Functional Requirements Specification for End-of-Train

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भारत सरकार (GOVERNMENT OF INDIA)

रेल मतं्रालय (MINISTRY OF RAILWAYS)

रेलव ेबोर्ड (RAILWAY BOARD)

Functional Requirements Specification

for

End-of-Train Telemetry (EoTT) System for use

on Indian Railways Freight Stock

Specification No. EoTT/DEV/N/4, April 2017

RAIL BHAWAN, RAISINA ROAD,

NEW DELHI-110001, INDIA

Functional Requirement for End-of-Train Telemetry (EoTT) System for use on Indian Railways

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INDEX

S. No. Description Page No.

1.0 DEFINITION OF TERMS 3

2.0 QUALIFYING CRITERIA 3

3.0 OTHER REQUIREMENTS 4

4.0 FUNCTIONS REQUIRED TO BE PERFORMED BY EOTT SYSTEM 5

5.0 SCOPE OF SUPPLY 8

6.0 ENVIRONMENTAL CONDITIONS 8

7.0 DESIGN STANDARDS FOR TWO WAY END-OF-TRAIN DEVICE 9

8.0 COMMUNICATION AND RADIO EQUIPMENT 9

9.0 LOGGING OF ALARMS AND PERFORMANCE ON BOTH CDU AND SBU 10

10.0 TRAINING 11

11.0 WARRANTY 11

12.0 ANNUAL MAINTENANCE CONTRACT (AMC) 11

13.0 TYPE TESTING 11

14.0 INDEGENIOUS SOURCING REQUIREMENT 12

15.0 FIELD TRIAL 12

Annex - I MAXIMUM MOVING DIMENSIONS 13

Annex - II SPECIFICATIONS FOR BATTERY OPERATED LED BASED FLASHING REAR END MARKER DEVICE INTEGRAL WITH END OF TRAIN UNIT

14

16.0 OTHER RELEVANT SPECIFICATIONS 14

17.0 TECHNICAL REQUIREMENTS 14

18.0 VISIBILITY 15

19.0 TESTS 17

20.0 DOCUMENTATION 19

21.0 WARRANTY 19

22.0 INFRINGEMENT OF PATENT RIGHTS 19

Annex - III CHROMATICITY LIMITS FOR SIGNAL COLOURS 20

23.0 MEASUREMENT PROCEDURE FOR DISPERSION ANGLE 20

24.0 CHROMATICITY CHART 20

Annex - IV INDICATIVE DIAGRAM OF CDU DISPLAY PANEL 21

Annex – V RDSO. DRG. No. WD-81010-S-03 of ARRANGEMENT OF HIGH TENSILE CENTRE BUFFER COUPLER

22

Annex - VI RDSO. DRG. No. SK-73547 of AIR BRAKE HOSE COUPLING FOR BRAKE PIPE

23


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1.0 DEFINITION OF TERMS:

The following terms and abbreviations are used throughout the Specification.

EOTT- End-of–Train Telemetry system comprises of a Cab Unit (CDU) mounted in the locomotive and End of train Unit (SBU) mounted on the rear end of rearmost vehicle of the train along with other fittings and accessories complete as per this specifications.

SBU- Sense and Brake Unit- A two-way End of Train end unit capable of determining status of Brake pipe pressure and transmitting this information to Cab unit.

EoT- End of Train unit. This is also known by the name SBU.

CDU- Communication Display Unit- Two-way Head of Train unit that is fitted in the locomotive Cab.

HoT- Head of Train Unit. This is also known by the name CDU.

HVM- High Visibility Marker device- The marker light portion of the SBU: flashing light used as a working device to mark the End of Train.

KPA- Kilo Pascal- (1KPA = 0.145 psig, 1 psig = 0.0704 Kg/cm²)

BP- Brake pipe pressure

FP- Feed pipe pressure

IR- Indian Railways

AB- Air Brake

WPC- Wireless Planning & Coordination wing of Ministry of Communications & IT

GPS- Global Positioning System

GSM- Global System for Mobile Communication

FRS- Functional Requirements Specification

2.0 QUALIFYING CRITERIA:

Only those offers will be considered for technical evaluations which qualify the following criteria:

2.1 Offer from only those equipment manufacturers who are in possession of "Proven" technology which is running in railroads of the world.

2.2 Must have supplied at least 100 EOTTs of similar design to different Railroads & the same should be in operation for at least three years. In case of supply of unequal number of CDU and SBU, the lesser of two would be considered as one EoTT for meeting this requirement.

2.3 The firm must have supplied at least 10 EoTT to a railway system other than country of manufacture of equipment and the same should be working in the foreign railway system for at least one year. These 10 systems should not be running as systems which are being evaluated or are under trials. These should be


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successfully running in regular service on reasonably long stretches of not less than 500 KM and should be fitted on standard design of freight/passenger cars. Equipment fitted on non-standard cars such as small gondolas used in mines or on standard cars but running on very short stretches shall not be deemed to be representative of satisfactory performance of the equipment.

