Train Set - FINAL

Page 1 of 138 Date of issue: August 2015 Specification No. RDSO/PE/SPEC/EMU/0167 (Rev.
2)
Page 2 of 138 Date of issue: August 2015 Specification No. RDSO/PE/SPEC/EMU/0167 (Rev. 2)
TABLE OF CONTENTS
Abbreviations .................................................................................................................................................................. 7
Definitions..................................................................................................................................................................... 11
CHAPTER 1 .............................................................................................................................................14
GENERAL DESCRIPTION, OPERATING AND ENVIRONMENTAL CONDITIONS ............................14
1.1 Introduction...................................................................................................................................................... 14
1.2 References to various standards ....................................................................................................................... 14
1.3 Reliability, Availability, Maintainability and Safety (RAMS) .............................................................................. 18
1.4 Power supply system ........................................................................................................................................ 19
1.5 Track parameters .............................................................................................................................................. 20
1.6 Climatic and Environmental Conditions ............................................................................................................ 20
1.7 Signal and Telecommunication Installations ..................................................................................................... 22
1.8 Passenger Capacity and Payload ....................................................................................................................... 25
1.9 Station Platforms .............................................................................................................................................. 25
1.10 Definitions and Interpretation .......................................................................................................................... 26
CHAPTER 2 .............................................................................................................................................27
PERFORMANCE REQUIREMENTS...........................................................................................................27
2.1 Leading Parameters of Train ............................................................................................................................. 27
2.2 Maximum Speed ............................................................................................................................................... 28
2.3 Ride Index......................................................................................................................................................... 28
2.4 Kinematic Envelopes ......................................................................................................................................... 29
2.5 Traction Performance ....................................................................................................................................... 29
2.6 Brake System Performance ............................................................................................................................... 30
2.7 Jerk Limit .......................................................................................................................................................... 30
2.8 Train Weight ..................................................................................................................................................... 30

2.9 Auxiliary power ................................................................................................................................................ 31
2.10 Power Factor .................................................................................................................................................... 31
2.11 Efficiency .......................................................................................................................................................... 31
2.12 Coupling within Train ....................................................................................................................................... 31
2.13 Continuous Operating Equipment..................................................................................................................... 31
2.14 Environmental Noise Standards........................................................................................................................ 32
2.15 Electro-magnetic Compatibility Requirements.................................................................................................. 32
2.16 Design Life ........................................................................................................................................................ 33
2.17 Maintenance..................................................................................................................................................... 33
2.18 Fire ................................................................................................................................................................... 33
2.19 Safety ............................................................................................................................................................... 33
2.20 Dust and Noise Suppression system.................................................................................................................. 33
2.21 Regenerated Energy.......................................................................................................................................... 33
2.22 Temperature Rise ............................................................................................................................................. 34
2.23 Adhesion Limit .................................................................................................................................................. 34
CHAPTER 3 .............................................................................................................................................35
TECHNICAL REQUIREMENTS OF SYSTEM/SUB-SYSTEMS ...............................................................35
3.1 General ............................................................................................................................................................. 35
General Electrical Design ............................................................................................................................................... 37
3.2 Pantograph ....................................................................................................................................................... 37
3.3 Main Circuit Breakers ....................................................................................................................................... 38
3.4 Lightning Arrestor ............................................................................................................................................. 38
3.5 Main Transformer ............................................................................................................................................. 38
3.6 High voltage cable assembly ............................................................................................................................. 39
3.7 Power Converter............................................................................................................................................... 39
3.8 Traction Motor and Drive ................................................................................................................................. 40

3.9 Auxiliary System ............................................................................................................................................... 42
3.10 Train Control and Management System (TCMS) ............................................................................................... 44
3.11 Control Equipment............................................................................................................................................ 48
3.12 Master cum Brake Controller ............................................................................................................................ 48
3.13 Instruments and Gauges ................................................................................................................................... 49
3.14 Wiring and Cabling............................................................................................................................................ 49
3.15 Interior Lighting and Fan ................................................................................................................................... 50
3.16 Head Light, Flasher and Tail Lights .................................................................................................................... 51
3.17 Speed Indicating and Recording Equipment ...................................................................................................... 52
3.18 Driver’s Display ................................................................................................................................................. 52
3.19 Insulating Materials .......................................................................................................................................... 53
3.20 Safety Measures ............................................................................................................................................... 53
3.21 Power Sockets .................................................................................................................................................. 54
3.22 Disaster Management Light .............................................................................................................................. 54
3.23 Fire Loading ...................................................................................................................................................... 55
3.24 Event Recorder ................................................................................................................................................. 55
3.25 Heating, Ventilation and Air Conditioning (HVAC) ............................................................................................ 56
3.26 Voice Communication System........................................................................................................................... 58
3.27 Public Address System ...................................................................................................................................... 59
3.28 Automatic Voice Announcement System .......................................................................................................... 59
3.29 Passenger Information System ......................................................................................................................... 60
3.30 Internal & External Displays.............................................................................................................................. 60
3.31 Passenger Car Surveillance System ................................................................................................................... 60
3.32 Cab Recording Equipment................................................................................................................................. 61
3.33 Passenger Alarm Signal Apparatus.................................................................................................................... 61
3.34 Centralized Coach Monitoring System (CCMS) .................................................................................................. 62

