under voltage of OHE
2) Main Transformer
• Oil Flow Stop
• Over Temperature of Main Transformer
• Pressure Relief Valve
3) Converter/Inverter
• Over Voltage of Primary Circuit
• Low Voltage of Primary Circuit
• Frequency Irregular
• Waveform Irregular
• Over Temperature of Power Unit
• Over current of Secondary Circuit
• Ground Fault
• Low Voltage of DC Circuit
• Over Voltage of DC Circuit
• OVT Failure
• Wheel Slip / slide

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• Tractive Effort Failure

• Regenerative Effort Failure
• PWM Failure
• Rotation Backward Detection
• CPU Fault
• Low Voltage of Control Power Source
• Low Voltage of Gate Power Source
• Low Voltage of DC 110 V Power Source
• Calculated Speed Fault
• Over current of traction Motor
• Phase unbalance of motor current
• Over Temperature of traction Motor
• Traction Motor Current Unbalance in 4 motors
• Fan Fault
• Fault of Charging Circuit
The settings and calculations of above mentioned protections shall be discussed during Pre – Final Design
Stage.
8.9.14 Not Used
8.9.15 Facility shall be available to monitor the events on-line on a maintenance terminal. It should be possible
to select the events, required to be monitored. All faults must have environmental data of pre and post
initiation of the fault Maintenance terminal shall be provided as free supply item in depot.
8.9.16 Separate CT shall be provided for each inverter for measurement and protection functions.
8.9.17 K-RIDE advices to maintain (both preventive and breakdown) the CI and other equipment in house. All
necessary tools, jigs/fixtures/hardware & software/test bench etc. for the purpose of preventive and
breakdown maintenance shall be maintained by the Lessor.
8.9.18 The propulsion equipment shall ensure the guaranteed performance for wheel diameter differences for at
least upto 4 mm within any bogie without any adverse effect on any equipment. If the wheel diameter
tolerances exceed the above limit, there shall be no damage to any equipment.
8.9.19 Power system fluctuations within the specified voltage range or feed extensions shall not cause propulsion
system shutdown leading to jerks in the train. Adequate capacity shall be built in the DC link and control
parameters shall be selected and fine- tuned suitably so that in no case, system stability is adversely
affected. The design shall permit to operate trains at 90 seconds headway with normal feeding zone of
20Km and extended feeding zone of not less than 40Kmph without any restriction.
Based on the operational requirements as above, Lessor shall furnish detail report on the minimum sub-
station capacity required for adequate harmony with the all-out mode operation of trains within the feeding
zone, low frequency control stability to ensure no operational or reliability issue even if the specified
headway and large number of trains in the same feeding zone, number of trains parked on the end depot
with extended feed and resonance stability of the complete system.
8.9.20 The component cooling system shall be designed to ensure the control electronics temperature inside
Converter-inverter/ aux. converter never exceeds 70˚C under specified conditions after due consideration
of proximity effect. The Lessor shall note that the air intake temperature for cooling can be appreciably

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higher than outside ambient temperature. The type measurements shall be normalized for maximum
specified temperature.
8.9.21 24V DC LED based lighting arrangement shall be provided in the CI box for maintenance purpose. Its fail
safe interlocking with the box cover shall be ensured. Lessor shall submit the detail document for
Independent Engineer’s review during design stage.
8.9.22 For maintenance purpose, there shall be additional by pass ground switch in CI box duly interlocked with
safety locks. Lessor shall submit the detail document for Independent Engineer’s review during design
stage.
8.10 AC Traction Motor
8.10.1 Three phase asynchronous traction motors, suitable for the proposed converter/inverter operation shall be
offered. The motor shall have adequate built in margin to cater to the environmental conditions given in
the specification. The motor shall be designed to suit ripples and harmonics from the inverter and shall
have a high degree of reliability in service during motoring as well as regeneration.
8.10.2 The traction motor shall be self-ventilated and shall comply with the requirements of IEC60349- 2-
Electronic converter – fed alternating current motors. An effective and efficient filtration system shall be
provided to remove dirt and water from the self-ventilated traction motor cooling air. The air inlet openings
shall include a protective screen designed in such a way as to preclude the accumulation of leaves and
debris. If installed, filters shall require cleaning no more frequent than once every two weeks. Any sensor(s)
if used shall be easily accessible for replacement and shall not necessitate removal of motor/its dis-
assembly. Speed sensors if used shall not be placed on the gear case.
8.10.3 Evaluation of the insulation system for sealing against moisture shall be made in accordance with IEEE
429. The insulation system shall be evaluated for thermal endurance in accordance with the requirements
of IEC 60505 (1975), its draft supplement and IEEE 304.
8.10.4 Various ageing parameters viz., thermal and electrical stresses, ambient temperature, humidity, dust and
mechanical stresses, vibration etc., should be used in the evaluation and the temperature index of the
insulation system corresponding to an extrapolated life of 20,000 hours shall be established.
8.10.5 Traction motor design shall be based on following premises:
The RMS current of Traction Motor shall be calculated for all out run in the specified sections without
stoppage (dwell) time.
The temperature rise limit for the stator winding shall be the maximum temperature index of the insulation
minus 70°C under all operational conditions defined in Chapter 3.
8.10.6 The traction motor shall be suitably rated to meet the most severe service requirements as specified in
design parameter Clauses 3.22.5 and 3.22.6.
8.10.7 The motor bearing maintenance inspection interval (excluding lubrication if required) shall exceed one
million kilometres and the bearing shall have a design life of minimum 2.1 million kilometres. Lubrication
of motor and gearbox bearings shall be accessible without the need of equipment removal. Calculations
supporting the choice of bearings shall be submitted for review.
8.10.8 The motor shall be mounted on the bogie frame via flexible coupling and gear unit, which shall be totally
enclosed and free from lubricant leakage.
8.10.9 The grease used for the traction motor bearings shall be selected so as to ensure the expected maintenance
interval considering the maximum temperature estimated to be reached in the bearings, under the worst
conditions. It should be possible to replenish the grease periodically in situ and overflow arrangement
should be provided to avoid the possibility of the over greasing.

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8.10.10 The traction motors shall be designed for a life of thirty five years with no need for major overhaul before
1,000,000 kms.
8.10.11 The traction motor shall be connected to the service proven single or double stage gear unit through a
flexible coupling. The coupling design and the motor to gear unit mounting arrangement shall minimize
coupling dynamic angular displacement. The motor shall be dynamic balanced. The gaskets shall be of
suitable material, compatible for use with gear case oil and service life shall be mote than 1,000,000 Kms.
8.10.12 Each traction motor shall be provided with redundant thermistor for determination of temperature of stator
winding. It should be possible to replace the thermistors in the depot without lifting the Car. Traction motor
terminal boxes shall be provided with heat-detectors linked to TCMS/fire detection unit so that their status
is monitored.
8.10.13 Not used
8.10.14 Special attachment required for cleaning of air duct holes in the core shall be maintained for depot.
Cleaning frequency shall be more than one year and it shall be possible to undertake cleaning in- situ.
8.10.15 Motors shall be provided with noise mufflers or take alternative measures for minimising noise emission
from motor.
8.10.16 In-situ traction motor cleaning arrangement/fixture capable of sucking dust from rotor and stator shall be
provided to depot. Additionally cleaning arrangement for disassembled traction motor during major
overhaul shall also be maintained to depot.
8.10.17 In the event of train getting immobilised on line due to mechanical problems like bearing seizure, gearbox
or axle defect etc., suitable arrangement shall be provided like wheel skate or similar device to quickly and
safely transfer the train to the Depot. Suitable jacking points shall be provided beneath the axle boxes for
enabling the placement of wheel skate. At least two such equipment shall be maintained in depot. Design
of such device shall be submitted to Independent Engineer for review and suitable to use in K-RIDE site
conditions.
8.10.18 AC traction motors used for the traction drive shall comply with the requirements of Relevant standards
are IEC 60349-1, 60349-2, IEC 60349-3 and shall, in particular, be fully Compliant with the sections on
motor characteristics, equipment marking, type and routine tests. Information on all the characteristics of
the A.C. traction motor as stated in IEC 60349-2 shall be provided.
8.10.19 Any inspection covers provided shall be robust and designed for quick and easy removal/
replacement and have secondary retention to prevent dropping. Inspection openings shall be as large as
possible to facilitate inspection and maintenance.
8.10.20 The gearbox case design shall give due consideration to minimizing weight.
8.10.21 The coupling of the gearbox shall accommodate all relative movements between the Motor and the
gearbox, including that caused by a free standing bogie, without damage to coupling.
8.10.22 The design of the motor installation shall permit the motor to be removed from, and refitted to, the bogie
from above, without any need to disturb the axle and any bogie mounted equipment.
8.10.23 Where cables pass through holes in the traction motor frame, oil resistant resilient bushes suitably clamped
shall be provided to prevent chafing of cables and to seal against the ingress of oil and water. The cables
shall have sufficient freedom of movement to prevent stressing or fouling of other equipments during the
full envelope movement of the bogie.
8.10.24 There shall not be any permanent flying lead attached to the motor. All connections to the motor shall be
bolted, torque tightened and marked.
8.10.25 Traction motors shall be fully interchangeable. All components requiring periodic replacement, whether
mechanical or electrical, shall be fully interchangeable unless approved by the Independent Engineer.

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8.10.26 Traction motor cables (Phase cables) connecting traction motor junction box to intermediate cables of CI
output shall be of QRC (Quick release coupling-push/pull) type.
8.11 Neutral Section Detector
8.11.1 A suitable arrangement shall be made to switch off the VCB automatically before a neutral section,
resulting in the traction control equipment switching OFF without train operator’s intervention. The VCB
shall automatically re-close after the neutral section within bare minimum time, causing traction control
equipment to switch ON again in the same operating mode, as before the switching OFF operation, without
train operator’s intervention. The sequence of VCB closure shall be such that not more than two motor
Cars are affected in six car trains. Sequential opening and closing of VCB shall be ensured to minimize
the power loss. Back up operation (both open and close) of VCBs of each unit shall be affected based on
distance from the previous station.
8.11.2 Lessor shall interface with Signalling contractor for the operation of VCBs in neutral section. CBTC shall
be the primary method for the neutral section detection and management. There shall be complete TCMS
arrangement for opening and closing of VCB before and after the natural section as back up method for
the neutral section management in case failure of primary method. System shall automatically switch to
backup method in case primary method fails without any delay. In case of failure of both primary and
backup methods, Rolling Stock shall be capable to handle neutral section management independently by
TCMS.
The control logic for the neutral section detector shall ensure that the power demand smoothly reduces on
approach to overhead line neutral sections and smoothly increases the power demand immediately after
the neutral section. Power ramping characteristics shall be submitted for review by the Independent
Engineer, and shall be validated by routine test.
8.11.3 Adequate redundancy shall be built in so that no single point failure can cause disruption. The status as
well as failures of vital components shall be logged by TCMS.
8.11.4 Not Used.
8.11.5 Not Used.
8.11.6 Not Used.
8.11.7 Location of neutral section shall be made as an adjustable parameter in the TCMS Neutral section logic
which could be edited by maintenance personnel. Lessor shall provide training to maintenance personnel
in this regard.

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9. Auxiliary Supply Equipments

9.1 Auxiliary Supply System
9.1.1 Three (3) Auxiliary power supply units shall be provided for the 6/3 Car train. This shall consist of a static
converter-inverter(s) together with back-up batteries and battery charger. Auxiliary Converter shall be
suitable for operation at 25kV ac single phase for the frequency variation from 47 to 53 Hz. The failure of
auxiliary power supply equipment shall be annunciated to the train operator in TCMS VDU.
Failure/isolation of main converter shall not cause any reduction in performance of auxiliary converter.
9.1.2 The auxiliary power supply system shall be configured such that it performs reliably for all operating train
consists. Full auxiliary power shall be available from 19KV to 31KV.
9.1.3 The auxiliary power distribution scheme shall be such configured that each main transformer shall feed to
one auxiliary power supply. When any Train Operator’s cab is activated. All the auxiliary power supply
equipment in the Train shall operate. In the event of failure of an auxiliary power supply equipment in 8
Car train, the remaining auxiliary power supply equipment must be capable of supplying all auxiliary
power to the motor/trailer Cars for which it is installed, plus all of the 230V 50Hz 1 φ, 110V d.c. loads,
415V 3-phase for at least two third rated cooling capacity in each Car (of defective and healthy unit) and
Auxiliary propulsion loads and emergency loads of the 6/38 Car train. All three auxiliary power supply
units shall work in parallel synchronous operation control in normal as well as degraded and emergency
mode.
9.1.4 While traversing the neutral section or in the event of momentary non-availability of OHE during service
the lights shall work normally.
9.1.5 All auxiliary converters shall be identical, interchangeable and under frame mounted. All Internal items of
the equipment shall be easily accessible and detachable, with the converter ―in situ‖, to facilitate
maintenance.
9.2 Auxiliary Converter
9.2.1 The static type auxiliary converter shall be of latest metro transit-proven technology (IGBT or later) with
microprocessor based, pulse width modulation control. The auxiliary converter shall receive its power from
a separate winding in the Traction Transformer. The three-output voltage shall be as follows:
(i) Output 1: 415V 50Hz 3φ 3 wire
(ii) Output 2: 230V 50Hz 1φ
Output 3: 110V d.c.
None of the above shall be accessible by passengers.
9.2.2 Not used
9.2.3 Power semiconductors shall be mounted on grounded heat sinks. Under all normal and emergency
operating conditions, the peak junction temperatures shall not exceed 90% of their declared peak ratings.
Natural or forced cooling can be offered but natural cooling is preferred. However, if forced cooling is
offered complete details of the arrangement including the method of dust filtration shall be furnished.
9.2.4 The auxiliary converter shall provide power supply to all auxiliaries including ventilation blower motor,
air-conditioning units, air compressor, doors, light equipments, control units and low voltage loads.
9.2.5 The supply shall be regulated within ±5% of the nominal voltage and total harmonic disturbance shall be
limited to 5% under all operating conditions. Phase-to-phase voltage imbalance shall not exceed 1%
between phases. The converter shall otherwise comply with the provisions of IEC 61287-1.
9.2.6 The auxiliary converter shall be continuously rated to provide loads specified in clause 9.1.

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9.2.7 Staggered starting shall be provided between auxiliary power supplies on the train to minimize start up
loads.
9.2.8 Protection and diagnostics:
(i) Control circuit logic shall permit testing and monitoring of the operation of the auxiliary
power supply system when running.
(ii) Protection against single phasing and short-circuiting shall be incorporated into the auxiliary
converter feeding 415V, 50Hz auxiliary drives.
(iii) The auxiliary power control system shall Carry out self-tests to ensure the integrity of the
equipment. Sufficiently detailed status, fault and diagnostic information shall be transmitted to the
train control management system (TCMS), to enable protective or corrective action to be taken
immediately, when necessary.
(iv) The auxiliary converter shall use a control scheme that contains extensive self- diagnostic
logic, which shall be fully integrated with TCMS. At a minimum, the diagnostics system shall
identify a range of credible faults, identify whether a Least Replaceable Unit (LRU) is responsible
for the fault, and weather the LRUs (or non-LRUs) must be replaced or the system merely reset.
The diagnostics system memory shall be retained for at least 400 events.
(v) On the condition that the auxiliary converter has been started previously, in the event of
an interruption of the primary power supply including loss of contact of pantograph with catenary,
the auxiliary converter shall automatically re-start immediately once the input power has been re-
established.
(vi) The train operator from the cab shall be able to isolate any defective auxiliary power supply
equipment.
(vii) All auxiliary power equipment shall be easily accessible for inspection, testing and maintenance.
(viii) Contactors shall be rated for maximum current capacity and overload interruption capability.
(ix) Protection scheme for auxiliary converter-inverter shall include but not limited to:
• Over current detector
• Over voltage detector
• Converter fault output
• Over temperature of semiconductor
• Single phase detector
• Inverter fault output
• AC over voltage detector
• AC low voltage detector
• AC over load current detector
• AC output short circuit current detector
• Control power supply failure
• Over voltage of inverter circuit
• Over current of inverter circuit
• Synchronous fault detector
• Starting failure
• Ground fault detector

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• DC over voltage detector

• DC over current detector
The settings and calculations of above mentioned protections shall be discussed during Pre-Final
Design Stage.
9.2.9 The box for auxiliary converter shall be such that to avoid any corrosion throughout the service life on any
account and the box shall last for the lifetime of the auxiliary converter unit without needing any attention.
The box shall be of stainless steel/anodized aluminium. The box cover which may have to be removed for
maintenance shall be suitable secured against falling. Hinged opening cover arrangement shall be
preferred.
9.2.10 Industrial 415V 50Hz 3φ socket outlets with spring loaded covers, capable of accepting a shore supply
shall be provided on each Car having Auxiliary Power Supply unit at sole-bar level, on both sides. Each
shall be accompanied by a red lamp, to warn of live sockets, when a shore supply is plugged in. The control
logic shall ensure that train power up is not possible when shore supply is applied to the train. The design
and type of the interface connector shall be submitted to the Independent Engineer for review. Adequate
numbers of the mating connectors shall be maintained for installation in the depot.
9.2.11 The shore supply shall have sufficient capacity, rating and provision to enable Lessor’s maintenance
personnel to test all electrical auxiliary equipment. The shore supply connector of adequate capacity shall
be provided at diametrically opposite convenient locations.
9.2.12 Auxiliary Domestic AC Supply and USB-C Charging Points
a) Each Car shall be provided with two numbers (Preferably at both ends of each car) of 1ɸ 230 VAC
50 Hz domestic type switched socket outlet fitted with an independent Circuit breaker that is
compatible with Indian electrical standards. The electrical supply shall always be available provided
the associated auxiliary converter inverter is operating. This socket shall be 7tilized for the powering
of vacuum cleaners and other high powered train cleaning equipment. This specific socket in each car
shall be rated with minimum 15 A current rating.
b) The auxiliary supply socket shall be located within the saloon, positioned to avoid inadvertent contact
by heavy objects and shall be physically protected by means of a lockable cover when not in use.
Access to the socket shall be achieved by the use of the door access key.
c) The socket shall be protected by means of single MCB rated at 15A and an associated residual current
device.
d) High power USB-C PD sockets rated to at least 65W that are capable of charging laptops shall be
provided at both ends of the cars.
e) Further USB-C PD mobile charging sockets shall also be provided for passenger use. These shall be
rated for charging of Mobile devices and shall be provided near all saloon seats. Sockets shall be flush
mounted with and of the same colour as the surrounding panel to ensure pleasing aesthetics.
f) Details on quantity and location of USB charging ports shall be submitted by the Contractor during
the design review.
9.2.13 In case of failure of one APS, the battery of faulty APS shall also get charged from Healthy one.
9.2.14 For maintenance purpose, there shall be additional by pass ground switch in APS box duly interlocked
with safety locks. Lessor shall submit the detail document for Independent Engineer’s review during design
stage.
9.2.15 Heat detectors in APS and battery charger shall be provided and status shall be linked to TCMS/Fire
detection unit so that their status is monitored.

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9.2.16 24V DC LED based lighting arrangement shall be provided in the APS box for maintenance purpose. Its
failsafe interlocking with the box cover shall be ensured. Lessor shall submit the detail document for
Independent Engineer’s review during design stage.
9.2.17 All auxiliary converter-inverters shall be identical, interchangeable and under frame mounted. All internal
items of the equipment shall be easily accessible and detachable, with the converter- inverter ―in situ‖, to
facilitate maintenance.
9.3 Battery Charger
9.3.1 The battery shall be charged from the local (related APS) static battery charger in normal condition. The
battery charger with automatic control shall be capable of providing a temperature compensated high rate
boost charge or float charge compatible with the characteristic of the Ni- Cd batteries.
9.3.2 The battery charger shall be capable of charging a discharged battery to 80% full charge within 4 hours.
Once the battery is fully charged, float charge should stop after 10 minutes.
9.3.3 Batteries shall be connected to a common Battery Bus throughout the train.
9.3.4 In case of failure of one Auxiliary Power Supply (APS), the battery connected to the faulty APS shall also
be charged from the healthy APS. Detailed scheme be finalised during design.
9.4 Back-up Batteries
9.4.1 6/3-Car train shall be equipped with at least 2/1 battery sets consisting of nickel cadmium cells having a
nominal voltage of 110V with cell casing of stainless steel or alternative robust flame resistant material.
The battery shall be rated and tested in accordance with the requirements of IEC 60623 and shall also meet
the requirements of IEC 60993.
9.4.2 The backup battery shall utilise a sufficient number of cells to ensure that it is capable of:
(i) Maintaining full d.c. loads when the train runs over neutral sections of the overhead line in case of 25
kV ac system.
(ii) Supply emergency load for at least 60 minutes (with doors open and close every two minutes) in case
of failure of battery charger or its supply with the battery charged to 80% of its full capacity, before
the voltage level at any device falls below 77V d.c. Non-
essential load shall be shed after 30 seconds of failure of battery charge supply. This feature shall be
demonstrated during testing.
9.4.3 Emergency loads shall include, but need not be limited to:
(i) Emergency lighting. Requirement of Emergency Lighting (in terms of time and others) in
accordance of GM/RT2130 ―Vehicle Fire, Safety and Evacuation‖ shall be met.
(ii) All exterior lights.
(iii) Ventilation fans, but not air conditioning.
(iv) Communication systems including public address, passenger emergency alarm,
surveillance system and train radio.
(v) Propulsion and brake controls.
(vi) Door controls.
(vii) TCMS.
(viii) Electric horn
(ix) Cab console indicators, lighting and interlocking.
(x) ATP train borne equipment.
(xi) HVAC Control

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9.4.4 The design and control of the battery shall ensure that there is sufficient capacity left under all conditions
to raise all the pantographs simultaneously. Adequate circuit protection shall be provided to ensure the
battery load shall be disconnected when the battery voltage has dropped below 70% of the nominal voltage
and when the auxiliary load is re-connected, the initial battery load shall not cause the battery output to
oscillate.
9.4.5 Battery electrolyte capacity shall be such that the batteries will not require topping up more than once in a
year. Complete calculation of loss of water and float/boost charging shall be submitted. Batteries shall be
designed with integrated topping up provisions. Suitable interconnection shall be provided so that topping
up of all the cells can be Carried out using from a single point on battery box. The design shall be submitted
for review of the Independent Engineer.
For the calculation of sizing of battery at high and low temperature, ageing de-rating factor and charging
de-rating factor shall be considered and calculations shall be submitted to Independent Engineer during
detailed design stage.
9.4.6 The battery terminal voltage shall float on the 110V d.c. output of the auxiliary power supply of which the
output voltage shall have fine adjustments and good stability to avoid over or undercharging of the battery.
9.4.7 The control elements taking power from the battery shall be capable of operating between 77V and 138V
d.c. The instantaneous battery voltage shall be monitored and recorded through TCMS.
9.4.8 Three sets of battery electrolyte automatic topping up devices shall be maintained. These devices shall be
portable and easily operated by one person. They shall incorporate a feature to cut-off the electrolyte
automatically when it has reached the correct level.
9.4.9 One train shall be fitted with Battery Control and Monitoring Unit (BCMU) to monitor the charging,
discharging current, voltage etc and other trains shall have provision to fit BCMU as per future need.
9.4.10 Battery Protection and Isolation:
(i) Battery fuses and MCB of suitable rating shall be fitted in a separate box located adjacent to one
of the battery boxes and shall enable easy access from track level.
(ii) Back connected fuse holders shall be provided and the battery fuse enclosure shall be sealed
to IP65 in accordance with IEC 60529.
(iii) A battery contactor operable from inside the cab shall be provided to disconnect the battery
from the Car wiring electrically, when required.
(iv) A low voltage earth bar shall be provided and located close to the negative fuse.
(v) The status of fuse and circuit breakers shall be monitored by TCMS.
(vi) Battery temperature shall be displayed in TCMS.
9.5 Battery Box
9.5.1 The box for battery shall be such that to avoid any corrosion throughout the service life on any account
and the box shall last for the lifetime of the Cars. Within the battery box, the battery shall be mounted in
roll out trays to allow for easy maintenance.
9.5.2 The roll out system shall be corrosion resistant, and shall be provided with the necessary stops and locks
to limit the travel of the battery box and retain it in both extreme positions. When rolled out, the entire top
of the battery shall be exposed. All the battery terminals, including battery positive and negative main
connections shall be easily accessible for maintenance work.
9.5.3 The box interior / the roll out trays shall be lined with a non-flammable, electrolyte proof, insulating
material of suitable thickness. The box shall be ventilated to preclude the possibility of built-up of any gas.
Vibration proof automatic lock shall be provided to ensure absolutely no relative movement of the batteries
inside the tray.

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9.5.4 The battery box shall be sized to have at least 10% extra space to accommodate augmented capacity battery.
Extra space shall be suitably packed.
9.5.5 Battery box shall not deshape/sag during lifetime of the Car. Adequate strength shall be built in the battery
box by providing suitable ribs etc. FEM & fatigue report of the battery box shall be submitted to establish
the same.
9.6 Inverter for HVAC Ventilation
9.6.1 Adequately sized separate DC inverter shall be provided to feed the ventilation fans of each HVAC units
of all Cars.

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10. Train Control Management System

10.1 General
10.1.1 All the trains shall be equipped with Microprocessor based Train Control Management System (TCMS).
TCMS shall be equipped with control, protection, fault diagnostic, display, record and data acquisition
features. Basic architecture and hardware of TCMS proposed to be implemented/used by the Lessor shall
be compliant with international norms. The Lessor shall submit basic system architecture with hardware
for approval at the concept design approval stage and establish its proveness as specified.
10.1.2 TCMS shall be a complete, integrated system for the control and monitoring of functions, performance
parameters of train, its systems and subsystems. The system shall provide for real- time distributed control
and modular processing of sub-systems in a redundant manner with high reliability and availability in the
adverse operating environment in MRTS system. Independent Train control data bus & control processor
shall be provided.
10.1.3 The design shall consider the train as a complete system. The train shall monitor all its sub- systems’
operation and fault status, fault data logging, incident investigation and reporting. Real- time diagnostic
information shall be accessible on the console display to assist train operators to operate the train safely,
quickly, efficiently, and to rectify faults or failures that are resettable.
10.1.4 TCMS shall perform the task of fault diagnostics and display, in addition to performing the control task.
TCMS shall be capable of monitoring the status of the equipments continuously and occurrence of faults.
TCMS shall also cause appropriate action to be taken, and wherever necessary to shut down equipments.
10.1.5 It is desirable that the control and monitoring functions are implemented by software, to the extent possible,
so as to reduce hardware and cables.
10.1.6 During the development of TCMS for the project, the K-RIDE may depute team of engineers to fully
associate with the TCMS/controls design work so as to make them competent to implement software
changes as required within the scope of this contract. Lessor shall ensure full association and support of
Lessor’s team with the K-RIDE‗s team throughout the project or as the case may be.
10.1.7 TCMS shall be SIL2 compliant. Any change in SIL Level shall be subject to the hazard analysis and
acceptance or otherwise of the same by the Independent Engineer whose decision shall be final & binding.
10.1.8 The TCMS architecture, functionality and redundancy level shall be compatible with the ATO mode of
operation and upgradable to UTO. Lessor shall submit details of all ATO specific design functionalities
for Independent Engineer’s review.
10.1.9 Design approval of proposed TCMS shall imply only conceptual approval. Further changes as required by
Independent Engineer based on operational, maintenance and functionality considerations shall be
discussed during the contract and solution be implemented to the satisfaction of Independent Engineer
without additional cost. This will include finalization of event list, fault priorities, diagnostics and others.
10.2 TCMS Architecture
10.2.1 TCMS architecture
i) Data Communication Link
a) Ethernet based
The network communication technology to be adopted for all TCMS data communication links and
subsystem communication interfaces shall be based on Ethernet (100 Base TX or better).
b) EMI Immune

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Proven train data communication links that are immune to EMI and harmonics generated by traction
equipment shall be provided between the Cars. Suitable physical bus interfaces, to ensure error-
free and high speed data transmission shall be provided.
ii) Ethernet Train Backbone (ETB)
Ethernet-based train backbone with redundant (i.e. at least two in each Car) Train Backbone Nodes
(TBNs) shall be provided.
The system shall be made up of subsystem processing nodes (in each Car) interconnected through
a redundant train data communication link. Both subsystems processing nodes shall be fully redundant
with each processor having independent connection with each vital input/ output including associated
connectors to increase system reliability and availability. All such inputs/ outputs that can result in
failure shall be considered as vital. All communication protocols, architecture and data acquisition
concepts shall be of the latest state of the art technology.
Diagnostic capability incorporated in the system shall detect node or line section failure rapidly to
ensure no impairment of normal control and monitoring functions. The Lessor shall submit proposed
system architecture.
10.2.2 The TCMS shall be of fault tolerant distributed control system architecture. A single point failure of any
individual part/component /board/communication link shall not cause any adverse performance impact on
train performance or loss of data.
10.2.3 The TCMS components shall be modular in functional design at all levels with the provision of adequate
spare capacity expansion post commissioning. ov.
10.2.4 The TCMS unit shall incorporate built-in self-test diagnostic functions.
10.2.5 The hardware system shall conform to IEC 60571.
10.2.6 Data protocols and standards should be to international and railway industry standards. The Lessor shall
advise the proposed applicable standards, for review.
10.2.7 Lessor shall submit details of the communication protocols used in their design at different levels clearly
indicating how the requirements of monitoring and control are complied with. Further details along with
any hardware/software tools required shall be submitted during design stage.
10.2.8 Time stamping of date of software(s) used in different sub-systems of the train and their compatibility shall
be ensured by TCMS. The system shall not permit loading of incompatible software(s).
10.2.9 All the software(s) used in train, diagnostics, monitoring or analysis purpose shall be upgradable for higher
versions of Windows. The Lessor shall either commit to supply upgraded versions to match with higher
version of Windows, as and when available or the software(s) shall be so developed to have automatic
upgradability with Windows.
10.2.10 The TCMS architecture, functionality and redundancy level shall be compatible with the ATO mode of
operation and upgradable to UTO
10.2.11 It shall be possible to operate different trains in a section simultaneous in GoA2 without any
safety/reliability issue as per IEC 62290-1:2014
10.3 Data Acquisition
10.3.1 TCMS shall interface with all microprocessor/ micro-controller based on-train systems. These systems
shall include, as a minimum:
(i) ATP/ATO
(ii) HVAC System
(iii) Auxiliary Power Supply System

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(iv) Brake System

(v) On-train Communication System
(vi) Passenger Saloon Doors
(vii) Propulsion System
(viii) Train Radio
(ix) PSSS (Passenger Saloon Survellience System)
(x) Lighting System
(xi) Wayside Wireless Communication
(xii) Fire Detection System
(xiii) STPT
(xiv) PAPIS system
(xv) Any other relevant systems which needs monitoring and control and communication
In addition, TCMS will also acquire status data at the various identified vehicle control circuit nodes
including train lines. All interface signals with sub systems, ATO/ATP shall be monitored and recorded
with time stamp. The Lessor shall submit the details for Independent Engineer’s review.
10.3.2 Proven train data communication links, which is immune to EMI and harmonics generated by traction
equipments, will be provided between the Cars. Suitable physical bus interfaces, to ensure error-free and
high speed data transmission shall be provided.
10.3.3 All the TCMS nodes of the train shall be linked by a dual redundant Train bus. A single failure in the train
bus shall not affect data acquisition and processing.
10.3.4 TCMS shall synchronize its clock with the system master clock through the ATP/ATO interface. All the
microprocessor/ micro-controller based on-train systems shall synchronize respective clocks with TCMS
clock.
10.4 Data Processing
10.4.1 TCMS shall schedule, control and initiate data acquisition, processing and analysis. It shall be possible for
authorized maintenance personnel to modify selected data acquisition signals and parameters.
10.4.2 TCMS shall perform fault analysis, event log fault occurrence, determine the health of the Car systems,
perform failure management actions and present alarms & conditions to the train operator. Specific
provision shall be available for popping up of the status of each safety switches (if not in normal mode) at
the time of taking traction and cab activation. Failure of redundant equipment and sub systems shall also
be monitored.
10.4.3 Fault analysis algorithms, data acquisition routines and data storage logic shall be programmed and
presented using Windows or equivalent user interface software. The events shall be at three or more levels
with ‘Level 1’ events displayed on HMI with buzzer, ‘Level 2’ events displayed on HMI without buzzer
and ‘Level 3’ being events recorded in the memory. Provision shall exist to upgrade the level of the event
automatically in case of its being experienced for predetermined number of times (settable by the
authorized maintenance personnel) in pre- determined time period (settable by the authorized maintenance
personnel).
Above philosophy shall be partially applicable in case GoA2 mode of operations,
It shall be possible for authorized maintenance personnel to modify selected algorithms and logics and
also add or subtract the selected events and their level. Complete facilities to implement the same shall be
maintained. Authorised maintenance personnel shall have facility for editing of the text of each event.

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10.4.4 Logging for On-train fault occurrence and degraded performance condition monitoring shall be provided
as an integral part of TCMS. The Lessor shall nominate the key indicators of degraded performance of the
principal Car systems for review by the Independent Engineer.
10.4.5 TCMS shall process the inputs from on-train systems and be able to determine a Car level or train level
fault based upon the defined fault parameters. The fault parameters shall be defined by the Lessor and
reviewed by the Independent Engineer.
10.4.6 The scheme proposed shall differentiate between faults which are not potentially life threatening, (e.g. air
conditioning failure), and other system faults which could be life threatening (e.g. failure of the brake
system).
10.4.7 Fault data shall be displayed in the live driving console on a VDU.
10.4.8 Not Used
10.4.9 Single point uploading of software and down loading of faults shall be possible from TCMS nodes in each
Car. In-case of sub supplier’s equipment like doors, PIS, HVAC etc. also, single point uploading of
software and down loading of faults train basis shall be ensured. Single point uploading of all software of
all sub systems/systems shall be possible in less than 10 minutes. In addition, it shall be possible to update
software, modify parameter setting etc. of one or more of the selected sub-systems by Lessor’s maintenance
personnel using remote wireless access.
10.4.10 CPUs shall not be loaded more than 50% of their capacity.
10.5 Data Recording
10.5.1 TCMS shall retain a non-volatile record of train operator and ATP/ATO initiated commands and system
responses for a minimum of 240 hours before overwriting. Overwriting shall be such that the latest
information is retained.
10.5.2 TCMS shall also retain non-volatile records of vital events (Level 1 and Level 2) for 240 hours. In case of
overwriting, Level 3 events only may be overwritten.
10.5.3 The various important parameters of the equipments for pre-determined period of before and after of
occurrence of faults shall also be recorded with a view to enabling proper fault analysis. Authorised
maintenance personnel shall have facility to select the parameters to be recorded with each event. Adequate
redundancy shall be built into TCMS. The size of ODBS memory for fault records shall be sufficient to
hold all Car level and train level events between normal downloading intervals of 30 days through hardware
download.
Separate adequate sized memory shall be available in TCMS for keeping user defined DR (data recording)
files for extensive data (more than 200 parameter) logging and fault analysis.
10.5.4 TCMS shall also log information/signals as received/delivered from/to ATP/ATO and Train Radio
equipments supplied by the Signalling and Train Control contractor and Telecommunications contractor
respectively. The Lessor shall also enable Signalling contractor to record similar data/signal interfaced
between Rolling stock and Signalling. During design and interface additional signals may have to be
interfaced with signalling contractor to improve train performance. The same shall be implemented by the
Lessor.
10.5.5 For the functionalities specified in these specifications, not more than 70% of the provided memory
capacity shall be utilized. Further all the memories used in TCMS shall be expandable further as required
by the K-RIDE.
10.5.6 Event Recorder
(i) An event recorder compliant with GM/RT 2472 shall be provided in each DM Car. The event
recorder shall be redundant to each other and shall be type tested to demonstrate the integrity of

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recorded data and ability to extract data following an incidence. The recorder shall have the
provision of recording at least 200 signals of the data which should be easily retrievable either by
directly connecting the Window based PC or/and the storage media shall be removable type. The
recorder shall have capacity for 24 hours recording of vital data and operating data. The recording
shall be on a non-volatile memory capable of retaining the recorded data with time stamp and
location for at least 30 days. This function shall monitor and flag any operation of critical function,
such as, emergency brake applied by the train driver via the activation of emergency stop push
buttons or deadman switch, emergency door. In addition, any abnormal operation shall be recorded
including wrong side saloon door operation. Detailed monitoring arrangement shall be agreed with
the Independent Engineer.
(ii) The Recorder shall be fully protected against illegal tempering, shall maintain its structural
integrity and integrity/retrieval of data/device during accident.
(iii) The memory module shall be able to withstand a shock of 5g in the direction of travel without any
loss of the data.
(iv) All extracted data from the event recorder shall be compatible with the operating system of
Microsoft Widows and its standard application programs like MS excel.
10.6 Control Features
10.6.1 TCMS link shall be used to execute non-vital commands and controls of the train. TCMS link shall also
be designed to provide back-up signals of certain identified vital commands.
10.6.2 The Lessor shall furnish detailed technical features of the control system including control methods and
strategy adopted in the design for GoA2 mode of operation. Control features available for the train
operator’s control through the Visual Display Unit (VDU), the train operator– TCMS interface shall
include as a minimum, but not limited to:
(i) Train start up.
(ii) Control of various salon Air-conditioner parameters such as selective and/or collective starting
and switching off, Car temperature control, provide override control of operating mode etc.
(iii) Isolation of any particular passenger side door that has been detected as closed and locked.
(iv) Override control over automatic selection of the saloon light circuit(s).
(v) Resetting of minor faults in sub-systems
(vi) Control of Panto selection and operation
(vii) Traction and APS isolation
(viii) Soft commands for wash mode
(ix) Brakes monitoring screen
(x) Any other item as desired by the K-RIDE.
10.6.3 The Lessor shall submit the detailed list of features proposed to be controlled through TCMS. Unless
otherwise indicated specifically in these specifications, hardwire back up shall be provided for each safety
related control functions.
10.6.4 Automatic speed calibration through GPS or better means shall be ensured specifically whenever wheel is
turned and train is moving out of depot for revenue service.
10.6.5 Adequate redundancy shall be built in for correct train speed measurements in case of failure of any of the
speed sensor. System shall also counter check the speed recorded by the ATP/ATO. For the purpose, the
Lessor shall suitably interface with signalling contractor.
10.6.6 Not Used.