2.4 Following information must be furnished mandatorily along with the offer:-

i) Name of EOTT manufacturer,

ii) Details of approval from Railroad and concerned regulatory authorities,

iii) Test, trial or performance report from concerned Railroad authorities,

iv) Details of different models of EOTT in service and approximate period in service as per following details: -

EOTT Model No. Name of Railroad using EOTT

Total EOTT in service Approximate period in Service

2.5 The above mentioned qualifying criteria shall be applicable for all functional requirements and product features except for clause No. 4.36. This clause No. 4.36 is specific to IR requirements, hence qualifying requirements as mentioned above do not apply to clause 4.36.

3.0 OTHER REQUIREMENTS 3.1 The EoTT shall work satisfactorily on Diesel and Electric Locos which have electrical and

electronic equipment complying with following specifications:-

a. UL 60950 - for Safety of mains powered equipment.

b. IEC:60571 – Rules for Electronic Equipment used on Rail Vehicles.

c. ELRS/SPEC/SE/0015: - Reliability of electronics used on Rolling Stock application.

3.2 Electronic Equipments provided on locomotives conform to IEC:60571 and have been tested to meet the environmental requirement including that of EMI & EMC as per IEC:61000-4. The limit of radiation which the system on the locomotive can withstand are:-

a. Radiated emission 10V/m (in range of 150KHz to 1GHz) b. Conducted emission 2 KV Surge.

3.3 The EoTT shall be used on Diesel and Electric Locomotives on electrified and non electrified sections. Therefore EoTT shall be capable of working in 25KV electric traction and non-electrified system of Indian Railways.

3.4 For 10 EoTT supplied, firm shall provide set of documents comprising of 2(two) sets of operation and maintenance manuals in Print, One Spares Catalogue in print and one set of operation and maintenance manual on software media preferably as PDF document suitably cross-linked/hyperlinked with short tutorial videos/animations.


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3.5 The rear unit shall be fitted on Non-Transition AAR E/F Centre Buffer Coupler. A copy of the Center Buffer Coupler drawing no. WD-81010-S-03 is enclosed.

3.6 EoTT brake interface module shall be capable of interfacing with air brakes circuits of diesel and electric locomotive and shall not interfere with the operational braking initiated by driver.

3.7 EoTT brake interface shall not adversely affect the brake application and release timings.

3.8 Brake application and release characteristics in each mode of operation of EoTT with standard parameters and details of brake testing and reliability of brake equipment should be submitted to RDSO for verification and validation. Final clearance of fitment of braking unit on loco from RDSO would be essential.

4.0 FUNCTIONS REQUIRED TO BE PERFORMED BY EOTT SYSTEM: 4.1 Automatically and continuously, monitor BP pressure of the locomotive as well as the

last vehicle on train every 60±5 seconds and to provide its accurate readings within ±0.05kg/cm2 to driver at regular randomized intervals of 60±5 seconds with randomization as explained in AAR S-9152.

4.2 The display on the Man-Machine Interface (MMI) fitted to CDU for the train driver should display the air pressure in the format-NN.nn kg/cm2 i.e. upto the second place of decimal.

4.3 The Display icons, display numbers and display fonts on the CDU should be readable by the locomotive crew during day as well as in the night.

4.4 It should be possible to do Emergency brake application from the rearmost wagon using SBU in case of train parting. The CDU should have provision of activating such an event as a positive act by the locomotive crew.

4.5 EOTT shall have provision of application of emergency brake through SBU using function programmed into the CDU if the train driver desires to invoke such function.

4.6 EoTT should Alert Driver when BP pressure levels move outside specified limits.

4.7 EoTT should Alert Driver in case of low battery power of the SBU (below 25%) or other alarms or telemetry system failure of any nature.

4.8 Train status function like brake pipe pressure readings at the locomotive as well as at the last vehicle, integrity of the radio communication, health of the SBU and CDU, Power level in the SBU, etc. shall continuously be displayed on CDU as per the annexure IV.

4.9 The EoT and HoT devices must monitor their own health status and immediately show an alarm on the CDU screen as well as by means of a red flashing LED on the CDU so as to catch the attention of the train driver of any malfunction.

4.10 The SBU must have provision to go into sleep mode in case the system is not receiving brake pipe pressure for more than one hour. Upon getting the brake pipe pressure thereafter, the SBU must wake up and resume its full functional state within 60 seconds.

4.11 The SBU and CDU must do hand shaking during run with each other so as to acknowledge safe working of the system.


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4.12 End of Train device should also perform the task of Rear end marker/flasher device as per Indian Railways requirement. The Technical specifications of the rear end marker device are enclosed as annexure – II.

4.13 Logging of performance of the SBU and CDU at nominally every 60 seconds. The same should be stored internally for 72 Hrs.

4.14 Web Server should be maintained at homing shed where the equipment is installed. Tracking of SBU’s GPS position using web server at approximate interval of 10 minutes subject to availability of GSM coverage. If no coverage is available, then the un-transmitted data shall be transmitted as soon as GSM coverage is obtained.

