Final - Spec - MP - 0.08.00-74 - 6000HP - Rev - 02 - Mar15

R.D.S.O.
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GOVERNMENT OF INDIA
MINISTRY OF RAILWAYS
TECHNICAL SPECIFICATION FOR 1676 MM

GAUGE 6000 HP & 4500 HP IGBT-BASED THREE-PHASE AC-AC
DIESEL-ELECTRIC LOCOMOTIVES
SPECIFICATION No. MP- 0.08.00-74

(Revision - 02)
March -2015
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RESEARCH DESIGNS & STANDARDS ORGANISATION
LUCKNOW - 226 011
CONTENTS
Sr. No. Description Page No.
1. Main Parameters 1
2. Other Required Features 2
3. Important information to be furnished 5

Guarantees for Availability, Reliability and Fuel Efficiency
4. 6
required to be provided
General parameters and information applicable to the
5. 7
locomotives
6. ANNEXURES 1 to 8 11 to 28
Technical specification for 1676 mm gauge 6000 HP & 4500 HP IGBT-based three-phase AC-AC diesel-electric locomotives
Technical specification for 1676 mm gauge 6000 HP & 4500 HP IGBT-based

three-phase AC-AC diesel-electric locomotives
1.0 Main Parameters
S.No. Parameter Qualifying criterion

1.1 Brake Horse Power 6000 hp and 4500 hp respectively for the two types of locomotives.
(Minimum)
Note: To be demonstrated through actual measurement of the power
input to traction alternator and the relevant alternator efficiency
corresponding to the full load DC link voltage & current at 85 km/h.
1.2 Starting adhesion factor in 42% for both types of locomotives.

fair weather conditions
(minimum)
1.3 Speed Potential 100 km/h minimum for the entire useable wheel diameter range on
straight tangent track.
1.4 Ride Index (max) 4
1.5 Threshold values for fuel Under standard AAR conditions the values shall not exceed
efficiency parameters
a) BSFC a) 150 gms/bhphr (on test bed under full load)
b) DCNTSFC b) 172 gms/bhphr (as per procedure described in Annexure 5)
1.6 Lube Oil Consumption 0.5% of fuel consumption (maximum)
1.7 Fuel Injection System Electronic fuel injection
1.8 Nominal Axle Load With supplies loaded to the extent of 2/3rd of full capacities and
(minimum) permitted tolerance of + 2%
a) 4500 HP loco a) 22 tonnes
b) 6000 HP loco b) 23 tonnes
1.9 Fuel Tank Capacity a) 4500 HP loco : 6000 litres minimum
(minimum) b) 6000 HP loco : 8000 litres minimum
1.10 Air Brake Effort 8–10 % of gross weight
1.11 Regenerative and 20 – 22% of gross weight to be sustained till 2 km/h speed, limited by
Dynamic Brake Effort maximum brake power at higher speeds beyond the adhesion-
governed range.
1.12 Emergency braking 600 m maximum for light engine from 100 km/h to standstill on level
distance tangent dry track.
1.13 Parking brake Capable to hold the locomotive on grade of 1 in 37.
1.14 Independent Brake Capable of holding a 300 tonne train on grade of 1 in 37.
Holding Capability
1.15 Static Buffing load 400 tonnes.
1.16 Type Of Coupler AAR E or F Type
Motive Power Directorate, RDSO, Lucknow Spec No. 0.08.00-74 (Rev.02), March 2015 Page 1 of 28
1.17 Nominal Track Gauge 1676 mm

1.18 Coupler height 1105 +0/-15 mm
1.19 Wheel Diameter
a) New a) 1092 mm
b) Half Worn b) 1055 mm
c) Fully Worn c) 1016 mm
1.20 Maintenance interval
a) Servicing a) 30 days minimum
b) Minor Schedules b) 90 days minimum
c) Major Maintenance c) Not less than 6 years
2.0 Other Required Features

Feature Qualifying Requirement
2.1 Transmission & Main AC-AC 3 phase transmission with IGBT-based traction invertors,
drive engine-driven traction alternator-rectifier
2.2 Provision for limiting The locomotives shall have a provision to limit the starting tractive
Starting Tractive Effort effort to two lower pre-set values for use by drivers, as & when
required due to operating conditions. Both these pre-set values, in
turn, shall be set by a user-settable feature in the control software of
the locomotive.
Note: It should be possible to set the values in the homing shed.
2.3 Loco System Architecture To conform to AAR M-590 unless otherwise stipulated in this
specification.
2.4 Design of driver’s cab Locomotive shall be single cab design for 6000 hp and dual cab
design for 4500 hp. The driver’s cab shall be provided with a
defogging arrangement for the look-out glasses.
Two nos. of DC brushless motor fans should be provided for the Loco
Pilot and Assistant Loco Pilot.
The cab should be air-conditioned.
All window, rear view mirror and door glasses shall be of shatterproof
type laminated glass, set in sun and heat resisting synthetic rubber
sections.
Electric or pneumatic windscreen wipers of proven design with
washers shall be provided on the lookout windows.
Sun visors shall be provided on the windscreens.
All necessary controls and instrumentation for the locomotive crew
should be near identical for both types of locos so that there can be a
common training programme for the locomotive crew.
The driver shall be able to work both in seated as well as standing
position. All necessary controls and instrumentation shall be
presented in a manner that the necessary controls are easily
accessible to the driver in both normal and emergency braking
situations.
Ergonomic and human engineering aspects of the cab design shall
be compatible with an operator 5’ 6” tall. The visibility diagram shall
be submitted in accordance with UIC 651.
The cab shall be provided with the following:
A cabinet in the rear and a locker for toolbox.
One fire extinguisher in addition to one in the equipment

compartment
One hot plate
Stand for charging of walkie-talkie set, its including charger.
Suitable trays with clamps for working time table, caution orders
etc.
Cab equipped with frontal collision structure to meet requirement of
EN12663.
Noise level inside the cab should be less than 85 dB as per UIC 651.
2.5 Draw and buffer gear The locomotive shall be provided with elastomeric/ polymer pad
heavy duty draft gear with alignment control and shall conform the
requirement of AAR.
An AAR type interlocking coupler with ‘F’ shank ‘E’ head shall be
provided. The coupler knuckle shall have a provision for applying the
transition screw coupling as per RDSO drawing no. SK.DL-2494 &
SK.DL-3430.
2.6 Design of Control The equipment compartment having relays, contactors, electronic
compartment control panels, etc., shall be pressurized to prevent the ingress of
dust into the compartment.
The pressure and flow of air will be so regulated as to provide
adequate cooling to the equipments inside the compartment and the
air temperature of the pressurized chamber is maintained below 750
C.
The design should also ensure that no water ingress takes place.
2.7 Multiple Unit consist It should be possible to run the loco in multiple unit consist operation
operation of up to three units
2.8 Emission Norms The diesel engine on the locomotive shall follow the UIC-1, (UIC-624,
1st edition, 2002) standards or better.
Note: Tenderer shall be agreed to upgrade the emission norms of
diesel engine as per directives prevailing in future at the cost of
Railways.
2.9 NVH standards The locomotive design should take into consideration the engine
noise and the vehicle noise. The maximum permissible sound
pressure level, measured as per procedure given in Annexure 6 shall
not be worse than the following values:
Noise source Noise Standard – A Measurement