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10.6.7 Not used.

10.6.8 ATC may initiate automatic train sleep function when trains are not required. TCMS shall shutdown the
relevant equipment except for control supply to necessary equipment.
10.6.9 Train Standby function may be actuated by ATC system when train is in stabling siding. TCMS on receipt
of such command shall switch off auxiliary equipment except compressor, battery charger etc. and shall
maintain train in a ―Ready‖ state.
10.6.10 Not Used
10.6.11 TCMS shall be fully compatible and interface with signalling system to ensure safe ATO operation on
mainline.
10.6.12 Any failure of the TCMS shall not affect the emergency performances specified in this document.
10.6.13 Not Used
10.7 Self Diagnostic Test
10.7.1 TCMS shall perform self-diagnosis, and annunciate on the VDU, whenever the system is ready or an error
exists.
10.7.2 All the on-train microprocessor/ micro controller based system shall also perform self-check and report the
status to TCMS.
10.7.3 It shall be possible for the train operator or maintenance personnel to specifically select (using VDU) to
request self-diagnostic test of one or many on-train sub-systems. Upon performing the task, the selected
sub-system(s) shall return the detailed health status to TCMS. The format/nos./ contents of HMI screens
shall be proposed by the Lessor during design and may have to be changed during the contract based on
operational/ maintenance requirements. The Lessor shall make such changes as and when required by the
Independent Engineer during the contract and also train K-RIDE’s engineers to design, review and execute
the changes in HMI screens in post contract period. Necessary hardware/software tools shall be provided.
10.7.4 Hardware and software shall provide for self-diagnostic test of the critical system functions. Detection of
a failure shall cause an indication to be displayed on the monitor of the failed unit and on VDU.
10.7.5 For quick guidance of Train operator and Maintenance staff, a summarised menu for drivers, user friendly
Trouble Shooting Directory (TSD) shall be made available in the HMI. Details shall be decided during
design & revenue service period. Based on the operational requirements, the directory shall be regularly
upgraded during the contract period. The TSD shall be editable by authorised maintenance personnel.
Extensive use of graphics shall be made in TSD for better understanding of the TO’s.
10.8 Driving Console Interface
10.8.1 Each Driving Console shall be provided with a VDU to display real time information to the train operator.
The display screen shall be of the colour Light Emitting Diode (LED) type, suitable for use in rugged
railCar environment. VDU shall be equipped with brightness, sharpness, intensity and contrast controls
etc. The VDU shall support both text and graphic presentation of information. Commands shall be entered
by the train operator via touch screen. Suitable protection features for the safety of the VDU shall be
provided.
10.8.2 The VDU shall display information of equipment operating status, faults and failure of both auxiliary and
control functions.
10.8.3 The VDU shall also display recommended remedial actions in the event of alarms or faults occurring on
the train.
10.8.4 The VDU shall provide distinct screens for different functionality or subsystems. The information shall be
divided among screens and presented in a logical and orderly manner.

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10.8.5 All the screens shall display the time (24 hour format), date (dd/mm/yy), the train configuration and
approximate number of passengers in each Car and complete train.
10.8.6 A six-digit odometer display shall be incorporated into the VDU display on each driving console. It shall
record cumulative distance run by the train, irrespective of direction.
10.8.7 TCMS shall interface with the relevant sub-systems and shall provide the facility to display energy
consumption for each journey as well as cumulative for the train.
10.8.8 Facility shall be available to key in the train operator and train identification number (in case same is not
available through ATC interface).
10.8.9 TCMS shall interface with the relevant sub-systems to reliably display and record the train speed.
10.8.10 The level of access to distinct screens shall be controlled for the train operator and maintenance personnel.
At least three levels shall be defined which shall be user name and password protected. The details shall
be reviewed by the Independent Engineer.
10.8.11 The screen layout including the selection of default screen, abbreviations etc. shall be reviewed and
approved by the Independent Engineer.
10.8.12 Full redundancy shall be available between VDU of TCMS and CCTV. CCTV images can be display on
the TCMS VDU on demand or event generated. The TCMS VDU shall have provision of displaying
multiple screens as per the requirements.
10.8.13 All operations of Train operator including pressing of push buttons etc. shall be recorded with time stamp.
10.8.14 Status of safety switches shall be displayed on HMI and shall be acknowledged by the incoming train
operator. The status shall be relayed to the Control centre through train radio.
10.9 User Interface
10.9.1 A high-speed suitable communication port on each Car to interface with a maintenance terminal shall be
maintained and all information on the TCMS shall be accessible on the maintenance terminal. It shall be
possible to download the desired data for the entire train including data logged in its sub-systems through
any one of these ports (single point downloading of train’s faults/data) and through remote wireless access.
10.9.2 In addition, other diagnostic access by maintenance staff via the notebook computer shall also be provided.
10.9.3 Remote Downloading Provision
(i) Trains on the Mainline
The Lessor shall provide all equipments (hardware including server etc. & software) and install the
system to enable remote wireless downloading of all the stored TCMS data, data recordings,
environment data and linked files if any. The downloading shall be real time/time interval
actuated/fault actuated/manual triggered. The data as above shall be downloaded on a central server
which shall then be linked to depot. The Lessor shall maintain the multiuser software(s) required
for analysis of the faults and predictions/judgments on likely faults/failures. Computer Based
Maintenance Management System (CMMS) shall be part of/linked with this software. The
specification of the software shall be got approved from the Independent Engineer. The Lessor shall
be responsible for complete set up and commissioning and satisfactory working of the system till
the expiry of maintenance period. Any On board equipment /access point/switches/router etc. if
required and the server shall be provided by the Lessor. Integrity of the data shall not be affected
during remote download and in case of any interruption or otherwise the data shall be suitably secured
and retrievable. The facilities of the remote downloading shall be in addition to the hardwire
downloading. Apart from normal downloading the system should also have intentional/forced
download by authorized Lessors personnel.
(ii) Trains within the depot premises

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Within the depot, the Lessor shall install complete system for automatic/manual downloading all
diagnostic data as described above to the server at the depot through wireless network covering
complete depot. Any equipment required for the purpose within the depot or otherwise shall be
supplied by the Lessor. Further details shall be worked out and agreed during design.
It shall be possible to update software, modify parameter setting etc. of one or more of the selected
train borne sub- systems by the Lessors maintenance personnel using the remote wireless access
and/or GPRS.
10.9.4 Adequate number of notebook computers, together with all associated accessories and software necessary
for all diagnostic functions for all train-borne equipment shall be maintained. These shall be duly equipped
with remote wireless access features with TCMS. Two copies in approved non- volatile memory, of all the
software uploaded in the notebook computers shall also be maintained, separately.
10.9.5 The notebook computer shall provide full testing of and interaction with the on-board TCMS at both train
and Car level.
10.9.6 The following minimum capabilities shall be provided and maintained:
a) System monitoring, fault data retrieval and analysis.
b) Viewing and processing of logged TCMS data.
c) Uploading facilities for new operating software and parameters for all the on-train subsystems.
d) Uploading facilities for new train configuration data (e.g. wheel diameters, etc.).
e) Downloading of fault and usage information in Depot.
f) Exercising and checking of digital inputs and outputs.
g) Checking of train and subsystem serial links.
h) Checking of train data bus set-up and configuration.
i) Retrieval of equipment identification numbers.
j) Initiating function testing of onboard equipment.
k) Any other adequate capabilities
10.9.7 The level of access to distinct functionalities shall be controlled for the maintenance personnel. At least
three levels shall be defined which shall be user name and password protected. The details shall be
reviewed by the Independent Engineer.
10.10 Not Used
10.11 TCMS Software
10.11.1 The software and communication protocols used throughout the TCMS and the interfaces to subsystems
shall be to a common standard or standards.
10.11.2 All the software used for user interface shall be compatible with latest Windows version.
10.12 TCMS Labeling
10.12.1 The type, location and identification of all hardware, software interconnections, cabling and terminals shall
be determined on a coherent hierarchical system basis. Labelling or identification shall use appropriate
English language based mnemonics or abbreviations. The Lessor shall submit proposal for review.
10.13 Energy Measurements
The control system shall be designed to ensure accurate energy measurements. The integrity of
measurements with train shall be ensured, recorded and retrievable. The K-RIDE intends to use the data
for getting Carbon credits. The measurements shall include both during traction, coasting and regeneration
at pantograph, converter and aux converter level. The system shall ensure Net energy drawn at Pantograph

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level with both the components viz. motoring (including coasting), energy dissipated in regeneration with
time & Kms. travelled stamp shall be displayed on HMI when required. The integrated & cumulative
values at any time shall be available and recorded with date, time stamp& net Kms. travelled.
(i) All energy measurements shall have accuracy within ±3 %. This shall be validated during
type tests.
(ii) The cumulative energy components shall be relayed (remote link) to central control at 00.00
hrs. everyday with train No, time, date, stamp (24 hr. clock), km travelled (24 hr. clock) and
shall be downloadable in Excel. Daily cumulative value shall also be stored in memory and
shall be retrievable within a month as roll over window.
(iii) The motoring, coasting & re-generated components shall be recorded separately during the day
and shall be available for every 5 min in 24 hr. cycle (00 hrs. to 00 hrs.) with time and
distance travelled stamp. It should also be possible to link the Train Operator’s particulars with
these measurements. Complete data shall be transmitted to control centre at assigned times which
shall be advised during design. The data shall be stored for 15 days and shall be downloadable as
and when required.
10.13.1 The Vehicle Circuit shall be suitably designed to ensure that the Energy Consumption. Measurements at
specified points integrated over five minutes interval shall be done. Data of Energy Consumption
Measurements of following shall be available in the TCMS for the previous 60 days period. The Energy
Consumption data shall be stored in file, which can be exported in excel format through Wi-Fi/Wired
connection. It should be possible to obtain the Energy consumption values for following (illustrative list )
between the users defined start time and end time (input shall also be possible from the VDU of TCMS) in
the previous 60 days:
(i) Energy Consumption input at Pantograph during ‘Non Braking’ (Traction & Coasting)
(ii) Energy Consumption at input of SIV (Auxiliary inverter) during ‘No Braking’
(iii) Energy Consumption at Converter Inverter during ‘Non Braking’
(iv) Energy Consumption input at Pantograph during ‘Braking’
(v) Energy exported during ‘Braking’ at Pantograph
(vi) Energy Consumption at Auxiliary inverter from Line during ‘Braking’
(vii) Regenerated Energy for input of SIV (Auxiliary inverter) during ‘Braking’
(viii) Regenerated Energy at Converter Inverter input during ‘Braking’
The accuracy of the Energy Measurements shall be within 3% of the measurements made with Standard
Wattmeter and Standard Instrument Transformers connected at appropriate test point in the Vehicle control
Circuit. The Lessor shall be required to submit the detailed arrangement for connecting the standard
Instrument Transformers and Standard Wattmeter at the test points for measurement of Energy
Consumption for all above defined parameters, during the Type Test. Further details shall be discussed
during design stage. The Lessor shall also liaise with the signalling contractor to harmonise his system
with energy modes under ATO. The Lessor shall also provide suitable analytical tools to screen and analyse
the data for optimization of energy regeneration, coasting, right manner/energy saving manner of driving
and identifying the areas where energy can be saved etc.
10.14 Not Used
10.15 Speed Limit on isolation of Bogie Isolation Cock (BIC)
10.15.1 Isolation of bogie through Bogie Isolation Cock (BIC), shall be monitored by Train Control and Monitoring
System (TCMS) and TCMS shall display the status of BIC. On isolation of one bogie or two bogies (or as
the case may be), speed limit shall be imposed by propulsion system. Exact limit of speed shall be decided

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based brake calculation in case of one bogie isolation or two bogie isolation (or as the case may be).The
Lessor shall follow statuary rule (as applicable) in this case..
10.16 Speed Limit in case of deflated Secondary Suspension:
10.16.1 Status of secondary Suspension shall be monitored by Train Control and Monitoring System (TCMS).
In case of deflated secondary suspension, speed limit shall be imposed by propulsion system of the
train. Exact limit of speed shall be decided based on the oscillation trial results under deflated secondary
suspension. The Lessor shall follow statuary rule (as applicable) in this case.

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11. Heating, Ventilation and Air-Conditioning

11.1 General
11.1.1 The Heating, Ventilation and Air-conditioning (HVAC) System shall be installed on each Car to provide
full control of interior temperatures and humidity automatically, over the full range of heat loads associated
with passengers, miscellaneous electrical equipment, lighting, Carbody heat transmission and solar gain.
11.1.2 HVAC units shall be inverter technology and roof mounted package type. Two identical units per Car shall
be suitably located to achieve the specified saloon interior conditions.
11.1.3 Not Used
11.1.4 The units shall continue to operate at maximum capacity at condenser inlet (ambient) temperatures up to
50°C (cooling capacity equal to summer heat load should be achieved) and at derated capacity up to 58°C.
11.1.5 The refrigerant used in the air-conditioning system shall be in accordance with the requirements of the
Montreal Protocol. Environment-friendly R407C/R134a or R410A refrigerant shall be used.
11.1.6 The proposed HVAC system shall be service proven in a rail-borne application, and shall achieve a
requisite degree of comfort. It should have minimum weight and life cycle cost.
11.1.7 The estimated weight, power requirements and heat load calculations giving the parameters adopted, shall
be submitted by the Lessor. The specific measures taken to minimise energy consumption of the HVAC
unit shall be detailed in technical proposal of the Lessor.
11.1.8 In order to minimize energy consumption, ventilation control based on CO2 level measurements system
shall be used for controlling the performance of HVAC system.
11.1.9 The HVAC system should have automatic systems to determine the optimal balance between temperature
and CO2 levels during normal mode and degraded mode of operations.
11.2 Design Criteria Cooling Capacity of the Unit
11.2.1 Passenger comfort conditions shall be defined according to the ASHRAE 55. Tha HVAC unit shall be
designed to achieve internal conditions as listed in table 11.1 for the indicated external conditions:
Table 11.1 external/internal conditions for HVAC

Weather Conditions External Temperature Internal Conditions

Summer 360C Dry Bulb, 65% RH 250C Dry Bulb, 60% RH

Monsoon 320C Dry Bulb, 85% RH 250C Dry Bulb, 65% RH

Environment inside the Tunnel, clause 1.1.13 of K-RIDER Requirements- Technical Specifications shall
also be considered in the design of HVAC. HVAC shall be designed for AW4 passenger load.
11.2.2 Ventilation requirements shall generally follow ASHRAE62 recommendations. Air flow rates shall be
insured as followings-:
(i) The fresh air dampers shall be designed for normal fresh air intake of 10 m3/h per person for train
operations in tunnels. Ventilation for above ground train operations shall be 8 m 3/h per person.
(ii) Extra fresh air intake due to ambient air ingress at the time of doors opening during service runs shall
be considered over and above the ventilation specified for tunnel and above ground train operations.
(iii) Supply air flow shall not be less than 5000 m3/h per unit.
(iv) The design supply air flow and fresh air flow rates shall be achievable with clogged filters and dirty
evaporator coils. Both these air flow rates shall be at least 10% higher with clean filters and clean
evaporators.

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11.2.3 Heat gains to be calculated according to ASHRAE Handbook Fundamentals and/ or any other acceptable
guidelines and shall be mainly considered for each Car shall be mainly as follows:
(i) Car lighting and electrical equipment loads (including evaporator fan motors).
(ii) Passenger load @378(approx.) passengers for DM and @378 passengers for M Cars. Increase
in passengers in DM Car due to removal of partition wall shall also be considered.
(iii) Carbody heat transmission with an assumed 10 km/h relative exterior velocity.
(iv) Fresh air heat load including fresh air intake during the time of opening of doors after every 2
minutes for 30 seconds at the stations. Preferably, the average of actual doors open-close cycle for
the train route should be considered.
(v) A solar load representing direct and diffused radiation, convection and radiation from window
surfaces, and absorbed heat gain from the glazing and Car body structure.
11.2.4 The system shall automatically control the temperature and relative humidity throughout the passenger
area up to 25°C and relative humidity of 60%RH respectively, for ambient temperatures of 32°C 85% RH
and 36°C 65% RH.
11.2.5 Failure of one of the HVAC units on a Car shall not adversely affect operation of the other unit. The Lessor
shall submit calculations for the inside conditions with one HVAC unit out of operation. With only one
HVAC working, uniform cooling in passenger area is expected, although desired temperature (25°C) may
not be achievable. Lessor shall submit calculations for interior temperature achieved with only one HVAC
working.
11.2.6 The HVAC system shall be designed to achieve the following:
a) Air Discharge Velocities: The air velocities inside ducts shall not cause excessive noise and
discomfort to passengers in saloon occupancy areas, and shall generally follow internationally
accepted practices. The air velocities at specified points in the Car, as proposed by Lessor and
reviewed by Independent Engineer, shall not exceed those set out in EN14750. The air velocity at any
point in the Car shall not exceed 0.75 m/s. The air velocity within ducts shall not exceed 8m/s The
air intake velocity at the re-circulation and exhaust grilles shall not exceed 3m/s. Details of the
Lessor’s proposals shall be submitted.
b) Temperature Distribution: Temperature difference among all points in the same horizontal plane
and vertical planes spread over full Car length shall be minimal and commensurate with best
international practices. It shall conform to EN 14750 or any other standard. The Lessor shall submit
proposal for review of the Independent Engineer.
c) Saloon Pressure: The HVAC supply air blower shall pressurize the Car with all doors closed
and vestibules blocked condition. The value of interior static pressure shall be between 15 to 40 Pa.
d) Uniform Air Distribution: Uniform air distribution must meet the specification of EN 14750. CFD
analysis in degraded mode of DM Car with worst condition (HVAC adjacent to driver’s
panel/Driver’s cab failed) must have satisfaction of the Independent Engineer.
e) Humidity Control: Humidity in different saloon passenger areas shall be controlled below 60% RH.
11.2.7 In the event of the failure of both HVACs on a Car, an emergency ventilation system shall operate
automatically to admit fresh air directly into Car to maintain the required oxygen level, in accordance with
ASHRAE 62. The induction of outside fresh air shall not be less than 10m3/h/person, under fully loaded
train conditions. Lessor shall submit minimum fresh air required as per ASHRAE. The emergency
ventilation fans in the saloon shall be fed from the 110V d.c. supply in the event of non-availability of
415V ac supply from single inverter provided in the each HVAC unit.

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11.2.8 In case of fire detected inside Car, the emergency ventilation system shall be able to pump in at least
18m3/h/person of fresh air in the passenger saloon area (to be calculated for fully occupied Car). This will
be achieved by closing the return air damper. Necessary size exhaust air discharge openings shall also be
available.
11.2.9 Automatic provision shall be made to shut off the fresh air intake and re-circulate the internal air of the
saloon, during emergency condition, that may cause excessive heat and smoke to be drawn into the vehicle,
such as fire detected outside the train.
The closing time of the fresh air damper shall preferably be less than 10 seconds from the receipt of
smoke signal to avoid ingress of large quantity of smoke inside the Car before the dampers close. Full
details of the system proposed shall be given. Suitable arrangement of the smoke detector in two HVAC
unit of one Car shall be done to avoid false fire detection.
11.2.10 Fresh air damper openings shall be automatically controllable to achieve the necessary fresh airflow rates
(should have 5 or more positions), depending on the measurement of interior CO 2 levels and to meet the
various operating and emergency situation requirements. (Accuracy, numbers, locations and trigger CO2
levels of the CO2 sensors shall be decided by the Independent Engineer after consultation with the Lessor.)
11.2.11 Fresh air should be filtered for human comfort and safety, in accordance with internationally accepted
norms. The filter element of G3 grade as per EN 779 or better shall be provided before the fresh air damper
and fixed in a metallic frame and shall be easily replaceable from inside the Car. Even in the extremely
dusty and humid environment prevailing in Bengaluru, the cleaning of the filters shall not be required
before 5000 kms of train run. The filter shall have sufficient effectiveness to ensure that dust deposition in
the air duct is bare minimum and cleaning of duct is not required in between major overhaul. Cleaning of
the duct shall be simple and Lessor shall suggest necessary equipment required for dust removal and
sanitization against fungal growth etc. The method for cleaning the filters and expected life of filters shall
be furnished during detail design stage. Minimum expected life of filter provided shall be 100,000 Kms.
Differential pressure measurement across fresh air/return air filters shall be used to send alert to
clean/change the filters. Better alternatives may be suggested during design stage.
The expected pressure drop across the filter shall be furnished. Details of suitable instrumentation to be
used for measurement of pressure drop shall be maintained. Two sets of such measuring instruments shall
be maintained by the Lessor in the depot. Each type/ size of filter shall be interchangeable in the fleet.
Total, 5 set of spare fresh air and return air filter required for a complete train set has to be maintained by
the Lessor
11.2.12 Provision of reheating may be provided for dehumidification as required to achieve the specified interior
humidity conditions. The Lessor shall give technical write-up explaining as to how they will control the
humidity inside the Car giving details with respect to psychometric charts and type of arrangement
envisaged.
11.2.13 The HVAC units shall have staggered starting in a sequence to reduce the inrush current load due to
simultaneous starting of air-con motors. This may be achieved through Programmable Logical Controller
of the units and TCMS.
11.2.14 The HVAC unit shall have optimized for quickly reaching and maintaining the comfort conditions with
low power consumption, capacity control depending on ambient conditions and the number of commuters
inside the Car.
11.2.15 K-RIDE expects that an energy efficient system comparable with the best available in the market shall be
provided. Good energy efficiency shall be achieved in cooling and de- humidification operations of the
HVAC. Lessor shall furnish energy efficiency ratio (EER) for the offered system. In cooling mode the
Coefficient of performance (COP) of HVAC shall not be less than 2.5 for both summer and monsoon
outdoor and indoor conditions. The COP shall be validated as per IS8148, ASHRAE 37 or any other

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relevant standard, as agreed by Independent Engineer. The Lessor shall submit the record of proven system
already functional in metros with the specified COP. The Lessor shall furnish expected power consumption
of the HVACs per Car for peak Summer, Monsoon and Winter ambient conditions for AW0, AW1, AW2
and AW3 passenger loads.
11.2.16 In the event of failure of one auxiliary power supply unit, the remaining power shall be sufficient to provide
two third of the rated cooling in each Car. Cooling shall be uniformly distributed in each Car and across
the train.
11.2.17 In case of grounding in any HVAC unit, it shall be possible to isolate the defective HVAC unit without
affecting the static inverter operation. Lessor shall submit the proposal for Independent Engineer’s review
during design stage.
11.2.18 Supply air blower fan can have two speeds to give energy saving at lower passenger loads. At the lower
blower fan speeds, the supply air flow rate shall not be less than 3000 m3/h each unit and the Car interior
pressure not less than 10 Pa.
11.3 Heating System
11.3.1 Heating is permitted, if required, only to maintain the specified humidity levels.
11.3.2 The Heater shall be installed to condition the fresh air intake and reheating of control humidity.
11.3.3 The control circuitry shall not allow the heaters to be powered unless the evaporator blowers are operating.
Heater element over temperature protection shall be provided for individual heaters. self-resetting
thermostats shall be installed adjacent the heaters to open the contactors when excess temperatures are
detected. A positive interlock shall be provided to open heater contactors in the event of failure of the
auxiliary power supply.
11.4 Roof Mounted Package Units
11.4.1 Two package type HVAC units, with all equipments required for satisfactory functioning of the system,
shall be provided on each Car.
11.4.2 Each unit shall be arranged on an integral stainless steel (SS 316L) frame, removable from the Car as a
single complete module. The integral frame housing of the unit shall be constructed such that to avoid any
corrosion in service on any account and the box shall last for the lifetime of the HVAC unit without needing
any attention. HVAC frame/cover shall be suitable for free movement of maintenance personnel without
any consequential damage to covers/equipment .The finish of the frame shall match and will be in harmony
with the Car body finish.
11.4.3 The complete operation to remove and replace a unit should be simple. The Lessor shall declare the weight
of the complete unit. Details of specialized mechanical handling equipment shall be maintained. All
electrical connections shall be fitted with quick disconnection fittings, at easily accessible locations.
11.4.4 The frame housing shall be designed and constructed so that access for inspection and routine maintenance
is from roof hatches, hinged at one side, secured by captive bolts on the other, and provided with stops to
retain them securely in the lifted position when opened.
11.4.5 The Carbody roof walls for accommodating the overhead air-conditioning units shall be a compartment in
the Car roof structure. Each wall shall provide a continuous watertight and weather-proof area
complete with adequate water drains to prevent rain, condensate or washing water leakage into the Car.
11.4.6 Fresh and return air shall be filtered before being passed over the evaporator coil. It shall be possible to
remove and replace air filters from inside the Cars conveniently without the need for removal of any cable
connection.
11.4.7 Air-conditioned unit shall have noiseless compressor & condenser fans. Each condenser fan assembly and
evaporator motor-blower assembly shall be balanced in two planes, in-situ, as defined in ANSI/AMCA

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204, and the residual unbalance should limit vibrations at motor end bells within 0.025 mm peak-to-peak
displacement, or 2.3 mm/s RMS velocity, in any direction.
11.4.8 Fresh air velocity at the HVAC outside grille face shall not be more than 2 m/s to prevent rain water from
entering the HVAC along with fresh air. Similarly, mixed air velocity at the evaporator coils shall not be
more than 2 m/s to prevent condensate water travelling to heating elements and supply air plenum/ducts.
11.4.9 The design shall ensure easy cleaning of the drains, evaporator coil, and condenser coil without need for
lifting of HVAC unit from the Car roof. Low Pressure and High Pressure switches shall be easily accessible
for maintenance.
11.4.10 Condensate Drainage:
a) The Lessor shall submit the sizing and arrangement of condensate drainage to adequately collect
and drain condensate without spillage.
b) The roof-mounted unit shall seat on a sealed pan on the roof with cutouts for access from the
saloon for maintenance purposes. The cutouts shall be designed to avoid any water getting into the
saloon area.
c) The floors of any wells shall be flat, and without obstruction which could lead to the collection of
pools of water. The floors and sides of the wells shall be completely sealed against penetration of
water into the saloon.
d) The drainage arrangement shall be integrated with the sealed pan design and shall avoid any
blockage by debris. There shall be a condensate collector tray with drains under the evaporator
units to prevent water dripping from the ceiling panels.
e) The plenum duct in the ceiling cavity shall be insulated to prevent forming condensation.
f) All capillary tubes shall be arranged to prevent any metal-to-metal rubbing caused by vibration.
g) All refrigerant lines shall be adequately supported to prevent vibration, chafing, fatigue, and
stress of joints.
h) Suitable acoustic insulation shall be provided to prevent condenser fan noise from entering
the Car interior through the fresh air system
i) Fresh air & return air temperature sensor and humidity sensor should be provided with a suitable
guard against damage.
11.4.11 The air conditioning unit shall be designed and constructed to meet noise and vibration requirements.
11.4.12 The unit shall be furnished with lifting provisions, and shall be removable without disassembling any of
the refrigerant piping.
11.4.13 Lifting lugs shall be provided at suitable positions to balanced lifting of the HVAC unit.
11.4.14 Handling and storing trolley for HVAC unit and their associate drawing shall be shared with K-RIDE.
Unnecessary metering, plug point has to be avoided.
11.4.15 Not used
11.4.16 Suitable acoustic insulation shall be provided to prevent condenser fan noise from entering the Car interior
through the fresh air system.
11.5 Air Ducts and Diffusers
11.5.1 Conditioned air from each unit shall be directly introduced into a duct running the full length of the Car
and be discharged into the Car through ceiling outlets.
11.5.2 The supply duct shall be constructed from stainless steel or anodised aluminium. It shall be diagonally split
for each HVAC unit to feed one side of the Car. The duct shall be fully lagged with non-combustible

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insulation material to prevent the formation of condensation. The Duct shall be suitably designed to ensure
that there is no leakage of supply air between the two halves of the ducts. The design shall ensure that in
the event of failure of one saloon HVAC out of the either HVAC of the driving Car, the bleed of cool air
is always available in the cab. The Lessor shall take into consideration the requirement of maintenance
access for duct cleaning as and when required.
11.5.3 Two rows of air diffusers shall be mounted on each side of ceiling panel, aesthetically blending well with
the Car interior design. It shall be possible to adjust the air quantity from the diffusers during testing and
commissioning, so that uniform distribution of air supply is achieved, to the extent possible. The details of
the diffusers shall be submitted.
11.5.4 The design of duct shall take account of the possible need to provide a recess in the roofs of Cars, to
accommodate the support for the pantograph base arrangement.
The completion and submission of CFD analysis shall be a pre-requisite for issuance of NOC for Pre-Final
design.
11.5.5 Computational Fluid Dynamic (CFD) analysis tools should be used to optimize the air distribution within
the Car. This study should be undertaken to confirm that all the design air velocity and airflow rate values
are being achieved and shall be validated during the design stage.
11.5.6 Exhaust air path shall be provided in the Car. If needed, exhaust air fan and/or motor controllable exhaust
dampers may be provided.
11.5.7 Not Used.
11.6 HVAC Unit Compressor
11.6.1 The Lessor shall provide twin or more hermetic scroll/rotary compressors with VVVF control proven for
sufficiently long time in Metro service. Scroll/Rotary compressor shall be suitable for operation at high
ambient temperatures upto 500C and limited operations at 58ºC. The compressor shall be provided with
inverter based VVVF drive and complete details of the same shall be provided. Full details of the
compressor and its experience in Metro train application, particularly in high temperature, dusty and humid
environment shall be furnished. Unloading of compressor shall be linked with the HP setting.
11.7 Condenser and Evaporator Coil
11.7.1 The condenser and evaporator coils shall be of copper having copper fins. Condenser fins spacing shall be
no closer than 3mm and evaporator fins shall be 2.5mm or more apart to prevent dirt/dust build up.
Thickness of fins shall be minimum 0.2mm. The coil assembly shall be mounted in a stainless steel / copper
alloy frame. Cleaning of condenser and evaporator coils should not be required earlier than 1.5 lakhs KM
running. The proposed frequency of cleaning of coils in Bengaluru climate shall be furnished.
11.7.2 The condenser and evaporator fan motor shall work at 415V, 3 phase, 50Hz. However, in case of complete
auxiliary supply failure, the evaporator fan motor shall be fed from the inverter. Dual speed condenser fan
motor may be used. The fan motors shall have IP 56 protection as per IEC. Inbuilt temperature sensors
shall be provided in these motors linked to the TCMS.
11.7.3 A condensate drain stainless steel pan shall be provided beneath the evaporator coil. Baffles shall be
provided in the pan to prevent spillage. Adequate big size drain pipe shall be provided for drainage of
condensate from the drip tray to the rain gutters. Suitable means shall be incorporated for cleaning of the
water drainage system.
The design of rain gutter shall ensure smooth passage of water drainage and muck.
11.7.4 Quality of HVAC copper tubing and joints shall be of a very high order so as to minimize chances of
refrigerant leakage. In the experience to the K-RIDE that these may have to provide with suitable coating
to insulate against environment pollution. ‘U’ or ‘L’ shaped pipes should be used to connect

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condenser/evaporator coils to headers. Long overhangs should be avoided. All brazing joints of the
condenser and evaporator coils and headers shall be lap joints. The brazed joints may have to be provided
with suitable coating to insulate them from environment pollution. Extra coating at the header portion shall
be provided. Leakage testing of high sensitivity (should be able to detect 1 gm/year leakage) shall be done
on condensers and evaporators after making them but before application of extra coating and before
assembling on the HVAC unit.
11.7.5 Condenser coil protection of exposed headers and return bends should be accomplished by ancillary guards
or shields to the coil, or to the surrounding unit structure. All protection plates should be easily removable
for coil cleaning and to gain access to the tubes brazed connections for repairs.
11.8 Piping
11.8.1 The refrigerant piping shall be of seamless copper tubing as per ASTM B280 or B743, with suitable non-
ferrous fittings. All fittings should confirm to ANSI B31.5 and the connections between the piping and
equipment shall be made using capillary fittings brazed lap. Fittings and joints should be accessible for
leak test. There may be relative movement between the terminals of the compressor, and the condenser
and evaporator coils resulting from vibrations. The pipe layout shall take this aspect into consideration.
Long unsupported overhangs should be avoided. ‘U’ or ‘L’ shaped pipes should be used to connect two
assemblies.
11.8.2 Proper refrigerant leakage testing shall be done once all the copper tubing brazing is complete, just before
charging of the refrigerant. After refrigerant charging, overall refrigerant leakage rate of less than 3
gm/year shall be tested using measuring instrument of 1 gm/year least count.
11.8.3 The refrigeration piping system shall be effectively dehydrated prior to charging.
11.8.4 A dehydration device shall be installed in the refrigerant circuit and shall have sufficient capacity to absorb
any moisture entering the system during operation. The dehydrator shall not require servicing between
overhauls.
11.8.5 High sensitivity moisture indicator shall be provided with color change to indicate the status.
11.8.6 Means shall be provided to avoid loss of refrigerant to atmosphere during charging and extraction.
11.9 Electrical control cubicle
11.9.1 Electrical switchgear and control equipment for the system shall be located in a sealed cubicle in electrical
cabinets within saloon ,. The electric switches, contactors and relays etc. should be proven in Metro train
application. The cables shall be halogen free compliant to EN45545 in respect of flammability, smoke
emission and toxicity requirements.
11.10 Control Equipment
11.10.1 Each HVAC unit shall be associated with its microprocessor control panel which shall be easily accessible
from within the Car. The micro-processor based system, proven in railway service environment shall be
provided with loading, scheduling, diagnostic and operational data interfaced with TCMS.
11.10.2 The microprocessor shall have extendable memory permitting logging of faults and system events in its
memory for sufficiently long durations. The microprocessor shall have suitable interface with TCMS for
data communication and display. Suitable communication shall be provided to permit logged events to be
downloaded to a laptop computer.
11.10.3 The units shall be capable of being controlled from the driving cab. Facilities for remotely cutting- out and
resetting of a faulty air-conditioning unit should be provided in the train operator’s cab as well as in OCC.
11.10.4 High Pressure (HP) and Low Pressure (LP) values shall be monitored by TCMS.
11.10.5 Heat detectors/temperature sensors shall be used and integrated to TCMS for real time monitoring of all
connections/cables in vicinity of return air duct.

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11.10.6 Control of passenger area comfort conditions shall be done through Solid State type temperature and
humidity sensors having no moving parts. Fresh air intake temperature, return air inlet temperature and
humidity sensors, temperature sensors in the passenger occupancy area shall be provided and feedback
shall be provided to HVAC control system for taking corrective actions for maintaining the Car interior
passengers comfort conditions.
11.11 Emergency Inverter
11.11.1 An Inverter of adequate capacity shall be provided in each HVAC to supply 415 Volt power from 110 Volt
d.c. battery to power the ventilator fan motors of the Car during emergency mode, when cooling is off,
and for supplying emergency fresh air. Inverter shall be tested in accordance with IEC 61287.
11.12 Operators Cab Air-conditioning
11.12.1 Separate cab AC unit is not envisaged. The cab, driving console and electrical cabinet in the cab shall be
conditioned from the saloon HVAC. The saloon air supply ducts shall be suitably designed. Facility may
be provided for independent air control in the cab, if required. Separate air supply fan motor may be
provided for controlling the air supply in the cab. The temperature inside the driving console and cab shall
be same as in the saloon i.e. 25 degree C under stipulated conditions.
11.13 Earth fault
11.13.1 In case of earth fault in any HVAC, the protection provided shall be such that only the faulty HVAC gets
isolated and not any Auxiliary Converter Module.