4.15 EoTT should have continuous charging facility of End of Train Unit by an established method of charging using Air Turbine/Generator unit for rear unit battery charging when locomotive is attached to the train.

4.16 If charging is done by Air Turbine/Generator, the air leakage rate will be governed as per AAR S-9152 Specification.

4.17 If the battery charging facility available for the rear unit of EOTT fails, then even after the failure of the charging unit the battery must ensure normal EoTT working for at least 48 hours.

4.18 Rear Unit must be Capable of measuring the brake pipe pressure on the rear vehicle from 0 – 6.5 kg/cm2 and display the same to the second place of decimal with least count of 0.01 kg using sensor level output and not using software interpolation.

4.19 At the test bench, the accuracy of the measurement should be ± 0.05 Kg/cm² and it should be demonstrated that variations in brake pipe pressure of ± 0.05 Kg/cm² can be measured and displayed.

4.20 Maximum weight of the SBU with internal battery and air turbine/generator fitted should not exceed 10 kg. Relaxation to this condition can be given only if none of the proven manufacturers are able to meet this requirement.

4.21 Fixing arrangement of the End of Train equipment should be quick to fit with adequate vandal-proofing arrangements to the satisfaction of Indian Railways.

4.22 In case of having to take off the SBU while there is sufficient pressure in the brake pipe of the train, suitable design arrangement must be made without compromising the safety of the train.

4.23 Locking arrangement of the SBU should be theft proof and should be pre-approved by nominated agency of Indian Railways before supply. Any modifications to be done in the same, based on service experience, shall be at the cost of the supplier upto a period of six months from the date of first supply including modifying those units which have already begun service in the field.

4.24 If a locomotive has to be detached from a working train and taken to haul another train, then the SBU shall be carried to the locomotive and shall be put on charging on the Locomotive itself. SBU and CDU need to be designed to cater to this mode of working.

4.25 Communication Display Unit (CDU) or Front Unit should be securely fitted on the locomotive and should be designed to work with nominally 70 V DC, 72V DC and 110V DC depending on the locomotive type on which it shall be fitted. Equipment should not


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go blank or malfunction when Diesel loco is cranked up or when locos generator/OHE are shut down. The relevant reference documents are IEC60571 & AAR-S-5702.

4.26 The CDU must have an integrated industrial grade display panel to display all the requisite information in bright daylight (Daylight readable) as well as in the night. The design and layout of the display unit including the MMI which shall be built into it shall have to be approved by nominated agency of Indian Railways before supplying the same.

4.27 Fixing arrangement of the CDU including electrical wiring and connecting with the brake system in locomotive cab shall be discussed and finalized during the pre-bid conference based upon the product dimensions, ergonomics, etc. so that even if multiple vendors supply the CDU, the driver gets the visual information from a standard location in the locomotive. Bidders are encouraged to familiarize themselves with various locomotive cabs of IR locomotives and send their suggestions to the Director Mechanical Engineering (Development), Room No. 538, Rail Bhavan, Ministry of Railways, New Delhi – 110001 Telephone cum FAX +91 11 23381126 before the pre-bid conference. The proposed fitment arrangements along with dimensions, weight etc of the equipment should be brought in details by the firms for discussions during pre-bid conference.

4.28 The radio antenna shall be placed outside the driver cabin and shall be designed and fitted in such a manner so as not to infringe the maximum moving dimensions of Indian Railways as given in Annexure – I.

4.29 The EoTT shall be warranted as specified in clause No. 10 of Section-III of Part II of Bid Document.

4.30 The software programs of the EoTT shall be on a non-volatile reprogrammable storage.

4.31 In case of failure of either the CDU or the SBU or the radio or all three systems, the system shall not interfere with the safe working of the train. The EOTT system shall not cause any damage to the equipment and systems connected to it on either the locomotive or the train. Failure Mode Effects and Criticality Analysis of the equipment shall have been be done during equipment’s design process as per IEC 60812 or similar standard and same should be available for scrutiny by nominated agency of IR.

4.32 In the operational event of using an intermediate locomotive for hauling long-haul trains, the CDU of the intermediate locomotive should have the capability to be used as a repeater CDU and the system architecture and programming should be designed accordingly.

4.33 Communication between CDU and SBU inside tunnels/cuttings shall be assisted using leaky coaxial cable so as to ensure seamless transmission and reception between CDU and SBU. Provision of leaky coaxial cable shall be done by Indian Railways. However FRS for Leaky Co-axial cables shall be provided by the bidder along with the technical offer.

4.34 The complete SBU including the integrated air generator should be compliant to IP54 & remaining equipment like connectors etc. shall be compliant to AAR 5702 except for the minimum temperature which should be reckoned as -20°C. The MMI interface of CDU should be AAR 5702 compliant barring the minimum temperature clause that should be reckoned as -20°C.


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4.35 Indicative diagram of display on HoT unit is given in Annexure-IV.