weighted sound level location
in dB
Stationary, Idle 75 max 30 m (100 ft)
Throttle
Setting
Stationary, 8th 95 max 30 m (100 ft)
notch on load
2.10 Additional features The locomotive offered shall be equipped with a microprocessor-
based control system, including engine management system, with
fault diagnostics, self load-box test (at full load) feature, adhesion
& wheel slip control system and data logging.

The locomotive offered shall be equipped with a Vigilance Control
device (VCD) & Event Recorder (with recording of approx. twelve
parameters, sensed by the microprocessor or the Computer-
controlled brake system otherwise). Event recorder shall conform
to FRA regulation no. 49- CFR-229.5.
It should be possible for IR maintenance staff to independently set
the limits of main locomotive/engine parameters in the homing
sheds through a user-settable interface built into the
microprocessor control system, given that up to eight such
parameters would need to be set, depending upon the system
offered. Typically, IR would need to have parameters like max.
loco speed, limiting of tractive effort to two pre-set values, limits for
initiating corrective/protective action in case of Hot Engine, high
leakage current, high or low battery charging current etc. as user-
settable but these parameters would be defined by mutual
agreement between IR and the manufacturer.
Capability for remote data capture and GPS-enabled locating &
communication facility for continuous monitoring by homing shed
or locomotive controllers shall be provided, including one central
server, data management and exception reports. (to be offered
separately as an optional).
All the displays, whether dial type for pressures, speed, TE, BE
etc. or on/off type for equipment or indication alarms, shall be
integrated electronically and displayed on LCD screen provided on
the driver’s console. This display shall be suitable for day and night
viewing by the driver, conforming to AAR-S-591.
Minimum 02 nos. TFT display unit for each control desk in Single
cab and 04 nos. TFT display unit for each cab in Dual cab is
required to display gauge parameters, messages, speed, etc.
All accessories, like radiator fan(s) and cooling blowers and
compressor should be electrically driven.
All small motors should be AC type.
Locomotive should be equipped with microprocessor controlled air
brake system compatible with twin-pipe and single-pipe graduated
release air brake system used on coaching and freight stock on IR,
as specified in RDSO specification no. 02-ABR-02 (latest revision).
Brake/feed pipe end connections shall be as per RDSO drawing
no. SK.DP-2861 and MU hoses shall be as per RDSO drawing
no.WD081927-S-01 & SK.73547.
An automatic engine stop (AES) system with an allied auxiliary
power unit to take care of battery charging, compressed air supply
to brake system, cab lights & fans, head lights etc. shall be
provided to save fuel while idling.
The loco should be provided with 4 nos. marker lights (2 on each
side). These should be provided with red and white LED. The
operation of the marker light shall be through driver control switch.
The loco should be provided with 2 nos. driver-operated yellow
flasher lights, one for each direction of movement side). These
flasher lights shall get automatically activated in the event of train
parting/emergency brake operation.
Marker light should be LED type. Flasher light should be LED type
and visibility of working flasher light shall not be less than 2 km in
day light also. The flash rate should be 40 flashes/min.
The loco should be provided with toilet/urinal for crew.
Wheel and Axle shall confirm the IRS specifications R-34 & R-43
respectively.
Head light in both end should be provided which should be as per
FRA regulation no. 49-CFR-229.125 in PAR 56 sealed enclosure.
Halogen light is minimum requirement. LED type head light should
be preferred.
2.11 Compressor For Goods Loco hauling 59 BOXN Wagon train:
For compressors whose FAD is governed by engine rpm, the
minimum capacity at idle speed (350rpm) of the engine should be of
the order of 2130LPM.
2.12 Air operated horn Working pressure range from 3 to 10 Kg/cm2 and sound intensity of
the horn should be between 120-125dBA at a distance of 5m.
3.0 Important information to be furnished:

Parameter Information to be furnished
3.1 Performance curves The preliminary notch-wise ‘Tractive Effort Vs Speed’ & “Dynamic
braking effort Vs Speed’ at standard AAR as well as site conditions
shall be submitted along with the offer. In addition, the manufacturer
shall submit ‘Draw Bar pull Vs Speed’ and “Alternator DC link
voltage/current/alternator efficiency Vs Speed” characteristics curves
at standard AAR as well as site conditions.
3.2 Efficiency numbers The tenderers shall indicate efficiency of the overall system,
indicating break-up at the equipment/sub-system level for alternator-
rectifier, traction motor & auxiliary generator.
3.3 Correction factors for The correction factors for ambient temperature, altitude and fuel
measurement of SFC specific gravity shall be provided with the offer.
3.4 Other Information A detailed dimensioned general arrangement & layout drawing of the
required locomotive, with and without the hood, including clearance diagram
with respect to the MMD and the cab layout, in hard copies and
electronic format shall be submitted along with the offer.
The successful tenderer shall also be required to submit the following
information in electronic format:
• Detailed general arrangement drawing of the motorized bogie
assembly, indicating critical dimensions/clearances
• Complete electrical schematic
• Complete brake system schematic
• One copy of the maintenance manual cum troubleshooting guide
for each locomotive, given that the maintenance manual shall be
detailed such as to enable IR to undertake full maintenance of
the locomotive, including overhaul of all equipment.
• One copy of the driver’s operating & troubleshooting manual for
each locomotive
• All such data and information to afford proper inspection of the
locomotive as contracted.
• Brake rigging diagram indicating max. B.C. Pressure during
independent and auto brake, gross brake power etc.
• Type of brake block used, brake block area, average co-efficient
of friction and curve of co-efficient of friction between wheel and
brake block.
• Specification of defogging arrangement, wind screen wiper along
with general arrangement drawing.
• Design details of compressor as a part of AES system should be
provided.
4.0 Guarantees for Availability, Reliability and Fuel Efficiency required to be provided:
S. No. Parameter Details
4.1 Contractor Availability As detailed in Annexure 1 of this specification
Guarantee
4.2 Locomotive Reliability As detailed in Annexure 2 of this specification
Guarantee
4.3 Fuel Efficiency Guarantee As detailed in Annexure 3 of this specification
5.0 General parameters and information applicable to the locomotives