General Mechanical Design ........................................................................................................................................... 62
3.35 General Requirement ....................................................................................................................................... 62
3.36 Draw and Buffing Gear ..................................................................................................................................... 63
3.37 Wheel, Axles Roller Bearings ............................................................................................................................ 63
3.38 Bogie Design ..................................................................................................................................................... 64
3.39 Bogie Brake Equipment .................................................................................................................................... 67
3.40 Track Interaction............................................................................................................................................... 67
3.41 Braking Requirements and Brake Equipment .................................................................................................... 68
3.42 Compressed Air System .................................................................................................................................... 69
3.43 Horns ................................................................................................................................................................ 69
3.44 Marking ............................................................................................................................................................ 70
3.45 Driving Cabs ...................................................................................................................................................... 70
3.46 Gangway........................................................................................................................................................... 71
3.47 Car Body Structure ............................................................................................................................................ 71
3.48 Materials .......................................................................................................................................................... 72
3.49 Crashworthiness ............................................................................................................................................... 73
3.50 Fabrication........................................................................................................................................................ 74
3.51 Equipment Mounting ........................................................................................................................................ 74
3.52 Appearance ...................................................................................................................................................... 75
3.53 Emergency Ingress / Egress Locations ............................................................................................................... 75
3.54 External Fittings ................................................................................................................................................ 76
3.55 Interior Fitting .................................................................................................................................................. 76
3.56 Floor ................................................................................................................................................................. 77
3.57 Habitability ....................................................................................................................................................... 78
3.58 Lining ................................................................................................................................................................ 78
3.59 Air Ducts and Diffusers ..................................................................................................................................... 79

3.60 Luggage Compartment...................................................................................................................................... 80
3.61 Luggage Racks ................................................................................................................................................... 80
3.62 Toilet System .................................................................................................................................................... 80
3.63 Seats/Berths ..................................................................................................................................................... 82
3.64 Handholds and Ladder (sleeper type cars) ........................................................................................................ 83
3.65 Curtains ............................................................................................................................................................ 83
3.66 Sub-Pantry ........................................................................................................................................................ 84
3.67 Door and Windows ........................................................................................................................................... 84
3.68 Brake System .................................................................................................................................................... 87
3.69 Exterior Painting (for Aluminium Car body) ...................................................................................................... 93
3.70 Facilities for Passengers with Disabilities .......................................................................................................... 95
3.71 Pantry Car (for Train of 20) ............................................................................................................................... 95
Annexure-A1 ................................................................................................................................................................. 96
Annexure-A2 ................................................................................................................................................................. 97
Annexure-A3 ................................................................................................................................................................. 98
Annexure-A4 ................................................................................................................................................................. 99
Annexure-A5 ............................................................................................................................................................... 103
Annexure-A6 ............................................................................................................................................................... 113
Annexure-A7 ............................................................................................................................................................... 129
Annexure-A8 ............................................................................................................................................................... 130
Annexure-A9 ............................................................................................................................................................... 131

Abbreviations
The following abbreviations are used in these Specifications and Standards:
Abbreviation Full Name
AAR Association of American Railroad
AC Alternating Current
AF Audio Frequency
ASIC Application Specific Integrated Circuit
ASHRAE American Society of Heating, Refrigeration and Air-conditioning

Engineers
ADD Automatic Dropping Device
ATP Automatic Train Protection
BG Broad Gauge
BP Brake Pipe
BS British Standards
CCMS Centralized Coach Monitoring system
CBC Centre Buffer Coupler
DB Dry Bulb
DC Direct Current
EER Energy Efficiency Ratio
EMC Electro-magnetic Compatibility
EMI Electro-magnetic Interference
EN Euro Norm (European Standard)
EMU Electrical Multiple Unit
EP Electro Pneumatic
EOTT End of Train Telemetry