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12. Electrical and Control Equipment’s

12.1 General
12.1.1 On-train electrical equipment and control circuits, other than those for the propulsion system, shall use one
or more of the following power sources:
415V ac, 50 Hz, 3φ, 3 wire
230V ac, 50Hz, 1φ
110V d.c.
24 V d.c.
12.1.2 AC single phase levels at the load end shall be within 230 ± 5% V and 50 ± 3% Hz.
12.2 Train Control and Operational Principles
12.2.1 Modes of Operation
12.2.1.1 General
The train shall employ following modes of operation:
(a) Not Used
(b) ATO Mode: Automatic driving in forward direction by Signalling system as GoA2.
(c) ATP Mode: Train to be manually operated in forward direction upto a maximum speed permitted
by onboard ATP. Door controls to be operated by the Train Operator.
(d) Restricted Manual (RM) & Run On Sight (ROS) Mode: manual operation in forward/reverse
direction at maximum specified speed (to be specified) with over speed protection from onboard
ATP. This mode should be used during train shunting in the depot in the area where ATO is not
operational and recovery operations during train failures online.
(e) Cut-out (bypass) Mode: Full manual operation during cut out of signalling equipments under K-
RIDE’s operational procedures. Maximum speed to be limited by a preset limit controlled by TCMS.
(f) Manual Washing and Coupling Mode.
(g) Reverse Mode.
(h) Off Mode.
(i) Call On and Push Out mode
(j) Automatic Turn Back mode
(k) High Tractive Effort Mode
12.2.1.2 Not Used
12.2.1.3 ATO Mode
The onboard equipment shall provide for Automatic Train Operation (ATO) on all lines/sections. In this
mode, the train’s speed, motoring, coasting and braking within the parameters dictated by the ATP system
shall be performed by the on-board equipment without the train operator’s intervention. This operation
shall include:
a) Automatic operation of trains between stations.
b) The ATO system shall provide control for acceleration, deceleration and coasting of trains in
such a manner that the specified schedule speed is achieved with minimum energy consumption.
ATO shall also provide ―All-Out Mode‖ of train operation to make up time loss to the extent
possible by reducing the coasting period, in case train is not running in accordance with Time-

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Table. Receipt of coasting request and passing of request to traction power equipment and also
provide for acceleration and deceleration of the train.
c) Automatic stopping of trains at platforms within a tolerance of ±300mm for 99.98% of station
stops.
d) Automatic opening of doors on the appropriate platform side(s) when the train is berthed.
e) Prevent the train from starting if train doors are detected ―not closed‖.
f) Receipt and implementation of control to skip one or more stations.
g) CBTC system shall allow a train to enter a station platform only if the preceding train
• has a movement authority that shall allow it to fully leave the platform area and it has
• begun to move out of the station (i.e., within ATP constraints, train movement shall be
• controlled to minimize the likelihood of the train coming to a stop when only partially
• within the station platform limits).
The trains under ATO operation shall always remain under ATP protection. Transfer from ATP to ATO
mode shall only be possible at standstill at a station stopping point, however transfer from ATO to ATP
mode shall be possible at any time.
The ATO mode shall include Automatic Turnback at the terminal stations including intermediate turnback
stations. The Automatic turnback facility will be without driver and shall be provided at (a) platform of the
terminal station (b) turnback track at rear of the terminal station(c) platform of intermediate turnback
station.
12.2.1.4 ATP Mode
The onboard equipment shall provide Automatic Train Protection (ATP) on all lines/ sections. In this mode,
the train operator shall perform the control of the train speed and braking within the parameters dictated
by the ATP system. The ATP mode shall include:
a) Identification and enforcement of maximum speed at which the train may operate, shall be in
accordance with the safe speed of 90 kmph.
b) Identification and display of actual speed, target speed, target distance, and the operating speed.
c) Identification and audible and visual warning when train is operating at a speed higher than the
maximum safe speed. The equipment to provide audible and visible warnings shall be provided by
respective Signalling and Train Control contractor.
d) Provision of an audible and visual warning to the train operator, when the system identifies that the
train is operating at a speed in excess of the maximum safe speed;
Recognition of a delay of 2s for the train operator to react, and a service brake application should the
train operator fail to reduce the speed below the maximum safe speed in a specified time. In the event
of the service braking rate being inadequate, an irrevocable Emergency Brake application shall be
applied automatically.
e) Identifying the platform side of the train with the train berthed at a station. The system shall then
enable the doors to be opened on that side.
f) Receipt of a door closed signal indicating that all doors are closed and locked before the train may
start. Loss of this signal shall cause the ATP system to initiate a brake application.
12.2.1.5 Restricted Manual (RM) and Run on Sight (ROS) Mode

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a) In RM mode, the maximum train speed shall be controlled by the on-board ATP, to a limit not
exceeding 25 km/h (adjustable between 15 km/h and 25 km/h). This mode shall be available only
when the on-board ATP equipment is operational.
b) ROS mode of operation shall be selectable by suitable means. In this mode, the maximum trains speed
shall be controlled by the on-board ATP, to a limit not exceeding 25km/h. This mode shall be available
only when the on-board ATP equipment is operational. The running monitoring shall be the same as
for RM. The ATP shall give Cab signal indications as soon as the train reaches a track position where
normal running can be resumed. The ATP authorizes the ROS request.
12.2.1.6 Cut-out (or By-pass) Mode
a) By-pass Mode shall be provided for use in the event of failure of the ATP system. In this mode, the
train speed shall be controlled entirely by the train operator, to a limit adjustable between 15 kmph
and 25 kmph. Rolling Stock Lessor shall provide equipment and means to ensure that the maximum
train speed remains within the above limit when the Cut- out Mode is in effect, under all
circumstances.
b) The ATP By-pass Mode shall be initiated by the train operator operating a sealed Safety Cut- out
Switch (SCS) and simultaneously breaking its seal. The operation shall be recorded by the on-board
digital counter and TCMS. The SCS shall be provided by Rolling Stock Lessor. The on-board digital
counter shall be provided by the Lessor. In this mode the train doors shall only be enabled and
controlled manually.
c) The availability of power supply to the ATC system during this mode will be decided during the
design finalization.
12.2.1.7 Manual washing and coupling mode
This mode shall be selected through TCMS to limit the maximum speed to 3 km/h to prevent any damages
of the automatic washing plant equipment and for safety reasons. It shall be ensured that during this mode,
no Emergency Brake (EB) is applied through ATC.
12.2.1.8 Reverse mode
The speed is limited to 10 km/h for Pre defined distance The predefined distance shall be defined by
contractor with prior approval of independent Engineer.
12.2.1.9 Off mode
Off mode is used to lock Traction & Brake Controller position.
12.2.1.10 Call On and Push Out Mode
The Rolling Stock system shall allow for call-on or push-outs to be safely performed in the event of
operational need to rescue a failed train using a functional train.
12.2.1.11 Automatic Turn back Mode
At the terminal stations the train is operated automatically by the ATC to the turn back track and back to
the terminal station without driver. Additionally there should be facility for automatic turns back at
platform of the terminal station & intermediate turn back station when train is directly received on the
dispatch platform by using the crossover in front of the station. It shall be possible to enter the automatic
turn back mode from ATO mode.
12.2.2 Identification: Train Operating Mode, Train Description and Next Station Information etc.
(i) Signalling & Train Control contractor shall provide a four digit Train Identification Number
(Train ID) to Rolling Stock Lessor. The first two digits shall identify a destination while the
second two digits shall be a service identifier. Rolling Stock Lessor shall accordingly use the
relevant information such as names of intermediate stations, stopping pattern, station stop door

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opening side information, skipping station information, keep door closed information, train going
to depot information etc. for operation of on-train systems.
(ii) Train ID shall be allocated to train at suitable place and shall be maintained until it finishes its
service. It shall be possible by the K-RIDE to amend and / or modify the Train ID, subsequently,
to suit the operational requirements. The Signalling & Train Control and Rolling Stock
Contractors shall provide necessary equipment and means for the same. Rolling stock Lessor
shall provide suitable arrangement for Train Operator to view this information displayed on the
Train information panel provided on front and other display information inside the train from his
seat.
(iii) Rolling Stock and Signalling & Train Control Contractors shall exchange information identifying
the effective mode, the active or non-active status of each cab, the door status etc. The inputs
shall be categorized as vital and non-vital. The levels and form of these inputs shall be co-
ordinated between the two Contractors.
(iv) Signalling contractor shall provide necessary inputs to the Telecom contractors identifying the
required mode and status of active cab etc. Rolling Stock Lessor shall provide
Rake ID and other relevant information as mutually decided to the telecommunication contractor.
The levels and form of these inputs shall be co-ordinated between the Contractors.
(v) Rolling Stock Lessor shall log each time the mode is changed using the onboard TCMS
equipment.
(vi) In By-pass / Cut-out Mode or any other mode, external indication light shall flash or occult which
will be finalized during design stage.
(vii) Signalling & Train Control contractor shall provide the necessary input signals (next station
information code, platform side information, triggering signal, etc.) to Rolling Stock for
displaying and making next station announcements to passengers on-board. Rolling Stock Lessor
shall provide the necessary hardware. Levels and protocols shall be agreed between the
Contractors.
12.2.3 The control and operation shall be based on the optimized combination of the following principles:
(i) Maximum safety
(ii) Maximum reliability and availability
(iii) Operator convenience and ergonomic design
(iv) Adequate redundancy
(v) Energy efficiency
(vi) Maintenance support
12.2.4 The control logic shall ensure that the vital train control functions (such as Couplers, door system, brakes,
propulsion power removal, PEA etc.) are executed using conventional relay control and dedicated
hardwired train line signals. All vital circuits not totally within the system apparatus enclosure, shall be
double wire, double break, with the exception of connections to non-vital circuits. The identified safety
critical signals shall be Carried using redundant train line pairs.
12.2.5 Warnings and indications that are necessary for safe operation of train shall be i n d i c a t e d by means of
power LED lamps and shall also use hardwire system.
12.2.6 TCMS link shall be used to execute non-vital commands and controls of the train.
12.2.7 In addition, TCMS link shall be used for the identified non-vital control functions through VDU interface.
TCMS link shall also be designed to provide back-up signals of certain identified vital commands.

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12.2.8 The Lessor shall develop overall control logic for review of the Independent Engineer. The proposed
equipment shall be service proven and reliable.
12.2.9 The Emergency Brake Push button (mushroom type) operation shall actuate emergency brakes without
opening Line circuit breaker/VCB and lowering of the pantograph. In order to ensure that train is not stalled
in the section due to defect in emergency brake application circuit , provision shall be made to by-pass the
emergency brake from rear/front cab, to be decided during design and drive the train with limited speed in
either direction. Separate push button (protected against inadvertent operation) for opening circuit breakers
shall be provided on driver‗s desk.
12.2.10 Provision shall be made to switch off line circuit breakers/VCB if required during emergency.
12.2.11 Saloon light status and control shall be made available in HMI.
12.2.12 Additional provision of spare 10% relays, contactors, MCBs terminal blocks and contacts shall be made in
the respective circuits and at their locations. These shall be duly wired upto terminal blocks.
12.2.13 All such critical contacts which can lead to failure shall be duplicated to ensure the full redundancy. The
Lessor shall specifically elaborate compliance to this clause during design. In case any such contacts are
identified during revenue period by the Independent Engineer, the same shall be rectified by the Lessor at
no extra cost.
12.2.14 Any isolation / failure shall be manageable from the working cab so that the train is not held up in main
line and corrective action is taken with minimum loss of time.
12.2.15 Lessor to ensure that all signal inputs received from signalling equipment and output signals exported to
signalling shall be recorded and shall be available for retrieval for analysis / record. All signals
(import/export between RS & signalling) shall generally be routed through TCMS.
12.2.16 Lessor to ensure that all doors related and other safety / train control related signals including brakes,
position of safety cut out switches, direction related relays, suspensions, obstruction on track etc. are
communicated to the Signalling & Train Control Contractors.
12.2.17 Provision of ―Jog and Creep mode‖ operation with command to operate the train at specified reduced
speed under degraded condition (e.g. aligning train in case of undershoot/overshoot of Normal Stopping
Point within a limit) shall be addressed in the interface.
12.2.18 Not Used
12.2.19 Interface plan to address the procedures to be adopted for rescuing the immobile train on line by coupling
the failure train with healthy train and clearing the line in Pull/Push mode with healthy train.
12.2.20 Not Used
12.2.21 Train Event Recorder shall be provided by the Rolling Stock Lessor, designed to resist tampering, that
monitors and records data on train speed, direction of motion, time, distance, throttle position, brake
applications and operations (including service brake, emergency brake) equipped, cab signal aspect(s) etc.
Signalingcontractor shall provide the requisite signal to Rolling Stock for the storage purpose.
12.2.22 Train Operator’s Display
The equipment on driver’s console used for various modes shall be ergonomically placed. Indications to
the train operator shall be displayed on the ATC Cab Display supplied by Signalling contractor. The train
operator’s display will be composed of an integrated display screen. It shall incorporate as a minimum, but
need not be limited to the following information:
(i) Train description, (ID) including crew identification
(ii) Target Distance
(iii) Target Speed

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(iv) Service and Emergency Brake Initiation

(v) Train docked
(vi) Train hold status
(vii) Station dwell time available
(viii) Departure order
(ix) In ATP zone or not
(x) ATP/ATO/RM failure indications
(xi) Skip Stop indication
(xii) Door Open Indication
(xiii) Maximum Permissible Safe Speed (MSS) in ATP, and ATO Modes
(xiv) Train stopped outside of expected stopping window
(xv) Depot indication, when the train is identified as being in a depot
(xvi) Axle locked indication, for axles on which ATC speed sensors are mounted
(xvii) Door release available; indicating on which side(s) of the train the doors may be opened
(xviii) Operating Mode
During design stage, Rolling Stock and S&TC contractor may have to interface to integrate TCMS/DMI
inputs, if considered necessary to optimise the driving console in the cab for operation under GoA-2.
12.3 Train line Electrical Connections
12.3.1 Electrical contact blocks, mounted on the semi-permanent or automatic coupler shall be provided. When
the automatic couplers are mechanically coupled, automatic pneumatic and electrical coupling shall be
affected between the mating couplers. When the automatic couplers are uncoupled, the electrical contact
blocks shall be automatically retracted and protected by covers with adequate weather protections.
Electrical connectors for the semi-permanent couplers shall be mechanically secured together. All couplers
shall have provision of suitable plug in covers to be provided when not connected in the train formation.
At least four train sets of such covers shall be maintained.
12.3.2 The Lessor shall submit details for inter-Car and inter–unit connections to meet the necessary train
operation requirement. Adequate number of spare connection pins shall also be provided. Wiring from
spare pins shall be brought till the nearest cubicle in the Car/cab.
As a minimum the following functions shall require train line controlled by 110 V DC control supply:
(i) Brake command and emergency circuits;
(ii) Propulsion Enabling Circuits (Direction control mode etc.);
(iii) Door Enabling (Each side);
(iv) Safety related auxiliary commands;
(v) Train line Integrity;
(vi) Air gauge;
(vii) General fault indication for TCMS;
(viii) Parking Brake Control;
(ix) Master Controller;
(x) CCTV& PA &PIS;
(xi) Coupler Control:

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(xii) Door safety relevant controls and indications;

(xiii) Additional Train line circuits as required for train brake signalling and
communication systems.
Information shall be supplied and finalized at design stage.
12.3.3 The free end of the cabling from the electrical connector shall be terminated in a multi-pin plug (s) with
compatible socket(s) at the interface with the Car wiring.
12.3.4 All exposed cables at the exterior including the inter Car jumper cables, if any shall have suitable
mechanical protection.
12.3.5 At least 10 nos. of spares train line shall be ensured by the Lessor during design and during the contract
period. Provision for expandability would be beyond this spare capacity and would be clearly quantified.
12.3.6 Design of panels for push buttons, rotary switches, MCBs & relays etc. shall be such that future addition
of these components is easily possible without any modification to the main panel. Each panel shall have
at least one push button/rotary switch as spare duly mounted and wired up to the main electrical cubicle
terminal block. Critical circuits which having possibility of other circuit elements getting non-functional
thereby leading to train detention on line, shall have independent MCBs.
12.3.7 Relays shall have provision to add-on auxiliary contact blocks when mounted on the train. Lessor shall
have provision to provide and mount the add-on blocks if required by the K-RIDE, during the contract
period.
12.4 Control equipment
12.4.1 The control equipment relays, switches, connectors, terminal blocks, earth-pads, cable gland, connector
plugs and receptacle, push buttons, switches, safety cut-out switches, line voltage indicators, relays,
magnetic contactors, DC/DC converters and cam switches etc. provided in the panels/boxes shall be proven
for Metro Rolling Stock application. A list of all such components and manufacturer’s technical catalogues
for the same shall be submitted in design phase, and included in O&M Manual.
12.4.2 It is preferable that types of the identified control equipment are limited to a minimum.
12.4.3 Control equipment Panels inside the Car/cab shall be with IP 53 or better protection level. Main and
auxiliary contacts of contactors and relays shall be with adequate protection against dust ingress. The
distribution panels in the underframe shall be with IP 65 protection.
12.4.4 The panels with components shall be tested in accordance with IEC-60077, IEC-61373 and IEC 60529.
12.4.5 The panels/boxes shall be made of Aluminium / Stainless steel and shall not be colour painted. All panels
and boxes including the covers shall be individually earthed.
12.4.6 Wherever considered necessary by the Lessor and the Independent Engineer, contacts shall be duplicated
to provide redundancy. Inter-vehicular control couplers and data transmission pairs shall be duplicated to
ensure reliability of operation.
12.4.7 Safety relays (sealed type) shall be used for all vital commands and circuits. The contacts of safety critical
relays shall be duplicated / repeated only using the same relays. Safety relays shall be those relays which
can lead to immobilization of the train. Lessor shall use Mors Smitt Sealed type safety critical 4 contact
relay or equivalent relays for critical system/functions such as head control/cab active, Tail control/rear
cab active, door system, zero velocity etc. Lessor shall submit complete details for review of Independent
Engineer during design stage. If any other proven relay is proposed, design details of the same shall be
submitted for the Independent Engineer’s approval and may be provided only after Independent Engineer’s
approval.
12.4.8 Interlocks and auxiliary contacts connected with important protective, operation, control, auxiliary and
safety circuits will be housed in dust proof enclosures either by providing the complete equipment in dust-

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proof cabinets and/or pressuring the cabinets or by covering the contacts only by dust-proof covers of a
satisfactory design in accordance with IEC 60529.
12.4.9 The voltage range of all relays and contactors will be 77 to 138 V d.c. (110V d.c., –30%, +25%, in
accordance with IEC requirements). These devices will work within this voltage range properly under their
rated temperatures and contact pressures. The contact pressure will be adequate to ensure satisfactory
operation under most severe working conditions.
12.4.10 All control equipments like relay, contactors and switches shall be installed such that they are fully
accessible for inspection (from the front), repairing in situ or removal and replacement. All relay and
contactors shall provide a clear visible indication of the state of the device.
12.4.11 The relay and contactor shall be rated to achieve a life expectancy of minimum 15 years before replacement
of wear parts, adjustment or testing. The contact rating shall account for the anticipated number of
operations over 15 years, system voltage, power factor or time constant of the load, switching current,
nature of load separation, any use of contact in series, mounting orientation.
12.4.12 All push buttons and indicators shall be uniform in style and shall be arranged, size, label properly. As far
as possible all push buttons and indicator lamps shall be of the same manufacturer.
12.4.13 All push buttons switches and combination push buttons / indication shall have silver plated terminals and
contacts. The contact shall be so designed that they will not weld in service when used within their rating
and will not bounce closed while the Car is in motion.
12.5 Wires and Cables
12.5.1 All wires and cables shall be adequately protected for the maximum design and fault currents, and designed
for minimum voltage drop.
12.5.2 The insulation of all wires and cables including those used within equipment / subsystem shall be halogen-
free flame- retardant and formulated to minimise generation of smoke, noxious emissions and corrosive
fumes, in the case of overheating or fire. Cables shall all comply NF F 63-808 (for low voltages, and NF
F 63-826 (for high voltages) or other international standards like EN45545 and EN 50264 approved by the
Independent Engineer.
12.5.3 Fire resistant cables shall be proposed for circuits, which should survive for long periods during fire, as
per applicable international standards. As a minimum, the cables and wires for Public Address System
shall be fire resistant cables.
12.5.4 The system adapted to rate cable shall be fully specified for review. All de-rating factors shall be applied,
together with the maximum permissible conductor temperature for the particular insulation type. In no case
shall the conductor continuous temperature exceed 90oC. The maximum short circuit temperature shall
not exceed 250oC. The cable insulation shall be capable of withstanding these temperatures.
12.5.5 The minimum cross sectional area of control cables for connections between equipment shall preferably
be 2.0 mm2. Smaller cable sizes may be used inside equipment cases. Any deviation from this requirement,
in exceptional cases, will be subject to review by Independent Engineer in design stage.
12.5.6 The proposed cables shall be proven on metro Rolling Stock. The Lessor shall submit the voltage grade,
size and type of cable for different applications alongwith the proposed specification for the cables for
review by the Independent Engineer. Dielectric test shall be carried on entire train as part of routine test.
12.5.7 Complete cabling layout shall be designed to ensure that they are easily accessible without major
dismantling of the train/equipment so that it is possible to add-on any additional cable(s), if required to be
incorporated in respective circuit. Lessor shall establish/validate the compliance during design and proto
type review.

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12.5.8 The layout/installation of all cable network shall adhere to the technical, EMC and testing requirements as
stipulated in EN 50343. Effects of proximity temperature rise shall be taken into consideration in cable
dimensioning and sizing.
12.5.9 The voltage grades shall be compliant according to IEC 60502 (1/2/4).
12.6 Indication Circuit
12.6.1 All hardware indications shall be with LED type. Failure of a single LED shall not cause incorrect
indication. Individual Cars shall have local indication of the operating status of the equipment, being
remotely indicated in the VDU display, through TCMS.
12.6.2 Indication on DM Car
Backup LED indication for critical function shall also be provided in the DM Car. In addition to
VDU display the indications provided shall be for train and Car level. All indications shall be
provided either on the train operator’s console or on the panel behind and adjacent to the driving position.
The Lessor shall furnish a list of indicators including function, control and display format for review.
12.6.3 Train Lines for Indication Circuit
The Lessor shall submit proposal for train lines utilised for the indication circuits.
12.7 Circuit Protection and Earthing System
12.7.1 All electrical circuits shall be protected by fast acting, 10kA fault current rated MCB’s. The Lessor shall
propose a protection scheme for review. The Lessor shall submit a detailed protection scheme including
calculations to demonstrate proper segregation and discrimination between the cables, fuses and the
traction substation circuit breakers. Calculations shall be submitted to verify proper discrimination between
different levels of the protection system.
12.7.2 All equipments will be adequately earthed, insulated, screened or enclosed and provided with essential
interlocks and keys as may be appropriate to ensure the protection of the equipments and safety of those
concerned with its operation and maintenance.
12.7.3 All equipments on the vehicles, except the battery boxes shall be safety grounded to the Carbody structure.
The safety grounding shall be distinct from power return grounding. Safety grounding points shall be of
tinned copper, clean, free from paint, and of a sufficient area to ensure proper electrical contact for the
grounding cable fasteners. Untinned bronze grounding points and austenitic grade stainless steel grounding
points are also considered acceptable.
12.7.4 The area of any weld joining the grounding pad to a surface shall be at least equal to the cross sectional
area of the grounding cable. Grounding points will have either a tapped hole or, preferably, a clearance
hole (with access to both sides) suitably sized for the lug attachment fasteners. Minimum grounding cable
size will be 6mm2.
12.7.5 An earth fault detection system shall be proposed by the Lessor for review. Protective devices shall also
prevent fires resulting from short circuits, or other electrical defect.
12.7.6 The Earth Concept shall be such that requirement in audio frequencies used in signalling track circuits is
met.
12.7.7 All electrical circuits shall be fully insulated from the superstructure on both the positive and negative sides
and the super-structure shall not be used as any portion of an earth return circuit.
12.7.8 Earth fault protection shall be provided on control, auxiliary and traction power circuits, so that it shall be
possible to continue operation for a limited period even where there is one earth fault on the circuit. For
this purpose the earthing of the circuits may be provided through the coils of earth fault detection relays
and the supply battery.

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12.7.9 All electrical and electronic equipment shall be protected against surge or transient voltages caused by
switching (internal or external to the rolling stock), lightning discharges and line voltage disturbances by
the provision of suitable filters or surge suppressors.
12.8 Lighting System
12.8.1 Exterior Lighting
(i) Exterior lights lens assemblies shall be sufficiently robust to resist the impacts of flying ballast.
(ii) The IP protection shall be IP65, when fitted on the Carbody.
(iii) Deleted
(iv) Individual power LED clusters used as exterior lights shall be able to be replaced easily from track
level. Replacement of individual cluster shall be possible in depot without disturbing the functioning
of the light. In case, the change of cluster requires readjustment of complete light or component,
facility for the same shall be provided in depot.
(v) Access for cleaning and the replacement and adjustment shall be possible.
(vi) All LEDs shall conform to the minimum requirements as specified in ERTS 12.9 and its subclasses.
(vii) Complete lighting system(s), their components shall generally conform to relevant ENs/IECs
applicable for railway applications and shall be type tested.
12.8.2 Head and Tail Lights
(i) Power LED based Head- and tail-lights in watertight sealed, vermin-and-insect proof integrated
housings placed at approximately 3m centres and 1.5m above top of rail datum, beneath the
windscreens. The units shall be handed, left and right, so that the taillights are outboard of the
headlights.
The two power LED based white light, with provision for dipper shall be mounted at the front of
the driving end of the DM Car, to provide even illumination of the tunnel bore, track bed and track
side signal posts. It shall be possible to read the number plates provided along the route and other
boards like pantograph lower / raised boards. The illumination level of the head light shall be as
per EN15153-1. Replacement of individual cluster shall be possible in depot without disturbing
the functioning of the light. In case, the change of cluster requires readjustment of complete light
or component, facility for the same shall be provided in depot.
(ii) Each beam shall be separately adjustable both horizontally and vertically. The On/Off and Beam
controls shall be switched from the train operator’s console.
(iii) Two bi- colour power LED based marker lights (tail lights) shall be provided which may be
lit in both active and non-active cab. The taillights shall be LED type. Each LED shall be
dual colour of white and red which shall be selectable from cab. Alternatively white & red
LEDs may be provided within the same block/fitting and be used accordingly. In active cab
the marker lights shall be white and in non-active cab it should be of red colour. During the
normal train operation, white front lights shall glow and rear shall be red. However in case of a
stationary train in siding or depot, both front and rear lights shall be red.
(iv) The taillights shall be sufficiently large and bright, to enable the lamp to be seen and acted upon
by a train operator within the stopping distance of the consist travelling at maximum speed.
(v) The control of Headlight and tail light shall be based upon the direction of train movement i.e.
headlight and tail light (in white colour) should glow in the cab which is in moving direction
and tail light (in red colour) should glow in the cab in the non- moving direction.
(vi) The headlights and taillights shall not be switched off when the train is passing through a neutral
section.

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(vii) The Lessor shall propose to suitably indicate the front end of the train while parked at depot, or
stabling sidings, by illuminating two white lights either by using dimmer position of head light or
using dual colour LEDs in the tail light or by other appropriate means.
(viii) The IP protection shall be IP65, when fitted on the Carbody. The failure of a circuit to an exterior
lamp shall not result in the failure of any other exterior lamp.
(ix) Bulbs or LED clusters used as exterior lights shall be able to be replaced easily from track level.
Access for cleaning and the replacement and adjustment shall be from the Car exterior.
12.8.3 Flasher Light
(i) In order to attract the attention of the train operator of the following train or a train approaching from
the opposite direction, in emergency, a powerful flashing amber light in addition to the tail lamps
shall be provided in the front panel of each driving Car. This light shall be switched ON by the train
operator in case of emergency and shall not be switched OFF even while negotiating neutral sections.
It shall be on the permanent circuit of the battery. Provision should also be there to manually switch
ON the flasher light as per operational requirement of Train Operator.
(ii) Flasher light when lit and flashing shall be able to attract attention at a distance of 300m under
clear sunny daylight.
12.8.4 Deleted
12.8.5 Call-On Light Switch
A Call-On Switch shall be provided in the train operator’s cab, to cater for Emergency Push-Out situations.
Operation of the switch on a failed train, with the Mode Selector in OFF, shall cause the tail lights at the
rear of the failed train to flash on and off, indicating to the train operator of the rescuing train that he may
proceed to effect coupling.
12.9 Interior Illumination System
The lighting system shall generally conform to EN13272. The system shall be based on power LEDs and
should meet following requirements in general:
(i) The guaranteed life of the LEDs with their control sytem and optics/luminary shall not be less
than 60,000 burning hours with illumination not less than 70% of their original.
(ii) The colour of the LEDs shall be warm white (temperature 3000K-3300K). It shall be ensured that
all LEDs are selected from same bin to avoid any difference in colour and performance.
(iii) Colour rendering index shall not be less than 80.
(iv) Complete light and energy simulation calculations shall be provided during design to prove validity
of the proposed solution.
(v) The system shall be designed to limit glare and ensure no glare by night time reflections in
windows. Luminaries shall be designed to conform relevant international standards.
(vi) Luminaire efficiency inclusive of LEDs/control gears & optics etc. shall not be less than 100 lm/W
at the working junction temperature; higher values shall be preferred.
(vii) Design layout of LEDs & their strings/blocks should be such that the failure of one LED should
not cause isolation of complete string/block. Similarly failure of one controller on one string/block
should not adversely affect other strings/blocks. Details shall be finalized during design stage.
(viii) Coaches may remain unpowered in open sun and internal temperature may go upto 70°C. Suitable
protection measures shall be taken to ensure that this does not adversely affect the performance,
reliability or efficiency of the lighting system and its components. Verification/validation to the
above shall be proposed by the Lessor during design.

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(ix) Illumination within saloon with LED luminaires shall be designed so as to ensure that the junction
temperature does not exceed 50% of the specified maximum permissible junction temperature.
However, driver/control unit/optics etc. shall be designed for full rating of the LEDs.
(x) All luminaires shall be of LED type and fitting shall be protected and diffused. No exposed light
sources will be accepted.
(xi) LED luminaires and control gears shall be sealed to IP 52 and IP 54, BS EN 60529:1992,
respectively to prevent the ingress of dirt and foreign objects.
(xii) LEDs manufactured by reputed manufacturers shall only be used after taking the prior approval of
the Independent Engineer during Design Review.
(xiii) During commissioning and subsequently, it may be desirable to adjust the lux level to 250/200 in
the saloon. Provision shall be made for adjustment of the lux level within saloon. At least three
levels of adjustments i.e. 200 lux/250 lux/300 lux shall be provided in the saloon illumination
design as a minimum. Details shall be discussed during design review.
(xiv) The design of the heat dissipation arrangement shall submitted in details with simulated results
(xv) The change of chromaticity over the lifetime of the product shall be within 0.007 on CIE
1976(u’,v’) diagram or equivalent.
(xvi) After one year, two year and 60,000 operation hours, the colour temperature shall be within ±5%,
±8% and ±10% of the initial value respectively.
(xvii) LED luminaries shall be designed to withstand switch cycles of 100,000 and test shall be conducted
to prove the compliance.
(xviii) The Lessor shall replace all the LED lighting with a newly improved LED lighting if
a. The total cumulative failure rate of the LED luminaries and control gears within DLP exceeds
5% with 20% of LEDs failed in a LED luminaire is constituted as a failure of the LED
luminaire; or
b. The illumination level at floor level of any five trains drops below 90% of the initial values
at the end of two–year operation of each train, by assuming 15 hours daily operation and 365
days of operations.
(xix) Since LED technology is fast evolving and the rolling stock supply is a long drawn process, sub-
supplier shall commit to supply new generation of improved LEDs progressively and which should
be compatible with the luminaries already supplied and installed. The Lessor shall regularly update
the Independent Engineer on this aspect during the manufacture.
(xx) Noise generated by the energised LED lighting, fixtures and ballast/control gear installed in a Car
shall not exceed 50 dbA when measured 1m from the equipment.
(xxi) LED(s) shall have lumen rating as 100 lumen/LED or above.
(xxii) Maximum number of LEDs which a driver/power supply can feed shall not exceed 60 LEDs.
(xxiii) Emergency lighting circuits shall be design to meet the emergency lighting requirement as
specified in EN 13272.
The selection of vender shall be made so as to optimize the design criteria as above.
12.9.1 Saloon Illumination
(i) Energy efficient, power LED based lights, in luminaries meeting flame, smoke and
toxicity requirements shall be recessed into the ceiling panelling. The light fittings shall be simple,
and arranged not to trap dirt, moisture and insects. Suitable sealing protection shall be incorporated
to prevent ingress of dust etc. from AC ducts. The luminaries shall ensure to minimise the glare.

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(ii) All the saloon lights shall work on 110V d.c.

(iii) The size and number of light fittings with diffuser shall be sufficient to provide a sensibly constant
level of illumination of 300lux at a height of 1.0 m above floor level, along the entire length of
saloon.
(iv) Separately protected lighting circuits shall be used, such that in the event of one tripping, the others
provide evenly distributed lighting throughout the saloon.
(v) In the elevated corridors, during daytime, 50% of the lights, evenly distributed over the saloon
area, shall remain illuminated. 100% saloon lights shall glow in tunnel all the time and in elevated
corridor during night. The changeover shall be automatic as well as driver actuated.
Saloon/Emergency lights shall be supervised by TCMS. For optimum energy saving, sensors for
assessing ambient light shall be suitably placed and protected for correct estimation of natural
light.
(vi) 100% of lamps, evenly distributed over the saloon area, shall remain illuminated, energized even
when the train / Car passes through neutral section.
(vii) The control logic shall ensure automatic selection, with manual over-ride, of the saloon light
circuit(s) to maximize utilization of the natural light and maintain the desired illumination level.
During daytime, the interior lights shall be controlled automatically through dimmer(s) so as to
maintain illumination level within acceptable level and reduce the energy consumption. The Lessor
shall submit details for review by the Independent Engineer.
(viii) The Lessor shall submit service life of LED lamp during the design stage which shall be as per the
best international practices.
(ix) The Lessor shall submit layout of fittings and control circuit for review by the independent
engineer/ K-RIDE.
(x) It shall be possible to replace defective LEDs/ block of LEDs with ease and minimum need for
readjustments or otherwise. Any special tool required for the purpose shall be maintained as two
sets to depot.
12.9.2 Cab Illumination
(i) The temporary cab shall be provided with ceiling lights, providing a sensibly constant level of
illumination of 200lux at 1m above floor level. It shall be operated automatically by the
opening of saloon to cab door, and extinguished manually from within the cab. Suitable
arrangement to synchronise the saloon lighting when the temporary partition wall between cab
and saloon will be removed in future, shall be provided.
(ii) Separate lighting of the train operator’s console shall meet the requirements of UIC 651 OR which
stipulates a minimum of 60 lumens/m2 measured at the driving control desk.
Driving console light shall be operated manually from within the cab.
12.9.3 All cubicles shall have sufficient lighting arrangement for facilitating their maintenance related works.
12.9.4 ATO/RM indicating light
One indicating light visible from side of the train indicating ATO or Restricted Manual mode status,
shall be fitted on each side of the cab end.
• The switch off position shall indicate ATO not being used and safety for operation and
maintenance personnel to board the train and/or to Carry out coupling during rescue
operation.
• Switch ON would imply ―train under ATO‖.

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• Flashing would mean Restricted Mode activated works. Scheme shall be decided during design
stage.
12.10 Cab Equipments
12.10.1 Master Controller
(i) An ergonomically designed stepless Master Controller shall be provided on the train operator’s
console. The Master Controller shall be a fore and aft longitudinal shift type. The overall design
shall ensure minimal stress on train operator hand. A rotary type deadman's device shall be
provided on the Master Controller Handle. The angle of rotation shall not be more than 15deg.
There shall be adequate hysteresis between motoring/coasting/braking. Driving mode will be
achieved by moving handle away from the operator and conversely braking mode shall involve
pulling the handle toward the operator. Design shall ensure the master controller movement remains
soft, uniform and undisturbed at least upto intermediate overhaul. No greasing or lubrication
requirement shall be foreseen during this period.
(ii) The Master Controller shall be provided with deadman’s safety device and the deadman
mechanism have auxiliary switches.
(iii) The Master Controller shall have following positions:
(a) Off
(b) Emergency Brake Application
(c) Motoring
(d) Braking
(iv) The Master Controller shall have adequate number of dedicated potential free interlocks solely
for ATO and ATP system operation.
(v) At least 10% spare contacts in master controller for each position and type shall be provided
and wired up to the terminal block in the main electrical cubicles.
12.10.2 Mode Selector
i) A Mode Selector Switch shall be provided on the train operator's console and selection of mode
shall be by longitudinal, fore and aft movement.
ii) The Mode Selector shall be mechanically and electrically interlocked with the Master
Controller.
iii) The Mode Selector shall confirm to the operational modes described at ERTS 12.2.
iv) At least 10% spare contacts in mode selector shall be provided and wired up to the terminal block
in the main electrical cubicles.
12.10.3 Control Lock (Mascon Key)
i) A control lock shall be provided in each control console (Master Controller), which shall be
operated by the control key. The lock shall have two positions ‗ON’ and ‗OFF’. The control key
shall be removable in the ‗OFF’ position only. Control lock key hole shall be covered with suitable
cover (sliding type).
ii) The control lock shall be of fail-safe design. The control lock element shall use appropriate feature
to ensure that contacts cannot possibly remain closed when lock or the switch position indicate that
they should be open.
iii) The control lock interlocking shall be of such strength that the mode selector handle and control
key are sacrificial to the interlocking in the event either is subjected to excessive force.

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12.10.4 PWM Generator

i) Robust design fail-safe redundant PWM generator shall be used to convert the analogue signal from
the Master Controller to a PWM signal for powering and braking control. The design shall ensure
no shifting of calibration once done during commissioning. The outgoing PWM signals shall be
hardwired. Provision of PWM generator shall be as per the interface design with signalling
contractor.
ii) The Lessor shall interface with Signalling Contractors for ATO operation interface.
iii) The equipment shall confirm to IEC 60571, IEC 60077 and IEC 61373.
12.10.5 Electrically operated Wind Screen Wiper
(i) Windscreen wiper shall be provided at appropriate location for operable from the train
operator‗s control panel.
(ii) Windscreen wiper shall be electrically operated.
(iii) The Lessor shall submit details of the system configuration and components like screen wiper
blades, washer nozzle, the washing media, reservoir etc.
(iv) Wiper control shall have the following modes of operation:
• Slow speed
• High speed
• Wash mode
• Intermittent
(v) It shall be possible to operate one or both of the wipers in the operating cab.
12.10.6 Electric or Pneumatic Horn
Two electric or electro-pneumatic horns, one having high tone and other low tone, operable from the train
operator’s console shall be provided, located at the front end of the cab, facing forwards. Technical details
of the horns shall be submitted for review by the Independent Engineer. IP65 protection shall be provided
for horn.
12.10.7 Train operator shall have full view of displays and controls in the cab in both seated and standing positions.
The controls and indicators inside the cab shall be decided during detail design stage based on current
practices.
12.10.8 Not Used.
12.11 Auxiliary Machines and Drives
12.11.1 With the exception of the auxiliary (pantograph, etc.) compressor, which shall be suitable for a supply at
110V d.c. all other drive machines shall be suitable for (non-operational sinusoidal) supply from an
auxiliary converter, which will have harmonics.
12.11.2 The motors shall be totally enclosed with sealed for life permanently lubricated ball bearings, self-cooled,
heavy-duty devices, designed for energy efficiency and long life. Each motor shall incorporate independent
thermal protection.
12.11.3 Motors shall be suitable for the designed maximum load and maximum ambient temperatures to ensure
that the motors have designed life of thirty five years.
12.11.4 All auxiliary motors, including that of the auxiliary compressor, shall conform to the requirements of IEC
60349-2.