5.1 MMD Requirements: Based upon requirement, the locomotive should conform to the BG
Schedule of Dimensions, 2004 (latest revision) and the locomotive with new wheel should be
within IR MMD Diagram No.1D (EDO/T-2202) attached at Annexure 8.
5.2 Service Conditions: The equipment and their mounting arrangements shall satisfactorily
withstand the vibrations and shocks normally encountered in service as indicated below:
Bogie mounted equipments:
a) Vertically - 5g
b) Transversely - 5g
c) Longitudinally - 5g
Axle mounted equipments:
a) Vertically - 20g
b) Transversely - 7g
c) Longitudinally - 4g
The system should be capable of continuous operation during varying atmosphere and climatic
condition as specified in later in this section.
5.3 Acceptance criterion for ride behaviour

The rolling stock shall, be subjected to trials on track maintained to main line as well as C&M 1
Volume 1 standards, at speeds up to 110 Km/h (10% above speed potential), in four
configurations, viz., instrumented bogie leading and trailing with original and condemning wheel
profile (refer para 3). The following criteria will be adopted for clearing the stock for regular
operations:
a) The lateral/transverse forces lasting more than 2 meters shall not exceed 4.7 tonnes, when
measured at the wheel axle box level. Contractor shall also provide the suitable
internationally accepted system to measure the lateral force during oscillation trials.
b) Evaluation shall also be done in terms of ride index which shall not be greater than 4. As
international standard follows FFT method which gives approx. 20-25% lower RI value as
compared to IR’s Average RI method. Average R.I. based evaluated R.I. is equivalent to
approx. 3.2 FFT based R.I.
c) A derailment coefficient should be worked out in the form of the ratio between the lateral
force (Hy) and the wheel load (Q) continuously over a period of 1/20th second and the value
of Hy/Q shall not exceed 1.
d) The value of acceleration recorded as near as possible to the bogie pivot, shall be limited to
0.3g both in vertical and lateral mode. A peak value upto 0.35g may be permitted, if the
records do not indicate a resonant tendency in the region of the peak value.
e) A general indication of stable running characteristic of the locomotives as evidenced by the
movement of the bogie on straight and curved track and by the acceleration reading and
instantaneous wheel load variation/ spring deflections.
The measurements shall be done by RDSO in accordance with report no. MT-334, issued
April 2002.
5.4 Validation tests at the manufacturer’s premises

One prototype locomotive each type shall be tested for validation in accordance with the
AAR/UIC specification or the manufacturer’s internal test plan (which may be modified to suit
Indian conditions), as the case may be. The test programme shall be submitted along with
the offer.
Routine test of major electrical and mechanical equipments, viz. engine, turbocharger,
alternator-rectifier, traction motors, traction invertor, Microproessor controls and Computer–
controlled brake system on one prototypes of each type, Compressor shall be carried out by
the manufacturer at his own responsibility and cost in the presence of the representatives of
IR at the manufacturer’s premises, as per a test plan given by the manufacturer and
approved by IR.
All major equipment and sub-assemblies, which are new and not applied so far, shall
invariably be type tested.
5.5 Rating and performance trials: These tests shall be done on one prototype each by IR with
new wheels, covering the following:
Dynamometer car test to ascertain starting and rolling resistance of the locomotive and to
prove “tractive effort-speed” characteristics and “dynamic braking effort/speed”
characteristics.
Adhesion test to prove adhesion capability.
Emergency braking distance trials.
A sample test report is enclosed as Annexure 7 for guidance.
Representative(s) of the manufacturer shall be associated during these tests.
5.6 Field trials: One 6000 hp & 4500 hp prototype locomotive each shall be subjected to field trials
on IR for at least one per month. The manufacturer shall depute a team of engineers for
commissioning, testing and field trials of the locomotive and its equipment in service. The
manufacturer shall associate in the field trials jointly with RDSO. The manufacturer shall ensure
availability of typical tools & spare parts in adequate quantity for field trials, to be done as part of
commissioning. Test cars and related instrumentation & its operators shall be provided by IR.
5.7 Prototype testing: Two prototype locomotives of each type shall be offered for the tests at
clause 5.3, 5.5 & 5.6 to enable IR to conduct tests and field trials simultaneously. It is expected
that the tests listed at clause 5.3 & 5.5 shall be completed by IR in four to five months.
5.8 Inspection/commissioning plan: Every locomotive shall be subjected to inspection by

inspector(s), after commissioning and before handing over to IR, based on a detailed inspection
plan to be submitted along with the offer. In addition, the manufacturer shall also be required to
submit a detailed Quality Assurance Plan (QAP) along with this plan for both types of locomotives
for approval by IR before the same is adopted.
5.9 Checks on safety items: The manufacturer shall submit a list of safety items and IR reserves
the right to ask for details like Work Test Certificates (WTC) from the OEM to satisfy itself on the
quality of these safety equipment.
5.10 Compatibility with Signal & telecommunications installations

a) The design of the power electronics provided on the locomotive/ propulsion system will be
such as not to cause levels of interference exceeding the levels specified below at any point
in the operating envelope of the locomotive:
Interference current Limit

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

Compatibility between rolling stock and train detection systems and EN 50121 for Railway
applications-Electromagnetic compatibility, as applicable.
5.11 Climatic and environmental conditions

1 Maximum Under sun 70ºC
Temperature In shade 50ºC
(Atmospheric) Temperature inside locomotive may reach 60 ºC at turbocharger inlet.
2 Humidity 100% saturation during rainy season
3 Reference site (i) Ambient Temp. 40ºC
conditions (ii) Humidity 60%
(iii) Altitude 160 m
4 Rainfall Very heavy in certain areas.
The locomotive shall be designed to permit its running at 10 km/h in a flood
water level of 102 mm above rail level.
5 Atmosphere Extremely dusty and desert terrain in certain areas. (Air filtration system of
during hot engine to be designed accordingly)
weather
6 Coastal area Locomotive and equipment shall be designed to work in coastal areas in
humid and salt laden atmosphere.
7 Vibration The equipment, sub-system and their mounting arrangement shall be
designed to withstand satisfactorily the vibration and shocks encountered in
railway traction, unless otherwise prescribed or specifically defined in the
manufacturer’s design criterion.
5.12 Guiding test specifications for equipment