EPDM Ethylene Propylene Diene Monomer
ETCS
European Train Control System
ERTMS
European Rail Traffic Management System
EVA Ethylene Vinyl Acetate
FEM Finite Element Method
FOIS Freight Operations Information System
GPS Global Positioning System
GSM Global System for Mobile
GSM-R Global System for Mobile – Railways
HT High Tension (Voltage) (according to Indian Electricity Rules)
HMI Human Machine Interface
IBH/IBS Intermediate Block Hut/Station
IC Integrated Circuit
IEC International Electro technical Commission
IER Indian Electricity Rules
IEEE Institution of Electrical and Electronic Engineers
IGBT Insulated Gate Bipolar Transistor
Indian Railways
IR
IRS Indian Railway Standards
IRSOD Indian Railway Schedule of Dimensions
IS Indian Standard
ISO International Standards Organization
Kmph Kilometers per hour
LED Light Emitting Diode

MCB Miniature Circuit Breaker
MMD Maximum Moving Dimension
MR Main Reservoir
NF Norme Française (French Standard)
OEM Original Equipment Manufacturer
OHE Over Head Equipment
ORD Over Reach Detection
PCB Printed Circuit Board
PIS Public Information System
PA Public Address
PRS Passenger Reservation System
PWD Persons with Disabilities
RAMS Reliability, Availability, Maintainability and Safety
RDSO Research Designs & Standards Organisation
SI Systeme Internationale
SIL Safety Integrity level
SDH Synchronous Digital Hierarchy
STM Synchronous Transport Module
TCMS Train Control and Management System
TPWS Train Protection and Warning System
TS Train Superintendent
UHF Ultra High Frequency
UIC Union Internationale des Chemins de Fer (International Union of

Railways)
UL Underwriters Laboratories
UTS Unreserved Ticketing System
VHF Very High Frequency
VCU Vehicle Control Unit
VCD Vigilance Control Device
WB Wet Bulb
WC Water Closet (i.e. a flush toilet)

Definitions
In these Specifications and Standards, the following words and expressions shall, unless repugnant
to the context or meaning thereof, have the meaning hereinafter respectively assigned to them:
Term Definition
Agreement
shall mean the Procurement cum Maintenance Agreement for
EMU Train Set
BG shall mean 1676 mm broad gauge used in IR;
Basic Unit Shall mean a composite unit of four Cars comprising two
motorized Car and two trailer Car;
End Basic Unit Basic unit with Driving Car
Middle Basic Unit Basic Unit without Driving Car
C&M 1 volume 1
shall mean Civil and Mechanical Engineering Report Number
1 Volume 1, issued by RDSO;
Company
shall mean any firm or company with whom the order for
supply of work has been placed/will be placed;
Driver
shall mean the person in the Driving Cab who is in control of
the operation of the Train;
Driving Cab
shall mean a cabin, segregated from the passenger area, and
situated at the end of a Car of Train, and includes the
equipment and sub-systems forming part thereof;
Driving car
shall mean car with Driving Cab, luggage, CCMS, Passenger
area & facilities for PWD;
Train shall means EMU Train Set comprising Basic Units
Train of 20 shall mean a train comprising 5 (five) Basic Units for sleeper
type Cars
Train of 16 shall mean a train comprising 4 (four) Basic Units for seating
type Cars
IP or Ingress
shall mean the degree of protection provided by enclosures in
Protection
accordance with IEC 60529;
IRDMI
Indian Railways Driver Machine Interface for TPWS
L-10
shall mean life of bearing in accordance with ISO 281;
Motorized car
shall mean a car fitted with traction motor on all axles;
Human Machine
shall mean the interface between the system or equipment
and the human interfacing with that equipment;
Interface (HMI)
Propulsion
shall mean and include traction converters, auxiliary
converters and electronics (hardware and software for
Equipment
propulsion system)
Pantograph Car
Car fitted with two numbers of pantograph
Government
shall mean the President of the Republic of India;
Car
shall mean a passenger carrying car, built in conformity with
the provisions of this Specifications and Standards;
Rail Level
the plane which passes through the top of the cross-sectional
center line of both running rails.
RDSO
shall mean the Research Designs and Standards Organization
(RDSO), Manak Nagar Lucknow-226011
Reliability
shall mean a high degree of probability that an equipment or
system can perform a required function under specified
conditions for a specified period, in conformity with the
operational parameters specified in this Specifications and
Standards.
Sub-system
shall mean and include all equipment(s) forming part of such
sub-system;
TCMS
Train Control and Management System (TCMS) is a modular,
scalable, secure, standard control and communication
platform, which manages and controls the flow of information
among various sub-systems like driver’s control, converters,
doors, brakes, PIS, lighting, heating, ventilation and air-
conditioning etc. TCMS allows for efficient & reliable train
operation with in-built redundancy. It generates diagnostic