4.36 In case of mishap of train like derailment etc., it should be possible to sense the same by the SBU and broadcast an Emergency message from SBU which should be received and displayed on CDU of all makes of EoTT indicating GPS coordinates of disabled last vehicle. Protocol of communication for this shall be as per norms specified by AAR. The detailed working of this system shall have to be submitted along with the Technical Bid. Positional accuracy of the GPS system for this task has to be better than or equal to ±1 m (One meter).

4.37 When the SBU has to be taken off and carried on the locomotive, suitable arrangement has to be made on the locomotive so that the SBU, when stowed on the locomotive, is put on trickle charge. The stowing arrangement of the SBU on the locomotive must be compatible with the locking arrangement already built into the SBU for fixing it to the last vehicle’s coupler of the train. This system shall be pre-approved by nominated agency of Indian Railways before supplies are initiated by the qualified supplier(s).

4.38 The EoTT shall be required to check if the Last Vehicle has cleared the “Fouling Mark”. It shall then be possible for the driver to query the SBU for this information and the SBU shall send appropriate message to CDU if the Fouling Mark is “Cleared” or “Not Cleared” by displaying the same on the CDU. Necessary hardware and software shall be built into the SBU and CDU for achieving this functionality.

5.0 SCOPE OF SUPPLY: One EoTT shall comprise of following

5.1 Communication Display Unit (CDU) or Front Unit as Master and Slave units with Power

Supply cable, mounting brackets, etc. – 1 Number

5.2 Sense & Brake Unit (SBU). – 1 Number

5.3 Air Turbine/Generator for SBU. – 1 Number

5.4 Antennas, connectors, couplings mounting brackets, power supply, Mounting brackets,

etc. – As per installation & commissioning requirements.

5.5 Battery charging arrangement for charging SBU while being stowed and transported on

locomotive (in the event of having to run locomotive without the attached train) – 1

Number.

5.6 Battery charging bench running off 220V 50Hz AC power for SBU and CDU when taken

off the locomotive for attention in the repair shed of Indian Railways. – 1 Number

5.7 All necessary parts and accessories that will be required to attach the equipment to the

locomotive and last vehicle of the train.

5.8 Any other item, hardware, software etc. as required for making the supply fully

functional and operational as per this specification.

6.0 ENVIRONMENTAL CONDITIONS:

The front and rear units shall be designed to perform without failure in the following general operating conditions which are prevalent on Indian Railways:

S. No. Parameters Range

1. Maximum temperature (i) 70°C (under sun)


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(Atmospheric) (ii) 50°C (in shade)

2. Minimum temperature (Atmospheric)

-5°C

3. Humidity 100 % saturation during rainy season. Ingress protection to be as per industry standards.

4. Altitude Max. 1200 meter above mean sea level

5. Reference site conditions

(i) Ambient temp. 47°C (ii) Humidity 60% (iii) Altitude 160 m.

6. Annual rainfall Very heavy in certain areas Ingress protection to be as per industry standards

7. Dust Extremely dusty and desert terrain in certain areas. The dust content in air may reach as high value as 1.6mg/m³. Ingress protection to be as per industry standards

8. Atmospheric conditions in coastal areas in humid, salt laden and corrosive atmosphere

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

Hence equipment shall be tested as per AAR S-5702

7.0 DESIGN STANDARDS FOR TWO WAY END-OF-TRAIN DEVICE: 7.1 For the purpose of interpretation of terminology and designing the functional

features & communication protocols, End of train device shall be compliant to

following standards:

i. AAR standard S-9152. ii. Transnet Freight Rail specification BBB 1776 Ver.4 Rev-0.

iii. Annexure A to BBB1776. iv. TFR BBF 0334V5 Interface requirements Telemeter/EoT and Train

Communication system (TCS). v. TFR BBD 5420V3 Telemeter Rear Unit GPRS Tracking document.

vi. TFR BBF 0872 V3 Fixed Repeaters. vii. IEC: 60571 - Rules for Electronic Equipment used on Rail Vehicles.

7.2 It shall be designed to withstand vibrations and shocks as specified in IEC-61373.

7.3 A status indication of the rear-end End of Train Unit’s Flasher light is also required to be displayed on the CDU as per AAR S-5701. (Flasher light ON, OFF or Defective).

7.4 EoTT equipment shall be designed for a service life (Codal life) of 10 years. One of the governing documents for such design shall be AAR S-5702. The air turbine of the SBU shall also be designed as per AAR standard S-9152.

8 COMMUNICATION AND RADIO EQUIPMENT:


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8.1 Communication between CDU and SBU shall be as per AAR S-9152 utilizing FFSK 1200 bits per second.

8.2 Transmission frequency for both rear to front and front to rear communication shall be within 400 to 450 Mhz. Radio equipment shall be designed to transmit power less than or equal to 10Watts and selected Radio should be listed with WPC (Wireless Planning & Coordination wing), Ministry of Communications & IT, India. Exact frequency of radio shall be given to suppliers once the same is allocated to Ministry of Railways at the time of implementation of the equipment.