Following specifications or their well accepted equivalent followed by the manufacturer shall be
referred to while testing the equipment offered:
1. IEC-61133 : Electric Traction – Rolling Stock – Test methods for electric and thermal
/electric rolling stock on completion of construction and before entry into service
2. IEC-61287: Electronic Power Converter mounted on board rolling stock.
3. IEC-60571: Specific rules concerning the electronic control part of converters.
4. IEC–60349–2: Electronic converter fed alternating current motors
5. IEC–61375-1: Electric Railway Equipment-Train Communication Network.
6. IEEE–60034-18-1: IEEE recommended Practice for thermal evaluation of sealed insulation
systems for AC electric machinery employing form-wound pre-insulated stator coils for
machines rated 6900 V and below.
7. EN 50121-3-2: Railway applications – Electromagnetic compatibility – Part 3-2: Rolling stock
– Apparatus.
8. IEC 61373: Railway applications – Rolling stock equipment – shock and vibration test
9. IEC 60077: Railway applications - Electric equipment for rolling stock
10. Compressor: Relevant AAR specification (latest version)
11. Blowers: BS 848 (latest revision)
5.13 Track conditions

1 Gauge Broad Gauge (BG) 1676 mm (nominal)
2 Track structure The track is to a standard of 60 kg, 90 UTS rails on Pre-
stressed concrete sleepers of 1660 per km 300 mm depth of
ballast cushion below the sleepers
Or 52 kg, 90 UTS rails on Pre-stressed concrete sleepers of
1540 per km 250 mm depth of ballast cushion below the
sleepers.
3 Sharpest curve and turn out to be 174 m radius. The locomotive shall also be checked for
negotiated passage in both directions over standard BG 1 in 8-1/2
turnouts. Vogel’s layout or its internationally-accepted
equivalent for negotiability, throw over at head stock and
coupler movement with details of clearances shall be
submitted.
Maximum Super elevation 185 mm
Maximum cant deficiency 100 mm
4 Schedule of dimensions Indian Railways ‘Schedule of Dimensions’
for Broad Gauge (1676 mm), 2004
5 Overall moving dimensions The locomotive with new wheels and in empty condition
shall be within the dimensions shown in IR MMD as per
diagram EDO/T-2202.
6 Clearance above the rail level The locomotive shall be so designed that no component
shall infringe minimum clearance of 95 mm above rail level
with the locomotive fully loaded and wheels in fully worn
condition.
7 Permissible track tolerances: BG Main Line BG High Speed Route
(C&M 1 Vol 1)
Unevenness (3.6 m base) < 15 mm < 10 mm

Twist (3.6 m base) < 2.78 mm/meter < 2.08 mm/meter
Gauge variation <± 6 mm <± 3 mm
Alignment (versine on 7.2 m chord) < 5 mm < 5 mm
Gauge widening:
On curves of > 350m radius -5mm to +3mm
On curves of < 350m radius Up to +10mm
Annexure 1
Contractor Availability Guarantee
The contractor will have to guarantee 95% availability of locomotive (as a percentage of the total
locomotive hours of the fleet).
Reckoning of Contractor Downtime:
The time taken for the following maintenance activities shall be considered on the account of the
Contractor for the purpose of calculation of Contractor Downtime:
a) Major maintenance
b) Minor maintenance
c) Predictive major maintenance
d) Major out of course repairs
e) Predictive minor maintenance attributable to the contractor to the extent of the additional
time taken beyond the standard time for the maintenance schedule.
f) Minor out of course repairs attributable to the contractor.
g) Locomotives waiting for material on account of delay in supply attributable to the
contractor.
h) Movement of light or dead locomotive to the relevant location in the context of any of the
above maintenance activities, if the cause for such movement is attributable to the
Contractor. Maximum time attributable to the Contractor will be 24 hours. Time taken
beyond 24 hours will be to the account of the purchaser.
i) Safety certification as required after a major maintenance or major out of course repair.
Note: Details of maintenance schedule, predictive maintenance and out of course repairs are
given in Annexure 4.
Annexure 2
LOCOMOTIVE RELIABILITY GUARANTEE

The reliability of the locomotives will be measured in terms of locomotive failures. Definition of
locomotive failure for the purpose of maintenance contract will be as given below:
Definition of Locomotive Failure – A locomotive will be considered to have failed if it is unable
to work its booked train within the prescribed load from start (i.e. after being attached to the train)
to destination (i.e. to the first shed or point where the engine is booked to be cut off or to work
another train) or causes a delay of 30 minutes or more due to the under mentioned causes:
a) Defective design
b) Defective material
c) Bad workmanship during maintenance
d) Mismanagement by engine crew
e) Bad fuel
Exclusions: Locomotive failures covered under the following categories will not be accounted for
against the Contractor:
a) Mismanagement by engine crew
b) Cases of bad workmanship during minor maintenance which are not attributable to the
contractor
c) Bad fuel
d) Failure of locomotives which are overdue minor maintenance schedule by more than 72
hours
e) Locomotives working first round trip trial run (after heavy schedules, re-power packing,
accident repairs, change of major components like Traction Motor, Traction Alternator or
Turbocharger) when a trial message is issued in advance in consultation with the
Purchaser’s authorized representative.
Locomotive Reliability Guarantee: The Contractor will have to guarantee locomotive reliability
so that it shall not to exceed 1 (one) locomotive failure per 75000 kms (seventy five thousand
kilometers) on fleet average basis, attributable to the Contractor. For the purpose of this
guarantee, locomotive failures on contractor’s account will be reckoned as per the above
definition read in conjunction with the exclusions stated above.
Annexure 3
Fuel Efficiency Guarantee Benchmarks
a) DCNTSFC of a locomotive will be measured as per the procedure prescribed in Annexure 5 of this
specification.
b) BSFC of the first ten locos delivered by the contractor will be measured as per the procedure for
Quick Test of BSFC described in Annexure 5 of this specification for reference only.
Annexure 4
MAINTENANCE SCHEDULES, PREDICTIVE MAINTENANCE & OUT OF