messages useful in train operation, troubleshooting,
maintenance and communicates with the wayside control
centers.
Trailer car
shall mean car not fitted with traction motors;
Chair car
Car with seating arrangement
Ti
shall mean the temperature index of the insulation system;
Transmission and
shall mean system comprising traction gears, gear case,
Suspension System
traction rod arrangements (if any), primary and secondary
suspension springs and dampers with bogie frame;
Others
any capitalized term used herein not specifically defined shall
have the meaning ascribed to such term in the Agreement.
VDE Verband der Elektrotechnik, Elektronik und

Informationstechnik.
The VDE is the Association for Electrical, Electronic and
Information Technologies and their related sciences,
technologies and applications.
Chapter 1
General Description, Operating and Environmental
Conditions
1.1 Introduction
1.1.1 The Train shall conform to the technical requirements of design, development, manufacture,
testing, supply, delivery, commissioning and maintenance of 1676 mm gauge, IGBT based 3-
phase drive, modern fully furnished, finished, integral, light weight Train for use by the Indian
Railways as per the Specifications and Standards set forth herein.
1.1.2 The environmental and service conditions, performance requirements and technical
requirements are specified in these Specifications and Standards.
1.1.3 The design and manufacture of the Train and the various sub-systems thereof shall be based
on the requirements set out in these Specifications and Standards and in accordance with
Good Industry Practice.
1.1.4 The Company shall demonstrate, to the satisfaction of the Government, that the sub-systems
proposed to be used in the Train are based on proven technology and design. For the
avoidance of doubt, the Government may require the Company to conduct such tests and
trials as may be necessary to establish the reliability and efficiency of such technology and
designs in accordance with the Good Industry Practice.
1.1.5 Due consideration shall be given at design stage to ambient conditions of dust, moisture, high
temperature and vibrations prevalent in India, as specified in clause 1.6 in these
Specifications and Standards.
1.2 References to various standards

1.2.1 The standards applicable and relevant to the complete Train and to the various sub-systems
and systems shall be:
(i) IEC publications;
(ii) EN ;
(iii) UIC;
(iv) AAR
(v) IEEE;
(vi) BS;
(vii) RDSO specifications
(viii) ICF/RCF specification
(ix) NF-F
(x) ORE
(xi) VDE
(xii) UL
(xiii) IS; and
(xiv) Any other standards referred to in these Specifications and Standards.
In the event of any contradiction in the aforesaid standards, the following standards shall have
priority in the order listed:
(i) Standards mentioned in Specifications and Standards set forth herein;
(ii) EN /IEC/UIC/AAR and
(iii) IS.
For avoidance of any doubt, in case of any conflict between the requirements of these
standards, the stipulations of these Specifications and Standards shall have precedence.
1.2.2 The design of the Train and the sub-systems and systems thereof shall comply with the
following standards:
1.
Electric traction – rolling stock – test methods for IEC 61133
electric and thermal /electric rolling stock on
completion of construction and before entry into
service
2.
Electronic equipment used on rail vehicles IEC-61287
3.
Specific rules concerning the electronic control part of IEC-60571
converters
4.
Electric traction - Electronic converter-fed alternating IEC 60349 –2
current motors
5.
Railway application – rolling stock – Part 1: combined IEC 61377-1
testing of inverter fed alternative current motors and
their control system
6.
Guide for the evaluation and identification of IEC 60505
insulation systems of electrical equipment
7.
Electric railway equipment-train communication IEC 61375-1
network
8.
Rotating electrical machines: Functional evaluation of IEC 60034-18
insulation systems
9. EN 50121-3-2 /
Railway applications – electromagnetic compatibility
IEC 62236-3-2
– Part 3-2: rolling stock – Apparatus
10. EN 50121-2/
Railway applications – electromagnetic compatibility
IEC 62236-2
– Part 2: emission of the whole railway system to the
outside world
11.
Railway applications – compatibility between rolling EN 50238
stock and train detection system
12.
Transformer and chokes IEC 60310
13.
Transformer oil BS 149-1984
14.
High voltage AC circuit breaker IEC 60077-4
15.
Rules for pantograph of electric rolling stock IEC: 60494-1
16.
Relays, contactors and switches IS 3231, IEC 60947
17.
Cables IEC 60228, IS 10810,
EN 50264
18.
Lightning arrestor IEC 60099-4, IS 3070 Pt III
19.
Railway applications – rolling stock equipment – IEC 61373
shock and vibration test
20.
Programming languages for PLC IEC 61131
21.
Railway applications – electric equipment for rolling IEC 60077
stock
22.
Electronic equipment used on rail vehicles IEC 60571
23.
Power converter installed on board rolling stock – Part IEC 61287-1
1: Characteristics and test methods
24.
Power converter installed on board rolling stock– Part IEC 61287-2
2: Additional technical information
25.
Railway application – rolling stock protective IEC 61991
provisions against electrical hazards
26.
Auxiliary machines IEC 60034
27.
Power factor correction IEC 60871
28.
Environmental testing IEC 60068
29.
Batteries IEC 60623
30.
Degree of protection provided by enclosures IEC 60529
31.
Rules for installation of cabling EN 50343
32.
Railway applications, welding of railway vehicles and EN15085
components. Inspection, testing and documentation
(The Company shall, no later than the 5 th (fifth)
anniversary of the Appointed Date, demonstrate
compliance to the EN 15085)
33.
Schedule of Dimension for broad gauge IR Schedule Of Dimension
for Broad Gauge, revision
2004 with latest
amendment
34.
Reliability of electronic component IEC 61709
35.
RAMS EN 50126/ IEC 62278
36.
Metallized carbon strip for pantograph RDSO’s specification no.
RDSO/2009/EL/SPEC/0097
Rev. 1 or latest
1.2.3 The latest version of the aforesaid standards, which have been published at least 60 (sixty)
days before the last date of bid submission shall be considered applicable.
1.2.4 Alternative Standards
The requirements listed in these Specifications and Standards are the minimum. The
Company may adopt alternative internationally recognized codes, standards and
specifications, if it can demonstrate to the Government that such alternative is superior or