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12.11.5 The temperature rise limits of all auxiliary motors shall be to the maximum temperature index, minus 70°C.
The temperature rise test of the auxiliary converter shall be simultaneously Carried out with auxiliary
converter and all auxiliary motors.
12.12 Back up Brake (Drivers Brake valve)
12.12.1 A BP controlled back-up system including a separate pneumatic control unit 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. In case of such failure, the operator can continue to control braking by using the back-up brake.
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.
12.12.2 The back-up brake control unit shall be ergonomically placed on operator’s console and shall have three
positions for application, charging and lap modes.

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13. Communication System

13.1 Train Communication Equipment
13.1.1 The following on-train communications requirements shall be provided:
(i) Two-way Communication between the Operations Control Centre (OCC) and train operator,
via train radio equipment (Supplied by telecommunication contractor).
(ii) Emergency passenger announcements on the train by OCC via train radio system
(Supplied by telecommunication contractor).
(iii) Means for the train operator to address passengers throughout the train from the driving and non-
driving cab.
(iv) Facilities to permit Duplex conversation between a passenger who has operated a
passenger alarm device, and the train operator/OCC.
(v) Facilities for Duplex conversation between occupants of driving cabs in the same train and in two
coupled trains.
(vi) An automatic voice announcement system.
(vii) A passenger information system
(viii) Passenger saloon surveillance system (PSSS) using CCTV
(ix) Door opening / closing chime.
(x) Complete tools for configuring and editing route /station data, announcements, messages & fonts
and interface of the system with other sub systems etc. shall be supplied. It shall be possible for
the K-RIDE’s engineers to configure the PIS/PSSS software for implementing operational &
maintenance related modifications. Software tools for recording and analysing interface signals
shall also be maintained.
Full access to the software for the purpose above shall be maintained. Any hardware/software tool
required for this purpose shall also be maintained. The documentation including but not restricted
to flow charts (for complete software), signal flows, interpretation of signal etc. shall be provided.
K-RIDE’s engineers shall be fully trained and made fully conversant by the Lessor for this purpose.
Necessary set-up including Software, Hardware, Equipment etc. to realise the change/modification
shall also be ensured by the Lessor. Full details shall be submitted for review by the Independent
Engineer.
(xi) PA & PIS system shall have full flexibility and dynamic compatibility with any number of
short loops/route changes which may be enforced during operation. Necessary interface with
signalling system shall be ensured.
(xii) All the interface signals relevant for PA & PIS system shall be recorded with time stamp.
(xiii) Any other equipment required onboard for interface with the other designated Contractors viz.
signalling, Telecom and others for operation of trains under ATO mode, shall be provided by the
Lessor.
(xiv) The pre-dominant mode of Operation is GoA2, suitable provision to monitor and control the
announcements in trains shall be provided remotely with OCC. Details shall be finalized during
detailed design.
(xv) PA/PIS & PSSS System shall be designed to cater any single point of failure.
Functionality at Car/train level (as applicable) shall not be affected due to any type of single point
of failure. Adequate redundancy shall be built in the proposed system architecture. Full details
shall be submitted for review by Independent Engineer at the time of design approval.

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(xvi) PA/PIS & PSSS shall have latest art of communication protocol. Provenness of the system
shall be ensured by the Lessor. Full details shall be submitted for review by the Independent
Engineer.
(xvii) Single point upload and download of data, software etc. for all PA/PIS & PSSS system shall be
provided by the Lessor.
(xviii) PA/PIS & PSSS equipment installed in the passenger saloon and Train Operator’s cab (including
cabinets located below the passenger seats, if any) shall be of atleast IP53 or better class. PA/PIS
&PSSS equipment installed in the equipment cabinets in the passenger saloon and driver’s cab
(exccept cabinets located below the passenger seats, if any) shall be of at least IP40 or better
class. Complete details of available IP protection of all PA/PIS & PSSS system’s equipments
shall be submitted and get approved by the Independent Engineer.
Exterior equipment shall be of at least IP67. Any degradation based on technical difficulty or
recommendation by OEM shall be reviewed by the Independent Engineer during the design.
(xix) Provision of self-checking & its result for all PA/PIS & PSSS equipment shall be ensured. Full
details shall be submitted for review by the Independent Engineer.
13.2 OCC to Train operator and On-train Public Address Communication Link
13.2.1 A Train-to-OCC radio communications link (supplied by the telecommunication Lessor) shall be provided
to enable:
(i) Voice communication between the OCC and passengers, and between the OCC and the
train operator.
(ii) Not used
(iii) The interface between the radio link and TCMS shall be provided by the Lessor.
(iv) Voice shall have priority over data communication.
(v) When the OCC to passenger communication occurs, any other system set at that time shall
be overridden.
(vi) A radio control head, which shall be integrated with the driving console, shall be supplied
by Communication Lessor. The mounting location shall be Carefully planned as the equipment
is frequently used by the train operators.
13.2.2 A suitable interface shall be provided by the Lessor to enable the OCC-to-Passengers announcements to
be transmitted over the train public address system.
13.2.3 Adequate space and reliable battery backed power supply shall be provided to Telecommunication
contractor for the on-board radio system.
13.2.4 Facilities to permit announcement in the train along with the provision for communication with OCC by
Roving Attendant through train radio shall be provided. Suitable interface & full details shall be submitted
for review by the Independent Engineer.
13.3 Passenger Emergency Alarm (PEA)
13.3.1 An Emergency Intercom system consisting of four Emergency Intercom units per Car, including
microphones, loud-speakers and alarm buttons shall be provided. Each device shall be equipped with one
miniature temper proof camera. Camera shall activate if someone presses the PEA button and capture &
transmit the passenger’s visual to OCC & Driver’s CCTV monitor inside the cab.
13.3.2 When a passenger alarm device is operated, a warning sonic device shall sound in the cab and at the same
time, suitable audio-visual indication shall be notified in relevant workstations in OCC and Drivers Cab.
A flashing indication shall be given to the train operatorOCC of the location of the operated device with

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train no and location of the train etc.Views from surveillance cameras provided near the location of
activated PEA and from the miniature camera provided in the emergency talk back unit shall be displayed
in the monitors inside driving cabOCC and a visual indication on the exterior of the Car shall advise station
staff which is the affected Car (PSD at platforms shall be considered for this aspect).
The train operator/OCC 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 in TCMSOCC. It shall be feasible for train operator/OCC to acknowledge and isolate/reset the
specific PEA from the cabOCC after verifying the conditions in the saloon to his satisfaction through
CCTV images which shall be recorded with time and event stamping. PEA shall be equipped with all the
necessary arrangements to handle the emergency communication from Driver’s cab and OCC in GoA2
mode.
Passenger communication shall be train operator/OCC initiated. This will render the local microphone and
loudspeaker adjacent to the activated emergency device active, thereby enabling bi- directional inter-
communication between the train operator/OCC and the passenger. Once pressed/operated, it shall be
possible for the commuter to communicate with the Train Operator/OCC unless inhibited by the Train
Operator/OCC. A fall back system shall be provided to enable the communication between Train
Operator/OCC & passengers with PEA in case of failure of normal communication channel. 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 Independent Engineer.
13.3.3 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. All the event of PEA
activation and reset, the call shall be logged by TCMS with time stamp. TCMS 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 from driver’s cab OCC. Once this has occurred the system shall revert to its
normal form of operation.
• Screened cable pairs of fire survival type shall be provided for the passenger alarm system.
13.3.4 Under no circumstances shall cab-to-cab conversation or train operator to OCC conversation be relayed to
any passenger.
13.3.5 The PEA push button once pressed should be resettable from remote from the operating console or OCC.
Two way communication shall be established with OCC.
13.3.6 The activation of any PEA shall interface with the saloon CCTV such that images of concerned area are
automatically displayed on train-borne display unit inside the cab and transmitted to OCC. It shall be
possible to OCC to identify which PEA has been activated so that the communication with the passengers
can be initiated.
13.3.7 PEA communication system shall be SIL2 compliant except for voice signals.
13.3.8 Multilingual (regional language(s) and English and/or Hindi) indication of indicators shall be provided on
PEA speaker panel (like wait, call, Talk etc.). The indication shall be separate from Labels & Signages
provided for the operation & function of PEA. Necessary indication to commuters shall also be made
available in case of faulty PEA.

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13.3.9 Speaker/mic panel provided for PEA shall be flushed with Carbody wall to have good aesthetic. Details
shall be submitted for review by the Independent Engineer.
13.4 On-train Public Address
13.4.1 An integrated main communications panel shall be provided at the driving side of the cab by the Lessor to
control the public address functions, cab-to-cab communications, and passenger alarm communications.
This panel shall have a backlit LED display with facilities for the touch screen input, capable of handling
English, Hindi & Marathi characters. 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 Independent Engineer.
13.4.2 On-train public address shall be capable of being initiated from the OCC, the driving cab or the automatic
voice announcement system. The Automatic Voice System shall be the default public address mode
(default mode).
13.4.3 The microphone to be used for public address / announcements should have high dynamic noise cancelling
feature. The Lessor shall submit the details of the microphone for review by the Independent Engineer.
13.4.4 The Public Address System together with its main components shall comply with internationally accepted
standards.
13.4.5 IP based power amplifiers are required for the PA system and shall cater for the requirements of an eight
six/threeCar train. Loss of Public Address system’s announcement capability in a Car due to failure of
amplifier & its components, failure of loudspeaker distribution line etc. shall be reported to TCMS.
13.4.6 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.
13.4.7 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 3dB along̴ the entire length of
the consist. At least 12 number of saloon speakers shall be provided in each Car. Loudspeakers shall be
positioned to give uniform distribution of sound pressure level. Full details along with simulation shall be
submitted for review and approval by the Independent Engineer.
13.4.8 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 Lessor may however, propose alternative/ suitable settings. The Lessor
shall maintain software / hardware configurator for enabling the Lessors personnel Carry out the
adjustment as per the proposed system. Full details shall be submitted for review by the Independent
Engineer.
13.4.9 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.
13.4.10 The public address amplifiers shall be protected against short circuit at the outputs of the amplifier.
13.4.11 The through line cable inside the Car shall be suitably insulated, screened, armoured and overall outer
sheathed. The cable shall be of the fire survival type. Fire & Smoke compliance in line with EN45545 part
1 to 7 for complete PA/PIS & PSSS (Passenger Saloon Surveillance Camera) shall be submitted for review
by the Independent Engineer.
13.4.12 The system shall have a self-test function on power up that checks the system healthiness. The result of
self-test shall be reported to the TCMS via the interface unit.
13.5 Cab to Cab Mode

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13.5.1 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.
13.5.2 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.
13.5.3 Simplex mode operation between two trains while in proximity shall be possible, via OCC on the radio
communication system (supplied by Telecommunications Lessor).
13.5.4 The Lessor shall submit procedure for review of the Independent Engineer.
13.5.5 It shall be possible for Train operator to adjust the volume in the cab.
13.6 Automatic Voice Announcement System
13.6.1 An automatic pre-recorded message announcing system shall be provided in each cab by the Lessor.
Functions and features of this system shall be as follows:
(i) 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 . However in case of electrical parting in the train,
announcements shall continue and both the parts.
(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 TCMSOCC for reporting to the train operator and data
logging. Full details shall be submitted for review by the Independent Engineer.
(iii) The pre-determined messages (voice announcements and text messages) shall be automatically
triggered by train events and / or the ATP/ATO system to make an announcement. Close liaison is
required between the Lessor and the Signalling Contractors in this regard.
(iv) Automatic station announcement shall be done based on the arrival and departure bits received
from ATC in ATP/ATO mode. Similarly, skip announcement shall be done based on the bits
given by ATS. In case of the delocalisation of front ATC, automatic announcement, Digital Route
Map, Train Identification Indicators/destination Indicators will not be affected and PA& PIS shall
make automatic announcement based on bits provided by rear ATC. In case both the ATC are
delocalised, manual announcement shall be done through TCMSOCC. Full details shall be
reviewed by the Independent Engineer.
(v) All the hardware requirements to achieve interfaces between the automatic voice announcement
system and the ATP/ATO system shall be provided by the Lessor.
(vi) 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 Kannada, English and Hindi languages. Messages shall be recorded in the voice
of professionals Announcers to be approved by the K-RIDE. The hardware and dedicated software
etc. for editing and modifying the speech and route database shall be made available at appropriate
time, during the entire Contract period, to be decided during the design stage. The K-RIDE’s staff
shall be associated during the editing activity. Messages shall be digitally stored.
(vii) The Automatic Voice Announcement System shall also be equipped with display and
announcement of computer generated messages. The Lessor shall provide equipment and
means to achieve this by K-RIDE’s maintenance personnel.
(viii) The comprehensive details (their format, frequency, use etc.) of message and special messages (to
be triggered manually) shall be subject to review by the Independent Engineer.

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(ix) A door close announcement followed by a chime shall be triggered each time the Door
Close Announcement button‖ is pressed. The door close chime shall continue to play till the Doors
achieve locked position. Similarly, a chime shall be played during the door opening. During this
time any existing auto announcement shall be aborted. The chime shall warn the passengers inside
the train about the door operation. Selection of the type and adjustment of volume of the chime
shall be independent of the volume of the announcements.
(x) 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 Independent Engineer.
(xi) 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 Independent Engineer.
(xii) It shall be possible to upload the PA/PIS data in all/selected trains from the remote server/system.
13.7 Passenger Information System (PIS)
13.7.1 Electronic Information Display (EID)
a. The Passenger Information System shall include a high resolution multi-colour graphic display,
suitable for the remote displaying of moving messages, in Kannada, Hindi and English, on board the
train, in the passenger area. The colour of Kannada, Hindi and English character shall be approved
by the Independent Engineer. Emergency announcements may be displayed in red.
b. 4 nos. of LED backlit LCD/TFT fully programmable displays screens for videos, graphics,
animations ( approximate size 450mm or more) with adequate protection from vandalism shall be
provided in each saloon (location shall be decided during mock-up review). These displays shall be
used for special messages/ advertisements (incl. video) etc. which shall be downloadable from one
end of the Car/unit and/or from the cab. Provision shall be made for real time video streaming as
well. Provision shall be made to install equal number of LED backlit LCD/TFT displays in future by
the K-RIDE by simply connecting it to the system. Any wiring etc. if need to be provided, shall be
ensured. The Lessor shall be able to interface and commission such screens at these locations. The
location shall be decided during design. The displays shall be commercially available and work on
open/commercial protocols. The colour combination of the display content should be such that these
may be distinguished by colour blind person.
c. The location and number of the display units shall be proposed by the Lessor taking into consideration
the need for all-round good visibility by passengers within the saloon. The Lessor shall submit
proposal, including diagrammatic representation of the angle of visibility of the display units.
d. The Screens shall be protected against vandalism by passengers. The design of the panel enclosure
shall be tamper resistant, and shall not allow passenger to disassemble the unit from the front.
e. All equipment of the panel shall be sealed to IEC 60529 IP41.
13.7.2 Electronic Destination Display (EDD)
Several solutions may be proposed by the Lessor using modern and well proven technology as screens
composed by separate graphical windows.
a. The EDD shall be able to display the destinations, train number and special messages. Nature of
the messages shall be decided during the preliminary design studies.

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b. The colour and the character size of the display shall be designed to achieve the required visibility
by the train operators and the passengers, and also to match with the overall aesthetic design of the
cab front.
c. The characters of EDD shall be legible from the station platform on either side of the train at a
minimum distance of 50 m ahead of the train and at an angle of up to 45 degree, by a person with
normal eyesight.
d. The EDD shall be legible in direct sunlight when the train is running in open section, and in artificial
light and darkness in underground section.
e. There shall be no escape of light from the backside of the EDD into the cab.
f. No incorrect information shall be shown by the EDD. The display shall be switched off if any fault
is detected in the EDD.
g. Mechanical Requirements:
• The EDD completed with the power supply shall be designed in modular form to minimize the
cable connections.
• The protective glass or equivalent shall be provided to prevent any damage from heat and
sunlight (colour fading), and shall not affect the colour quality of the display.
• The method of mounting the EDD behind the windscreen in the driving cab shall
allow easy installation and removal. All the cable connections to EDD shall be of plug and socket
type, and the female connector shall be mounted on the Car body side. Removal and installation
of one EDD shall be easily by maintenance staff.
h. Electrical Requirements:
• The power supply for the EDD shall be taken from the dc output of the auxiliary inverter
system. The supply shall be available when either one of the auxiliary inverter set is running.
• Suitably rated MCB shall be provided.
i. Provision for Future Expansion:
• The software of the EDD shall be designed to allow new destinations to be incorporated easily
by the K-RIDE. The memory shall be sufficient to store up to 100 destinations and 20
messages. Details shall be defined during design stage.
• Hardware and software tool shall be maintained to Carry out the change. The required software
change shall be Carried out with IBM compatible computer equipment.
• The Lessor shall provide all the necessary detailed instructions and special equipment to
enable the K-RIDE to reprogram the unit to incorporate the new destinations.
j. The Destination Indicators and Train Identification Indicator shall be able to be set via the route
setting control. The route setting control shall be either through the manual control on the TCMS
or be automatically set by the Automatic Train Control (ATP/ATO) system Display shall
automatically change as per short loop operation as the case may be.
13.7.3 Internal Electronic Destination Display (IEDD)
13.7.4 There shall be displays on both ends of non-driving Cars and at gangway end of driving Cars just above
the gangway of the Car. The programmable display shall be capable of displaying the next station
destination inKannada, English & Hindi language along with other graphics.
13.7.5 Location of all the displays shall be reviewed during proto type review.
13.7.6 Programmable Digital Route Maps (DRM):

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13.7.7 Four programmable coloured LED backlit LCD based route maps shall be provided above each saloon
door on each door way and shall have following provisions as minimum. Details shall be decided during
design:
a. Display of destination station, present station, approaching station, time for reaching next stations,
real time clock and door indications.
b. Route-map of respective lines in different colours, point of inter-change or any other important
information, flashing of emergency messages, important train messages, scrolling of routes, adding/
expunging of stations, selectable display of route
c. The size of the letter on LED backlit LCD panel and resolution shall be programmable and have
adequate clarity and visibility for a seating passenger. Further details shall be decided during design.
d. Direction of movement of displays, positioning of destination station on DRM shall match with the
geographical direction of destination station/train direction.
e. The station names shall be displayed in Kannada, English & Hindi alternatively.
Detail specification shall be drawn and screens shall be got reviewed during design. Additional
changes if required during design shall be incorporated during design.
f. Full facilities including any hardware/software tools for programming the displays and system shall
be maintained at the depot. Lessors Engineers shall be fully trained to programme, edit and interface
the display panels with the system. Tooling shall also facilitate programming of different split
screens of PIS including DRM.
13.8 Operation of Passenger Information and Automatic Announcement System
13.8.1 Automatic Operation of Passenger Information System
(i) The system shall be capable of automatic operation throughout. At train set up, the trainnumber
provided by ATO/ATP shall automatically select the route to initialise the passenger information
system by selecting the appropriate information from the train equipment and transmitting it to
speakers and displays. The train operatorOCC shall be able to over-ride the route selection and
shall be able to enter the train route.
(ii) The system shall update the journey information by accessing the train location information
from the ATO/ATP equipment. The Automatic Announcement and the Passenger Information
System systems 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 will open at the next station stop in normal mode of operation
or in the case of short loop, single line or use of single platform at terminal station for reversal.
Necessary interface of rolling stock, signalling and PSD has to be developed.
(iii) The system shall be capable of receiving real time information from the control centre relating to
delays and other relevant information. The system shall be capable of automatically updating the
information being presented at the time to include the real time information received without the
train operator’s intervention.
13.8.2 Manual System
(i) In addition to automatic operation, visual and audio information shall be capable of being
originated from the OCC and train operator’s cab. The system shall be capable of making pre-
recorded announcements (both audio and visual) by manual triggering from main communications
panel of driver’s cab (and from OCC) in the event that the ATO/ATP positional information is not
available. 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

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door operations. Manual override shall be provided to allow for station skipping. The train
operator/OCC 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 Independent Engineer.
(ii) In case of system degradation, train operator/OCC shall be able to make manual announcements
through microphone from the cab/OCC.
13.8.3 Audio Recorder
An automatic recorder shall be provided to record, manual announcements through MOP/AOP in saloon,
announcements made by OCC in saloon (train), and conversation between passenger (recorded PEA wise
with time stamp) & train operator when Passenger emergency alarm is activated in MP3 format
or any other superior format. It shall be possible to download the recorded data without using any
special tool/equipment directly from the recorder. The recorder shall have expandable memory to store the
data for at least three days in revenue service.
13.9 Passenger Saloon Surveillance System
13.9.1 The video communication system includes the following:
i. Colour Internet protocol (IP) Cameras,
ii. Network Video Recorder (NVR): Storage device that receives video via Ethernet backbone
The Lessor shall submit details of IP plan in interface with Signalling & Telecommunication contractor
during implementation phase.
13.9.2 The Passenger Saloon Surveillance System (PSSS) shall comprise of a close circuit television (CCTV)
network using surveillance cameras, routers and cables, monitors and other accessories. The fully
expended system shall designed for minimum 25fps with 1920 x 1080 ( 2 MP) resolution with IP66 and
vandal resistant body. The minimum angle of view shall not be less than 100º (horizontal) & 50º (vertical).
The picture quality shall be according to requirements of EN 62676-4. The cameras shall have the
certifications like EN50155-T3, EN50121, EN45545, EN50498 and ECE-R10. Each Car shall be provided
with at least four surveillance camera devices at appropriate location to cover the maximum passenger
saloon area for surveillance and one camera in each temporary cab to capture the view of passenger
emergency door and cab desk. Additionally one camera shall be placed inside/outside of cab for gathering
front end view, track and OCS conditions etc. If cameras are to be placed outside the cab then the camera
shall comply to IK6K9K standard with scratch resistant glass. It shall be possible to increase number of
cameras by at least 2 per train by simple plug in to the system. The wiring and end connector to mount
camera in cab(s) and mounting arrangement complete in all respect, but masked, shall be provided. Any
additional tool hardware/software required for expending the system shall be provided to enable the K-
RIDE to plug in the cameras if so required in future. Lessor’s engineers shall be trained for interfacing and
commission the same. 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. The cameras shall have
high light compensation, wide dynamic range and 3D noise reduction features to produce good quality
images. Mounting of camera shall be unobtrusive, flushed with, or recessed into the interior panel. The
system shall be based on open environment/protocol like Ethernet for ensuring interchangeability of
cameras. The system shall have self-diagnostics and communicate the same suitably to the Train
Operator/maintainer.
TCMS HMI screen can be used as CCTV screen on demand or event actuated. The TCMS screen shall
have provision to have to show simultaneous multiple views of CCTV/TCMS/PA/PIS. The final screen
shall be decided during design.

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13.9.3 Under normal operation, the views gathered from each of the camera located in the train shall be
sequentially played in the monitor screens of both the cabs. Adequate controls shall be provided for
necessary surveillance requirements and priorities.
13.9.4 In case of activation of PEA in any of the Cars, the views from the miniature camera provided in the
emergency talk back unit & from camera provided near the location of activated PEA shall be displayed
in the monitors of train operator’s caband in OCC.. However, the train operator personnel shall be able to
select any other camera, as required. The cameras shall have inbuilt zoom function. It shall be possible to
filter, zoom and select images in off line mode for investigation purpose. The images shall be with time
stamping and it shall be possible to link themwith respective location of train. Similarly in case of door
obstruction/obstacle the camera(s) shall focus on door way and alert the train operator/OCC by flashing
the image.
13.9.5 Not Used
13.9.6 Provision shall be made and tested to enable train operator to relay CCTV images to dedicated server by
pressing a pushbutton in case of emergency. As a minimum, the images should be selectable for a time or
time interval as required. Final scheme shall be worked out during design. The Lessor shall provide the
on-board equipment and commission the system based on the communication link provided by the K-
RIDE. Full details shall be submitted for Independent Engineer’s review.
13.9.7 Two way, duplex, communication between saloon CCTV/Cab front CCTV and OCC d shall be provided.
CCTV images shall be transmitted to the driving console through IP network and to OCC, on demand
through communication link on real time basis.
13.9.8 The events which shall automatic trigger OCC viewing and considered essential for upgradable to UTO
operation shall be discussed and decided by the Independent Engineer during detail design stage.
13.9.9 During such viewing from OCC the recording speed of the associated cameras will change from low to
high speed. Full details shall be submitted for Independent Engineer’s review.
13.9.10 Network Video recorder (NVR) shall have video content analytic software system/ intelligent video
surveillance software for pre-defined enabling actions to be automatically taken based on an event.
Software shall be configurable and list of events & actions shall be finalized during detailed design.
13.9.11 The NVR shall have capacity to store video footage (with time stamp) of all the cameras provided in the
train for the period of at least 14 days. However, it shall be possible to enhance the memory by expansion
using commercially available memory devices. There shall be at least 2 NVR per train. These NVR shall
be redundant to each other.
13.9.12 Lessor shall provide non-volatile secured central storage facility/server in the depot at the designated place
to store video footage of at least 80 nos. trains for the period of at least 30 days. Lessor shall develop the
scheme to access & retrieve the data. Train no., camera no., date and other related information shall be
linked with the data. The scheme to download the data and storage in the central storage facility/server
shall be discussed during detailed design.
13.9.13 Lessor shall interface with signalling & train control and telecommunication contractor for transmitting
the saloon interior picture to OCC and also viewing the saloon interior from OCC. The event which shall
automatic trigger OCC viewing and considered essential for UTO operation shall be discussed and decided
by Independent Engineer during detail design stage.
13.10 Interface
13.10.1 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 TCMS interface.

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13.10.2 See Appendix 2 of K-RIDE Requirements- General Specifications for full details of the division of
responsibility between the Rolling Stock Lessor and Signalling Contractors.
13.10.3 Lessor shall maintain adequate tools (two sets) and also impart training to Lessors and K-RIDE’s engineers
for modifying/adding etc. the station names as well as audio visual announcements without changing the
complete software.

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14. Material and Workmanship

14.1 General
14.1.1 All equipment shall be constructed in a sufficiently robust manner, and arranged so as not to suffer
deterioration, wear, or damage due to vibration or shock loads encountered in traction service.
14.1.2 Equipment shall be arranged into groups, where practicable. The items of any one group shall be mounted
on a common frame or equivalent, complete with wiring, piping, etc.
14.1.3 All such equipment shall be protected against damage caused by dirt, dust, moisture, etc. including during
transport.
14.1.4 Welding, painting and crimping are considered as special processes. Lessor shall ensure process
qualification and validation for these processes and records of the same shall be maintained for scrutiny
and review by the Independent Engineer.
14.1.5 All relays/MCBs/equipment etc. shall be suitably de-rated for specified temperatures including the
proximity effect.
14.1.6 Lessor shall ensure that all the material including electronic equipments and assemblies (as part of the train
or as spares) used for this project are legally eligible to be imported in India for the intended use. Lessor
shall be responsible to arrange all the statuary permissions necessary, if required.
Welding, unless specified or approved otherwise, shall confirm to EN 15085-1 to 5. This standard shall be
applicable to its RS Contractor (if any) as well as other sub-contractors vendors, suppliers, manufacturers,
welding manufacturers, which carry out welding work on railway vehicles, components & sub-assemblies
shall be certified according to this standard.
14.2 Materials
14.2.1 Metals shall be supplied in compliance with the following material standards or equivalent, unless
otherwise specified:
(i) Steel Castings - BS 3100 (grade 592) Latest Version
(ii) Stainless Steel - chromium content not less than 17%, Carbon content not more than 0.03% -JIS
4305 Latest Version.
(iii) Steel used in welded structures – BS 4360 (WR-50 or WP-50B) Latest Version
14.2.2 Glass fibre reinforced plastics may be used for non-structural parts, and applications as accepted by the
Independent Engineers. They shall be manufactured to an approved process and satisfy the flammability,
toxicity and smoke generation limitations of EN45545, or the latest equivalent internationally accepted
standard. See also Clause 2.5.8.
14.2.3 Synthetic rubber, conforming to International Standards, shall be used for components exposed to sunlight
or lubricants during Operation & Maintenance. Complete purchase technical specifications with drawings
of all rubber components shall be submitted.
14.2.4 Soft metals subject to creep (aluminium, zinc, etc.), shall not be used in applications requiring them to
Carry current, stress or operate in high temperatures. In exceptional cases, such applications shall be
submitted to the Independent Engineers for review.
14.2.5 Where copper components require to be annealed or brazed during manufacture, special precautions shall
be taken to obviate hydrogen embrittlement.
14.2.6 All honey comb panels used in the Car manufacture shall be of Aluminium.
14.3 Not used
14.4 Corrosion

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14.4.1 Protection of materials against all types of corrosion shall be appropriate for the environment of Bengaluru
and the operating conditions of the Cars.
14.4.2 Corrosion protection methods for metallic components and equipment cases shall be submitted. Where
feasible, such corrosion protection measures shall not require to be repeated throughout the life of the
vehicle.
14.4.3 The Lessor shall take adequate precautions at each stage of processing of stainless steel materials to avoid
contamination from harmful materials which can affect corrosion and/or rust resistance properties.
Precautions shall also be taken to avoid deep rolling marks, which can potentially affect corrosion
resistance properties or enhance stress.
14.4.4 The Lessor shall provide suitable protection to eliminate galvanic corrosion, between dissimilar metals.
14.4.5 It has been experienced that the un-protected silver contacts/connections get corroded leading to premature
failures. Lessor shall take adequate protection during design, selection of equipment & manufacture.
14.4.6 Solutions to all corrosion problems, if any, shall be without increasing maintenance activities. Lessor to
provide inbuilt corrosion resistant measures over the entire committed life span of the vehicle.
14.5 Fasteners
14.5.1 Screw threads shall be of ISO metric sizes.
14.5.2 ISO Metric fine threads shall be used in applications where the fastener is subjected to alternating
transverse loads. In other cases, the coarse series of threads shall generally be used, except where precluded
by size. The use of studs shall be avoided wherever possible.
14.5.3 Normally, screw threads smaller than M5 size shall not be used. Screw and bolt heads shall be of hexagonal
form on all M5 and larger screws. Screws smaller than M10 shall be of high tensile material.
14.5.4 Fixings shall be locked adequately to prevent loosening in service. Fixings shall withstand any shock loads
the equipment is likely to encounter.
14.5.5 In critical areas the locking of all nuts, bolts and fixings shall be of a positive form, which prevents
mechanical rotation of the nut relative to the bolt, irrespective of source vibration.
14.5.6 Stainless steel parts shall be attached by stainless steel screws or fasteners except in locations where high
tensile strength is needed.
14.5.7 Whenever possible tapped holes shall be drilled and tapped to the full thickness of the material. Blind holes
shall be used only where this is unavoidable. All such blind holes shall provide at least 3mm clearance
between the end of the screws and the bottom of the tapped hole.
14.5.8 Tapped holes shall be provided with suitable thread inserts where necessary, and shall always be used in
aluminium or copper.
14.5.9 The use of loose nuts and bolts will only be accepted where it is possible for staff to easily reach both parts
of the fixing simultaneously.
14.5.10 Fixings for covers which may have to be removed for maintenance, shall be captive.
14.5.11 Items of electrical equipment shall be fitted to panels so that all fixings can be made from the front only,
except where specified otherwise.
14.5.12 All steel fasteners used in electrical equipment and/or exterior applications shall be of stainless steel, hot
dip galvanised or cadmium plated.
14.5.13 Nord lock or equivalent arrangement shall be provided on the fasteners which are subject to heavy
vibrations or can cause operational issues.
14.6 Enclosures

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14.6.1 Wherever required equipment shall be mounted in sealed enclosures. Where this is not possible and cooling
is essential, the enclosure shall be pressure ventilated using filtered, clean air. Such enclosures may be
treated as mounted in clean conditions, as specified in IEC 60077: Specification for Electric Traction
Equipment, or equivalent.
14.6.2 Filters shall be of the dry type and shall preferably not require cleaning more frequently than at three
monthly intervals. Cleaning shall preferably be by suction cleaning, knocking or blowing off dirt from the
filter. If washing of the filters is required this shall be no more frequently than six monthly.
14.6.3 An exception to the above requirement applies only to the vehicle HVAC unit filters, which will be unit
replaced for cleaning at least two weekly intervals or 5000 Kms.
14.6.4 Air inlets, outlets and vents shall be designed so that ingress of rain, dust or rubbish is prevented,
irrespective of whether the Car is moving or stationary, and independent of the direction of the wind or the
Car movement.
14.6.5 Enclosure doors and covers shall be securely attached, and wherever possible with quick release latches.
These shall include safety devices and keyed access to prevent accidental unlatching. Signage shall be
provided indicating rotational direction of handle or key for locking/opening. Indication for lock and
unlock shall also be incorporated.
14.6.6 Enclosure interiors shall have smooth easily cleaned self-coloured surfaces to assist in maintenance.
14.6.7 Apparatus using two stages of insulation shall also be enclosed completely, either in an earthed metal case
or in a case made from insulating material.
14.6.8 Enclosures in which heat or arcs may be generated shall be lined with barriers of insulating material.
14.6.9 All enclosure covers shall be designed to be handled by one person in an ergonomic manner.
14.6.10 Signage shall be provided at appropriate positions for clear indication and warning of the potential hazards
relating to the equipment or component inside enclosures.
14.6.11 The enclosures containing control equipment including relays etc. shall be fully protected against dust
ingression and shall be tested for the same.
14.6.12 Enclosures/cubicles shall be provided with heat detectors to protect against any abnormal increase of
temperature within the enclosed cubicles which may lead to risk of fire. Triggering of such device shall
send alert to OCC to enable it to take suitable action.
14.7 Wiring and Cabling
14.7.1 All cables and pipes shall be cleated at frequent intervals to avoid vibration leading to abrasion or fracture.
All holes through which cables pass shall be fluted, or bushed, to prevent chafing and damage to insulation.
14.7.2 High and low voltage cables shall, wherever possible be kept separate. Where cables Carrying voltages of
greater than 200V between conductors are Carried in the same jumper as other cables, they shall be run
together only as far as the nearest junction box. Any such arrangement shall be submitted to the
Independent Engineer for review.
14.7.3 All cable runs in exposed locations, such as on the bogies or underframe and therefore potentially
vulnerable to damage shall be in conduits of stainless steel. Where such exposure is not a problem, cables
shall be run in enclosed waterproof and dust-proof ducting.
14.7.4 All cables of voltage less than 50V shall be kept separated from high and low voltage cables.
14.7.5 Wherever cables Carrying heavy current, e.g. in traction circuits, pass close to metal structures, adequate
clearances shall be provided to obviate inductive heating of the structural members. Temperature rises in
the adjacent steel structure shall not exceed 5°C in the steady state condition, with all cables in the vicinity
Carrying normal working current. Such temperature rise shall be taken into account in selecting the cable
ratings.

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14.7.6 It shall not be necessary to remove cables from their cleats to gain access to equipment for inspection or
maintenance. Any deviation from this requirement in exceptional cases will be subject to review by
Independent Engineer in design stage.
14.7.7 The minimum bend radius in cables shall not be less than twice that required in breakdown tests used in
the applicable cable standards. Any deviation from this requirement in exceptional cases will be subject to
review by Independent Engineer in design stage.
14.7.8 The minimum cross sectional area of auxiliary power cables for connections between equipment shall be
2.0 mm2 copper. Smaller cable sizes may be used inside equipment cases. External sockets to such cables
shall be suitable for 2.0 mm2 copper cables. Any deviation from this requirement in exceptional cases will
be subject to review by Independent Engineer in design stage.
14.7.9 All cables used in the train shall be e-beam cables conforming to international standards (EN/IEC) suitable
for being used in underground metros.
14.8 Terminals and Cable Termination
14.8.1 Except for electronic equipment, all cable terminations shall be of the crimped type in accordance with BS
EN 61238-1, Compression Joints in Copper Conductors, or other service proven type. Soldered
connections will not be accepted.
14.8.2 Crimping standards shall conform to current international practice. The Independent Engineer may require
that crimped lugs be subjected to random testing before acceptance.
14.8.3 Bolted terminations for all high voltage and return cables shall be torque loaded to a defined torque value.
14.8.4 Low voltage cables up to 6.0 mm2 conductor cross sectional area shall preferably be fitted with terminals
conforming to BS EN 61238-1 or equivalent. Alternatives shall be submitted for review.
14.8.5 High voltage cables, of conductor sizes up to 6.0 mm2 shall be crimped using a lug which grips both the
insulation and the conductor. An alternative suitable arrangement intended to prevent excessive flexing of
the core where it emerges from the lug may be offered.
14.8.6 Terminals shall be of the steel screwed post type, securely moulded into an insulation base. All power
terminations on one stud shall be assembled together without the use of intervening nuts, washers etc.
Studs or bolts shall not be used to Carry current. Alternative types of terminal may be offered but their
acceptance will be subject to review by the Independent Engineer in design stage.
14.8.7 Control cable terminations assembled on one stud in pre-wired removable enclosures shall be separated
such that all outgoing connections may be removed without disturbing internal connections.
14.8.8 Terminals and terminal boxes shall be so arranged that if water collects in ducts and conduits this cannot
reach live components or parts. Measures shall be taken to avoid the accumulation of water in such
enclosures.
14.8.9 Terminals for circuits of different voltage shall be arranged in separate groups. Negative and neutral
terminals shall also be grouped separately. Any deviation from this requirement in exceptional cases will
be subject to review by Independent Engineer in design stage.
14.8.10 All equipment enclosures and shock mounted equipment shall be grounded using flexible strap type,
grounding leads bolted to a designated Carbody grounding pad. Any deviation from this requirement in
exceptional cases will be subject to review by Independent Engineer in design stage.
14.8.11 Alternative terminations may be offered for review by the Independent Engineer.
14.8.12 All cable sockets and bus bar contact faces shall be tinned. In printed circuit boards contact faces of
connectors shall be gold plated. Any deviation from this requirement in exceptional cases will be subject
to review by Independent Engineer in design stage.