COURSE REPAIRS
Major maintenance schedules – Major maintenance schedules will be those schedules in which
overhaul of major assemblies of the locomotive will be undertaken. The periodicity will not be less
than 6 years. The major assemblies referred to will include the following:
• Renewal of power pack assemblies
• Renewal of Turbocharger
• Re-qualification of all components of the gear train
• Re-qualification of Engine Crankshaft
• Renewal/Reconditioning of Crankshaft damper, air compressor
• Repairs/reconditioning of Traction Motor/traction alternator
• Attention to rectifier assemblies
• Major attention to Traction Control Converter, major electrical modules
Minor maintenance schedules – This will include all maintenance schedules other than the
major maintenance schedules.
Major predictive maintenance – Major predictive maintenance will include such maintenance
requirements for which the locomotives will be required to be sent to the contractor’s facility. The
following items will be included under the category of major predictive maintenance:
a) Power pack replacement
b) Replacement of Crankshaft
c) Replacement of Traction Alternator
d) Structural defects in Loco Under frame, Fuel Tank, Superstructure, Bogie Frames, Cab
e) Repairs requiring replacement of CCB panel, TCC, HV/LV cabinet modules
f) Repairs requiring intensive re-cabling
g) Replacement of worn out wheels
Minor predictive maintenance – All cases of predictive maintenance not covered in Major
Predictive Maintenance will be classified as Minor predictive maintenance and will be carried out
at the Purchaser’s facility.
Major out of course repairs – This will include all items covered under Predictive Major
Maintenance, and is differentiated from the latter only to the extent that these defects have
occurred on line and/or are not detected as part of a maintenance schedule. These repairs will be
carried out at the Contractor’s facility.
Minor out of course repairs – All cases of out of course maintenance not covered in Major out
of course repairs will be classified as Minor out of course repairs and will be carried out at the
Purchaser’s facility.
Annexure 5; page 1 of 6
DIESEL LOCOMOTIVE FUEL TESTING PROTOCOL FOR MEASURING DUTY CYCLE NET
TRACTION SPECIFIC FUEL CONSUMPTION (“DCNTSFC”) & QUICK TEST FOR BSFC
1. The Duty Cycle Net Traction Specific Fuel Consumption (“DCNTSFC”) and Quick Test for
BSFC shall be the basis for benchmarking fuel efficiency of Diesel Locomotives. The
procedure for fixing these benchmarks is given in Annexure 3. The methodology described
hereafter shall apply for:
a) Fixing fuel efficiency benchmarks of DCNTSFC and BSFC
b) For checking compliance to fuel efficiency benchmark on new locomotives
c) For checking compliance to fuel efficiency benchmarks on locomotives as referred to
elsewhere in different clauses of the maintenance contract:
2. (a) The duty cycle for purposes of the calculation shall be as per the representative Duty
Cycle given below.
NOTCH DUTY CYCLE

8 8%
7 8%
6 8%
5 6%
4 6%
3 6%
2 6%
1 8%
Idle 17.5%
Shutdown 17.5%
DB 9%
(b) The Duty Cycle Net Traction Specific Fuel Consumption (“DCNTSFC”) data as
measured shall be corrected to the following standard conditions:
(i) 85 kilometres per hour locomotive speed,
(ii) 15.6 degrees C inlet air temperature,
(iii) 97.73 kPa barometric pressure, and
(iv) 10,747 kCal/kg higher heat value fuel
* Duty cycle is given above is for reference only, however tenderer should be able to
adjust the engine performance with modified duty cycle also if it is change in light of
latest traffic instructions.
PROCEDURE FOR MEASURING LOCOMOTIVE DCNTSFC & QUICK TEST

FOR BSFC
General Preparation
A locomotive being tested must be in satisfactory running condition and have new engine air
filters, fuel filters, and lube oil filters. Testing shall be done with the locomotive in self-load.
Traction alternator current, measured after the locomotive rectifiers, shall be measured using a
separate, calibrated shunt. All fuel connections to the engine shall be re-directed to a weigh tank
on an electronic scale. A wayside source of compressed air shall be connected to the locomotive
to prevent the air compressor from loading. A diagram of the test is shown below.
To DB Grids
From Traction Alternator/ Rectifiers

Shunt
Fuel From loco tank

V Locomotive under test
I Heat
Fuel Fill Exchanger
Fuel return lines
Pump (cooler) (from engine)
M Power to
e Power Motor Driven
a from
W eigh Aux Alt.
Auxiliaries
s
u Tank Fuel to Engine
3 Phase
r Scale Wattmeter
e
W eight GPIB
d
comm
Signal
NOTCH RPM D.C. AA STD GHP AUX HP THP ALT EFF NHP BSFC* LBS/HR DC#/HR DCNHP
8 1050 0.17 3.0 4100 102.3 3997.8 0.9674 3867.4 0.3260 1336.6 227.22 657.46
7 995 0.04 4.0 3440 77.9 3362.1 0.9665 3249.5 0.3251 1118.3 44.73 129.98
6 995 0.04 1.0 2730 74.0 2656.0 0.9690 2573.6 0.3379 922.5 36.90 102.95
5 995 0.04 1.0 2050 71.8 1978.2 0.9698 1918.4 0.3443 705.9 28.24 76.74
4 995 0.04 16.0 1400 51.5 1348.5 0.9680 1305.3 0.3073 430.2 17.21 52.21
GPIB 3
2
995
720
0.04
0.04
16.0
7.0
950
420
49.5
16.8
900.5
403.2
0.9656
0.9607
869.5
387.4
0.3708
0.3763
352.2
158.0
14.09
6.32
34.78
15.50
Data Acquisition
1 581 0.04 4.0 190 9.2 180.8 0.9182 166.0 0.4071 77.3 3.09 6.64
IDLE 440 0.15 9.0 26.3 26.3 3.94
LO IDLE 340 0.31 6.3 20.5 20.5 6.37
DB1 440 0.02 25.9 25.9 0.52
comm
DB2 580 0.02 44.1 44.1 0.88
DB3 720 0.02 60.8 60.8 1.22
DB4 888 0.03 96.2 96.2 2.89
TOTALS: 1.00 393.61 1076.25
DUTY CYCLE NTSFC = 0.3657 lbs/nthp-hr
Laptop
Inlet Air Temperature

Barometric Pressure
Measured parameters
A minimum of the following parameters shall be measured during the tests:
Parameter Range Accuracy
Fuel weight 0 to 300 kg +/- 0.1%