8.3 It has to be a proven digital communication method that will communicate upto 2.5 kilometer range with an external antenna on the locomotive.

8.4 The antenna shall be of such type that when fitted, they shall not infringe the MMD (Maximum Moving Dimensions) of the Indian Railways as given in Annexure - I.

8.5 Reliable communication is expected to be maintained by the equipment in all possible terrains including deep cuttings, tunnels, forests, hilly track called “Ghats” in IR terminology and densely occupied yards & station sections. IR will provide the Leaky Cables/Repeaters at required locations. Firms must specify the specific terrain conditions for which EoTT shall need Leaky Coaxial cable system. Firms must also specify standards to which such Leaky Coaxial Cable system should be designed/laid and its collateral use for other communication works pertaining to Railway applications.

8.6 The whole radio communication set up is expected to provide reliable data communication with a link budget of better than 15dB.

8.7 Pairing between SBU and CDU shall be done as per AAR- S 9152.

8.8 Failure of communication in unit of time, incidences & location between SBU & CDU must be logged in CDU for 15 days.

9.0 LOGGING OF ALARMS AND PERFORMANCE OF BOTH CDU AND SBU:

9.1 The telemeter performance must be continuously monitored and logged by the SBU against time & position [GPS Coordinates] along the line, and stored in memory, so that the same is available for download at the end of the trip (through the serial port or other standard communication port). To achieve this SBU must make use of a GPS unit so as to track its position against real (GPS time).

9.2 AII communication messages received by the CDU, as well as alarms, are to be logged versus time and GPS Coordinates. The CDU time must be synchronized with that of the SBU. Syncing of Real Time Clock (RTC) with GPS should be done at least once in 24hours.

9.3 Other data/parameters to be recorded are:

9.3.1 Start Up / Switch On date & time, 9.3.2 Position and lD/Serial Numbers of CDU and SBU. 9.3.3 During the trip, periodic readings of pressure, battery voltages and alarms

etc. o Low Battery. o Low BP pressure.


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o Communication Failure etc. 9.3.4 Speed (Using GPS). 9.3.5 Train stopped. 9.3.6 Train moving. 9.3.7 Received signal strength.

10.0 TRAINING:

10.1 Firm shall arrange for demonstration of equipment and adequate training to railway personnel of IR in field of its operation, routine checking/testing and in understanding fault diagnostics etc. Training modules shall be first approved by nominated agency of Indian Railways before they are executed by the firm.

10.2 Initially 1280 man-days of training is required to be held spread over Six location of IR in Driver’s Training schools/Zonal Training Schools located in CR,WR,NR,NCR,WCR & NWR.

10.3 Purchaser, at its discretion may increase the duration of training for which payment will be made to the firm on pro rata basis.

11.0 WARRANTY: 11.1 Warranty shall be applicable as specified in the clause No. 10 of Section-III of Part II

of Bid Document.

11.2 The warranty offered by the firm on his own cost shall be comprehensive on-site warranty which shall include all routine and breakdown maintenance requirements (including the cost of spares).

12.0 ANNUAL MAINTENANCE CONTRACT (AMC): 12.1 Firm has to quote for Comprehensive AMC - including spares and manpower

required to keep the equipment operational at all times.

12.2 The firm shall also submit their bid for Comprehensive AMC of the EoTT for a period of 7 years after expiry of warranty period. Indian Railways may, based on its experience of the service offered and reliability of equipment, operate the AMC for less than 7 years in which case payment for the AMC will made on pro rata basis.

12.3 The EoTT fitting and taking down at sheds shall be included in AMC.

12.4 Penalty shall be levied on the contractor for maintaining the system uptime below the limit of 98%, after discounting for grace period. Penalty will be calculated as % of annual payment due for AMC and will be deducted from the respective quarterly payment. Penalty calculation will be done over annual payment period as mentioned below. The same penalty clause shall also be applicable during the warranty period.

SN Availability Slab Applicable Penalty

1 Below 98% 0.5% for every 1% (or part thereof) reduction in availability below

98%.

13.0 TYPE TESTING:

Type test as per scheme enclosed below shall have to be carried out by the firm in their premises and their results shall have to be submitted to IR along with equipment:


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S. No. Item description Testing standard

1 CDU and SBU unit IEC 60571

2 Antenna assembly unit IEC 60571

3 Radio Modem EN 50155, EN 300 113-1

4 Human Machine Interface IEC 60571, TFR BBF0334 V5

5 For testing affect of working environmental conditions

AAR S-5702

After the tests the EoTT should be continue to work but it shall then not be deployed in service. Such tested device shall be used for training of yard and operations staff.

14.0 INDEGENIOUS SOURCING REQUIREMENT : 14.1 The successful bidder(s) on whom the purchase order is(are) placed are required to

supply at least 25% of the ordered quantity with the condition that at least 75% of the components by cost, of such EoTT systems, shall be either made in India or sourced in India. Appropriate documentary proof to this effect shall have to be furnished by the supplier before payment can be made for these aforementioned 25% quantity.