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14.8.13 All Cable glands used in cable layout shall be got reviewed from Independent Engineer and shall be state
of art, easily adjustable and fit for long life. The gland shall be flexible and shall have provision to adjust
with the cable dia. and space available. Use of putty etc. shall not be permissible.
14.9 Electrical Creepage and Clearance
14.9.1 Surface creepage and clearance distances between voltage potentials and Carbody earth shall be as defined
in IEC 60077 Specification for Electric Traction Equipment, for all electrical circuits, equipment and
associated cabling. Voltages less than 250V shall be treated as 250V.
14.9.2 Creepage or clearance where arcs are present, or along the outside or clearance where arcs are present, or
along the outside of a cable sheath, shall be 200% of that defined in IEC 60077: Specification for Electric
Traction Equipment. Any deviation from this requirement in exceptional cases will be subject to review
by Independent Engineer in design stage.
14.9.3 Terminal boards and panel surfaces between terminals and live posts shall as far as possible be vertical to
minimise the build-up of tracking paths.
14.10 Protection & Earthing
14.10.1 Except as specifically required otherwise, d.c. and single-phase a.c. circuits shall be such that one pole of
each device shall be connected directly to the negative or neutral line i.e. without switches, fuses or contacts
on the negative or earthy side.
14.10.2 High voltage traction circuits shall be protected in accordance with the requirements of IEC 60077: Rules
for Electric Traction Equipment, by an approved fault-interrupting device.
14.10.3 In all cases, the fault discriminating characteristics of the system shall be submitted for review.
14.10.4 Low voltage fuses and associated fuse Carriers shall comply with IEC 60269-1: Low Voltage Fuses.
Protection and isolation of low voltage circuits shall be in accordance with IEC 60947-2: Low Voltage
Switch Gear and Control Gear: Pt.2 Circuit Breakers or approved equivalent.
14.10.5 Grounding connections shall be made through copper or bronze pads of adequate area, to the Carbody.
Any deviation from this requirement in exceptional cases will be subject to review by Independent
Engineer in design stage.
14.10.6 High voltage circuits and low voltage circuits should not be earthed together and separate earthing shall be
arranged. All earthing pads shall be readily visible and accessible for inspection and trouble-shooting.
14.10.7 The Lessor shall produce a complete earthing scheme, which shall prevent traction return current passing
through motor and axle bearings, gearboxes, bogie centre bearings, couplers, or any path other than the
designed path. The earthing scheme shall be submitted to the Independent Engineer for review.
14.10.8 Miniature circuit breakers (MCB’s) shall be used only for the protection and isolation of the d.c. control
voltage and a. c. auxiliary circuits. MCB’s shall be of a robust design suitable for use in the railway
environment as detailed in IEC 61133.
14.10.9 All grounding and bonding jumpers and straps shall either be with copper cables or copper braids of
adequate size to handle fault currents and lightning discharge currents, for which the voltage drop shall not
exceed 25V. All earthing connections shall be color coded as per relevant International Standards.
The bonding method employed shall not produce a d.c. resistance in e x c e s s of 0.0025Ω; or more
than 0.025Ω at 150kHz for any applied a.c. voltage.
14.10.10 Electrical equipments like capacitors and transformers which can develop internal faults shall be
provided with effective devices to isolate at once the defective equipment from the source of power such
that there is no fire or explosion at any time.
14.10.11 Liquid di-electric materials used in capacitors, transformers and similar equipment shall be of the non-
inflammable type.

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14.11 Circuit Design

14.11.1 Circuit diagrams shall be clear and easy to interpret, and shall comply with IEC 60617-1 to 13 as applicable.
14.11.2 Apparatus coding, and cable and wire designations shall be submitted to the Independent Engineer.
14.11.3 The soft version of all Circuit diagrams & TCMS sheets shall be inter-linked for smooth and seamless
tracing of signals and wiring.
14.12 Electronic Equipment
14.12.1 Following type test shall be Carried out on electronics equipment used in the train. As a minimum, all
electronic equipment shall comply with IEC 60571/EN 50155: Electronic Equipment used on Rail
Vehicles, for design, manufacture and testing, and shall use components purchased against an
internationally recognised quality assurance and reliability certification procedure.

i. Dry heat test: The dry heat test temperature shall be for temperature upto 80oC as against
70oC specified in IEC/EN. LCD display units may be tested into 70oC.
ii. Salt Mist test (ST3 category)
iii. Cyclic Humidity tests (IEC 60571)
iv. Dust and sand test & Mould growth tests: The tests shall be done as per IEC 60068 & IEC 60721.
The dust settlement rate shall be taken as 6gm/m2/day and dust particle size shall not be larger than
100 microns.
14.12.2 Variable resistors shall be avoided wherever possible.
14.12.3 Circuit boards in safety control systems shall be connected through a safety circuit to disable the train if a
circuit board is removed, unless the control system is proven safe and tolerant of such circumstances.
14.12.4 Electronic components shall only be purchased from suppliers having as a minimum, ISO 9001/2
certification.
14.12.5 Electronic equipment shall not be damaged, nor shall malfunction when subjected to direct spikes and
surges on the supply and indirect burst transients as defined in IEC 60571: Electronic Equipment used on
Rail Vehicles.
14.12.6 The Lessor shall furnish the following information in respect of printed circuit boards as a part of contract:
(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) Component layout of the printed circuit boards and assemblies.
(iv) Connection or interfacing diagrams for the printed circuit boards and assemblies.
14.13 Microprocessors and Software-based Equipment
14.13.1 Where microprocessor systems incorporate technology such as surface mounted components, multi-layer
circuit boards, or flexible PCBs, the Lessor shall demonstrate that he has operational experience of the
successful use of these technologies in a similar Metro environment.
14.13.2 All microprocessor based systems shall have watchdog circuits to ensure correct software operation. When
the watchdog circuit detects a fault it shall trigger hardware forcing all system outputs into a safe state
before resetting the system and entering a self-test mode. Normal operation shall only be resumed if all
self-test checks are satisfactory.

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14.13.3 Microprocessor systems shall incorporate self-test and diagnostic facilities to locate and indicate faults
within the system. The system shall have sufficient built-in diagnostic capabilities to automatically identify
all system faults.
14.13.4 Where microprocessor electronics systems require additional test equipment this shall be portable for use
on the Car.
14.13.5 LED’s shall be used to indicate faulty modules, to allow rapid fault diagnosis and maintenance.
14.13.6 Faults occurring during system operation shall be logged, the information being stored in a non- volatile
memory.
14.13.7 Microprocessor system hardware block diagrams shall be provided.
14.14 Software
14.14.1 Software shall be written in a structured manner and fully documented during all stages of its design and
development, with at least two levels of documentation above the source code level.
14.14.2 This shall meet the requirements of EN 50126-2: Dependability for Guided Transport Systems - Part 2:
Safety, EN 50128: Railway Applications: Software for Railway Control and Protection Systems, and EN
50129: Safety-related Electronic Railway Control and Protection Systems. Any deviation from this
requirement will be subject to review by Independent Engineer in design stage.
14.14.3 The Lessor shall submit his Software Quality Plan for review by the Independent Engineer before work
commences on software design. The software quality plan shall clearly state the controls and practices used
in the software life cycle from specification through to in-service operation.
14.14.4 Independent review, verification and testing, using real and synthetic data, shall be performed at the
software module and system level. The Independent Engineer may audit the Lessor against the Software
Quality Plan at any stage in the Contract. The Lessor shall ensure that all software is fully de-bugged prior
to final review by the Independent Engineer.
14.14.5 Sufficient software documentation shall be provided to give the Independent Engineer a full understanding
of the software function and operation. Documentation shall be complete, yet clear and concise, and include
all modifications up to final acceptance. Documentation shall include software block diagrams showing
signal flow, logic, and hardware interfaces. A top level flow diagram and description of detailed operation
shall be provided.
14.15 Printed Circuit Board and Connectors
14.15.1 PCB’s of standard design for rolling stock applications with components mounted on one/both sides will
be acceptable.
14.15.2 The minimum thickness of PCB’s shall be not less than 1.6mm. PCB’s shall generally comply with IEC
60326-3: 1991 Printed Boards – Part 3: Design and Use of Printed Boards.
14.15.3 Soldering of electronic components shall comply with the latest internationally accepted practice. Lessor’s
shall indicate the standard with which they are compliant.
14.15.4 PCB’s shall be connected to the case or rack wiring using multi-pin connectors, which shall have a
successful service history in rail applications. Details shall be provided.
14.15.5 In any electronic rack system, the failure of any one module or individual circuit board shall neither cause
loss of the electronics power supply within the rack, nor cause subsequent failure of circuits on other PCB’s
or modules.
14.15.6 Printed circuit board extenders shall be provided for test purposes. The Lessor shall provide detailed
maintenance and troubleshooting procedures, including wave-forms at critical locations of the circuitry.

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14.15.7 PCB’s shall have mechanical polarisation to prevent insertion into a wrong socket. The use of PCB edge
connectors in not permitted unless reviewed by the Independent Engineer, on a case-by-case basis. PCB’s
and modules shall be positively retained in the rack or case by a fastener or spring loaded locking pin.
14.15.8 All PCB contact faces of connectors shall be gold plated.
14.15.9 PCB’s shall be held in place by screwed fasteners to prevent vibration causing wear on terminal contacts.
Circuit boards shall be mounted vertically to minimise the accumulation of dust on the boards. Any
deviation from this requirement in exceptional cases will be subject to review by Independent Engineer in
design stage.
14.15.10 All PCBs shall be adequately lacquered to isolate from environment pollution.
14.16 Integrated Circuits
14.16.1 All integrated circuits and semiconductor devices shall be standard devices.
14.16.2 All integrated circuits shall be burned in and screened for defects to a level equivalent to relevant
international standards.
14.17 Labels
14.17.1 All items shall be labelled in English with the maker's name and the type and form of the piece or item,
discrete serial number and rating data, and the date of manufacture of the particular piece of equipment. It
is desirable that the labels used for different equipments/ sub-systems / systems on the train are of a
standard pattern.
14.17.2 Rotating machines shall Carry a rating plate indicating current and voltage ratings and speed at rated
current and maximum speed. In addition a connection diagram shall be provided inside or adjacent to the
terminal box wherever provided.
14.17.3 Unidirectional rotating machines shall Carry an arrow showing the correct direction of rotation, and in the
case of axial fans, of the airflow.
14.17.4 The labels shall be clearly stamped, cast or engraved and securely attached to the equipment. Where
appropriate, equipment shall be labelled with warnings of high temperature and electric shock risk.
Warning labels shall be written in both Hindi, Marathi and English.
14.17.5 All cables and busbars shall be provided with durable and legible cable identification markers at each end,
corresponding exactly with those on circuit diagrams. The cable identification numbers should remain
intact for the entire service life of cable.
14.17.6 Labelling scheme shall be got reviewed from the Independent Engineer.
14.18 Lubricants
14.18.1 The Lessor is expected to utilize, as far as possible, lubricants manufactured in India. With this in mind,
he shall furnish a list of grades of lubricants and greases manufactured or available in India, which are
considered equivalent to those used by him. The technical particulars of the Rolling Stock Lessor’s
lubricants (from the manufacturer’s country of origin) shall be furnished to the Independent Engineer.
14.19 Painting
14.19.1 All painting processes shall be proven in railway applications, and suitable for the climate of this project,
and shall be subject to review. Such processes shall include surface preparation suitable for the material,
corrosion preventative priming and high durability finish. Exterior stainless steel, aluminium or their alloys
shall not be painted. Bogies shall be treated with primer and an internationally accepted painting system.
All steel which will be hidden, except stainless steel, shall be treated with primer and an accepted rust
preventative before being concealed. The treatment of copper bearing structural steel shall be subject to
acceptance by the Independent Engineer.

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14.19.2 K-RIDE expects painting of the equipments/ sub-assemblies as per best International practices. Lessor
shall submit the guaranteed life cycles for the paint application for different equipments and sub-assemblies
for Independent Engineer’s review during design stage.
14.19.3 Painting Procedure for the complete equipment including bogies as well as minor repairs shall be submitted
in the maintenance manuals.
14.20 Rubber Items
14.20.1 All rubber hoses, connecting pipes etc. used in pneumatic circuit shall not be required to be replaced before
5 years or major overhaul which ever later. The rubber/ rubber- metal components used in suspensions
shall not be replaced before major overhaul of the equipment. All rubber hoses shall be reinforced for better
life and reliability.
14.21 Cable/pipe Sealing System
The following areas of Rolling Stock shall be sealed & protected, with EPDM module of adjustable/multi-
diameter/fixed type cable & pipe sealing system-:
a) Sealing application areas: EPDM modules shall be used at Cables & pipe penetration through
floor wall (in & out), roof top area(in & out), below driver desk console, entry of 25kV cable
through rooftop, converter & inverter cabinets, traction motor terminal box, roof mounted AC
package units etc.
b) Protection for transit cables: Cable Transit System with EPDM modules should be used for holding/
retention of running power cables & control cable, HT cables at under frame.
14.21.1 The adjustable/ multidiameter/fixed type modules shall be of Low Smoke Index, Halogen free cross-
linkable rubber compound based on Ethylene Propylene Diene Monomer (EPDM).
14.21.2 The arrangement shall be such that it ensures perfect sealing, regardless of the outside diameter of the cable
without causing undue stress to the cables. Modules shall be adjustable/ multidiameter/fixed type module
that can be adjusted for different cable diameters. The range of diameters of each
adjustable/multimeter/fixed type module shall be wide enough to accommodate cables of different sizes.
14.21.3 The material (EPDM rubber) of the adjustable/multidiameter/fixed type module with central
plug/wrap/core shall ensure protection against Dust, Water, humidity & penetrating solid objects as per IP
67 (IEC 60529). It shall be able to withstand Vibration & Shock (as per IEC 61373) and temperature
variation in the cable. The material of the adjustable/ multimeter/fixed type module shall also not be
destroyed/ affected by noise, rodents and flammable oils. The modules shall be protected against Rodent.
Certificates by any NABL approved/ International laboratory to be submitted by the Lessor in this aspect.
14.21.4 The following tests shall be Carried out to prove conformity of the material with the specification. Test
certificates from International/national reputed agencies like UL, LNE, CPRI, ERDA may be considered
against test mentioned at Sr. iii), iv) & v)-:
i) Water Ingress Test
ii) Pull Test
iii) Protection from dust, water, humidity and penetrating solid object as per IP 55 for cable retention
system and IP67 for sealing system i.e. in/out for (under frame/Roof top application)
iv) Fire protection test shall conform to EN45545-3:2013 or latest
v) Low smoke & Toxicity index test as per NFF 16-101/NFF 16-102 for suitable class.

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15. Inspections, Tests and Trials

15.1 General
15.1.1 Individual Cars and complete trains shall be type and routine tested in accordance with IEC 61133:2016,
and as specified below. Such tests may be performed either at the Lessor’s works, or on site, as appropriate,
and as agreed with the Independent Engineer.
15.1.2 The individual equipments, systems and sub-systems, shall be type- and routine-tested in accordance with
detailed respective test procedures to be drawn up by Lessor and agreed by the K-RIDE which shall take
into account the requirements of respective IEC Publications or other appropriate international standards
listed in Appendix ‘TA’, special tests specified in this Chapter, and tests programme drawn up by the
Lessor to demonstrate that the individual equipments, sub-systems and systems meet the other specified
requirements and agreed by the Independent Engineer. Type test specifications shall be got approved from
the Independent Engineer.
In addition to mandatory tests as prescribed in IECs, the Independent Engineer may also require any of the
prescribed optional tests to be Carried out.
15.1.3 All such tests shall be Carried out at the Lessor’s cost, wherever performed, in the presence of and to the
satisfaction of the Independent Engineer, who reserves the right to witness any or all of the tests.
15.1.4 Wherever any equipment, system or sub-system is not specifically covered by an internationally recognised
specification or test procedure, or where the type and routine tests prescribed by IEC or other international
standard do not adequately cover the requirement, tests which are acceptable both to the Lessor and to the
Independent Engineer, shall be devised.
15.1.5 Type tests for certain equipment may be waived if these were Carried out earlier on equipments of identical
design, witnessed by a reputed organisation, and the service performance of such equipments was found
to be reliable. The Lessor shall submit a proposal in this regard to the Independent Engineer for review.
The waiver of Type Test is entirely at the discretion of the Independent Engineer. Change of manufacturing
place may require re-type test.
15.1.6 Without prejudice to any other provisions of the Contract, the Independent Engineer reserves the right to
witness any or all of the tests, and to require submission of any or all test specifications and reports. The
Independent Engineer reserves the right to reasonably call for additional tests as are considered necessary,
including the quality of welds particularly in highly stressed areas, by non- destructive testing methods.
Prototype tests may be required to verify the suitability of the process or the materials proposed.
Independent Engineer may if considered necessary may call for conducting optional tests as per relevant
standards without any additional cost to the K-RIDE. In case of repetition of tests, as decided by
Independent Engineer, entire cost including that of Independent Engineer’s representative(s) shall be borne
by the Lessor.
15.1.7 The results of all tests shall be submitted to the Independent Engineer, who will record his conclusions as
to whether or not the equipment being tested has passed satisfactorily.
15.1.8 All the tests conducted at site including statuary tests, service trials, integrated tests with other designated
Contractors, competent train operators/drivers including other logistical arrangement, shall be provided by
the Lessor.
15.1.9 Certain activities/vital type tests as listed at Clause 15.29 shall be witnessed by the Independent Engineer
/ K-RIDE or its representatives. However, the Independent Engineer at his discretion may witness any
other tests / FAIs. The Lessor shall advise the Independent Engineer complete type test plan and seek
approval of type test specifications.
15.2 Inspections

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15.2.1 All the materials, fittings, equipment, manufacturing processes, and assembly workmanship shall be
inspected by the Lessor, without exception and record for the same shall be maintained and made available
for review/check by Independent Engineer.
15.2.2 The K-RIDE and the Independent Engineer shall have free access to the Lessor’s and sub- Lessor’s
premises, and to any other places where tests are proposed to be Carried out, throughout the Contract, for
the purpose of reviewing and inspecting the designs and manufacturing processes, and mock-ups. The
Lessor shall provide the Independent Engineer full opportunity to inspect, examine, measure, and test any
of the Works on site, or wherever Carried out.
15.2.3 The K-RIDE and the Independent Engineer shall be at liberty to inspect the manufacturing process at any
stage.
15.2.4 Repeated rejections, at either the Lessor’s or a sub-Lessor’s facilities, shall be cause for the Independent
Engineer to suspend inspection. In such case, the work in question shall also be suspended until satisfactory
corrective action is taken by the Lessor.
15.2.5 The Lessor shall not be released from any liability or obligation under the Contract by reason of any such
inspection, testing or witnessing, nor by submission of reports of inspection or testing to the Independent
Engineer.
15.3 Inspection Hold Points
15.3.1 The Lessor shall, propose a set of inspection hold points in the Inspection, Testing and Commissioning
Plan. The hold points shall be structured so that a formal hold point is allowed for each significant element
of the Car’s manufacturing process. At each hold point the Inspecting Officer appointed by the K-RIDE
shall hold a formal inspection, or advise that the inspection has been waived.
15.3.2 The manufacture of each Car or part thereof shall not proceed until the inspection by the Inspecting Officer
has been completed or waived.
15.3.3 The K-RIDE and the Independent Engineer shall be afforded the opportunity of inspecting all Cars, trains
and proto type to be delivered under the Contract before they leave the Lessor’s premises. No Car shall be
considered ready for delivery without Independent Engineer endorsement in writing.
15.3.4 The Lessor shall advise the Independent Engineer no fewer than 30 days in advance of a Car or train being
available for inspection, and shall notify him of the tests proposed to be Carried out. In case inspection is
not Carried out at the time agreed upon as a result of the Independent Engineer not being available, the
Lessor shall notify the Independent Engineer immediately and he will deploy an Inspecting Officer within
one week. In case the Inspecting Officer fails to turn up within this period, the Lessor may proceed with
the work and the Inspection Certificate issued by the Manufacturer will be accepted by the Independent
Engineer.
15.3.5 Once the inspection and any required remedial actions are completed to the satisfaction of the Independent
Engineer, he shall give consent for the Cars or trains shipment and/or dispatch.
15.4 Test Planning & Procedure
15.4.1 The Lessor shall submit detailed test procedures for each of the equipment/sub system/system for the
review of the K-RIDE as part of design submissions. The plan test procedures shall include the following
information:
(i) Relevant specification applicable to each of the tests.
(ii) Type, routine and special tests to be Carried out.
(iii) Description of the tests, scheduled dates, and locations of the tests.
(iv) Test parameters to be measured.
(v) Constraints to be applied during the test.

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(vi) Defined pass/fail criteria

(vii) Facilities, equipment, and test and measurement tools.
Test procedures shall be amended, as required by the Lessor throughout the duration of the Contract, to
reflect changes in system design or the identification of additional testing requirements.
15.4.2 The Independent Engineer shall have the facility to monitor all tests and have access to all test records.
Ample time shall be allowed within the testing programme for necessary alterations to equipment, systems
and designs to be undertaken, together with re-testing prior to final Commissioning.
15.4.3 Unless agreed in writing by the Independent Engineer, personnel engaged on testing shall be independent
of those directly engaged in the design or installation of that equipment.
15.4.4 All test equipment shall Carry an appropriate and valid calibration label and / or certificate.
15.4.5 For each of the identified tests, the Lessor shall produce a test report, in three copies, and in an approved
format, within an agreed period following the test, for acceptance by the Independent Engineer. The Lessor
shall sign all reports of Tests. The K-RIDE reserves the right to reasonably call for additional tests if
considered necessary.
15.5 Obligatory Tests on Prototype
15.5.1 For introduction of a Rolling stock in revenue service, tests are required to confirm that the design meets
all the specified safety and statutory requirements and the train is fit for revenue service. Present statutory
requirements makes it mandatory to follow the “Rules for introduction of New type of Rolling Stock” for
introducing new rolling stock for passenger services. (Refer Appendix TJ).
A copy of Metro Railways General Rules, 2013 and Opening of Metro Railways for Public Carriage of
Passengers Rules, 2013 which is applicable on all metro Railways in India under the Central Metro Acts
are also enclosed. (refer Appendix TJ)
15.5.2 As per statutory requirements in India the passenger coaches have to fulfil the following requirements
―under all conditions of track upto maintenance limits (table 15.1 ‘A’) at all speeds.
Table 15.1’A’ Obligatory requirements on prototype
Sl. No. Term Conditions Acceptable Value
Measured on Car floor
Maximum vertical
1. of Car body as near to ≤ 0.27g
Acceleration on coach body
bogie center as possible
Maximum lateral Measured on Car floor
2. Acceleration on coach of Car body as near to
≤ 0.27g
body bogie center as possible
Maximum Dynamic wheel
3. ----------- ≤ 0.5
unloading ΔQ/Q
Calculated on the basis
3.0 for both vertical & Lateral
of acceleration values
4. Maximum value of RI directions ( For both inflated
recorded in item 1 and
and deflated condition)
item 2 above
A general indication of stable running characteristics of the vehicle as evidenced by the
5. movement of the bogie on a straight and curved track and by the acceleration readings and
instantaneous wheel load variation.

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The Rolling Stock available for such testing under this contract will be totally new. For this the track
available in BSRP is as good as new. Hence the evaluation of results will not satisfy the requirements of
under all conditions of track upto their maintenance limits. Since reaching this condition will take a long
time, it is essential that sufficient margin is available in the results of tests now being done so that enough
cushion is available for the Rolling Stock to meet the statuary requirements.
KRIDE has decided that the new Rolling Stock on the KRIDE’s BSRP track shall satisfy the following
maximum values.
1a) Maximum R.I. for both vertical & lateral modes in inflated conditions= 2.5
1b) Maximum R.I. for both vertical & lateral modes in deflated conditions = 3.0
2) Maximum value of vertical acceleration = 0.27 g
3) Maximum value of lateral acceleration = 0.27 g
4) Maximum ΔQ/Q = 0.5
5) Derailment coefficient <1
6) The accelerations and spring displacements should decay within 2 to 3 cycles
7) There should be no hunting tendency noticeable up to the maximum speed of 90 kmph.
Note: The RI calculations will be done as per Para 2.1 of ORE–Report C116 using FFT method (Fast
Fourier Transform method)
The oscillation trial are to be conducted with tare and fully loaded vehicles, in both inflated and deflated
conditions upto maximum designed speed starting from 40 kmph in the incremental order of 10 kmph;
upto 90 kmph and for inflated conditions and up to 75 km/h for deflated conditions. Tests can be
discontinued at lower speed if unsafe conditions are observed. The test will preferably be as per RDSO
standards UTHS/Safety criteria/metro/2022 Rev 3 or latest
The Lessor shall also make arrangements to measure the forces / impact on the check rails on main line /
turn outs with new and worn out wheels. Suitable interface shall be ensured with the track Lessor. The
forces, if any, shall be well within limits.
The performance of each type of Car will be separately evaluated.
15.5.3 Besides the above statutory test, other tests as specified in EN14363 including following investigation test
to confirm the safe behaviour of the coach will also be Carried out
(i) Measurement of natural frequency in Bouncing, pitching and rolling.
(ii) Rolling modes using a wedge of 18mm (Investigation test)
(iii) Bogie Rotational resistance (x-factor)
(iv) Damping Factors.
(v) Braking Distance Test.
(vi) Carbody movements with reference to the K.E.

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Table 15.1 B – The Limiting Values

Sl. No. Term Conditions Acceptable Value

Damping factor (under tare By quick release side pull test 0.30 to 0.40
condition) Using wedge of 18 mm
1. (i) Lateral thickness 0.20 to 0.25
(ii) Vertical
Bogie Rotational Resistance Under tare with inflated & < 0.08 at 0.8 degrees per
2. deflated spring conditions second rotational speed

3. Emergency Brake Rate 80 kmph to 0 kmph of AW4 1.3 m/s2

loaded train
Emergency Braking Distance of Pick up speed of 80 kmph on
3/6 Car train-set with all level tangent track & apply
4. bogie brakes working under fully emergency brakes 245 m (Maximum)
loaded conditions (AW4).

15.5.4 Not Used.

15.5.5 Not used
15.6 Integrated Testing and Commissioning
15.6.1 Complete propulsion system shall be tested on Combined Test Bed as per IEC61377. On completion of
testing and commissioning of the Lessor’s own system to the satisfaction of the Independent Engineer, the
Lessor shall Carry out all tests necessary to verify the functioning of his system with those of other
Designated Contractors. These tests shall be Carried out in various phases and for different sections, as the
work progresses. Following procedure shall be adopted:
(i) Complete propulsion system incl. Transformer, converter-inverter, traction motor with gear case
and loading arrangement shall be placed on test bed. Preferably arrangement shall be made to heat
the ambient air to 42°C during the tests. It will be preferred to use the same gear case &
transmission arrangement as proposed during design.
(ii) List of points where temperature shall be measured shall be finalized with the Independent
Engineer. Decision of Independent Engineer shall be final and binding.
(iii) All specified operational scenarios shall be tested. These include emergency cases also.
(iv) Worst case conditions with permissible wheel dia difference of 8mm.
(v) 3/6 Car train (with 1 motor Car isolation and 2 motor Car isolation) pushing 3/6 Car failed train
on 4% gradient shall also be included as one of the investigative case.
(vi) Performance test shall be done at half worn wheel. Suitable correction shall be made for traction
motor temperature under full wheel dia.
(vii) The parameters recorded during combined test bed shall be revalidated during line tests as
per IEC 61133:2016. The recorded values during line test shall be normalized by adding the
difference of temperature rise due to wheel dia difference as above, difference due to measurement
procedure adopted in field and specified in IEC 60349 (Winding resistance method) and
difference in ambient temperature from the specified. Similar normalization shall be done for
other equipment as well.

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(viii) Train Performance test (IEC 61133:2016): Compete train shall be subjected to the tests
specified in IEC 61133:2016 or any other tests required to be incorporated by the Independent
Engineer. Detail test protocol shall be drawn and got approved from the Independent Engineer.
The train performance specified in ERTS 3.22 shall also be got validated alongwith the final
simulated performance parameters after design. The measurements shall include jerk
consideration and shall start from the moment the Master controller is brought to traction. The
measurements shall also be done during ATO and shall be optimized. Similar procedure shall be
used for testing of regenerative braking.
15.6.2 Tests and test procedures shall be submitted by the Lessor for acceptance by the Independent Engineer or
as required by him.
15.6.3 The Integrated test procedures shall include, but not limited to, the necessary tests to verify the functioning
with the Designated Contractors responsible for the following systems:
(i) Signalling and Train Control
(ii) Telecommunication
(iii) Overhead Equipment
(iv) Civil Constructions for underground sections
(v) Track works
(vi) Station Construction
(vii) Depot Equipment Supply
(viii) Platform Screen Door
ATO shall be the predominant mode of operations.Lessor shall develop and submit the detailed scheme
for tests (in addition to the tests mentioned in this chapter) required to be done for the safe and reliable
operation in ATO mode. Lessor shall successfully conduct these tests. K-RIDE shall witness these tests.
15.6.4 All defects and shortfalls in the Lessor’s system, discovered in the course of Integrated Testing and
Commissioning, shall be made good and re-tested to the satisfaction of the Independent Engineer before
the commencement of service trials.
15.6.5 On completion of the integrated testing and Commissioning, to the satisfaction of the Independent Engineer
the Lessor shall confirm in writing to the Independent Engineer that the rolling stock provided by him is
suitable for the purpose of service trials.
15.7 Service Trials
15.7.1 The prototype and other trains shall be subjected to pre-revenue Service Trials. Service trials are intended
to prove not only the satisfactory running performance of the Cars, but also to enable practical evaluation
of their reliability in service, ease of maintenance and operation, in parallel with the work of other
Designated Contractors, and adequacy of the Cars and equipment for all performance requirements
envisaged in the specification.
15.7.2 Service Trials for the prototype train shall be Carried out for a minimum of 10,000 km and for other trains
2,000 km. However, the Independent Engineer at specific request of the Lessor may reduce these
requirements. It may be possible that Service trials need to be conducted in GoA2 mode . Decision will be
taken by Independent Engineer in consultation with Lessor before the commencement of testing at site.
15.7.3 The Lessor shall submit the Service Trial Procedure for review by the K-RIDE, enlisting the various
operability and maintainability aspects to be performed during the service trials.
15.7.4 During the Service Trial period, the Lessor shall make the train set completely fit for introduction in
revenue service.

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15.7.5 The Lessor shall make all necessary arrangements including temporary provisions in his system to ensure
safety during service trial period. The Lessor shall provide full support by way of driving operators/
Instructors, staff and material during the testing and Service Trials of the trains. The Lessor shall arrange
his competent train operator for trial, testing and commissioning of trains. Lessor shall complete on-shore
training of train operators and provide competency certificates to such trained TO’s, who are found suitable
for driving trains. During training of train operator’s for train handling and route learning, the overall
responsibility shall remain with Lessor.
15.7.6 During the pre-revenue operations, the Lessor and designated Contractors will run trains subject to
constraints of the ongoing construction activities.
15.7.7 Trains shall be inducted into Revenue Service only after Service Trials to ensure that functions and
operations of various systems are satisfactorily integrated and permit all the technical systems to stabilise.
15.7.8 Upon completion of Service trials the Lessor shall submit a statement confirming that the rolling stock is
safe and ready for commencement of revenue service.
15.8 Special Tests
15.8.1 The Lessor shall Carry out the requisite tests to demonstrate the performance of equipment, sub-system
and system as per procedure mentioned in clause 15.4. The following Clauses specify tests which are either
not covered by standard specifications, or require the provisions of the standard specification to be
modified to some extent.
15.9 Vehicle Body Shell Tests
15.9.1 Car body strength test (see clause 4.6) shall be Carried out and a lifting test shall also be performed in
accordance with UIC 566/EN 12663 under simulated loads as specified, as type test.
15.9.2 Crashworthiness shall be proved by submission of detailed calculations and demonstration by means of
finite element analysis.
15.9.3 The strength of the saloon Car side wall windows and of those in the doors shall be performed in accordance
with UIC 566/EN 12663, as a type test.
15.9.4 The strength of the cab windscreen shall be tested in accordance with the requirements of both UIC 651
and UIC 566/EN 12663, also as a type test.
15.9.5 The strength of couplers and draught gear shall be Carried out in accordance with international practice,
also as a type test.
15.9.6 The Carbody shall also be subjected to a vertical deflection test. All side doors on both side of the Car shall
be installed, complete with drive mechanisms, and all sealing and weather-stripping.
15.9.7 At each increment of test load the doors shall be opened and closed by means of the door controls. Any
failure to operate at the prescribed speed profile, or any indication of binding, shall require corrective action
to be taken by the Lessor, to the Car structure, to the door arrangement, or both.
15.9.8 Cars shall be subjected to water tightness test as per an agreed procedure based on IEC 61133.
15.9.9 For the floor, fire test, noise suppression test and endurance tests shall be Carried out by the Lessor to
establish the performance.
15.10 Bogie Tests
15.10.1 The bogie frame(s) shall be subject to static as well as fatigue tests in accordance with UIC 515-4 for DT
Car bogie and UIC 615-4 for M Car bogie, with the payload as specified in Chapter 5. This shall be a type
test. However in case of only one type of bogie frame is proposed to be tested, the maximum of all loads
shall be considered.