Elapsed time 0 to 3600 sec +/- 0.1%
Traction alternator voltage (after 0 to Rated VDC +/-0.1%
rectifiers)
Traction alternator voltage (after 0 to Rated ADC +/-0.1%
rectifiers)
Motor driven auxiliary loads (use 0 to 400 kw +/-1.0%
wattmeter)
Engine inlet air temperature 0 to 50oC +/- 0.5oC
Barometric pressure 70 to 105 kPa +/-1 kPa
Fuel lower heating value (kJ/kg) 40000-44000 +/- 0.25%
A data acquisition system shall be used to record each of the above parameters at regular
intervals (at least once every 3 seconds) during each test run.
Measurement system calibration and certification requirements
All measurement devices used in these measurements shall be calibrated annually by an
approved lab. The scale shall be checked and recorded using a calibrated weight prior to every
locomotive test. Accuracy of the measurement devices shall meet the requirements defined
above. In addition, before its initial use, each measurement system used in the testing must pass
check of repeatability and reproducibility, details of which will be provided at a later time.
Test procedure
1. The test facility will draw a sample of the diesel fuel, and analyze it for heating value and
specific gravity, and these results will be used in calculating corrected results. A sample of
the fuel will also provided to the buyer for analysis if they so require.
2. Auxiliary power shall be measured by use of a wattmeter or equivalent electrical means to
measure power to all motor driven auxiliary loads. Testing will be done with non-essential
loads such as cab lights, headlights, air-compressor etc. turned off. Main alternator power
will be determined by measuring the DC voltage at the DC bus bars, and current measured
using a shunt or a current transducer. Data will be corrected to standard conditions stated
in the Protocol.
Should the locomotive be equipped with any shaft driven auxiliary loads, they shall be
accounted for using the manufacturer’s established power level for each of these,
corrected for engine speed, air temperature, and barometric pressure. The objective is
to accurately measure and account for all electrical and mechanical loads on the
locomotive.
The manufacturer shall provide authenticated tested value of the power consumed by
shaft-driven auxiliary machines/equipment as well as notch-wise alternator efficiency
data at the above standard conditions for use in working out the results, it being
understood that DCNTSFC & BSFC shall be worked out from the measured values of
Traction alternator output (after rectifiers).
3. No fuel saving add-ons like Automatic Start-Stop, Trip Optimizer, etc shall be included in
this testing.
4. After all instrumentation has been applied to the locomotive, start the locomotive and
check for fuel leaks. Put the locomotive in self-load, and verify in a loaded notch that all
measurements read appropriately.
5. Warm the engine at N8 at least 20 minutes, until normal operating temperatures are
reached.
6. Starting at N8 and going down in notch, take three SFC test runs per notch. A test run
consists of measuring the fuel burned in a defined period of time, while recording and
averaging all other parameters. If the average sfc from three runs differs from the
average of the first two runs, then an additional run or runs must be taken until the
average of all runs (n runs) differs from the average of n-1 runs by 0.2% or less (for
notches 5 thru 8, 0.5% for lower notches).
7. At notch 8, a suggested run time is 5 or 6 minutes. Runs at lower notches must be
longer to achieve satisfactory accuracy given the lower power and fuel burn rates.
8. Measure the fuel burn rate at idle or low idle (if the locomotive is so equipped).
Calculations
The manufacturer’s provided correction factors for engine inlet air temperature, barometric
pressure, and fuel heating value shall be applied to the measured data to correct the results to
the standard AAR conditions stated above.
The locomotive builder shall provide the value of the average total auxiliary power at the following
standard conditions for use in the calculations.
(i) 85 kilometers per hour locomotive speed,

(ii) 15.6 degrees C inlet air temperature,
(iii) 97.73 kPa barometric pressure, and
(iv) 10,747 KCal/kg higher heat value fuel
Multiple runs taken in each operating notch and idle shall be averaged and this average value of
sfc for each notch and the representative duty cycle shown in Para 2(a) of this annexure shall be
used to calculate the DCNTSFC. The average value of SFC at full load will be taken to calculate
the BSFC
Refer to the sample duty cycle calculation provided below.
SAMPLE DUTY CYCLE NET-TRACTION SFC CALCULATION

A B C D E F G H J K
CALCULATIONS: =A-B =CxD = (AxF)/E =ExH =AxFxH
Aux HP MEASURED DUTY
NOTCH BHP AT STD CONDITIONS THP Alt Eff NTHP BSFC NTSFC CYCLE DCNTHP DC g/h
8 6000 420 5580 0.96 5357 150.0 168.0 0.220 1178.5 198000
7 4800 336 4464 0.96 4285 156.3 175.1 0.070 300.0 52522
6 3600 252 3348 0.96 3214 162.6 182.2 0.050 160.7 29274
5 2700 189 2511 0.96 2411 167.4 187.5 0.035 84.4 15816
4 1800 126 1674 0.96 1607 172.1 192.8 0.035 56.2 10843
3 1200 84 1116 0.96 1071 175.3 196.3 0.035 37.5 7361
2 600 42 558 0.96 536 178.4 199.8 0.030 16.1 3212
1 300 21 279 0.96 268 180.0 201.6 0.015 4.0 810
Idle 10.5 kg/hr 0.510 5.4
0.000 ______ ______
Summations: 1.000 1837 317837
DCNTSFC = Sum of K/ Sum of J = 173.0 g/bhp-hr

DCNTSFC = Sum of JK Sum of J = 231.9 g/kwh
ENGINE FUEL CONNECTIONS
Alternator End
Turbo
End Pressure
Regulating
Fuel Filter Engine Block
Manual valve (closed)
Platform
Fuel
Transfer
Pump
Annexure 6
METHOD FOR DEMONSTRATING THE NVH CAPABILITIES
The manufacturer shall be required to demonstrate the NVH capabilities of the locomotive (on the
prototypes only), employing the method given below:
1. The microphone shall be calibrated to 94dBA @ 1000 Hz, and Type I certified.
2. The microphone will be located as follows:
- 100 ft from centreline of the track
- 4' off the ground
- A-side, centreline of locomotive
- B-side, centreline of locomotive
3. Measurement shall be A-weighted, slow response, 30-second average
4. No precipitation.
5. Wind speed < 15 mph
6. Locomotive shall be in standstill, connected to external load box and developing full power.
Load box will be located away from the locomotive.
7. Test shall be at standard AAR conditions.
8. Test location shall not have any structure, trees etc. close to the locomotive causing sound
wave reflections.
9. Air compressor shall be disabled.
Extract from Rating & Performance Trial report no. MT–260 of WDG4 locomotive
RATING, PERFORMANCE, STARTING ADHESION