15.0 FIELD TRIAL: 15.1 Each Firm will have to initially supply and commission Fifty (50) sets of EoTT within 6

months after Placement of Purchase order by IR/opening of Letter of Credit (LC) after which field trial will be held for six months. Field trial shall be done to check EoTT reliability under rigorous environmental and actual train operating condition since this equipment has direct bearing on safety. Detailed trial scheme shall have to be drawn up by the supplier jointly along with RDSO. On successful proving of equipment in field trial, balance quantity shall be supplied within 6 months, after any modifications if necessary, for use in actual train operations.

15.2 In the event of the EoTT failing to meet the performance requirement during the field trials, the contract would be deemed to have been breached and action will be taken as per terms & conditions of contract and the remaining unsupplied quantity shall be cancelled.


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ANNEXURE- I


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ANNEXURE- II

SPECIFICATIONS FOR BATTERY OPERATED LED BASED FLASHING REAR END MARKER DEVICE INTEGRAL WITH END OF TRAIN UNIT 16.0 OTHER RELEVANT SPECIFICATIONS:

(a) IEC 60086 for primary batteries (b) RDSO/SPN/144/2006 (Rev.2) for safety and reliability requirement of Electronic

Signalling equipment. (c) BS 1376:1974: Specification for colours of light signals.

17.0 TECHNICAL REQUIREMENTS 17.1 Colour Co-ordinates:

Red Aspect: Class ‘C’ of BS: 1376 Colour Co-ordinates graph as per BS: 1376 is given in Annexure-III.

S. No. Parameters Flashing Red Aspect

1. No. of flashes per second 2 ±10% for foggy weather ≤ 4 for normal weather

2. Pulse duty cycle ≥38% for foggy weather ≥20% for normal weather

3. Minimum illumination measured at 1.5m in axial direction (LUX)

110

4. Radiating area (Approx.) 3850 sq. mm

5. Dispersion angle (as per Annexure-III) 4 to 7

17.2 Illumination shall be measured in steady mode. To enable the measurement in steady mode, suitable provision/switch shall be provided in the lamp housing which shall not be visible or easily accessible to the user. Normally lamps shall be provided with flashing colour aspect and steady mode shall be operated for measurement only.

17.2.1

S. No. Parameters Flashing Red Aspect

1. Minimum normal battery life with built in battery upto low battery indicator (LBI), with charging disconnected, for a continuously operated marker device with normal working of EoTT.

≥ 36 Hours

2. Min. operating battery life after low battery indicator (LBI) with charging disconnected.

≥12 Hours

Total ≥ 48 Hours

17.2.2 No deterioration in illumination is permitted during normal battery life. For specified minimum operating battery life after low battery indicator (LBI), 25% drop in illumination from its original value is permitted.


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18.0 VISIBILITY

The visibility of the Rear End LED Based Marker Device should be 1.6km along the

longitudinal axis and 100m at 6 angular displacement from longitudinal axis.

For carrying out the test, Rear End LED Based Marker Device on SBU should be kept at 1.5 meter above rail level and viewed at local sun set time under conditions of clear weather and against the sun.

18.0.1 The electronic components, PCB and connectors used shall be of Industrial grade and from reputed make. The operating temperature rating of the capacitors used

shall be more than 100C. The switches used shall be of ‘Military’ grade and shall be procured directly from OEM or their authorized representative. Manufacturer shall submit data sheet of all of these components in this regard. The rating of all electronic components used shall be marked and be readable clearly on components.

18.0.2 Number of LEDs used should not be less than 6 in numbers with display area of about 70 mm diameter. Every individual LED shall be provided with a lens to achieve illumination and dispersion angle as specified in Clause 17.1 or better. Variation from stipulated number of LEDs and display area can be considered as acceptable based on merits of the design subject to compliance of other functional requirements of this specification.

18.0.3 LEDs in the Marker Device shall be arranged in more than one array so that in the eventuality of failure of an array, whole unit does not become blank. LEDs in the arrays shall be interleaved so that effect of failure of any array is spread out. All LEDs shall be configured in such a way that failure of any LED shall not affect the working of the unit.

18.0.4 The Rear End LED Based Marker Device on SBU is to be used out-doors under all weather conditions.

18.0.5 A suitable plastic molded red reflector shall be mounted on the body of SBU for visibility in case of failed operation.

18.0.6 The Flasher lamp should automatically switch on during poor visibility conditions and at night and switch off automatically when the visibility becomes clear.

18.2 Light module shall comprise of LEDs and polycarbonate clear lens/cover. All LEDs inside the light module shall also be provided with individual lens. Polycarbonate clear lens/cover shall be surrounded by a projection protruding for few millimeters. A half round hood of about 10 to 15 mm shall also be provided over polycarbonate clear lens/cover. No electronic component except LEDs shall be visible from the lens. Conformal coating on PCB of LEDs as visible from outside should be of red colour.