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15.10.2 Tests for clearances in the bogie, and between bogie and body shall be Carried out on straight track as a
routine test.
15.10.3 Tests for clearances in the bogie, and between bogie and body shall also be Carried out by rotating the
bogie to simulate a 100m radius curve. This shall be a type test.
15.10.4 The Lessor shall perform a wheel-unloading test to verify the calculations submitted. The test shall be
conducted in the most disadvantageous combination of unloading and suspension conditions.
15.10.5 A load deflection test and accelerated ageing tests shall be performed to demonstrate that the spring rate
of the primary suspension system and the creep rate for the materials used are within the design limits.
15.10.6 These tests shall prove that the primary suspension system behaves as predicted and will not result in
excessive deflection or a decrease in bogie clearance above top of rail to less than the minimum specified
herein.
15.10.7 The Lessor shall submit the drawing and calculations showing the clearance of bogie mounted and body
mounted equipment under AW4 condition of loading and with maximum tread wear.
15.10.8 Wheel disc and axle shall be subjected to type test and routine tests as per UIC standards 812 and 811 or
EN 13260, EN 3261 & 13262.
15.11 Passenger Saloon Door, Type Tests
15.11.1 The body side doors shall be tested for strength as required in Chapter 7, for relevant parameters which are
required to be met.
15.11.2 The following type test shall be Carried out on a complete double leaf door and operating assembly
equipment with its control gear.
(i) Endurance
Two million operations shall be performed. A record of the velocity profile shall be taken at the beginning
and the end of the test. It should also be demonstrated that no undue wear or compression of seals has
occurred. This test shall be performed under representative dry and wet conditions. Endurance test shall
be done on actual replica of the door portion of the Car and door shall be as assembled in the Car. Approval
of Independent Engineer shall be sought on the complete arrangement.
(ii) Vibration Tests
Vibration test shall be Carried out as defined in IEC 61373.
15.11.3 Detrainment door (Front Emergency Door) Endurance test—The door/detrainment arrangement shall not
deform after loading and unloading cycles with equivalent load of passengers in 3/6 Car train in AW4 load
condition.
15.12 Passenger Saloon Door, Routine Tests
15.12.1 These will comprise functional test to verify that performance is consistent with accepted type test results,
and shall include tests to IEC 60077 for the electrical portion.
15.13 Saloon to Cab Door Type tests
15.13.1 The Prototype Saloon to Cab door shall be subjected to an endurance test of one hundred thousand
(100,000) operations, during which it shall be demonstrated that no component fails.
15.14 Air Compressor and Motor Test
15.14.1 Type Test
(i) Starting Test

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The motor shall undergo type and routine tests in accordance with IEC 60349-2, Electric Traction.
Rotating Electrical Machines for Rail and Road Vehicles, Part 2- Electronic Converter Fed Alternating
Current Motors.
The compressor shall undergo type and routine tests in accordance with ISO 1217: 2009 Methods
Displacement compressors. Acceptance tests.
In addition to the above, starting tests shall be performed, five times at the maximum permissible rated
voltage, and five times at the minimum rated voltage, the ten tests being performed in succession, at two
minute intervals, at the specified reservoir pressure. The machine shall not exhibit a temperature rise higher
than the specified maximum permissible.
(ii) Voltage Interruption Test
The supply shall be interrupted and restored, at intervals of one second, five times in succession, allowing
the normal load conditions to be re-established between successive interruptions, the motor operating at its
maximum voltage and rated load. The motor shall withstand the test without mechanical deterioration.
(iii) Heat Run
The set shall be tested at its rated voltage against the specified pressure for six hours, to show that the
motor temperature rise does not exceed the specified limit, based on the class of insulation, and
that the permissible temperature rise of the compressor is not exceeded.
(iv) Air Quality check of complete unit as ISO procedure.
15.15 Brake Equipment Type Tests
15.15.1 Brake system and its components shall be subjected to type tests as per relevant UIC. Following Tests shall
be Carried out on TBUs based brake system:
(i) Functional checks such as working stroke, slack adjuster operation and parking brake action.
(ii) Recording of the relationship of brake pad force to cylinder pressure over the full working range.
(iii) Plotting of brake force against pressure curves in all conditions of operation of brake cylinder
and parking brake.
(iv) Vibration test as defined in IEC 61373.
(v) Air leakage test.
15.15.2 Brake Lining:
The Lessor shall Carry out testing of brake pads in respect of coefficient of friction with respect to the
wheel tread/brake disc under dry and wet conditions, maximum temperature attained during braking, rate
of wear etc.
15.15.3 Brake Control Equipment
Individual items of electro-pneumatic equipment shall be type tested as follows:
(i) Mechanical Operation and Endurance as defined in IEC 60077
(ii) Vibration and Shock as defined in IEC 61373.
(iii) Air Tightness generally as in IEC 60077.
(iv) Electrical Test, generally as in IEC 60077.
(v) Characteristic Tests
(vi) Each item of equipment having a pilot or transducing function, shall be tested to confirm compliance
with the Lessor’s design data. Oscillograms shall be produced in support.
(vii) Type Tests on Electronic Equipment

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15.15.4 The electronic equipment used in brake system shall be tested as laid down in IEC 60571 and EN50121-
3-2.15.
15.15.5 WSP test
Complete train (AW0 & AW4) shall be subjected to Wheel slip-slide type test as per UIC 541- 05. The
detail type test specification shall be got agreed from the Independent Engineer. Followings shall be
included in the type test
(i) Braking Modes as EB (Emergency Brake), FSB (Full Service Brake with ED Dynamic Brake),
FSB (Full Service Brake without ED Dynamic Brake) and EB (Emergency Brake) with 1 M & 2
M Car isolated for Evaluation with at least 4 valid runs each.
(ii) Braking Modes as FSB (Full Service Brake with ED Dynamic Brake) followed by Failure of ED
Dynamic Brake, FSB (Full Service Brake with ED Dynamic Brake) followed by EB (Emergency
Brake) for Reference with at least 3 valid runs each.
(iii) Low Speed and Low Adhesion WSP Tests will be done for reference at speeds of 25kmph and
initial adhesion < 5%
(iv) WSP Tests will be done on Randomly selected 3 trains in Tare Load in speed range 60- 30kmph
for Braking Modes as EB (Emergency Brake), FSB (Full Service Brake with ED Dynamic
Brake), FSB (Full Service Brake without ED Dynamic Brake) for evaluation as and when directed
by Independent Engineer.
(v) Initial Adhesion will be evaluated as per UIC i.e. when First axle starts sliding irrespective of
location on train. In case of Full Service Brake with Dynamic Brake First axle to slide is expected
from Motor Car due to Dynamic Brake applied on Motor Car.
(vi) An Axle will be considered Sliding if its speed is at least 10% lesser than Reference Speed.
(vii) Minimum Slide Criteria will be fulfilled on the basis of Braked Axles of complete Train Set
i.e. At least 50% of braked axles, of train. Axle will be considered Sliding if it is sliding for more
than 35% of the time (Actual time taken from 80-40 or 60-30).
(viii) Extension of Stopping Distance in Wet Condition over Dry Condition, for Adhesion Level
of 6-8% will be 15% and 25% for adhesion level of 5% upto 6%.
Braking Distance under Dry and WSP condition shall be within the distances specified in the Table 15.2.
WSP software shall be fine- tuned to ensure minimum reduction of brake distance due to low adhesion and
shall be state of art being used in metros worldwide by the Lessor.
Table 15.2: Braking Distance under Dry and WSP condition

Maximum Braking Distances for AW0 and AW4 (meters)

Raking Mode Speed (km/h) DRY
WET (Adhesion)

6%-8% 5%-6%
85 245 282 306
EB
60 123 142 153
85 308 354 385
EB (1 Car Isolated)
60 158 182 198
FSB with ED 85 307 354 384
FSB w/o ED 60 155 179 199

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15.16 Complete Brake System, Type Tests

15.16.1 A complete set of brake equipment comprising all items of equipment forming the Brake System shall be
assembled and shall be subjected to brake dynamometer tests. These shall include the Brake Controller
and interface with ATO 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.
The Lessor may submit a proposal to combine the test of individual items with the system test if agreed by
for review and acceptance of the Independent Engineer.
15.16.2 Instrumented tests shall be Carried out at train level both in tare and loaded condition, to establish designed
performance of pneumatic/ regenerative braking. Similarly emergency braking distance tests shall be
Carried out in tare and loaded condition under dry and wet rail conditions. Wheel Slide Protection system
shall be tested under dry and wet rail conditions. The Lessor shall submit detailed Test Procedure for
review by the Independent Engineer.
15.16.3 The prototype train shall be used for Carrying out emergency braking distance trials under tare and loaded
conditions of the train.
15.17 Complete Brake System, Routine Tests
15.17.1 All reservoirs shall be tested to an appropriate international pressure vessel standard and necessary test
certificates shall be provided from a recognised test agency.
15.18 Propulsion System Type Tests
15.18.1 The Lessor shall, in addition to type tests Carried out individually on all electrical equipment, in accordance
with internationally accepted specifications, shall undertake combined propulsion, braking and TCMS test,
using simulated loads on the traction motors. The testing shall reflect, as far as practicable, the layout of
equipment on the Car. Combined propulsion system testing shall be in accordance with IEC 61287-1 and
IEC 61377.
15.18.2 Testing shall include simulated service operation, fault handling, including wheel slip/wheel slide control,
braking and load weigh interfaces and abnormal operation and failure condition operation.
15.19 Auxiliary System Type Test
15.19.1 Testing shall be Carried out to demonstrate the ability of the auxiliary power system to provide the required
level of standby power under the normal and emergency conditions specified in Clause 9.4.
15.20 TCMS Type Test
15.20.1 The Lessor shall perform tests on the TCMS system to verify designed capacity of the systems, proper
functioning, robustness, efficiency, ease of use and maintenance for the TCMS software, with reference to
the design specification, functional requirements and correct interfaces as described in Chapter 10. The
real interface hardware and software should be used where possible. All software parameters, as well as
the functionality and reliability of its associated hardware shall be validated on-board a completed train.
The test procedure shall be submitted for acceptance by the Independent Engineer, prior to the
commencement of the test.
15.21 Roof Mounted HVAC Package Unit Type Tests
15.21.1 The following tests shall be Carried out at the manufacture’s works or a reputed testing laboratory on the
prototype unit in the presence of the Independent Engineer.
(i) Dimensional and visual inspection.
(ii) Conditioned air delivery test
(a) This test shall be conducted by adjusting static head at 25 mm WG over conditioned room air.

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(b) Air velocity measurements shall be recorded at both return air filters. Both fresh air filters shall
be closed.
(iii) Fresh Air Quantity Test
Measurements of fresh air quantity shall be made with fresh air openings in
(a) fully opened and
(b) in the minimally opened condition to assess maximum and minimum air quantities.
(iv) Cooling Capacity Test
(a) The package unit (mounted on a DM Car) shall be tested in a climate laboratory capable
of simulating the ambient temperature and applicable heat and humidity loads. This test shall
be made in the following conditions keeping static head of supply air at 25mm WG:
Table 15.3: HVAC unit test criteria
Weather Conditions External Temperatures Internal Conditions
0
Summer 36 C Dry Bulb 65% RH 250C Dry Bulb 65% RH

Monsson 320C Dry Bulb 85% RH 250C Dry Bulb 65% RH

(b) Cooling capacity shall be calculated both on the condenser and the evaporator side.
(v) High Ambient Test
The aim of this test is to verify capacity of the HVAC unit at 100% cooling at ambient temperature upto
50°C and at 50% at temperature from 50°C to 57°C and the pressure should not exceed the specified
value in design. High pressure trip setting may be adjusted accordingly.
15.21.2 The power input to the module, as well as to each of the motors shall be recorded.
15.21.3 Insulation Resistance Test
Insulation resistance tests under all weather conditions shall be undertaken on all equipment, using a
Megger tester suitable for the equipment as specified in the EN/IEC. The resistance reading shall in no
case be less than 100MΩ.

15.21.4 Dielectric Test

The equipment shall withstand a high potential difference as specified in the EN/IEC

15.21.5 Vibration and Shock Tests

This test shall be done as per IEC 61373.

15.21.6 EMC Test

EMC test shall be Carried out in accordance with EN 50121-3-2: 2000.

15.21.7 Testing of Emergency Inverter

The Emergency Inverter unit shall be tested in accordance with IEC 61287, EN 55101 and IEC 61373.

15.21.8 All rotating electrical machines shall be tested in accordance with IEC 60349-2: Electric Traction –
Rotating Electrical Machines for Rail and Road Vehicles Part 2-Electronic Converter Fed Alternating
Current Motors.
15.22 Complete Car HVAC System Type Tests
15.22.1 One Car body equipped with all interior finish and all underframe mounted equipment, shall be tested to
demonstrate the effectiveness of the equipment in meeting the specified temperature and humidity

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and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

conditions inside the Car. Heating and humidifying equipment shall be provided in the Car for test
purposes. Complete Car shall be placed in the environment chamber and test conditions as specified
(including those in the relevant EN) shall be conducted.
15.22.2 The extent of such test shall be decided by the Independent Engineer, but shall include, as a minimum, the
following:
i) Air Flow Test: Air flow will be checked at the fresh air inlet to the unit, and at the return air inlet.
ii) Air Distribution Tests: Saloon air ducts shall be checked to ensure even distribution of air along
each duct.
iii) Cooling capacity test (with doors opening every 2 minutes for 30 sec) including pre-cooling from
steady state environmental condition.
iv) High Ambient test.
15.23 Complete Car HVAC System Routine Tests
15.23.1 Every roof mounted HVAC package unit shall be subjected to routine test at the manufacturer’s works as
given below:
i) Dimensional & Visual inspection
ii) Conditioned air-delivery test
iii) Fresh air quantity test
iv) Measurement of power
v) Electrical test.
15.24 Emergency Operation
15.24.1 After delivery of two trains, the ability of one healthy train to rescue a disabled train in section as specified
in Clause 3.23 shall be tested.
15.25 Noise and Vibration Verification
15.25.1 The Lessor shall perform noise and vibration type tests on complete 8-Car trains to demonstrate compliance
with Clause 2.18. All test procedures; data and results shall be submitted to the Independent Engineer for
acceptance.
15.26 Fire Performance Verification
15.26.1 Types tests according to the relevant E N, ASTM, NFPA or BS shall be undertaken to establish fire ratings
for all materials proposed. However, test certificates from any Testing Agency of international repute may
be accepted in lieu by the Independent Engineer at his sole discretion.
15.27 EMC Testing
15.27.1 The Lessor shall perform measurements to demonstrate EMC requirements specified in Clause2.15 of K-
RIDE Requirements- Technical Specifications have been achieved. Demonstration of EMC compliance
shall be considered a type test requirement.
15.28 Integrated Testing with Signalling and Train Control, and Telecommunications Contractors and PSD
contractor
15.28.1 Integrated testing of each Car shall comply with the accepted international standards agreed between the
Contractors as agreed with the Independent Engineer. Integration testing shall be done at the rolling stock
factory and main line to ensure satisfactory performance of all train control, telecommunications and PSD
interfaces. The test certificate subsequently shall be issued jointly by the Rolling Stock, Signalling and
Train Control and Telecommunications and PSD Contractors.

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15.28.2 In case of ATO, the Integration test between the Rolling Stock, and Signalling and Train Control and PSD
Contractors shall include tests on mainline to confirm the realisation of demanded acceleration and
deceleration rate by the ATO under various conditions.
15.29 Tests to be witnessed by Independent Engineer/K-RIDE‟s Representatives
15.29.1 The Independent Engineer reserves right to witness any or all of the type / routine tests or FAI. For
following type tests, the Lessor shall bear complete expenses (including daily allowance, travel, visa,
lodging etc.) as per Clause 15.1.9 for inspection by Independent Engineer / K-RIDE or it’s representatives.
Table: 15.4

S. Type tests No of Independent Engineer’s/ K-

No. RIDE‟s representative(s) for
witnessing the activity/tests
1 Combined propulsion system tests 2
2 Aluminum Extrusion FAI (if applicable) 2
3 Compression load test of Carbody (static and fatigue) 2
4 Bogie static and fatigue test 2
5 Bogie incl. X factor 2
6 Axle and Wheels test including FAI 2
7 HVAC system test incl. FAI 2
8 Climate Chamber Test for HVAC 2
9 Traction motor 2
10 Gear case 2
11 Converter /inverter 2
12 Auxiliary converter including battery charger 2
13 Brake system including dynamometer test 2
14 Transformer 2
15 Doors incl. FAI 2
16 TCMS 2
17 IGBT Module and other power components 2
18 PIS & CCTV 2
19 Battery with Battery Box 2
20 Vacuum Circuit Breaker 2
21 Wayside monitoring system 2
22A Prototype train inspection & quality Hold Points (6 3
nos.)
22B 1st train manufactured in India inspection & quality 3
Hold Points (6 nos.)
22C Final Prototype Inspection & Pre dispatch Inspection 3
23 Type tests (static and dynamic both) (in accordance 3
with IEC 61133 and any other agreed additional test)
on prototype train
24 Routine tests (static and dynamic both) (in 3
accordance with IEC 61133 and any other agreed
additional test) on 4 randomly selected trains
25 Full scope Train Driving Simulator function & 2
performance test
Note: Test shall be conducted as per the latest version of the standard mentioned in the Contact document.

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Appendix TA. International Standards

TA1 General
TA1.1 Standards are set out in alphabetical order of the Standards Organization (in English) in
tables TA1.1 to TA1.17. Many of the standards included in the listing are suggested as guidance only.
Table TA1.1: American Society for Testing and Materials Standards

Standard Standard Reference Title or Description of the Standard

Organization Number
ASTM A 480 Standard specification for general requirements for
flat rolled stainless and heat resisting steel plates,
sheets and strips.

Table TA1.2: British Standards Institution

Standard Standard Reference Title or Description of the Standard

Organization Number
BS-HD BS 60269-2:2013 Low-voltage fuses. Supplementary requirements
88-2:2013 for fuses for use by authorized persons (fuses
mainly for industrial application). Examples of
standardized systems of fuses A to K
BS 476-7:1997 Fire tests on building materials and structures.
Method of test to determine the classification of the
surface spread of flame of products
BS ISO 5660-1:2015 Reaction-to-fire tests. Heat release, smoke
production and mass loss rate. Heat release rate
(cone calorimeter method) and smoke production
rate (dynamic measurement)
BS 857: 1967 Specification Transport
BS 1571: Pt. 2 :1975 Methods for Simplified Acceptance Testing of Air
Compressors and Exhausters: Part 2: Simplified
testing of reciprocating and rotating types,
including permissible deviations pressure and
temperature measurements and arrangement of
tests, form of test report and gives adjustment of test
result to guarantee conditions.
BS 1725 Pt. 1 :1998 Domestic furniture. Beds and mattresses. Safety
requirements and test methods
BS EN 10293:2015 Steel castings. Steel castings for general
engineering uses
BS 3682 Pt.1: 1994 Specification for railway brake hose. Specification
for Compressed Air Brake Hose
BS 3900-0:2010 Methods of Test for Paint. Index of test methods
BS EN 60332-3-10:2009 Tests on electric and optical fibre cables under fire
conditions. Test for vertical flame spread of

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K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

Standard Standard Reference Title or Description of the Standard

Organization Number
vertically mounted bunched wires or cables.
Apparatus
BS EN 60332-3-21:2009 Tests on electric and optical fibre cables under fire
conditions. Test for vertical flame spread of
vertically mounted bunched wires or cables.
Category A F/R
BS EN 60332-3-24:2009 Tests on electric and optical fibre cables under fire
conditions. Test for vertical flame spread of
vertically mounted bunched wires or cables.
Category C
BS EN 60332-3-25:2009 Tests on electric and optical fibre cables under fire
conditions. Test for vertical flame spread of
vertically mounted bunched wires or cables.
BS EN ISO 18286:2010 Hot-rolled stainless steel plates. Tolerances on
dimensions and shape
BS 7668:2016 Weldable structural steels. Hot finished structural
hollow sections in weather resistant steels.
Specification
BS EN 10025-1:2004 Hot rolled products of structural steels. General
technical delivery conditions
BS EN 10025-3:2004 Hot rolled products of structural steels. Technical
delivery conditions for normalized/ normalized
rolled weldable fine grain structural steels
BS EN 10025-4:2004 Hot rolled products of structural steels. Technical
delivery conditions for thermos-mechanical rolled
weldable fine grain structural steels
BS EN 10210-1:2006 Hot finished structural hollow sections of non-alloy
and fine grain steels. Technical delivery
requirements
BS EN 61238-1:2003 Compression and mechanical connectors for power
cables for rated voltages up to 36 kV (Um = 42 kV).
Test methods and requirements
BS EN 61010-1:2010 Safety requirements for electrical equipment for
measurement, control, and laboratory use. General
requirements
BS EN ISO 15614-1:2004 Specification and qualification of welding
+A2:2012 procedures for metallic materials. Welding
procedure test. Arc and gas welding of steels and
arc welding of nickel and nickel alloys
BS EN ISO 15614-8:2016 Specification and qualification of welding
procedures for metallic materials. Welding
procedure test. Welding of tubes to tube-plate joints

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K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

Standard Standard Reference Title or Description of the Standard

Organization Number
BS EN ISO 14732:2013 Welding personnel. Qualification testing of welding
operators and weld setters for mechanized and
automatic welding of metallic materials
BS EN 1011-2:2001 Welding. Recommendations for welding of metallic
materials. Arc welding of ferritic steels
BS EN 1011-1:2009 Welding. Recommendations for welding of metallic
materials. General guidance for arc welding
PD CLC/TR 50427:2004 Assessment of inadvertent ignition of flammable
atmospheres by radio-frequency radiation. Guide
BS 7371 Pt. 10: 1994 Coatings on metal fasteners. Specification for
organic coatings

Table TA1.3: British Standards Institution/Euro Normes

Title or Description of the Standard

Standard Standard Reference
Organisation Number

BS-EN 3-7:2004+A1:2007 Characteristics, performance requirements and test

methods.
BS EN 286-3:1995 Simple unfired pressure vessels designed to
contain air or nitrogen. Steel pressure vessels
designed for air braking equipment and auxiliary
pneumatic equipment for railway rolling stock
BS-EN BS EN 286-4:1995 Simple unfired pressure vessels designed to
contain air or nitrogen. Aluminium alloy pressure
vessels designed for air braking equipment and
auxiliary pneumatic equipment for railway rolling
stock.
BS-EN ISO 9606-1:2013 Qualification testing of welders. Fusion welding.
Steels
BS EN ISO 15614-1:2004+A2:2012 Specification and qualification of welding
procedures for metallic materials. Welding
procedure test. Arc and gas welding of steels and
arc welding of nickel and nickel alloys
BS EN ISO 15614-1:2004+A2:2012 Specification and qualification of welding
procedures for metallic materials. Welding
procedure test. Arc and gas welding of steels and
arc welding of nickel and nickel alloys
BS EN 10025-1:2004 Hot rolled products of structural steels. General
technical delivery conditions
BS EN 10210-1:2006 Hot finished structural hollow sections of non-
alloy and fine grain steels. Technical delivery

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K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

Title or Description of the Standard

Standard Standard Reference
Organisation Number

BS EN ISO 4014:2011 Hexagon head bolts. Product grades A and B

BS EN ISO 4017:2014 Fasteners. Hexagon head screws. Product grades A
and B
BS EN ISO 10042:2005 Welding. Arc-welded joints in aluminium and its
alloys. Quality levels for imperfections
BS EN 61000-6- 3:2007+A1:2011 Electromagnetic compatibility (EMC). Generic
standards. Emission standard for residential,
commercial and light-industrial environments
BS EN 60529:1992+A2:2013 Degrees of protection provided by enclosures (IP
code)
BS EN 45545-7:2013 Railway applications. Fire protection on railway
vehicles. Fire safety requirements for flammable
liquid and flammable gas installations

Table TA1.4: CISPR

Standard Standard Reference

Title or Description of the Standard
Organisation Number
CISPR 16-1-1:2015 Specification for radio disturbance and immunity
measuring apparatus and methods - Part 1-1: Radio
disturbance and immunity measuring apparatus -
Measuring apparatus

Table TA1.5: Defence Standards

Standard Standard Reference Title or Description of the Standard

Organisation
Number

DEF-STD- 00-56 Safety Management Requirements for Defence System

Revision I7, February 28, 2017

Table TA1.6: German Standards / Deutshes Institut fur Normung

Standard Standard Reference

Organisation Number Title or Description of the Standard

DIN 2353 : 2013-01 Non-soldering compression fittings with cutting ring-

Complete fittings and survey

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K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

Table TA1.7: Euro Normes

Standard Standard Reference

Organisation Number Title or Description of the Standard
BS EN 10025-1:2004 Hot rolled products of structural steels. General
technical delivery conditions

BS EN 10025-5:2004 Hot rolled products of structural steels. Technical

delivery conditions for structural steels with
improved atmospheric corrosion resistance
BS EN 61000-6-1:2007 Electromagnetic compatibility (EMC). Generic
standards. Immunity for residential, commercial and
light-industrial environments

BS EN 61000-6-2:2005 Electromagnetic compatibility (EMC). Generic

standards. Immunity for industrial environments
Railway applications. Electromagnetic compatibility.
BS EN 50121-3-2:2016 Rolling stock. Apparatus
Railway Applications – Electro-Magnetic
BS EN 50121-1:2017 Compatibility General
Railway Application Electro-Magnetic
BS EN 50121-2:2017 Compatibility. Emission of the Whole Railway
System to the Outside World.
Railway Application- Railway Rolling Stock power
BS EN 50264-1:2008 and control cables having special fire performance.
General requirements
Railway applications. The specification and
demonstration of reliability, availability,
BS EN 50126-1:1999 maintainability and safety (RAMS). Basic
requirements and generic process
Railway applications. Electromagnetic compatibility.
BS EN 50121-3-2:2016 Rolling stock. Apparatus
Railway applications. Insulation coordination. Basic
requirements. Clearances and creepage distances for
BS EN 50124-1:2001+A2:2005 all electrical and electronic equipment
Railway applications. The specification and
demonstration of reliability, availability,
EN 50126-2:2007 maintainability and safety (RAMS). Guide to the
application of EN 50126-1 for safety
Railway Applications. Communication, signalling
BS EN 50128:2011 and processing systems. Software for railway control
and protection systems
Railway applications. Communication, signalling and
BS EN 50129:2003 processing systems. Safety related electronic systems
for signalling

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K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

Standard Standard Reference

Organisation Number Title or Description of the Standard
Railway applications. Electronic equipment used on
BS EN 50155:2007 rolling stock
Railway applications. Supply voltages of traction
BS EN 50163:2004+A1:2007 systems
Railway applications. Power converters installed
BS EN 61287-1:2014 on board rolling stock. Characteristics and test
methods

Table TA1.8: International Electro-technical Commission

Standard Standard Reference

Title or Description of the Standard
Organisation Number

IEC 60034-1:2010 Rotating electrical machines - Part 1: Rating and

performance

IEC 60034 -7:1992 + AMD1 : Rotating electrical machines - Part 7:

2000 CSV Classification of types of construction, mounting
arrangements and terminal box position (IM Code)

IEC 62271-100:2008 High-voltage switchgear and control gear - Part

100: Alternating current circuit-breakers

IEC 60068-2-18:2017 Environmental testing - Part 2-18: Tests - Test R

and guidance: Water

IEC 60076-1:2011 Power transformers - Part 1: General

IEC 60077-1:2017 PRV Railway applications - Electric equipment for

rolling stock - Part 1: General Service conditions
and general rules

IEC 60099-4:2014 Surge arresters - Part 4: Metal-oxide surge

arresters without gaps for a.c. systems

IEC 60115-1:2008 Fixed resistors for use in electronic equipment -

Part 1: Generic specification

IEC 60228:2004 Conductors of insulated cables

IEC 60268- Sound system equipment - Part 5: Loudspeakers

5:2003+AMD1:2007

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K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

Standard Standard Reference

Title or Description of the Standard
Organisation Number

IEC 60268-16: 2011 Sound system equipment - Part 16: Objective

rating of speech intelligibility by speech
transmission index

IEC 60269- Low-voltage fuses - Part 1: General requirements

1:2006+AMD1:2009+A
M D2:2014 CSV

IEC 60269- Low-voltage fuses - Part 2: Supplementary

2:2013+AMD1:2016 requirements for fuses for use by authorized
CSV persons (fuses mainly for industrial application) -
Examples of standardized systems of fuses A to K

IEC 60300-1:2014 Dependability management - Part 1: Guidance for

management and application

IEC 60300-1:2014 Dependability management - Part 1: Guidance for

management and application

IEC 60300-3-1:2003 Dependability management - Part 3-1: Application

guide Analysis techniques for dependability Guide
on methodology

IEC 60300-3-2:2004 Dependability management - Part 3-2: Application

guide - Collection of dependability data from the
field.

IEC 60300-3-3: 2017 Dependability management - Part 3-3: Application

guide - Life cycle costing

IEC 60310:2016 Railway applications - Traction transformers and

inductors on board rolling stock

IEC 60319 Presentation And Specification Of Reliability Data

For Electronic Components

Printed Boards Part 3: Design And Use Of Printed

IEC 60326-3
Boards

IEC CSV 60332-1- Tests on electric and optical fibre cables under fire

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K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

Standard Standard Reference

Title or Description of the Standard
Organisation Number

2:2004+AMD1:2015 conditions - Part 1-2: Test for vertical flame

propagation for a single insulated wire or cable -
Procedure for 1 kW pre-mixed flame

IEC 60332-3- Tests on electric and optical fiber cables under fire
24:2000+AMD1:2008 conditions - Part 3-24: Test for vertical flame
CSV spread of vertically-mounted bunched wires or
cables - Category C

IEC 60349-1:2010 Electric traction - Rotating electrical machines for

rail and road vehicles - Part 1: Machines other than
electronic converter-fed alternating current motors

IEC 60349-2:2010 Electric traction - Rotating electrical machines for

rail and road vehicles - Part 2: Electronic
converter- fed alternating current motors

Electric traction - Rotating electrical machines for

rail and road vehicles - Part 3: Determination of the
IEC 60349-3:2010
total losses of converter-fed alternating current
motors by summation of the component losses

Fixed capacitors for use in electronic equipment -

IEC RLV 60384-1: 2016
Part 1: Generic specification

Fixed capacitors for use in electronic equipment -

Part 2: Sectional specification - Fixed metallized
IEC 60384-2:2011
polyethylene terephthalate film dielectric d.c.
capacitors

IEC 60384-3:2016 Fixed capacitors for use in electronic equipment -

Part 3: Sectional specification - Surface mount
fixed tantalum electrolytic capacitors with solid
(MnO2) electrolyte

Fixed capacitors for use in electronic equipment -

IEC 60384-4:2016 Part 4: Sectional specification - Fixed aluminium
electrolytic capacitors with solid (MnO2) and non-

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K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

Standard Standard Reference

Title or Description of the Standard
Organisation Number

solid electrolyte

Power Convertors for Electric Traction Part 1:

IEC 60411-1
Single- Phase Power Convertors Using Thyristors

IEC TS 1287-2: 2001 Power convertors installed on board railway

rolling stock - Part 2: Additional technical
information

Railway applications - Rolling stock - Pantographs

IEC 60494-1: 2013 - Characteristics and tests - Part 1: Pantographs for
main line vehicles

Railway applications - Rolling stock - Pantographs

IEC 60494-2: 2013 - Characteristics and tests - Part 2: Pantographs for
metros and light rail vehicles

Power cables with extruded insulation and their

accessories for rated voltages from 1 kV (Um = 1,2
60502-
IEC CSV kV) up to 30 kV (Um = 36 kV) - Part 1: Cables for
1:2004+AMD1:2009
rated voltages of 1 kV (Um = 1,2 kV) and 3 kV
(Um = 3,6 kV)

Power cables with extruded insulation and their

accessories for rated voltages from 1 kV (Um = 1,2
IEC 60502-2: 2014 kV) up to 30 kV (Um = 36 kV) - Part 2: Cables for
rated voltages from 6 kV (Um = 7,2 kV) up to 30
kV (Um = 36 kV)

Evaluation and qualification of electrical

IEC 60505:2011
insulation systems

60529:1989+AMD1:1999 Degrees of protection provided by enclosures (IP

IEC CSV
+AMD2:2013 Code)

Permissible Limiting Temperatures In Service For

IEC 60563 Components Of Electrical Equipment Of Traction
Vehicles

IEC 60571:2012 Railway applications - Electronic equipment used

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K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

Standard Standard Reference

Title or Description of the Standard
Organisation Number

on rolling stock

60571 3rd Edition, Railway applications - Electronic equipment used

IEC
September 1, 2012 on rolling stock

Electronic Equipment Used On Rail Vehicles Part

IEC 60571-2 2: Standardization Of Certain Mechanical And
Electrical Quantities - Principles Of Test Devices

Electronic Equipment Used On Rail Vehicles Part

IEC 60571-3 3: Components, Programmable Electronic
Equipment And Electronic System Reliability

Equipment Reliability Testing Part 1: General

IEC 60605-1
Requirements

IEC 60617 Graphical Symbols For Diagrams

Secondary cells and batteries containing alkaline

IEC 60623:2017 or other non-acid electrolytes-Vented nickel-
cadmium prismatic rechargeable single cells

Insulation coordination for equipment within low-

IEC 60664-1:2007 voltage systems – Part 1 : Principles, requirements
and tests

Semiconductor devices – Part 6: Discrete devices-

IEC 60747-6:2016
Thyristors

Semiconductor devices – Mechanical and climatic

IEC 60749-1:2002
test methods – Part 1: General

Tests on Gases Evolved During Combustion of

IEC 60754-1:2011 Materials from Cables Pt. 1 : Determination of the
Halogen Acid Gas content

Tests on Gases Evolved During Combustion of

IEC 60754-2:2011 Materials from Cables Pt. 2 : Determination of
Acidity (by pH measurement) and conductivity

IEC 60850:2014 Supply Voltages for Traction Systems

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K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

Standard Standard Reference

Title or Description of the Standard
Organisation Number

Shunt Capacitor for A.C. Power Systems having a

IEC 60871-1:2014
Rated Voltage above 1000V – Pt. 1 General

Railway applications - Fixed installations -

IEC 60913:2013
Electric Traction Overhead Lines

60947- Low Voltage Switch Gear and Control Gear Pt.1

IEC
1:2007/AMD2:2014 General Rules

Low Voltage Switch Gear and Control Gear Pt.2

IEC 60947-2:2016
Circuit Breakers

Low-voltage switchgear and control gear-Part 3:

60947-
IEC switches, dis connectors, switch-dis connectors
3:2008/AMD2:2015
and fuse-combination units

Low voltage switchgear and controlgear-Part4-1:

60947-4-
IEC Contractors and motor-starters-Electromechanical
1:2009/AMD1:2012
Contractors and motor-starters

IEC 60993 (1989-08) Electrolyte for Vented Nickel-Cadmium Cells

Electro-magnetic Compatibility EMC) Pt. 1 :

IEC/TR3 61000-1-1 (1992-05) General- Section 1: Application and interpretation
of fundamental definitions and terms

Testing and Measurement Techniques Pt. 4, Sct. 2

IEC 61000-4-2:2008 : Electrostatic Discharge Immunity Test
Amendment No. 1

Testing and Measurement Techniques Pt.4 Sct 3 :

61000-4-3:2006/
IEC Radiated Radio Frequency Electromagnetic Field
AMD2:2010
Immunity Tests Amendment No. 1

Testing and Measurement Techniques Pt.4 Sct. 4 :

IEC 61000-4-4:2012 RLV
Electrical Fast Transient/Burst Immunity Test

Testing and Measurement Techniques Pt.4 Sct. 5 :

IEC 61000-4-5:2014
Surge Immunity Test

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K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

Standard Standard Reference

Title or Description of the Standard
Organisation Number

Testing and Measurement Techniques Pt.4 Sct. 6

61000-4-6:2013/
IEC Immunity to Conducted Disturbances, Induced by
COR1:2015
Radio Frequency Fields

Testing and Measurement Techniques Pt.4 Sct.8

IEC 61000-4-8:2009 RLV
Power Frequency Magnetic Field Immunity Test

Testing and Measurement Techniques Pt.4 Section

IEC 61000-4-9:2016
9 : Impulse Magnetic Field Immunity Test

Testing and Measurement Techniques Pt.4 Section

IEC 61000-4-10:2016 RLV 10: Damped Oscillatory Magnetic Field Immunity
Test

Electromagnetic compatibility- Testing and

61000-4-11:2004/
IEC measurement techniques – Voltage dips, short
ISH1:2010
interruptions and voltage variations immunity tests

Electromagnetic compatibility Part 4-12 Testing

IEC 61000-4-12:2006 and measurement techniques-Ring wave immunity
test

EMC Pt. 5 :Installation and Mitigation Guidelines

IEC 61000-5-1 (1996-12)
Sct. 1 General Considerations

EMC Pt. 5 :Installation and Mitigation Guidelines

IEC 61000-5-2 1997
Sct. 2 Earthing and Cabling

61034- Measurement of smoke density of cables burning

IEC 1:2005+AMD1:2013 under defined conditions-Part 1: Test apparatus
CSV

Measurement of smoke density of cables burning

IEC 61034-2:2005 under defined conditions-Part 2: Test procedure
and requirements

IEC 61071:2007 Capacitors for power electronics

Railway applications-Rolling stock-Testing of

IEC 61133:2016
rolling stock on completion of construction and

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K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

Standard Standard Reference

Title or Description of the Standard
Organisation Number

before entry into service

Railway applications-Power converters installed

IEC 61287-1:2014 on board rolling stock – part 1: Characteristics and
test methods

Railway applications-Rolling stock equipment-

IEC 61373:2010/COR1:2011
shock and vibration tests

Railway applications-Rolling Stock-Combined

IEC 61377:2016
test method for traction systems

Functional Safety of Electrical/ Electronic/

IEC 61508-1:2010 1998-12 Programmable Electronic Safety-Related Systems
: Part 1. General Requirements.

Functional Safety of
Electrical/Electronic/Programmable Electronic
BS EN 61508-3:2010 1998-12
Safety-Related Systems : Part 3. Software
Requirements.

Railway applications. Rolling stock equipment.

IEC 61881-1:2011 Capacitors for power electronics. Paper/plastic
film capacitors

Table TA1.9: Institution of Electrical and Electronics Engineers

Standard Standard Reference

Title or Description of the Standard
Organisation Number
IEEE 519-2014 Recommended practice and requirements for harmonic
control in electric power systems

Table TA1.10: Indian Railways Standards

Standard Standard Reference

Title or Description of the Standard
Organisation Number
IRS R16 Unpowered Axles for Broad Gauge Vehicles
IRS R19 Wheels for Broad Gauge Vehicles
IRS R43 Powered Axles for Broad Gauge Vehicles

Table TA1.11: International Standards Organisation

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K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

Title or Description of the Standard

Standard Standard Reference
Organisation Number

Methods of the Determination of Copper, Lead, Iron,

ISO 1554:1976 Aluminium and Nickel in Copper Alloys
Mechanical Vibration and Shock – Evaluation of Human
ISO 2631-1:1997 Exposure to Whole Body Vibration—Part 1: General
Acoustics – Railway applications --Measurement of
ISO 3095:2013 Noise Emitted by rail bound vehicles
Acoustics – Measurement of Noise Inside Rail bound
ISO 3381:2005 Vehicles.

Table TA1.12: International Standards Organisation

Standard Standard Reference

Number Title or Description of the Standard
Organisation
ISO 9000 Design Management and Control. Quality Systems
ISO 9001 : Model for Quality Assurance in Design, Development,
ISO 9002 Production, Installation and Servicing
Information Processing – Volume and File Structure of
ISO 9662 CD-ROM for Information Exchange
ISO 1217:2009 Displacement compressors-acceptance tests

Table TA1.13: Japan Industrial Standards

Standard Standard Reference

Organisation Title or Description of the Standard
Number

Hot rolled atmospheric corrosion resisting steels for

JIS G 3114:2016 welded structure
JIS G 3459:2016 Stainless steel pipes

Table TA1.14: Military Standards

Standard Standard Reference

Organisation Number Title or Description of the Standard
MIL-HDBK- 454 (1) General Guidelines for Electronic Equipment
MIL-STD- 882 C System safety program requirements
MIL-STD- 883 E (1) Test Methods Standard Microcircuits
MIL-STD- 889 B (3) Dissimilar Metals

Table TA1.15: French Standards (Norms Françaises)

Standard Standard Reference

Organisation Number Title or Description of the Standard
NF EN 50306-1:2003 Railway Applications-Railway rolling Stock Cables
Having Special Fire Performance-Thin Wall-Part 1:
General Requirements

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K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

NF-F 63-826:1990 Halogen Free electrical conductors and cables

Table TA1.16: Research and Study Organisation (ORE)

Standard Standard Reference

Title or Description of the Standard
Organisation Number
ORE C116/RP8 DB WZ Ride Index : Frequency Weighting Curves

Table TA1.17: International Railway Union

Standard Standard Reference

Organization Number Title or Description of the Standard
UIC 410 O Composition and Calculation of the Weight and Braking of
Passenger Trains
UIC 515-3 OR Rolling Stock – Bogies – Running gear – Axle design
calculation method
UIC 515-4 O Passenger Rolling Stock –Trailer Bogies-Running gear –
bogie Running Gear Bogie frame structure strength tests
Testing and Approval of railway Vehicles from the Point of
UIC 518 OR View of their Dynamic Behavior, Safety, Track fatigue and
Ride Quality
UIC 534 OR Signal lamps and signal lamp brackets for locomotives,
railCars and all tractive and self-propelled
UIC 541-5 O Brakes- Electro Pneumatic brakes (EP brake)-Electro
pneumatic Emergency brake Override
Brakes- Electro Pneumatic brakes (EP brake)- and
UIC 541-6 O passenger Alarm signal (pas) for vehicles used in Hauled
consists
UIC 555 OR Electric lighting in passenger rolling stock
UIC 555-1 OR Transistorized inverters for supplying fluorescent lamps (1)
UIC 560 OR Doors, Footboards, Windows, Steps, Handles And
Handrails Of Coaches And Luggage Vans
Regulations Relating to Fire Protection and Fire Fighting
UIC 564-2 OR Measures in Passenger Carrying Railway Vehicles
UIC 566 OR Loadings of coach bodies and their components
Tractive units – Bogies and running gear – General
UIC 615-1 OR conditions applicable to component parts
UIC 615-4 OR Motive power units - Bogies and running gear – Bogie
frame structure strength test
Layout of driver’s cabs in locomotives, RailCars, multiple
UIC 651 unit trains and driving trailers.
UIC 811-1 OR Technical Specification for the Supply of Axles for Tractive
and Trailing Stock
UIC 812-2 OR Solid Wheels for Tractive and Trailing Stock Tolerances (1)
UIC 812-3 Technical Specification for the Supply of Solid Wheels for
Trailing Stock

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K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

Standard Standard Reference

Organization Number Title or Description of the Standard
Technical Specification for the Supply of Wheel sets for
UIC 813 O Tractive and Trailing Stock : Tolerances and Assembly

1. All sub-systems including major equipments, assemblies and complete Car/train must comply with
the latest international standards.
2. The above list is for guidance only. Wherever update standard is released, the same shall be
applicable.
3. The Lessor shall provide the relevant Standard in soft copy to K-RIDE for reference as and when
a design document is submitted to Independent Engineer/K-RIDE for review. In some cases, when
it is necessary to compare two or more International Standards to check their applicability and
suitability, Lessor shall provide those standards in soft copy to the K-RIDE for reference.