AND SPECIFIC ROLLING RESISTANCE INVESTIGATION ON
WDG4 DIESEL ELECTRIC LOCOMOTIVE
SYNOPSIS
The WDG4 class of locomotives of 4000 h.p. with Co-Co bogies are imported locomotives
supplied by M/s. General Motors, U.S.A. The locomotives are designed for hauling goods trains
at a speed of 100 km/h. The locomotive is controlled with EM-2000 advanced computer utilising
32 - Bit microprocessor, which improves the reliability and performance. The information
regarding performance of the locomotive is stored in the computer and can be down loaded to a
lap top computer for further analysis. This report covers the result of investigation pertaining to
Rating, Performance, Starting Adhesion and Specific Resistance of WDG4 locomotive. The tests
were conducted on LKO-RAC-LKO section of Northern Railway.
Investigations have revealed that the locomotive is capable to develop an average tractive effort
of 52.5 t at start on 8th notch indicating starting adhesion percentage of locomotive as 41.7 %.
The Tractive Effort Vs. Speed curve at 8th notch based on test values, follows the design curve
closely.
The Rheostatic brake effort at 8th notch was observed following the design curve on higher side
in the speed range of 10 to 53 km/h and was found to be 18.75 t. However, for speed range of 58
km/h and above the brake effort developed followed the design curve on lower side having
average difference of 1 t.
The specific starting resistance of the locomotive was found to be 2.65 kg/t. The specific rolling
resistance was found to follow the equation
R=1.85+0.0342V+0.00021V2
1. INTRODUCTION
1.1 The WDG4 class of locomotives of 4000 HP with Co-Co bogies, are imported
locomotives from M/s. General Motors, U.S.A. General arrangement of the
locomotive is as per GM Drawing No. L-020328. Bogie arrangement drawing is as
per GM Drawing No. 40075079. The axle load of the locomotive is 21t. The
locomotives are designed for a speed of 110 km/h and are intended for hauling
goods trains at a speed upto 100 km/h.
1.2 This report gives the result of Rating, Performance, Starting adhesion, specific rolling
resistance trial of WDG4 locomotive over RAC - LKO - BSB section of Northern
Railway and most of the recordings were done on LKO - RAC section.
2. SALIENT DESIGN FEATURES OF WDG4 DIESEL ELECTRIC LOCOMOTIVE:
2.1 GENERAL DESCRIPTION OF THE LOCOMOTIVE:

The WDG4 diesel electric locomotive is designed for 4000 hp equipped with a 16-710
G3B Engine, which gives 540 KN starting Tractive effort. The traction motors are AC
types, which increase the life of traction motor.
The WDG4 loco is equipped with Co-Co HTSC bogie, which gives high adhesion and
high speed. The WDG4 loco is controlled with EM-2000 advanced computer utilising
32-bit microprocessor, which improves reliability and performance. The information
can be stored and down loaded to a lap top computer for further analysis. The
performance record including fault of the locomotive is stored in the computer, which
can be seen and then rectified. Also during the run, if any fault occurs, Crew
Message is displayed for the guidance of the driver.
The loco is fitted with electronic air brake system. The adhesive weight of the
locomotive is 126 t. The height of the loco from rail to cooling fan is 4.12 m, overall
length is 21.3 metres and width is 3.16 metres. General Design feature of WDG4 is
given at Annex-I.
2.2 The diagram indicating equipment layout of the locomotive is given in Fig. 1
3. OBJECT OF THE INVESTIGATION:

To determine the following characteristics of WDG4 class of locomotive:
3.1 Power characteristics at 8th notch - Measurement of Draw Bar pull and estimation of
Tractive Effort Vs. Speed plotted in the form of curve.
3.2 Starting adhesion characteristics of the locomotive on Main line as well as on Yard /
Loop line under the following conditions.
• On dry unsanded rails.
• On dry sanded rails.
• On wet unsanded rails.
• On wet sanded rails.
3.3 Dynamic Brake Characteristics.
3.4 Specific Starting Resistance.
3.5 Specific Rolling Resistance.
4. TEST PARTICULARS:
4.1 TEST LOCOMOTIVE:
The WDG4 locomotive No. 12010 was received from DLW/BSB in the month of July
2000. The locomotive was taken for Rating and Performance test after completion of
braking trials on 30.6.2000.
4.2 INSTRUMENTATION:
The locomotive was instrumented for Rating and performance tests at UP yard
Lucknow. However petty repair attention was given to locomotive in Diesel Shed,
Alambagh, Lucknow.
4.3 TEST SECTION:
The Rating, Performance, Starting Adhesion and Specific Rolling Resistance tests
were conducted on RAC - LKO – BSB section up to a test speed of 100 km/h. Most
of the recordings were done on LKO-RAC section of Northern Railway. Fig. 2 shows
the Index section of LKO-RAC section.
4.4 PERIOD OF TEST:
Rating and Performance tests were conducted from 1.7.2000 to 2.8.2000 on LKO-
RAC section of Northern Railway.
60 Extract from Rating & Performance Trial report no. MT–2of WDG4 locomotive
4.5 TEST TRAIN:

The test special consisted of the test locomotive No. 12010 WDG4, Dynamometer-
cum-Research Car RK-2468, two Staff Car Nos. RD-1788 and RD-8013 and two
WDG2 Locomotive nos 14694 and 14726 (in MU operation) in the rear as control
locomotive.
4.6 TEST MEASUREMENT AND OBSERVATIONS:
4.6.1 The following observations were taken on the locomotive while conducting
trials.
(a) Notch Position.
(b) Time.
(c) Speed.
4.6.2 Following data were recorded in dynamometer car:
(a) Drawbar Pull.
(b) Speed of the train.
4.7 TEST EQUIPMENTS AND INSTRUMENTATION
4.7.1 The particulars of the instruments used for measuring/recording the various
parameters are detailed below:
Parameter Indication instrument Recording instrument
1. Drawbar Pull Strain Gauged Drawbar Graphtech recorder.
2. Speed Digital Speedometer fitted in Dyn. car. Graphtech recorder.
3. Time Stop watch ----
4.8 TEST PROCEDURE:
4.8.1 Power Characteristics at 8th Notch:
(a) Tests were conducted to study the power characteristics of the
locomotive while working on 8th notch up-to a maximum speed of
100 km/h.
(b) While approaching the test section, the test loco was kept at 8th
notch and draw bar pull were recorded at different balancing speed
by the application of dynamic brakes of multiple WDG2 control
locomotives.
4.8.2 Adhesion Tests:
For the starting adhesion tests, the test locomotive was kept leading while braking locos
were kept in rear. Braking locos were used for developing enough load so that leading test
loco slips but does not move. Adhesion at start was determined by measuring the drawbar
pull of the locomotive at the time of wheel slip while starting fully braked train. The braking
was achieved by applying brakes from the control locomotives. The test locomotive was
gradually notched up till any of the wheel slipped. During this operation the following
parameters were recorded:
• Drawbar Pull.
• Notch Position.
• Sequence of wheel slipping.
• Location of the test.
The adhesion percentage was calculated as follows:

%age Adhesion = {DB pull at wheel slip + Starting Resistance of Loco}x 100
Total adhesive Weight of the locomotive
4.8.3 Dynamic Brake Tests:

For the dynamic brake tests, the formation of the test special was arranged in such a way
that the two WDG2 locomotives in MU operation, which were otherwise being used for
braking purpose, were leading followed by Dynamometer Car and the test loco was kept at
the rear most. The tests were conducted on level tangent track. The train was allowed to
accelerate quickly to the speed higher than the required speed and then dynamic brakes
were applied from the test locomotive. Leading locos were put to maintain the test speed for
a period of 2-3 minutes by manipulating the notch position. The maximum dynamic brake
was applied from test locomotive by keeping the handle in maximum position. During these
test following parameters were recorded:
• Drawbar Pull.
• Speed.
• Time.
4.8.4 Starting Resistance:
Starting resistance was measured by putting tension capsule meter between test loco and
dynamometer car. After applying the brakes from rear control locomotives, the screw
coupling was tightened to the extent when the wheels of test locomotive just start moving. At
this time the reading was taken from tension capsule meter. The same test was repeated at
different locations and an average value was worked out.
4.8.5 Rolling Resistance:

The rolling resistance of the locomotive up to a speed of 100 km/h was determined
by coasting method. The locomotive was accelerated up to the desired speed on a
level track and the power was switched off. The locomotive was allowed to
decelerate under its own resistance. The instantaneous speed values were read out
after a fixed time interval from a wheel pick up device fitted on one of the axle of the
test loco. From the speed and time relationship, locomotive resistance was worked
out statistically and the rolling resistance curve in the form of R = a + bv + cv2 was
plotted.
6. CONCLUSIONS
5.1 Power Rating and Tractive Effort Characteristics:

The speed Vs. tractive effort curve at 8th notch based on the test values when
compared with the design curve, shows that the test values follow the design curve
closely.
(Para 5.1.5 )
5.2 Starting Adhesion:
Starting adhesion tests were tried on well-maintained main line track and it was
observed that the wheel did not slip even at 8th notch on a few locations. The
locomotive is able to develop an average tractive effort of 52.5t under dry sanded rail
condition on 8th notch indicating starting adhesion percentage of the locomotive as
41.7%.
The maximum 29.8 % of starting adhesion was found at 50% slip risk on main line
with dry sanded rail and the minimum 6.5% of starting adhesion was found at 50%
slip risk on loop / yard line with wet unsanded rail.
(Para 5.2.2)
5.3 Dynamic Brake Characteristics:
The Rheostatic brake effort at 8th notch was observed following the design curve on
higher side in the speed range of 10 to 53 km/h and was found to be 18.75 t.
However, for speed range of 57 km/h and above the brake effort developed followed
the design curve on lower side having average difference of 1 t. (Para 5.3)
5.4 Starting & Rolling Resistance:
The average starting resistance of the locomotive was found to be 334 kg. i.e. 2.65
kg/t. The specific rolling resistance follows the following equation
R = 1.85 + 0.0342 V + 0.00021 V2 (Para 5.4)
Annexure 8

Final - Spec - MP - 0.08.00-74 - 6000HP - Rev - 02 - Mar15

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TECHNICAL SPECIFICATION FOR 1676 MM

SPECIFICATION No. MP- 0.08.00-74

vuql/a kku vfHkdYi vkSj ekud laxBu

Sr. No. Description Page No.

2. Other Required Features 2

3. Important information to be furnished 5

Technical specification for 1676 mm gauge 6000 HP & 4500 HP IGBT-based

1.0 Main Parameters

S.No. Parameter Qualifying criterion

1.2 Starting adhesion factor in 42% for both types of locomotives.

1.17 Nominal Track Gauge 1676 mm

2.0 Other Required Features

 One fire extinguisher in addition to one in the equipment

Noise source Noise Standard – A Measurement

& wheel slip control system and data logging.

3.0 Important information to be furnished:

5.0 General parameters and information applicable to the locomotives

5.3 Acceptance criterion for ride behaviour

5.4 Validation tests at the manufacturer’s premises

 Adhesion test to prove adhesion capability.

 Emergency braking distance trials.

A sample test report is enclosed as Annexure 7 for guidance.

Representative(s) of the manufacturer shall be associated during these tests.

5.8 Inspection/commissioning plan: Every locomotive shall be subjected to inspection by

5.10 Compatibility with Signal & telecommunications installations

Interference current Limit

b) Locomotive shall comply European Standards EN 50238 for Railway applications-

5.11 Climatic and environmental conditions

5.12 Guiding test specifications for equipment

5.13 Track conditions

Unevenness (3.6 m base) < 15 mm < 10 mm

Contractor Availability Guarantee

Reckoning of Contractor Downtime:

LOCOMOTIVE RELIABILITY GUARANTEE

Fuel Efficiency Guarantee Benchmarks

MAINTENANCE SCHEDULES, PREDICTIVE MAINTENANCE & OUT OF

NOTCH DUTY CYCLE

PROCEDURE FOR MEASURING LOCOMOTIVE DCNTSFC & QUICK TEST

From Traction Alternator/ Rectifiers

Fuel From loco tank

DUTY CYCLE NTSFC = 0.3657 lbs/nthp-hr

Inlet Air Temperature

Fuel weight 0 to 300 kg +/- 0.1%

(i) 85 kilometers per hour locomotive speed,

SAMPLE DUTY CYCLE NET-TRACTION SFC CALCULATION

Summations: 1.000 1837 317837

DCNTSFC = Sum of K/ Sum of J = 173.0 g/bhp-hr

ENGINE FUEL CONNECTIONS

METHOD FOR DEMONSTRATING THE NVH CAPABILITIES

RATING, PERFORMANCE, STARTING ADHESION

2. SALIENT DESIGN FEATURES OF WDG4 DIESEL ELECTRIC LOCOMOTIVE:

2.1 GENERAL DESCRIPTION OF THE LOCOMOTIVE:

3. OBJECT OF THE INVESTIGATION:

4.5 TEST TRAIN:

The adhesion percentage was calculated as follows:

4.8.3 Dynamic Brake Tests:

4.8.5 Rolling Resistance:

5.1 Power Rating and Tractive Effort Characteristics:

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One fire extinguisher in addition to one in the equipment

Adhesion test to prove adhesion capability.

Emergency braking distance trials.