18.3 Light from Rear End LED Based Marker Device of SBU, when projected on a white target at 1.5 m from the LEDs, shall illuminate the target uniformly within half power points and that shall be free from dark circles.


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18.4 The Rear End LED Based Marker Device on SBU shall be provided with a curved transparent cover of UV stabilized polycarbonate material having a minimum thickness of 2.0mm + 0.5 mm.

18.5 LED module of Rear End LED Based Marker Device on SBU shall be appropriately sealed.

18.6 The Rear End LED Based Marker Device on SBU shall have insulation resistance of more than 100-M ohms. The Insulation Resistance shall be measure between the body of lamp and the current carrying terminals looped together at a potential of 500 V DC.

18.7 LEDs used in the Rear End LED Based Marker Device shall be of high performance quality and from NISCHIA/Japan or AVAGO/USA. The maximum junction temperature of a LED shall be less than 100 degree. LEDs of other reputed makes may be agreed subject to those complying the requirement of this specification. LEDs shall be procured directly from OEM or their authorized representative.

18.8 Normally LEDs of the Rear End LED Based Marker Device on SBU shall be driven within average drive current range recommended by the LED manufacturer and in no circumstances LEDs shall be driven by current more than the maximum current recommended by the LED manufacturer. Details of this shall be submitted at type approval stage.

18.9 Reverse polarity protection shall be suitably provided. Design shall be such that it does not employ any fuse.

18.10 The illumination shall not be less than minimum illumination specified in the Clause 17.1 in the operating voltage range i.e. normal battery to low battery cut off stage.

18.11 SBU shall contain the details, at a distinct location in its casing, non-ferrous metallic labels or non-erasable screen printing on the body shall be provided with the following details:

i. Serial No.,

ii. Month and Year of Manufacturing of the Rear End LED Based Marker Device.

18.12 One pilot Red LED, 3.0 mm size shall be provided to indicate that the Rear End LED Based Marker Device is in perfect fettle and is working. Location should be such that it is visible from the front side of the marker device. This pilot LED should go into blinking mode when the unit is in standby mode or is taken off from the last vehicle.

18.13 The pilot Red LED provided as per Clause 18.12 above, shall also serve as low battery indication and shall begin to flash as per no. of flashes and duty cycle specified in Clause 17.1, if the battery has discharged to a level such that not less than 12 burning hours life is left.

18.14 The body SBU shall be so designed that any angular displacement from the longitudinal

axis does not exceed 0.5 degrees, when mounted on a bracket.

18.15 Calculation details of MTBF (Mean time between failures) as per Part stress method shall be furnished by the manufacturer at the time of initial approval.


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18.16 Test for above will be conducted in energized condition for 4 hours each at minus 10C (-

3C + 0c) and plus 60C (+3C, -0C). During and after each of these tests, no LED shall fail and there should not be any damage in the unit or visual change in colour. Also after one hour of recovery period of each of these tests, deterioration in illumination, if any, shall not be more than 5% of original value subject to compliance of minimum illumination criteria as per Clause 17.0.

19.0 TESTS

19.1 Climatic tests: The Rear End LED Based Marker Device on SBU shall be able to withstand following environmental tests as per IS: 9000:

S. No.

Name of test Part & Section of IS:9000

Max. Recovery period

1. Change of temperature test at lower

temp. -10 ±3C and upper temp

+70±2C (3 cycles and duration of exposure 7 hours after the stability in chamber has been reached)

Part-XIV/Sector 2 2 hours

2. Dry heat test at 70C ±2C, (1 cycle of 16 hours)

Part-III/Section 3 2 hours

3. Cold test at -10C ± 3C (1 cycle of 16 hours)

Part-II/Section 3 2 hours

4. Damp heat cyclic test (six cycles,

upper temperature 40C ± 2C, relative humidity at all times shall not be less than 98%)

Part-V/Section 2 Variant 1 2 hours

5. Salt Atmosphere test

(3 cycles of 22 hour, upper

temperature 35C ± 2C relative humidity 93% + 2%, -3%)

Part-XI/ Procedure 3 4 hours

6. Driving rain test for four hours Part-XVI (Test Condition ‘C’,)

-

7. Dust test for the period of 2 hours Part-XII 2 hours

8. Vibration Test 5 to 350 Hz. Acceleration: 3g, 20 sweep cycles on 3- axes, total duration 105 minutes, if resonance is observed -10 min at each resonance frequency (IS:9001 Pt. XIII)

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All tests shall be conducted in energized condition of the unit. During and after each of this test, no LED shall fail and there should not be any damage in the unit or visual change in colour. Also, after recovery period of each of these tests, deterioration in illumination, if any, will not be more than 5% of original value subject to compliance of minimum

illumination criteria as per Clause 17.0 Insulation resistance shall not be less than 100M. After completion of all tests, colour co-ordinates shall remain within specified values.