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K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

Appendix TB. Carbody Mockups

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K-RIDE Requirements- Technical Specifications for Design, Manufacturing, Supply, Commissioning, Operation
and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

Appendix TC. Abbreviations

TC1 General
TC1.1 Various abbreviations used in this document are set out in alphabetical order in table
Table TC1.1 Abbreviations

Abbreviation Description in Full

AC Alternative Current
ANSI American National Standards Institute
ALCOA Aluminium Company of America
ASHRAE American Society for Heating, Refrigeration and Air conditioning Engineers
ASTM American Society for Testing and Materials
ATC Automatic Train Control (System)
ATO Automatic Train Operation (System)
ATP Automatic Train Protection (System)
ATS Automatic Train Supervision (System)
BCC Back up Control Centre
BCE Brake Control Electronics
BCMU Brake Control and Monitoring Unit
BCP Brake Cylinder Pressure
BCU Brake Control Unit
BE Brake Effort
BIC Brake Isolating Cock
BP Brake Pipe
CATC Continuous Automatic Train Control
CBM Condition Based Monitoring
CMMS Computer Based Maintenance Management System
CBT Computer Based Tutorials
CBTC Communication Based Train Control
CCTV Close Circuit Television
CFD Computational Fluid Dynamic
CGI Computer Generated Graphic Images
CI Converter Inverter
COD Commercial Operation Date
CoP Coefficient of Performance
CPU Control Processor Unit
CR Lessor’s Representative
CV Curriculum Vitae

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and Maintenance of Rolling Stock for Bengaluru Sub-Urban Rail Project

DC Direct Current
DCC Depot Control Centre
DCC Design Certificate Consent
DCU Door Controller Unit
DIN German Industrial Standards
DMS Document Management System
DRM Programmable Digital Route Map
DSW Driving Simulator Workstation
DM Driving Motor Car
DT (SC) Down Time due to Service Check
DT (OPM) Down Time due to Other Preventive Maintenance
DT (CM) Down Time due to Corrective Maintenance
K-RIDE Rail Infrastructure Development Company (Karnataka) Limited
EB Emergency Brake
ECR Energy Consumption Requirements
ED Appointed Date
EDD Electronic Destination Display
EER Energy Efficiency Ratio
EID Electronic Information Display
EMC Electro-magnetic Compatibility
EMI Electro-magnetic Interference
EMU Electric Multiple Unit Train
EN Euro Norms
EP Electro-Pneumatic
EPDM Ethylene Propylene Diene Monomer
FMEA Failure Modes Effects Analysis
FMECA Failure Modes Effects and Criticality Analysis
FRACAS Failure Reporting And Corrective Action System
FSB Full Service Brake
GMSM General Maintenance Simulator Modules
GoA Grade of Automation
GoA Grade of Automation
GS K-RIDE‗s Requirements : General Specification
HECP Hardware Engineering Change Proposal
HMI Human Machine Interface
HP High Pressure

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HV High Voltage
IC Integrated Circuit
IEC International Electro-technical Commission
IEDD Internal Electronic Destination Display
IEEE Institute of Electrical and Electronics Engineers
IDSW Independent Driving Simulator Workstation
IGBT Insulated Gate Bi-Polar Transistor
IM Interface Manager
IMP Interface Management Plan
IP Internet Protocol
ISA Independent Safety Assessor
ISO International Standards Organisation
IWS Instructor Workstation
JIS Japan Industrial Standard
K. E. Kinematic Envelope
KRGS K-RIDE Requirements-General Specifications
KRTS K-RIDE Requirements-Technical Specifications
Kmph kilometre per hour
LATS Local Automatic Train Supervision
LCD Liquid Crystal Display
LED Light Emitting Diode
LP Low Pressure
LRT Light Rail Transit
LRU Least Replaceable Unit
M Motor Car
MCB Miniature Circuit Breaker
M&P Machinery and Plant
MRTS Mass Rapid Transit System
MDBF Mean Distance Between Failures
MSM Maintenance Simulator Modules
MSS Maximum permissible Safe Speed
MTTR Mean Time To Repair
MVB Malfunction Vehicle Bus
MWI Maintenance Works Instruction
NFPA National Fire Protection Association
OCC Operations Control Centre

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OCS Over-head Catenary System

OEM Original Equipment Manufacturer
O&M Operation and Maintenance
PA Public Address (System)
PCB Printed Circuit Board
PEA Passenger Emergency Alarm
PED Platform Edge Doors
PIS Passenger Information System
PIDS Passenger Information Display System
POH Periodic Overhaul
PROSPER Procedure for Rolling Stock Procurement with Environmental Requirements
PSD Platform Screen Doors
PSSS Passenger Saloon Surveillance System
PT Potential Transformer
PWM Pulse Width Modulation
QAP Quality Assurance Programme
RAM Reliability, Availability and Maintainability
RDSO Research Design and Standards Organisation
RH Relative Humidity
RM Restricted Manual (Driving Mode)
RMS Root Mean Square
SCS Safety Cut-out Switch
SCR Station Control Room
SECP Software Engineering Change Proposal
SIL Safety Integrity Level
SIV Static Inverter (Auxiliary Inverter/Auxiliary Power Supply)
SSMSM Sub System Maintenance Simulator Module
TCMS Train Control Management System
TE Tractive Effort
TDD Total Harmonic Distortion
THD Total Demand Distortion
TO Train Operator
ToR Terms of Reference
TR Train Radio
Train ID Train Identification Number
TSD Trouble Shooting Directory

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UTO Unattended Train Operation

HVAC Heating,Ventilation and Air Conditioning
VCB Vacuum Circuit Breaker
VDU Video Display Unit
VVVF Variable Voltage Variable Frequency
WFL Wheel Flange Lubrication
ZVR Zero Velocity Relay

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Appendix TD. Deleted

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Appendix TE. Drawings and Documents

TE1 General
TE1.1 The list of drawings and documents is furnished in table TE.1.
Table TE.1 List of Drawings

Sl. No. Description Drawing / Document reference

1 Schedule of Dimensions (SOD) including

Kinematic Envelop- Elevated & at grade
(in the section and at the platform) and Schedule- R of the Contract
Kinematic Envelop – Underground (in the
tunnel and at platform)

2 General Alignment drawings Schedule- R of the Contract

3 Depot layout and Drawings Schedule- R of the Contract

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Appendix TF. Submittals

TF1 General
TF1.1 As per various clauses of this K-RIDE’s Requirements: Technical Specification, the Lessors and
its Contractors are expected to submit relevant information. A list of the required documents / information
is given in table TF.1 along with the respective clause reference.
Table TF.1.1 Submittals by Lessors

Sl. No. Description TS Clause reference

Chapter 2
1 Expected MDBCF for major systems 2.8.2
2 Specific exceptions for LRU’s, whose replacement is not 2.12.9
achievable in 30 minutes
3 Expected MTTR for major systems 2.12.10
Chapter 3
Designs along with Technical Data based on specification, sound
1 proven and reliable engineering practices 3.2.1
2 Confirmation of proveness of equipment/ sub-system/ system 3.2.2
and exceptions thereof
3 Confirmation of proveness of propulsion equipment 3.2.3
4 Kinematic Envelope 3.20
5 Train Resistance formulae 3.21.5
6 Performance Characteristics 3.22
Chapter 4
1 Details on technique of joining modular elements of shell 4.1.1
2 Details of Manufacturing Process 4.4.5
3 Proposal on structural arrangement 4.8.5
4 Predicted values towards crashworthiness of Cars. 4.8.6
5 Means of uncoupling a semi-permanently coupled pair of Cars. 4.15.1
Chapter 5
1 Details on proveness of bogie along with performance 5.1.1
certificates from end user
2 Detailed comprehensive proposal on the Brake system along 5.12.1
with the proof of proveness
2 Detailed comprehensive proposal on the Brake system along 5.12.1
with the proof of proveness
Chapter 6
1 Brief description of the proposed brake system along with 6.13.13
expected life of brake pads and the wheels
Chapter 7
1 Time required for replacement of door leaf 7.2.1 (xiii)
2 Proposed design for sealing of the guides 7.2.1 (xii)
3 Details of locking device for door leaves 7.2.4.3
Chapter 8
1 Mounting details of transformer 8.7.5
Chapter 10
1 TCMS system architecture 10.2.1

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2 The proposed standards on Data protocols 10.2.6

Chapter 11
1 Specific measures taken to minimise energy consumption for 11.1.7 & 11.1.8
HVAC
Chapter 14
1 Details on latest internationally accepted practice for Soldering 14.15.2
of electronic components
Appendix ECR
1 Estimated Specific Energy Consumption Appendix-ECR

Table TF.1.2 Submittals by Lessor

Sl. No. Description TS Clause reference

Chapter 2
1 CV of Interface Manager 2.2.8
2 Quality Assurance Plan 2.3.1
3 Safety Assurance Plan 2.4.1
4 Hazard Analysis 2.5.3
Chapter 3
1 List items for Independent Engineer’s approval of vendors 3.2.5
2 IMP and detail interface documents 3.6.1
Copies of the applicable standards along with design documents
3 3.7.1
4 Design Review Schedule 3.8.2
5 Kinematic Envelope 3.20.2
Chapter 4
1 Calculations of Car body’s Camber 4.6.4
2 Fatigue life assessment of Carbody structure 4.6.6
3 Proposal for Roof and Roof-mounted equipment 4.16.1
4 Calculations related to Obstacle Detection Device 4.18.2
Chapter 5
1 Calculations supporting selection of axles and bearings 5.1.3
2 Calculation of Derailment Quotient (Y/Q) 5.2.5
3 Proposal for vehicle dynamic analysis and it’s model 5.2.7
4 Calculations for Bogie Frame strength 5.3.2
5 Corrosion Protection Plan for Bogie Frame 5.3.6
Proposal for primary suspension system of proven Steel and
6 rubber (or) helical coil steel springs 5.4.1
7 Safety Factor used for Bogie-Body connection 5.5.2
Detailed Calculation of Natural Frequency of motor suspension 5.9.3
8 system
9 Test procedure for gearbox 5.10.4
10 Ultrasonic Testing for powered and non-powered axles 5.15.5
Chapter 6
1 Calculations of Compressor’s capacity to meet worst condition 6.2.2
Letters from actual users indicating experience with
2 compressors on their system 6.2.4

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3 Technical details of proposed Air Dryer 6.4.4

4 Calculations for reservoir’s size 6.5.1
5 Detailed plan for pneumatic circuit isolation arrangement 6.7.11
6 Brake Calculations & EBD under dry & wet conditions 6.13.14
7 Certificates for SIL levels of Brake System 6.13.20
8 Proposal for Brake blending logic 6.14.2
9 Brake effort vs. Speed Characteristics 6.14.5
Guaranteed maximum Braking distance and guaranteed
10 deceleration rate 6.16.9 & 6.16.10
11 Brake control interface with VCC 6.17.2
12 Details for WSP scheme & equipments 6.22.2
13 Exhaustive documentation & animations on complete 6.25
pneumatic system
Chapter 7
1 Door control system test procedure 7.2.1 (v)
2 Details of microprocessor based DCU 7.2.1 (xvi)
Documentation for flow charts, signal flows and interpretation
3 of signal etc. 7.2.1 (xvii)
4 Relevant SIL certificates for Door System 7.2.1 (xxii)
5 Comprehensive proposal for door mechanisms 7.2.2 (iv)
6 Door control push button details and schematic 7.2.4.4 (ii)
7 All details of other metros for proposed design of Front end 7.3.2
emergency door
8 Detailed proposals of operation of detrainment doors 7.3.7 (iv)
9 Detailed eevacuation plan 7.3.9
Chapter 8
1 Complete roof layout along with clearance between roof 8.1.6
equipment
2 Expected frequency for replacement of panto strip in terms of 8.2.7
kilometres earned by Car
3 Supporting calculations for width and profile of pantograph and 8.2.8
wind tunnel test results
Declaration of vendors for transformer sub-assemblies and
4 undertaking and commitment from vendors for direct 8.7.9
procurement in future
5 Test report and design life of gasket and sealant 8.7.14
6 Details for roof end and transformer and terminations 8.8.1
7 Design calculations for power converter-inverter 8.9.7
Quality specifications of regenerated energy including
8 harmonic analysis, detailed documentation on interlacing 8.9.11
strategy and harmonic reduction measures
Detailed report on minimum substation capacity based on
9 operational requirements 8.9.18
Detailed document for 24VDC LED based lighting
10 arrangement in CI box 8.9.21
11 Calculation for choice of bearings of Traction Motor 8.10.7
12 Power Ramping Characteristics for Neutral Section Detector 8.11.2

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Chapter 9
1 Design Calculation for sizing of Battery 9.4.5
2 FEM and fatigue report of battery box 9.5.5
Chapter 10
1 Comprehensive list of capabilities of TCMS 10.1.1
2 Basic architecture and hardware of TCMS 10.1.2
3 Details of all UTO specific design functionalities 10.1.6
4 Details of network integrated systems 10.3.1
5 Details of communication protocols 10.2.7
6 List of functions/ features proposed to be controlled through 10.6.3
TCMS
7 Details of failure management actions 10.7.3
Chapter 11
1 Measures to prevent unloading of HVAC units under train 11.1.3
stoppage conditions due to high condenser temperature
2 Estimated weight, power requirements & heat load calculations 11.1.7
for the parameters of HVAC
3 Calculations for inside conditions with one HVAC unit out of 11.2.5
operation
4 Proposal for HVAC air discharge velocities 11.2.6 (i)
5 Proposal for temperature distribution 11.2.6 (ii)
6 Declaration of weight of complete roof mounted unit 11.4.3
Chapter 12
1 List of control equipment and manufactures 12.4.1
2 Specification, voltage grade size and type of cable for different 12.5.6
applications
3 List of indicators including function, control & display 12.6.2
Details of control logic to maximize utilization of the natural
4 light and maintain desired illumination level 12.9.1 (vii)
5 Service life of LED lamp 12.9.1 (viii)
6 Layout of fittings and control circuit 12.9.1 (ix)
7 Technical details of horns 12.10.6
Chapter 13
1 Full details of integrated main communication panel 13.4.1
2 Details of microphone 13.4.3
3 Full details of saloon loudspeakers along with simulation 13.4.7
4 Full details of software/ hardware configurator 13.4.8
5 Full details for AVAS 13.6
6 Details of available size of display for PIS 13.7.1 (i)
Chapter 14
1 Details of all preparatory and post welding procedure for spot 14.3.4
welding
2 Fault discriminating characteristics 14.10.3
3 Earthing scheme 14.10.7
4 Apparatus coding and cable & wiring designations 14.11.2
5 Voltage and/ or waveform expected at each critical test point of 14.12.6 (i)
PCBs

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6 Instructions for Carrying out testing and troubleshooting and 14.12.6 (ii)
the function of each circuit block of PCBs
7 Components layouts of PCBs and assemblies 14.12.6 (iii)
8 Connection or interfacing diagrams for the PCBs and 14.12.6 (iv)
assemblies
9 Software quality plan 14.14.3
10 PCB and connectors: Detailed maintenance and troubleshooting 14.15.6
procedures
11 Technical particulars of lubricants 14.18.1
Chapter 15
1 Set of inspection hold points in inspection, testing and 15.3.1
commissioning plan
2 Detailed test procedures for each of the equipment/ subsystems/ 15.4.1
system
3 Test reports for each identified test 15.4.5
Test and test procedures for integrated testing and
4 commissioning 15.6.2
5 Service trial procedure 15.7.3
6 Statement confirming safety and readiness of Rolling Stock 15.7.8
7 Proposal for combination of test of individual items with system 15.16.1
test
Detailed test procedure of instrumented tests Carried out at train
8 level both at tare and loaded conditions 15.16.2
9 Test procedure for TCMS type test 15.20.1
10 Test procedure, data & result for Noise & Vibration test 15.25.1

TF1.2 The Lessors shall include the above information / documents in their bid, as a minimum.
Notwithstanding the above, the Lessors/Contractors shall submit all the required documents / information
as specified in various clauses even if the same do not figure in tables.

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Appendix TG. Train Withdrawal Scenarios for 6/3-Car Trains

Sl. No. System name Withdrawal Case
1. Windscreen Wiper and • Rainy weather, defective wiper in any cab
Washer System

2. Front window • Broken/cracked front window in the cab

• Breakage due to stone throwing / vandalism shall not be on Lessor’s
account
3. Couplers (any type) • Any defect

4. Suspension • Any defect in primary / secondary suspension resulting in passenger

safety, comfort or performance
5. Wheel • If wheel flat is > 40 mm or as prescribed in design and caused by
technical problems on the train
• Any abnormal hammering
6. Pantograph • Any failure resulting in isolation of any pantograph

7. Transformer • Any failure resulting in isolation of any one transformer

8. Battery charger • If one is isolated

9. Mechanical drive system • Any defect resulting in high temperature / isolation

• Abnormal Noise from Underframe
10. Traction Motors • Isolation of more than four traction motors. (in both Car Control or
bogies base control)
11. Traction Converters • As per the consequential effect as defined in 10 above.

12. Main compressor unit • If one is isolated

13. Air leakage • Any leakage which necessitates continuous running of compressor.
• Any leakage which may lead to incorrect brake application
• Any leakage from brake valves, current collector, circuit breaker.
14. Auxiliary compressor • If one isolated

15. Auxiliary converter • If one is isolated

16. Brake system • If isolation of an additional bogie (mechanical) leads to speed

(mechanical) restriction

17. Exterior lights • Failure of any head light / marker light

18. Driver’s desk • If master controller prevents the train from moving
• Any loss of master controller even if no delays are reported
• Any defective cab switch leading to unsafe operation.
19. TCMS • If HMI display fails & functionality is not transferred to redundant
HMI.
20. TCMS • Any failure in TCMS component / equipment /circuit element /
software/communication system etc. resulting in loss of intended
function.
• Further cases will be included based on TCMS redundancy and
configuration

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21. PIS (Audio) & CCTV • If automatic announcements fail & TO is not able to make manual
announcements
• If announcements in saloon is not audible
• If ≥ 1 unit front view CCTV not working If ≥ 2 PEAs in any Cars are
defective
• One saloon CCTV, including its backup if any, is isolated.
22. Passenger doors • If ≥ 2 two doors per train side is isolated

23. Detrainment door • If door cannot be closed or if the safety circuit prevents moving of the
train and even if the train can operate as intended though door is
defective
24. HVAC (passenger area) • Failure of any one HVAC in any Car leading to increase in inside
saloon/ cab temperature ≥ 28 degree (oC)
• Failure of two HVACs in entire Train under all conditions
• Noisy Air Conditioner
25. Ground fault in DC • Train to be withdrawn in case of single ground fault if it leads to unsafe
Circuit operation as per the design.

26. A failure or symptom • Failure in safety interlock or protection circuit such as door loop
which may endanger • Abnormal noise in underframe
safe and/or normal • Wheel flat
operation of train • Arcing in pantograph and any other current collection system
• Failure of emergency equipment
• Failure which may disable train’s push out duty
• Train which requires more than 2 instances of reset within 30 minutes
• Jerky movement

The Details shall be finalized during design phase

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Appendix TH. Simulator

1.1 Driving Simulator
The specification covers the design, manufacture, supply, installation, testing and commissioning of Train
Driving Simulator and maintenance simulator modules for all major subsystem and CBT package of 24
hours. Scope of supply shall further be defined below in the Appendix. Maintenance Simulator modules
shall preferably be supplied by the manufacturer of train driving simulator.
1.1.1 Scope of Supply: Driving simulator package shall include the following:
a) Full scope train driving Simulator - 1 Nos.
b) Driving Simulator Workstation (DSW) - 1 Nos.
c) Driving Instructor/ Controller Workstation (IWS) - 2 Nos.
d) Observer Workstation - 2 Nos.
e) Independent Driving Simulator Workstation (IDSW) - 1 No.
1.1.2 Full Scope Train Driving Simulator (FSTDS)
The Full scope train driving simulator shall be capable of simulating the K-RIDE EMU/Trains with
maximum possible realism. The Simulator shall comprise a cab, visual system, motion system, sound
system, Instructor console, observer’s station and all required computational and support equipment
including UPS.
a) The cab should have an interior, which is highly realistic.
b) The cab should be strong and robust enough to provide a reasonable service life of 35 years while
attached to the motion system.
c) The exterior should be painted as per K-RIDE Requirements. Design of the exterior can include
a loss in realism in favour of light-weight and optical design issues.
d) The simulator cab shall have a cab ventilation and air-conditioning system required to maintain
the cab at a reasonable temperature and humidity (for no more than 4 people in the cab at any
point of time).
e) The cab shall include a Close circuit television (CCTV camera) and audio monitor connected to
the instructor console. The CCTV cameras shall provide the instructor with a clear view of the
operator and the operator’s use of the cab controls.
f) Projector/flat screen shall be provided for the forward vision. The forward view of the visual
system shall include a minimum horizontal field of view of 40 degrees, as seen through the
driver’s front window.
g) Simulator shall have 5 Degrees of Freedom (DOF) motion system not surpassing the following
DOF:
• Surge to represent variations in accelerations (start-up, oscillation at end of braking,
start of braking, coupling).
• Pitch to represent sustained longitudinal accelerations.
• Sway to represent lateral impacts on entering bends and points.
• Roll to represent the centrifugal force/cant result and in the bends.
• Heave to represent the heaving motion of the train as well as track defects such as
subsidence.
h) The motion system will need to represent the following particular movements:

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• Speeds of up to maximum design speed of train or more.

• Longitudinal and lateral steady state accelerations.
• Bounce in cross over, low joints
• Longitudinal shocks from on set of acceleration.
• Lateral in the gage and entering a curve.
• Bump from collision or coupling.
• Y and Z- axis cab vibrations including random phases
i) The motion system shall have at least an overall frequency range and an acceleration/
deceleration as that of real train.
j) The motion system shall include an emergency stop button bringing the system to a stable state.
k) If mounted on a motion platform, the projector for the track view must be mounted so that the
position of the image relative to the driver’s eyes remains fixed. To achieve this in the simplest
way, the projector should be mounted on the body of the cab itself, or on a frame directly attached
to this.
l) The mounting should include anti-vibration and anti-shock features to protect the projector from
potential damage caused by the motion platform itself. With the projector mounted on the cab,
any pitch and roll effects will have to be reproduced by software control of the image.
m) Provision for communication with other workstation and Instructor Workstation (IWS)
1.1.3 Driving Simulator Workstation (DSW): Main components in each DSW shall include but not
limited to the following:
a) Driving console – Exact replica of driving console as provided in the Train shall be provided on
the Workstation desk.
b) 46” LED touch screen monitor, suitable for displaying Computer Generated Graphic Images
(CGI).
c) Programmable sound system to simulate the train movements. High quality headset shall be
provided separately for each Workstation with volume control.
d) HD video camera with recorder for recording video of the trainee on each workstation. Provision
for indexing and storage of the video footage of the trainee in suitable compact state- of-the-art
(both fixed and portable) storage devices.
e) Provision for communication with other workstation and Instructor Workstation (IWS)
f) Workstation Controller shall record not only the video images/ files but shall also create
―Response file with log of the action initiated by the trainee in response to each fault/ condition
loaded on the workstation either from the IWS or directly from DSW.
1.1.4 Instructor Workstation (IWS): Each station shall include but not limited to the following:
• Representation of soft form of all DSW equipments and their controls shall be made available
with the IWS.
• An additional LED touch screen monitor
• Soft select option for viewing the footage of all/ any of the 2 (two) trainees on one screen.
Menu driven option for loading different troubleshooting scenarios from ISW to any of the DSW.
• Facility for communication with the both DSW and FSTDS.

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• Workstation Controller shall be equipped with suitable software incorporating detailed modeling
of the cab, under-frame, roof etc. In addition, exhaustive fault troubleshooting directory
(programmable with facility for augmentation/editing of different scenarios) shall be available.
Evaluation of response file of the trainee with respect to the loaded troubleshooting scenario(s)
shall be reasonably automated (by comparing with standard response file) to aid the instructor
and to highlight the non-conforming response(s).
• Suitable facility in IWS to enable video conferencing between IWS and Trainees on each of the
DSW & FSTDS.
• Suitable training facility in IWS for the rolling stock controller of OCC for assigned duties in
GoA2 mode of operation.
1.1.5 Observer Station: Each observer station shall include but not limited to the following.
• 46 LED screen, suitable for display of selectable FSTDS/DSW and ISW.
• Suitable furniture for the observer station
1.1.6 Standalone Independent Driving Simulator Workstation (IDSW) shall be equipped with all features of
DSW and complete data base of trouble shooting directory and generation of response file.
1.1.7 General Provisions: The following shall be included:
a) The Lessor shall be responsible to provide electrical power connections from the power mains
to the DWS, IWS, Observer Stations and IDSW.
b) Suitable capacity UPS
c) Exhaustive library of images for generation CGI. The library shall be expandable.
d) Exhaustive troubleshooting directory covering all major equipments, complete with standard
expected response for faults upto two hundred (200) nos. to be included Provision shall be
available with increasing the number of faults with facility for editing/ augmenting the fault
scenario.
e) Suitable package with Interactive graphics shall be provided for indicating the exact location of
any component on the Train. Detailed instructions (with graphics interface) shall be provided to
enable access to the specified component.
Computer Based Tutorials (CBT) covering upto 15 different scenarios such as rescue operation,
isolation of doors, isolation of bogie brakes, evacuation of passengers in the section etc. shall be
provided with graphics and simple to explain instructions. Each CBT package shall be of
approximate 30 minutes duration. Such CBT packages shall be designed to operate on any
workstation/window based desk computer. Suite of Computer-Based Training (CBT) equipment
comprising Master server with backup server to networked with entire BSRP intranet network
on web based application for 24 hours of training including training and assessment modules.
The CBT software package will comprise necessary training and assessment modules. The
general guidelines for hardware and software shall be same as that of the train simulator. 24
hours CBT should have different type of CBT techniques e.g.―Theoretical and basic
technical knowledge‖ portion i.e. different multimedia pages including, photo, 2-D or 3D
animation, videos, text and sound etc., ―Operational procedures to train trainees for a process
and situation based exercises, (The idea is to place the trainee into a realistic virtual environment
and to give him the possibility to observe indicators and operate controls. The virtual
environment is made of a set of predefined views (realistic perspective drawings) with animated
indicators and controls. The situation and assessment criteria are defined as scenario to be
played).Commentary of the CBT packages shall be submitted to Independent Engineer for

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approval. For us 24 hour package means it will be counted on page to page for seat time
calculation on the basis of following:
f) The simulator shall be able to manage the at least following functions-:
i. Driving & troubleshooting techniques of train operators.
ii. Preparing the train for service
iii. General development of train handling skills
iv. Operation of the train under normal service conditions in all operating modes, while
adhering to rules, signals, timetable and efficiency objectives.
v. Training of accurate station stops, Cab change time optimisation
vi. Route familiarization Correct response to train failures and efficient troubleshooting
capabilities
vii. Correct and safe response to critical situations, emergencies and abnormal situations
viii. To provide experience of realistic operation prior to the actual training on Train running
on service lines. Visual sound and visionary perception shall be accurately represented.
This includes training in the response to abnormalities.
ix. Training in emergency responses:
• This is to improve the ability to respond to emergencies by simulating abnormal
situations that could not be set or experienced with actual trains in normal working.
• A virtual detrainment operation shall be implemented. Dedicated multimedia
sequences shall be developed in order to represent the different phases of operation
of the door. Evacuation procedure shall be simulated for planned evacuation and
emergencies like fire /blast cases.
The operation of tunnel ventilation fans etc. shall also be simulated. It should be
possible to assess time for evacuation under simulated conditions as above.
• Disaster situations scenarios should be simulated for flood, earth quake, blast
and derailment of train in synchronized mode with option of derailment of different
level e.g. bogie derailment, coach derailment, derailment with infringement of
adjacent track etc.
x. Training for rescue operation:
• The instructor shall be able to simulate rescue operations. The instructor shall be
able to place a defective train at any place on the database. The Train Operator
should be able to approach the defective train following the rules and procedures
in force. The coupling to the defective train shall be simulated for both pneumatic
and electrical circuits. During coupling, specific sounds are to be generated. The
simulation software shall monitor the coupling speed. After successful coupling,
the Train Operator shall be able to push/ Pull the defective train to the desired
location. During the coupling exercise, the instructor playing the role of the
defective/assisting train driver. The controls required for coupling operation which
are not located on the desk simulator shall be represented by multimedia
controls/pictures on additional monitor.
• Rescue operations of the simulated train by another metro or by a rescue
locomotive controlled by the instructor shall also be simulated.

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• Other than above, rescue operation can also be achieved in synchronisation mode
where instructor can made one of the simulated train as defective and other
simulated train work as assisting train to rescue this defective train.
g) The Lessor shall provide the optimized layout of the Simulator and other auxiliary rooms required
to house the simulator. Adequate rooms and space shall be incorporated in the same layout for
classroom for the trainees, rest rooms, pantry, chamber of instructor and office for the K-RIDE’s
engineers.
h) Data Base Management System for organizing the detailed record trainees response and
evaluation thereof.
1.1.8 Training:
Training of K-RIDE’s personnel for suitable duration shall be included either at K-RIDE premises and at
the premises of the firm engaged for developing the CGI, Troubleshooting directories, Data Base
Management System and CBTs etc. The program shall cover complete hardware and simulation software
and a 3D database-editing tool.
i. The training shall include following:
• Minimum of 02 weeks for 12 instructor personnel for Simulator,
• 06 working days for 06 personnel for maintenance of Simulator,
• 10 working days for 4 personnel for 3D database editing tool,
• Working days for 12 instructors for CBT module.
• Working days for 04 personnel for CBT editing and modification software.
ii. In addition, the Lessor shall also impart training to four K-RIDE’s Engineers in the mathematical
modelling and computer simulation programming and photographic techniques required for use in
the Simulator hardware and software maintenance of the simulator for a minimum period of 7
working days. After completion of this training these K-RIDE’s Engineers will be authorized for
minor modifications and additions in modeling in close coordination with Simulator supplier which
if find out of scope from this contract up to the first anniversary of the Supply Completion Date.
iii. Lessor shall provide comprehensive training to the K-RIDE’s engineers on the maintenance
simulators also.
1.2 Maintenance Simulator Modules (MSM)
Computer based training (simulation) modules using replica/original equipment of major subsystems shall
be supplied. The models shall aim at providing simulated hands on experience of the maintenance, overhaul
and understanding of equipment functionality. These shall have facility to fault activation, trouble
shooting, diagnostics, maintenance and repair, overhaul and test procedures, linkages with spares and
related activities, 3D cut sections of equipment shall be used to the maximum and shall also include the
interface & integration with other system. Use of original equipment or scale down models shall be to
maximum extent and shall be ensured unless specifically got approved from Independent Engineer. For
training on trouble shooting and diagnostics etc. these sub systems shall be suitably integrated. Detailed
specifications shall be drawn, discussed and finalized after getting K-RIDE approval during design stage
of the simulator. The major sub systems to be included are-:
1.2.1 Scope of Supply
1.2.1.1 Sub-system maintenance Simulator module (SSMSM): One each for following sub-systems:
a. HVAC
b. Doors including detrainment door

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c. TCMS
d. Converter inverter and auxiliary converter
e. Traction Motors and gearbox
f. Brakes and pneumatics
g. Bogies, suspension and wheel sets
h. PA/ PIS and CCTV
i. Vehicle Control Circuit and pneumatic circuits
j. Couplers
k. Gangways
l. System integration and interface (including signaling and communication) of above items for ATO
1.2.1.2 General Maintenance Module (GMSM): 6 Nos. GMSM shall be maintained.
1.2.1.3 All equipments such as UPS etc. for installation and commissioning of above items
1.2.2 Salient features of SSMSM:
a) Each module shall be fully equipped with replica/original equipment of the sub- systems. The
modules shall be fabricated to provide hands-on experience for the maintenance personnel for both
preventive and corrective maintenance.
b) Wherever feasible, 3D cut sections of the equipments shall be provided.
c) Detailed instructions with video graphics for assembling / dismantling of the subsystems on 46‖ LED
touch screen monitor.
d) Detailed instructions with video graphics for Carrying out preventive and corrective
maintenance actions with linked tools and spares.
e) Detailed data base (including part nos., drawing nos., vendor details etc) of the various
parts/components
f) Detailed description and function of each part including electronic Cards in text, graphics, logic
diagrams etc.
g) Detailed description of the software with graphics, detailed flow diagrams, logic diagrams etc. with
detailed narrative explanation.
h) Extensive library of faults and standardized response for rectification of faults. The number of faults
in the library of each module would be average 250.
i) Provision shall also be available for recording of the actions initiated by the trainee for
rectification of the faults.
j) Detailed Testing procedure of different equipments (including provisions in the relevant
standards) with graphics
k) Upload and download software
l) Any other feature that would assist in training of the maintenance personnel.
1.2.3 General Maintenance Simulator Modules (GMSM):The modules shall include the following:
• 46 LED touch screen monitor with controller and associated power connection equipments and
associated furniture.
• Computer based tutorials (CBTs) for various major subsystems, including systems for which SSMSM
are specified above in 1.2.2

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• Complete software package of all the functions covering list of faults and fault activation & response
thereon, assembling/dismantling instructions, testing procedure, maintenance schedule etc of each
SSMSM.
1.3 Warranty
1.3.1 The warranty period of unit exchange, mandatory and overhauling spares, special tools, testing and
diagnostic equipment, special jigs, fixtures and gauges, simulator or any other item / equipment delivered
shall be:
(a) either 24 months from the date of acceptance of item(s) or
(b) upto the 2nd anniversary of Supply Completion Date, whichever is later.
1.3.2 All modifications done on actual train must be reflected on simulators within 6 months i.e. modification
up gradation should be done twice in a year.
1.3.3 All observations raised by K-RIDE and within the scope should be corrected within 90 days i.e. observation
correction up gradation should be done on quarterly basis in each year.
1.4 Summary of Requirements:
Items listed below in Clause 1.5 to be maintained by Lessor.
1.5 Description Quantity
Quantities to be supplied by the Lessor shall be given below-:
A. Driving Simulator package will include the following:
Sr. No. Description of the Item Quantity
1 Full scale Train Driving Simulator (FSTDS) 1 Nos.
2 Driving Simulator Workstation (DSW) 1 Nos.
3 Driving Instructor/Controller Workstation (IWS) 2 Nos.
4 Observer Workstation 2 Nos.
5 Independent Driving Simulator Workstation (IDSW) 1 No.

B.I Sub-system maintenance Simulator Module (SSMSM) include the following sub-systems
Sr. No. Description of the Simulator Quantity
1 HVAC 1
2 Doors including detrainment door 1
3 TCMS 1
4 Converter Inverter and Auxiliary Converter 1
5 Traction Motor and gear case 1
6 Brake and pneumatics 1
7 Bogies, Suspension and wheel sets 1
8 PA/PIS and CCTV 1
9 Vehicle Control Circuit 1
10 Couplers 1
11 Gangways 1
System integration and interface (including signaling and
12 communication) of above items for ATO 1

B.II General Maintenance Module (GMSM) 6 Nos.

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1.6 Testing in Manufacturer’s Plant

1.6.1 The Lessor shall be required to prepare and submit test plans for conducting sub-system level tests and
system acceptance tests that verify proper operation for all equipment and software included in the
simulator. The test plans shall include a description of the sub-system or system test level employed. Test
objectives and a description of the method for verifying acceptable operation of the hardware and software
configurations.
1.6.2 In addition, the test plans shall clearly describe the test sequence and procedures, test equipment and data-
reporting format. The test plans are subject to the approval of the K-RIDE’s Representative who shall
reserve the right to witness all factory test and on-site testing.

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Appendix TI. Deleted

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Appendix TJ. Technical Statutory Requirements

1. Procedure for Safety Certification and Technical Clearance of Metro Systems by RDSO (December 2015)
published by Urban Transport & High Speed Directorate, Research Designs & Standards Organization
Manak Nagar, Lucknow – 226 011. The procedure is available on the RDSO website.
http://www.rdso.indianrailways.gov.in/works/uploads/File/Final%20MM%20Dec15%20with%2
0authority.pdf
A copy is enclosed at the end of K-RIDE’s Requirement – Technical Specifications.
2. Metro Railway General Rules, 2013 and Opening of Metro Railways for Public Carriage of Passengers
Rules, 2013 is enclosed at the end of K-RIDE’s Requirement – Technical Specifications.
The procedure is available on the Commission of Railway Safety website.
http://www.crs.gov.in/downloads/MR_General_Rules_Public_Carriage_Passengers_Rules_2013
_0.pdf
3. Metro Railway Transit System ―Guidelines for Noise and Vibrations‖ September-2015 Issued by Track
Design Directorate, Research Designs and Standards Organisation, Ministry of Railways, India is
enclosed at the end of K-RIDE’s Requirement – Technical Specifications. The guidelines is available on
the RDSO website.
http://www.rdso.indianrailways.gov.in/works/uploads/File/MetroRailTransit_N&V%20Guideline
s%20(1).pdf
Wherever revised Procedure/Rules/Guidelines is/are released during the execution of Contract, the same
shall be applicable.

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Appendix TK. RDSO Sketch no. 91146

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Appendix TL. Design Submission Requirement

1.1 General
1.1.1 The objective of the design submission process is to ensure that the proposed resulting works comply
with the specifications, are capable of being produced consistently to exacting quality standards, achieve
low life cycle costs and can be operated safely to the satisfaction of the Independent Engineer.
1.1.2 The design submissions include Design Calculations, Design Reports and Design Drawings.
1.1.3 In the event that a statutory body (e.g. Government of India, Ministry of Railways, RDSO,
Commissioner of Metro Railway Safety, etc.) requires design information in a particular format, it shall
be incumbent upon the Lessor to provide the same, as directed by the Independent Engineer.
1.2 Review of Data
1.2.1 As soon as practicable after Contract Award, the Lessor shall review all applicable data, criteria,
standards, directives and information provided to him as the basis for design. Any apparent
inconsistencies or erroneous information shall be brought to the attention of the Independent Engineer.
Such information shall not alleviate the Lessor from his responsibilities under the Contract.
1.3 Format of Deliverables
1.3.1 Drawings and CAD data shall comply with the requirements of K-RIDE Requirements- General
Specification, Drawing and CAD Standards. Reports, calculations, specifications‖, technical data and
similar documents shall be provided in A4 format, and one of the copies shall be ring bound to facilitate
photocopying. A3 size drawings included in documents shall be folded to A4 size.
1.3.2 Drawing and CAD Data Format
Within 30 days of Notice to Proceed, the Lessor shall have prepared and submitted the drawing and CAD
procedures together with sample drawings and corresponding CAD data to demonstrate his understanding
and compliance with the Contract.
1.4 Number of Copies
1.4.1 The following quantities of drawings and other documents shall be submitted to the Independent
Engineer, including preliminary, pre-final, and final design submissions, the final contract document,
and all other submissions. These drawings and documents are in addition to those required for the
exchange of information between Designated Contractors and other submissions to statutory,
governmental and local authorities.
(i) full-size sets of paper drawings (folded and collated)
(ii) 7 sets of design documents and calculations.
(iii) 5 copies of Design Status Report and Design Statement.
(iv) 5 sets of all other submissions.
(v) 2 sets of each of the above in electronic format
1.5 Design Submission Programme
1.5.1 The Lessor shall prepare the Design Submission Programme, which is to set out fully the Lessor's
anticipated programme for the preparation, submission and review of the Design Packages, the Final
Design Submission and the Installation and Manufacturing Drawing Submissions and for the Issue of
Notices in relation thereto.
1.5.2 The Design Submission Programme shall:
(i) be consistent with and its principal features integrated into the Works Programme, and
show all relevant Milestones and Key Dates;

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(ii) identify dates and subjects by which the Independent Engineer’s decisions should be made;
(iii) make adequate allowance for periods (minimum 45 days) of time for review by the
Independent Engineer and other review bodies;
(iv) indicate the Design Interface and Co-ordination periods for each Designated Lessor.
(v) include list of requisite design details for each and every component or equipment of all
sub-systems and systems.
(vi) Submission of design documentation shall be suitably staggered.
The Lessor shall update the Design Submission Programme suitably if Independent Engineer
observes any deviation
1.5.3 For System, sub-system and components the Lessor shall submit documents and drawings describing
function description, product description, interface requirement description, RAM requirement
description, Life cycle calculations, Type & routine test specifications, list and details of spares, related
calculations etc. The Design Submission Programme shall also include listing of various Plans, processes
and other submissions.
1.5.4 The Lessor shall submit the Design Submission Programme to the Independent Engineer as indicated of
this K-RIDE’s Requirements - General Specification, and thereafter up-dated versions thereof at
intervals of not more than one month throughout the Design Phase.
1.6 Design Process
1.6.1 The Lessor shall deploy Design staff having sufficient experience at Bengaluru at all times to maintain
liaison with the Independent Engineer. The principal requirement of the Design Phase is to undertake
the design during this phase in three stages:
i. the preparation of the Preliminary Design;
ii. the preparation of the Pre-final Design; and
iii. the preparation of the Final Design.
1.7 Preliminary Design
1.7.1 The purposes of the Preliminary Design submission are as follows:
(i) State the design criteria;
(ii) Design the overall system, and propose the system configuration;
(iii) Identify the functions of each system, sub-system, equipment or other element within the
overall design, and specify the relationships and interfaces between elements of the system;
(iv) Identify the functions of each system, sub-system, equipment or other element within the
overall design, and identify the relationships and interfaces between elements of the Lessor’s
system and those of other Designated Contractors; and
(v) Verify the bid designs and calculations. In case of simulations, the inputs, relevant formulae,
principles, assumptions, algorithm and logic followed shall be submitted with a sample
calculation for each case. It shall be obligatory on the Lessor to submit any further details as
required by the Independent Engineer to approve the results. Any spread sheet if submitted
shall be supported with the linked formulae and calculations.
(vi) Incorporate the Independent Engineer’s suggestions and changes based on the Technical
Specification and/or operational requirements.
1.8 Pre-Final Design

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1.8.1 In the Pre-final Design stage the conceptual designs (including interfaces with those of Designated
Contractors of the K-RIDE, and of the Lessor’s vendors) are required to be fully developed. In this stage,
each element of the system will be considered and preliminary specifications with supporting
calculations developed. Preliminary electrical and control schematics shall be developed to illustrate
how various operational and functional requirements are achieved. Software design and development
shall also be Carried out at this stage.
1.8.2 Manufacturing units will be allowed to commence production only after receiving 'no objection' advice
from the Independent Engineer. This submission shall include sufficient detail from prospective
suppliers to demonstrate that they have adequate understanding of the requirements. It will include either
evidence of or proposals for design verification. Interfaces with other Designated Contractors shall be
finalised by this stage.
1.9 Final Design
1.9.1 The purpose of the Final Design submission is to agree with the Independent Engineer that the equipment
is satisfactory, compliant with the specification, fit for purpose and safe. The Final Design shall be
the level of design developed to the stage where all manufacturing drawings (including those received
from Designated Contractors of the K-RIDE, and vendors of the Lessor) are fully defined and specified
and in particular:
(i) calculations and analyses are complete;
(ii) all main and other significant elements are delineated;
(iii) all other work, including studies, investigations and reports are complete
1.10 Independent Engineer's Review
1.10.1 The Independent Engineer will complete his review of the submission within 21 calendar days, after
which the review comments in writing or on marked up drawings and specifications will be furnished to
the Lessor. The Lessor shall then meet with the Independent Engineer to discuss the review comments.
Within two weeks of the receipt of the Independent Engineer’s comments the Lessor shall submit his
proposals for implementation in the next submission. Where the comments are minor, such proposals
may be clarified by calculations, part prints, etc. acceptable to the Independent Engineer and included
in the Lessor's next submission. Should the Independent Engineer deem the submission to be
unacceptable, the Lessor shall revise and re-submit the entire submission within two weeks, unless
otherwise agreed with the Independent Engineer.
1.10.2 After Independent Engineer’s review of the design submissions, the Lessor shall update the
documentation incorporating Independent Engineer’s observations and also other design requirements.
For all subsequent submissions, the Lessor shall demonstrate that all the previous comments by
Independent Engineer have been incorporated. The Comments previously issued by Independent
Engineer shall also become part of the submission.
1.10.3 It is K-RIDE’s understanding that the Lessor will need to depute a team of its design Independent
Engineers for interaction with K-RIDE’s experts at Bengaluru. K-RIDE at his discretion may also
consider deputing a team of Independent Engineers to Contractors design office or at Sub vendor’s
office for requisite duration (s) with a view to expedite finalization of designs. In such case, Lessor shall
provide office facilities at their own cost. The K-RIDE shall bear full expenditure towards out of pocket
allowance, travel expense (as per entitlement), boarding, lodging etc. for K-RIDE and his
Representatives. Such visit(s) as described above shall not be considered as part of inspection activity.
1.11 Final Design Document Delivery
1.11.1 To achieve agreement with the Independent Engineer on the completion of the design and to allow the
formal submission of the Final Design, the Lessor shall submit a list of all accepted Design Submissions

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to the Independent Engineer for review along with self- adhesive stickers signed by the Lessor’s
Representative (CR). If there is no objection by the Independent Engineer, he shall then sign and return
the self-adhesive stickers to the Lessor for affixing to the amended Final Design Drawings (original)
prior to their submission under the Final Design Document Delivery.
1.11.2 Based on the Independent Engineer’s review of the Final Design Submission, the Lessor shall then re-
submit the entire Final Design Submission together with the following documents:
(i) joint statements of completed design interface with the Designated Contractors of the K-
RIDE;
(ii) a signed statement confirming that he has incorporated all comments of the Independent
Engineer.
(iii) a Design Certificate duly endorsed, as shown below. This above jointly will be known as
"Final Design Document Delivery"
1.12 As-Built Drawings and Documents
1.12.1 As-built drawings are intended to show the works exactly as constructed. These are prepared by
amending the manufacturing drawings to take into account changes necessitated by manufacturing
methodology. These drawings shall be completed on a regular basis as the works progress, and not left
until the completion of the Defect Liability Period.
1.12.2 At least 1 months but not more than 3 months prior to the anticipated date of delivery of the
prototype rake, the Lessor shall compile and submit to the Independent Engineer for recording
purposes all those documents and drawings which in the opinion of the Lessor, constitute the
complete record of the design and manufacture of the Works.
1.12.3 The updated compilation of the complete record of the design and manufacture of the Works shall be
submitted at the end of the Defect Liability Period.
1.13 Manufacturing Drawings
1.13.1 Detailed manufacturing drawings will not normally be required for acceptance but shall be submitted for
comment if the Independent Engineer so requires.
1.14 Post Acceptance Changes
1.14.1 Changes to accepted drawings, whether they are initiated by the Lessor or the Independent Engineer
shall be submitted through the change procedure. The same process of submission, review and
acceptance as described above shall be adopted.
1.14.2 The Lessor may propose an alternative procedure for implementing post acceptance changes (hardware
and software) for review of the Independent Engineer.
1.14.3 For requesting any change to the accepted design the Lessor shall submit the relevant design details for
review of Independent Engineer. The Lessor shall not implement any change without receiving ―No
objection‖ from the Independent Engineer.

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Appendix TM. Inspection, Testing and Commissioning

1.1 General
1.1.1 The Inspection, Testing and Commissioning Plan shall be prepared in accordance with the requirements
of Chapter 15 of the K-RIDE’s Requirements – Technical Specification. This plan shall also include
Integrated Testing and Commissioning of Trains in the Section and Service Trials before introduction in
Revenue Service. The Plan shall contain, but not limited to, the following topics:
(i) the Lessor’s methodology for inspection, testing and commissioning;
(ii) all Inspections and Quality Hold Points;
(iii) the interdependency and inter-relationship with Designated Contractors and their commissioning
programme;
(iv) the objectives of each test and criteria for successful tests;
(v) organisation chart and CV of key personnel in the Testing and Commissioning team;
(vi) documentation for conducting tests and submission of Testing and Commissioning procedures.
1.1.2 The Independent Engineer will then check the plans to see whether, it meets the requirements. The
Independent Engineer shall inform the Lessor in writing within a reasonable period after receipt of the
above information;
(i) that the Lessor's proposed methods of inspection, testing and commissioning (including
Integrated Testing and Commissioning) have the consent of the Independent Engineer; or
(ii) in what respects, in the opinion of the Independent Engineer the Lessor's proposed methods etc.
(iii) fail to comply with the K-RIDE's Requirements and/or the Final Design Document;
(iv) would be detrimental to the Works and/or to the other works comprising the Project;
(v) do not comply with the other requirements of the Contract; or
(vi) as to the further documents or information which are required to enable the Independent Engineer
to properly assess the proposed methods of inspections, etc.
1.1.3 In the event that the Independent Engineer does not give his consent, the Lessor shall take such steps or
make such changes in the said methods or supply such further documents or information as may be
necessary to meet the Independent Engineer's requirements and to obtain his consent. The Lessor shall
not change the methods of inspection, testing and commissioning (including Integrated Testing and
Commissioning) which have received the Independent Engineer's consent without further review and
consent in writing of the Independent Engineer.
1.1.4 Notwithstanding the foregoing provisions of this Clause, or that certain of the Lessor's proposed
methods of inspection etc. may be the subject of the consent of the Independent Engineer, the Lessor
shall not be relieved of any liability or obligation under the Contract.
1.2 Sequence of Tests
1.2.1 The sequence of tests shall be:
i. Routine and type tests of equipment and sub-systems in accordance with relevant standard and
specifications in Lessor/Sub-Lessor’s factories.
ii. Factory and Site Tests of complete Cars in accordance with IEC 61133.
iii. Testing and Commissioning of Cars/trains in Depot in accordance with IEC 61133.
iv. Integration Tests in conjunction with all Designated Contractors.
v. Instrumentation, and Oscillation Trials on Prototype Rakes only.

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vi. Service Trials.

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Appendix TN. Deleted

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Appendix TO. Deleted

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Appendix TP. Operation and Maintenance Manuals

1.1 General
1.1.1 The Lessor shall provide Operation and Maintenance manuals, for use by supervisory, operating and
technical staff of K-RIDE, in English.
1.1.2 Thirty days before the date of commencement of test running of the first train, the Lessor shall
deliver the originals and 6 coloured copies each of the final Operation and Maintenance manuals. These
manuals shall have been submitted for proof reading and training purposes prior to delivery. It is
accepted that further amendments may subsequently be required.
1.1.3 Each and every manual shall be divided into indexed sections explaining the subject matter in logical
steps. Most manuals shall consist of A4-size printed sheets bound in stiff-cover wear-resistant binders
clearly and uniformly marked with the subject matter and reference number. Where alternative sizes
are proposed, (e.g. A5/A6 pocket books of schematic wiring diagrams) these shall be for review and
acceptance. The binding shall allow for all subsequent changes and additions to be readily effected.
1.1.4 Information shall be provided in pictorial form wherever whenever possible and shall include step- by-
step instructions and views of the particular equipment including exploded views. Programmable
equipment shall be supplied with sufficient flow charts and fully documented programmes to enable
faults to be quickly identified and system modification to be undertaken at any time.
1.1.5 The Lessor shall provide clarifications and amendments to the Operation and Maintenance manuals as
necessary during the execution of contract. Updates shall be provided for the originals and all copies.
1.2 Operation Manuals
1.2.1 The Lessor shall provide operation manuals explaining the purpose and operation of the complete
system together with its component subsidiary systems and individual item of equipment. The
characteristics, ratings and any necessary operating limits of the Equipment and Sub-systems shall be
provided.
1.3 Maintenance Manuals
1.3.1 The Lessor shall provide maintenance manuals showing details of all the various systems and sub-
systems from a maintenance and fault finding standpoint, with particulars of operating parameters, tools
for dismantling and testing, methods of assembly and disassembly, tolerances, repair techniques and all
other information necessary to set up a repair and servicing programme.
1.3.2 The Lessor shall provide documentation for all hardware and software for computer systems and other
associated electronic equipment to meet the following requirements. Lessor shall ensure the any
hardware(s)/software(s) required for the purpose as covered in the maintenance manuals are supplied
free of cost. Such documents shall include but not be limited to:
(i) manufacturers' documentation supplied as standard with the equipment;
(ii) hardware configuration with details of expansion capabilities and options;
(iii) programme loading instructions, including runtime environment configuration;
(iv) programme listing including comprehensive 'comment statements' in hard copy and soft format
for source code, compilers and development tools necessary to modify and recompile software;
(v) flow charts, data flow diagrams and state diagrams as appropriate;
(vi) description of software modules including purpose, linkage with other modules, error routines
and any special considerations;
(vii) memory maps for both internal and peripheral memory showing description of all
programmes, data files, overlay areas, memory available for expansion and the like;

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(viii) loading and operating instructions for diagnostic programmes and specifically developed
debugging tools; and
(ix) programming manuals relevant to operating systems languages, development tools, etc.
(x) List of the must change items/components to be replaced along with period of replacement as
per OEM recommendation shall be provided. Lessor shall prepare and provide the list based on
the proven similar supplied projects. Here ‘Must Change Items’ means the equipment/items to
be replaced based on the expected life of the component as per experience of the Lessor. The
Must Change items shall correspond to the maintenance schedules.
1.3.3 The documentation of software shall be supplied. 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 be subject to review by the Independent Engineer.
1.3.4 A preliminary maintenance schedule specifying the frequency of inspections and the scope of work
during such inspections, including facilities, manpower and down-time required shall be included.
1.3.5 The maintenance manual shall also include an illustrated parts catalogue of all equipment & components
supplied and shall contain sufficient information to identify and requisition the appropriate part by
maintenance staff. The catalogue shall comprise 3 sub-sections.
The first sub-section shall be an alphanumeric parts list, which shall include the following information:
(i) Part number
(ii) Description
(iii) Name of manufacturer
(iv) Quantity and Unit
(v) Part number of next higher assembly (usually a line replaceable unit).
(vi) Cross-reference to figure number.
(vii) Category: e.g., consumable, line replaceable unit, repairable.
(viii) Life-expected life, Mean time between failure or mean distance between failure where
available.
(ix) General or specific purpose
(x) Purchase and technical specification
The second sub-section is a series of illustrations to indicate the location of each replaceable item, which
shall be clear and progressive with exploded views to enable parts to be identified easily by cross-reference
with the alpha-numeric list.
And the third sub-section, an indicative price list which shall list in alpha-numeric sequence the part
number with the price, lead time and vendor.
1.4 Electronic Manuals
1.4.1 The Lessor shall provide manuals in electronic format. This is in addition to the submission of manuals
in hard-copies.
1.4.2 The format of the electronic copies shall be proven in at least two other applications and
shall allow for links between parts catalogue and maintenance instructions.
1.4.3 Maintenance work instructions of preventive & corrective maintenance and overhauling shall also be
developed and provided in audio visual modules in the form of DVDs, films, Power Points, audiotapes,
and videotapes to enhance learning of the trainees.

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1.4.4 The Documents Management System (DMS) shall be PC based, menu driven and user friendly with
extensive linkages between OEM’s documents, spare parts catalogues, test certificates, HECPs, SECPs
etc. The DMS to be used shall be demonstrated and approval of the Independent Engineer obtained.
After Taking Over Certificate, one copy of the DMS, fully functional shall be handed over. The Lessor
shall however keep another set updated & handover the second set to K-RIDE one month before the
expiry of DLP. Language used shall be subject to Independent Engineer’s review.

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Appendix TQ. Depot Facilities

Bengaluru suburban Rail Depot
1 Depot Description
The Bengaluru suburban Rail has Depot cum workshop facility for the maintenance of the Rolling
Stock near Soladevanahalli and Devanahalli Trains will be stabled (few trains may be stabled at micro
depots, terminal or intermediate station during the non-revenue hours) and serviced at Soladevanahalli
and Devanahalli depot cum workshop at Soladevanahalli and Devanahalli for the minor and major
maintenance schedules including periodical overhauls (IOH/POH) and unscheduled repairs. The
Soladevanahalli and Devanahalli will also have the Administrative Building, maintenance facilities for
Civil, track, buildings, Electrical – traction, E&M, Signalling & Telecommunication, Automatic Fare
Collection etc. apart from necessary facilities viz stabling lines, inspection lines, workshop for overhaul,
unscheduled maintenance including major repairs, wheel profiling, heavy interior/under frame/roof
cleaning etc. for the rolling stock operation on the corridor. The tentative depot layout is enclosed at
Schedule -R of the Contract.
For starting the morning services, some trains may be kept at terminal stations and stabling facilities
for the remaining trains will be provided at the depot.
All the systems at these depots would be designed to cater for 6/3 Car composition trains in
order to serve the ultimate passenger traffic on the Bengaluru Subusrban Rail corridors.
Depot stabling and other areas excluding inspection & workshop tracks shall also be designed and
operate.
2 Facilities in depot
2.1 There are various main facilities planned at Soladevanahalli and Devanahalli depot including:
• Stabling line
• Inspection line
• Workshop lines with lifting facility
• Main Stores
• Hazardeous material Stores
• Infrastructure maintenance facilities
• Infrastructure maintenance/P-way train tracks
• Automatic Wash plant
• Under-floor wheel lathe
• DCC (Depot Control Center)
• Operation Control Centre
2.2 The Workshop building has inspection lines and workshop/overhauling/repair lines. Inspection lines
have the facility of the underframe and roof examination. Repair lines have facility for the repair and
overhauling of the Rolling Stock. Four workshop lines will be provided with the lifting facilities (mobile
jacks/pit jacks etc.).
2.3 Following equipment repair/overhaul facilities are to be developed in the workshop by the lessor-:
• Bogie.
• Wheels.
• Traction Motor.

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• Axle box and axle bearing

• Power Collector
• Electrical equipment like transformer, converter/inverter, circuit breaker, relays etc.
• Battery
• Air compressor.
• Air conditioning equipments
• Brake equipment
• Door actuators
• Control and measuring equipments
• Pneumatic equipments

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Appendix ECR Specific Energy Consumption

1. Lessor shall note that ‘SPECIFIC ENERGY CONSUMPTION (SEC)’ shall be verified in any one
corridor of BSRP as agreed with KRIDE under conditions detailed hereafter in this clause shall not
exceed 48 Wh/GTKM (watt hours per gross tonne kilometer), referred to as SECs. Lessor shall submit
detailed simulation results for all corridors of BSRP in Pre-Final Design stage.
2. This Specific Energy Consumption shall be total of two components viz. SEC for 3/6 car train (with
VAC switched off) i.e. ‘SECP’ value and SEC of VAC for 3/6 car train i.e. ‘SECH’ value. These two
values shall be declared by the Lessor (SECP-declared + SECH-declared) during Preliminary Design stage and
the same shall be validated in pre-final design stage and verified in combine testing and mainline testing.
The total declared SEC value i.e. SECdeclared for 3/6 car train as declared by the Lessor i.e. SECP-declared +
SECH-declared shall not exceed the SECS i.e. 48 Wh/GTKM as mentioned above.
Lessor shall note that no adjustments shall be permitted on the ‘SEC’ values obtained during validation.
Changes to SECP-A (Achieved value of SECP) and SECH-A (Achieved value of SECH) will be permissible
on account of any of the following:
(i) Increase in length of the network in any corridors by up to 5% of the total length of the section
including change in alignment (horizontal curve, vertical curve, etc.,).
(ii) Increase in number of stations by 2 (two) stations in each Corridor.
(iii) Any changes in station locations with consequent changes in inter station distances /
rationalization of curves & gradients.
3. Lessor shall also note that irrespective of any tolerances specified in any relevant international Standards
or relevant other engineering documents of other metros or in the submitted bid documents, with respect
to the measured or SEC values, no tolerance / margin shall be considered applicable in this case.
4. In the event of measured SEC exceeding 48 Wh/GTKM, Lessor shall carry out rectification /
modification work on the train, within a reasonable time as agreed with KRIDE to achieve 48
Wh/GTKM. Lessor fails to achieve 48 Wh/GTKM, Performance Security will be held and other action
will be taken as per Contract.
5. The Contractor shall note that ‘no-bonus’ is payable for achieving specific energy consumption figures
better than specified ones.
6. The estimated specific energy consumption figures will be submitted by the Lessor for each section
based on the train resistance formula, curve resistance formula and track profile in the ‘normal mode’ of
train operation. Lessor shall also furnish the break-up of the estimated specific energy consumption as
follows:
(i) Specific energy consumption in traction
(ii) Specific energy regenerated and fed back to the system
(iv) Specific energy consumption of each auxiliary power unit.
7. Verification of the estimated energy consumption with full auxiliary load of the unit and AW4 loading
will be carried out:
Speed-current characteristic and torque current characteristic data will be acquired from the type test of
combined propulsion equipment and traction motor. Performance data on measured basis i.e. weight of
the car, efficiency of propulsion and auxiliary subsystem / equipment and validated train resistance
formula, along with the above data shall be used for simulation with the computer program for energy
consumption.

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8. The verification of the declared energy consumption and regeneration shall be done during combined
system test. Any reduction of either component of energy as above shall be corrected at the test bed till
the declared values are achieved. Lessor shall carryout demonstration tests to establish achievement of
the declared Specific Energy Consumption figures. If the actual specific energy consumption exceeds
the estimated specific energy consumption quoted by the Lessor by more than 3%, Lessor shall carry
out rectification work on the train, within a reasonable time as agreed with KRIDE.
9. Lessor shall also furnish the following information:
(i) Quality specification of the regenerated energy including its harmonic analysis.
(ii) Efficiency of each auxiliary power consumption point.
10. Components of Specific Energy Consumption (SEC):
a) SEC for a 3/6-car train with VAC switched off (‘SECp’)
(i) The ‘SECp” value as declared by the Contractor i.e., SECp-declared shall be validated under
Combined Test Bed and Field Trail conditions:
• For Combined Test Bed: Round Trip Time (RTT) corresponding to Declared Schedule
Speed (DSSP) (RTTDSSP), in Phase 1 network for Corridor 1,2,3 & 4.
• For Field Trial: Actual Round Trip in main line (Corridor 1,2,3 &4) under ATO operation
including twice Turnaround time at terminal station to reach the same point from where
the journey started.
Note: The train may be required to run for approximately 500 meters at each terminal station
for turnaround. In case the actual run during turnaround is more than 500 m but the overall
increase in the length of the network is within 5% of the total length of the section, no
adjustments of the SEC values shall be permissible.
(ii) Dwell time at each intermediate station shall be 30 seconds (including door opening and closing
time).
(iii) Total Turnaround time at each Terminal station including Dwell time shall be 3 minutes.
(iv) Loading conditions:
• For Combined test bed: AW4 loading condition.
• For Field Trial: AW4 loading condition.
(v) The train operation in Normal mode shall be in maximum acceleration and deceleration with
no coasting till maximum speed is achieved and thereafter speed is maintained within 5 kmph
below than the maximum speed. During braking, maximum regenerative braking shall be
utilized to achieve the specified retardation rate from top speed till train stops and the Jerk rate
shall be limited within the specified limit.
(vi) For Combined test bed: The Contractor shall indicate the total runtime and the Guaranteed
“Declared Schedule Speed (DSSP) in Kmph for a round trip in Corridor 1,2,3 & 4 under the
following condition.
• Train loaded: AW4
• Mode of operation: NORMAL MODE (ATP/ATO)
• Acceleration rates: Equal to or better than rates specified in clause 3.22.

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• Average service brake rate from maximum speed to standstill shall be equal to or better
than the specified brake rate in clause 3.22 above
• Round Trip in main line (Corridor 1,2,3, & 4) including twice Turnaround time at terminal
station so as to reach the same point from where the journey started
• Dwell time at each station shall be 30 secs (including door opening and closing time)
• Total Turnaround time at each Terminal station including Dwell time shall be 3 minutes
• Lessor shall indicate total time for the round trip as round trip time i.e., RTTDSSP.
(vii) For Field Trial: NORMAL ATO mode as decided by KRIDE during design stage shall be
considered. The decision of KRIDE shall be final and binding.
(viii) During the run and during the reversal at Terminal stations, full auxiliary load with all
auxiliaries functioning at full load at unity duty cycle shall be in operation. However, VAC
shall be switched off during this run and one air compressor shall be working. Lessor shall
submit the Average Equivalent Auxiliary load (DAux) in kW at pantograph level for a round
trip detailed above. Lessor shall also consider the DAux value while declaring the value of
SECP-declared during Preliminary design stage. (DAux) calculations shall consider the following
factors:
• Operation of all auxiliary loads (including doors opening and closing at stations /
terminals) as noted above
• Efficiency of auxiliary converter-inverter.
• Cable losses in the cables between Main Transformer and auxiliary converter-inverter.
• Efficiency curve of Main Transformer (auxiliary winding) during the dwell time and
during the run.
And shall follow these assumptions:
• Shall include the Load of one main air compressor and one air dryer
• Shall not include VAC and associated control loads
• The battery charger load shall be considered as only 25 % of the rated load.
(ix) In support of the declared SEC value ‘SECp-declared’ during Preliminary design stage, the
Contractor shall submit the calculations, ratings and technical data sheet comprising of but not
limited to:
• Complete simulation report (including run curve simulation, input data and assumptions
made). The simulation report in excel format shall include the details of the distance
travelled, train speed, acceleration or deceleration achieved, electric effort (tractive or
regenerative), mechanical effort and motion resistance at an interval of 250 msec. during
the run.
• Traction motor voltage, current and DC link voltage at different speeds during powering
and braking. Values shall be submitted in Excel format for speed increment of one tenth
of kmph.
• Tractive Effort and Braking Effort values for powering and regeneration shall be submitted
in Excel format for speed increment of one tenth of kmph.

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• Efficiency values of Main transformer, Traction Motor, Converter Inverter, gear drive and
auxiliary converter-inverter shall be submitted in Excel format for speed increment of one
tenth of kmph.
b) SEC of VAC for a 3/6 Car Train (Say SECH) Wh/GTKM)
Specific Energy Consumption for functioning of VACs of a 3/6-car train - (‘SECH’) as declared by
the Lessor i.e. SECH-declared shall be validated by conducting a test on one car under following
conditions in a climatic chamber:
(i) Round Trip Time (RTT) corresponding to Declared Schedule Speed (DSSP) (RTTDSSP), in
Phase 1 network for Corridor 1,2,3 &4 as mentioned in Schedule-R shall be considered.
(ii) Dwell time at each intermediate station shall be 30 seconds (including door opening and closing
time).
(iii) The train operation and the run time between stations corresponding to DSSP as per clause 10
b) (vi) shall be considered for testing during validation.
(iv) Inside car temperature shall be maintained at 25ºC and relative humidity of 65%. Lessor shall
note that the car inside temperature before opening of the saloon doors at each station shall be
within 25ºC.
(v) Ambient (summer) conditions to be maintained outside the car. Ambient temperature, humidity
and air speed of outside car shall be monitored as per EN 14750-2. Energy Consumption test
shall be conducted at an air speed of 40 kmph.
(vi) Loading Condition: Heat load of AW3 numbers of persons as per EN 14750-1, throughout the
round trip including the terminal turnaround time.
(vii) Doors opening and closing as per scheduled to and fro run on the route.
(viii) For terminal stations, 2 times opening as well as closing of doors shall be considered.
(ix) Lessor shall submit the efficiency value of Auxiliary Converter-Inverter and calculation sheets
during pre-final design stage:
• Cable losses between Auxiliary Converter-Inverter and VAC with size and length of
cables.
• Efficiency curve of Auxiliary Converter-Inverter.
• Cable loss between Auxiliary Converter-Inverter and main transformer.
• Efficiency curves of Main Transformer during run, turnaround and during dwell time
The energy measured on one car (KRIDE will inform type of car during design stage) in the climatic
chamber will be multiplied by three (3/6) to determine the energy consumption by VACs of a 3/6-car
train in climatic chamber (SECH- CC). Energy loss on account of items listed above 10 b) (ix) shall then
be added to the measured value above i.e., SECH-CC to determine the value of SECH i.e., ‘SECH-A’.
11. Validation of Specific Energy Consumption:
The validation of the declared values SECP-declared and SECH-declared shall be done as described below.
However, the conclusion of validation shall be done in totality after the Contractor has established the
compliance of specified Specific Energy Consumption i.e., SECS value.
a) Validation of “SECP-declared”:

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Validation of ‘SECP-declared’ under conditions noted above shall be carried out by the following
methods undertaken in two stages:
i. Validation on COMBINED TEST BED (Stage-1):
• The test protocol shall be prepared in detail and approved by KRIDE before
commencement of the test. The “Combined Test Bed” shall comprise of equipment (E.g.,
Main Transformer, Converter Inverter, Traction Motor and Auxiliary Converter-Inverter
etc) that is supplied by the same OEM and of the same configuration as the final design.
Type test results including efficiency curves at different loads for Main Transformer,
Gear Case, Converter Inverter and Auxiliary Converter-Inverter shall be considered for
finalizing the test protocol.
For measurement, Current Transformer and Potential Transformer of accuracy class 0.1
or better as in IEC 61869 shall be used. Energy meter of accuracy 0.15% or better shall
be used.
• The declared auxiliary load (DAux) multiplied by the total round-trip time
(corresponding to DSSP as per clause 10 a) (vi) shall be added to the measured value
while calculating specific energy consumption in the combined test bed set up. This value
shall be the SECP-A-Stage 1.
ii. Validation during Field Trial (Stage-2):
The value of ‘SECP-declared’ shall also be validated on the actual mainline as stated in Clause
10 a) (vii) This measured value during field trial shall be the SEC P-A-Stage 2.
iii. Lessor shall note that, to determine compliance of the total specified ‘SECS’ value, the actual
values determined on “Combined Test Bed” (11 a) (i) as well as the actual measured value in
the line run test-round trip under ATO mode of operation {(11 a) (ii)} shall be considered.
iv. To determine compliance, the highest of the determined Specific Energy Consumption values
on the combined test bed i.e., SECP-A-Stage 1 and measured value in actual line test i.e., SECPA-
Stage 2 shall prevail. The higher of the two values (SEC P-A-Stage 1 and SECP-A-Stage 2) shall be
considered as SECP-A (Achieved SECP).
v. Combined Test Bed test for validation of ‘SEC P-declared’ shall be conducted and concluded
during pre-final design stage and before dispatch of the prototype train set.
b) Validation of “SECH-declared”:
i. Before conducting Specific Energy Consumption test, the car level type test of the VAC
system should have been completed and the VAC & Air duct system should have been found
suitable.
ii. Validation of ‘SECH-declared’ value shall be done in a climatic chamber as per conditions
specified in clause 10 b).
iii. To determine compliance with the declared specific energy consumption value for VAC i.e.,
‘SECH-declared’, Lessor shall carry out test on a single car (K-RIDE will inform type of carduring
design stage) in the climatic chamber.
iv. Suitable necessary arrangements shall be made for providing almost evenly distributed
sensible heat and humidity load inside the car with the help of thin film resistors, other heating
devices and humidifiers for simulating the specified passenger heat loads and other heat loads.
Heaters and humidifiers will be placed such that real life like situation is created.

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v. Doors shall be opened and closed as detailed for a round trip and passenger load throughout
the Round Trip (including terminal detention) shall be AW3.
vi. Detailed instrumentation of the VAC, car interior and exterior, and the climate chamber
shall be done to monitor if the specifications and standards specified criteria are not getting
violated at any time in during the test.
vii. Lessor shall note that the ‘SECH-declared’ value validation test shall be carried out only after
ensuring compliance of “Air Flow” and “Cooling Capacity test” exactly in line with the
relevant standards and specifications of this Contract.
viii. Energy Consumption for VACs for the car under test shall be multiplied by the number of
cars in a train (i.e., 3 cars) to determine the Energy Consumption of VACs for one train
(“SECH” Wh/GTKM).
c) Based on the achieved value of SEC i.e. SECA [SECP-A + SECH-A], after conclusion of the validation
of SECS, if Lessor is unable to validate and establish compliance of total Specific Energy
Consumption value i.e. SECS to the entire satisfaction of KRIDE, Lessor shall carry out necessary
modifications (hardware and/or software) in the Rolling stock to achieve the specified Specific
Energy Consumption value (SECS) and re-validate the same. In such cases, the revalidation will be
again carried out after modifications as per clause {11 a)} and {11 b)} above including Air Flow
Test & Cooling Capacity Test of VACs. Lessor shall note that the achieved values i.e., ‘SEC P-A’ and
‘SECH-A’ shall be considered up to one tenth of the unit with the one tenth component rounded up
to the next value. For example:
• If the achieved value of ‘SECP’ on combined test bed and/or during field trial is 26.11
Wh/GTKM, the value would be considered as 26.1 Wh/GTKM.
• If the achieved value of ‘SECH ’ is 16.89 Wh/ GTKM, then value would be considered as 16.9
Wh/GTKM.
For validation, the energy measured with external energy meter during field trials shall prevail.
Lessor shall submit calibration certificate for the energy meters used for measurement from an
independent laboratory and such certificate shall not be more than 3 months old.
(i) Measurements to be made for

SN Description Symbol
1. Energy Consumption input at pantograph during ‘Nonbraking’ (Traction E231
& Coasting)
2. Energy consumption at input of SIV (Auxiliary Converter-Inverter) E221
during ‘Non-braking’
3. Energy consumption at Converter-Inverter unit during ‘nonbraking’ E211
4. Energy consumption input at pantograph during ‘Braking’ E131

5. Energy exported during ‘Braking’ at pantograph E132

6. Energy Consumption at SIV (Auxiliary Converter-Inverter) from Line E121
during ‘Braking’
7. Regenerated Energy for input of SIV (Auxiliary Converter-Inverter) E122
during ‘Braking’
8. Regenerated Energy at Converter-Inverter input during ‘Braking’ E112

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Traction Energy Consumption = E211 – E112

Auxiliary Energy Consumption = E221 + E121 + E122
Total Input (EIN) = E231 + E131
Regeneration Output (EOP) = E132
Net Input = E231 + E131 – E132

Notations are explained below:

Exyz Where, x specifies the mode of operation
y specifies the equipment under consideration
z specifies whether the energy consumed from line or energy regenerated
Subscript Value Description
x
1 Braking mode
2 Non-Braking mode
y
1 Converter-Inverter unit
2 SIV (Auxiliary Converter- Inverter)
3 Pantograph
z
1 Energy consumed from line
2 Energy regenerated

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