19.2 Dispersion Angle Test: This shall be measured as per Annexure-III.

19.3 Burning-in Test: The Rear End LED Based Marker Device on SBU shall be kept continuously ON for minimum 24 hrs. at 60°C at rated voltage. There shall not be any difference in performance parameters before and after burning-in test.

19.4 Drop Test: The test lamp including the complete SBU shall withstand free drop from a height of 1.5 meters above an RCC platform on 75 mm thickness or on a steel plate 12 mm thick. For the purpose of the drop test, the complete units shall be powered up and after dropping the same twice, the units shall continue to function effectively, satisfy all parameters. Appearance of cracks on the body shall not be deemed as disqualification as long as units continue to function. The units, however, shall not disintegrate upon falling.

19.5 Life Test for switch: This test shall be performed on one unit, duly powered up with battery. Every switch position shall be operated for at least 20,000 operations in type test and 1,000 operations in acceptance test at the rate of 25 to 35 operations per minute. There should not be any problem in switch operation or its functioning.

19.5.1 Vendor shall submit make, grade and data sheet of all electronic components and switches along-with samples for type test. Vendor shall also submit chemical composition and relevant IS or international specification of all metallic components used and housing of marker device.

19.6 ROUTINE TESTS

Following routine tests besides other tests, as deemed fit to ensure quality, reliability and compliance of this specification shall be done by the manufacturer on all the units. Parameters measured after Burning-in test shall be recorded and enclosed with every unit:

i. Visual inspection of each unit (as per clause 18.0.1) as feasible through visual inspection.

ii. Colour co-ordinates (as per clause 17.1). iii. Performance Parameters (as per clause 17.1). iv. Low battery indication test (as per clause 18.12, clause 18.13). v. Burning-in test (as per clause 19.3). vi. Current drain and design parameters test (as per clause 19.5.1). vii. Verification of marking (as per clause 18.11). viii. Visibility test (as per clause 18.0).

19.7 Test record shall be properly maintained with traceability to lot/samples tested, which may be verified by inspecting officials.


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19.8 Manufacturer shall maintain proper accountal of LEDs, switches and all electronic components being used. The record shall include various details like source of supply, procurement invoice no. and date, quantity, incoming rejection, lot-wise consumption etc. which may be verified by inspecting officials.

20.0 DOCUMENTATION

Following details shall be supplied along with every unit – i. Colour co-ordinates, specified operating parameters as per the specification and

minimum guaranteed values achieved by the manufacturer, technical and other particulars.

ii. Schematic block diagram showing mounting arrangement of various modules and their details.

iii. Mechanical drawings of every part and complete unit. iv. Indications communicated through pilot amber LED. v. Any other information as deemed fit from user’s point of view.

21.0 WARRANTY

As specified in the tender document

22.0 INFRINGEMENT OF PATENT RIGHTS

Indian Railway shall not be responsible for infringement of patent rights due to similarity in design, manufacturing process, use of components used in design, development of manufacturing of Battery operated Rear End LED Based Marker Device on SBU and any other factors which may cause such dispute.


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CHROMATICITY LIMITS FOR SIGNAL COLOURS ANNEXURE-III

23. MEASUREMENT PROCEDURE FOR DISPERSION ANGLE.

23.1 Light up the lamp at the nominal voltage and place it on the test bench. 23.2 The Dispersion Angle shall be calculated by measuring the half

intensity points of the dominant wavelength at 1.5 m from Rear End LED Based Marker Device in axial direction on both the sides and taking average of the distances, d1 and d2 in meters.

23.3 The half intensity, point is where half of the normal

illumination at rated voltage falls. The Dispersion Angle shall be calculated using the formula

Where ‘r’ is the distance from center of the lamp to the outer most LED provided in the unit. Dispersion Angle=Ø.

24.0 CHROMATICITY CHART

BS1376: 1974

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ANNEXURE-IV

INDICATIVE DIAGRAM OF CDU DISPLAY PANEL

TRAIN OK Train Length 700 m ID : 39995

15:14

5.00 CU Status

40 40 Km/h Km/h

RU

12.1v 40h

F

S

X

ARMED FOULING MARK

1 BRAKE PIPE PRESSURE IN CDU (in Kg/cm2) 7 TRAIN STATUS

2 F = FLASHER INDICATOR ON / OFF 8 TRAIN LENGTH

3 S = STOP / M = MOVE 9 REAR UNIT ID

4 X = ARMED / O = OPEN (ACTIVATED & SOLENOID AT BACK IS OPEN / BRAKE BLEED) 10 TIME FROM GPS CLOCK

5 CAB UNIT VOLTAGE 11 BRAKE PIPE PRESSURE IN SBU (in Kg/cm2)

6 REAR UNIT BATTERY LIFE 12 FOULING MARK CLEAR INDICATOR

2 4 1

3 6 5

10

7 8 9

4.82 CDU SBU

11

CLEAR NOT CLEAR

12


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ANNEXURE- V


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ANNEXURE- VI

Documents

Functional Requirements Specification for End-of-Train