more pertinent to the Train than the standards specified in these Specifications and
Standards. The Company shall seek the prior approval of the Government for any alternate
standards proposed to be used.
1.3 Reliability, Availability, Maintainability and Safety (RAMS)

1.3.1 General
The Company shall design the Train to ensure Guaranteed Reliability, Guaranteed Availability
and high degree of safety in order to provide a dependable service. The optimization of the
system with respect to Reliability, Availability, maintainability and safety shall form an integral
element of these Specifications and Standards.
The plan for Reliability, Availability, maintainability and safety shall conform to EN 50126/ IEC
61709/ IEC 62278. Reliability of electronic components shall conform to IEC 61709.
1.3.2 The Company shall develop RAMS targets both for the complete system and for the major
sub-systems such as transformer, traction converter, auxiliary converter, electronics, traction
motor, Transmission and Suspension System, high voltage equipment, blowers and other
auxiliary machines, such that it will provide a high level of dependability.
1.3.3 There shall be an efficient means of operation of the Train after all failures in accordance with
Good Industry Practice.
1.3.4 Components critical for safety shall fall into safe operating mode in case of malfunctioning.
The system safety plan shall identify and list safety critical components and this list shall be
updated periodically.
1.3.5 The Company shall establish and operate a detailed reliability, availability, maintainability and
safety (RAMS) Assessment system in support of the design, manufacture and subsequent
testing, commissioning, operation and maintenance of the Train.
1.3.6 Safety Assessment shall be carried out and shall include the following principles:
(i) Degraded modes and emergency operations shall be considered as well as normal
operations;
(ii) Safety risk assessment shall utilize more than one methodology to assess risks; and
(iii) Safety risk assessment shall include the consideration of dependent failures, in
particular the traction power, braking and control systems.
1.3.7 Every complete Car, as well as each constituent component, assembly, subsystem and
system element shall be designed in such a manner as to perform its function reliably in
revenue service. To ensure reliability of the system, redundancy shall be built-in so that
the performance of the ‘Train of 20’ shall not deteriorate under the following conditions:
 In the event of failure of one basic unit;

 In the event of failure of equipment in the train, less than or equivalent to that of one
basic unit;
As the equipments are identical for both types of Train, the performance may not be the
same in Train of 16 in the event of above failure conditions.
Further, the redundancy shall be built-in so that the performance of the Train of 16 and Train
of 20 shall not deteriorate in the event of failure of auxiliary supply system of maximum two
basic units.
1.3.8 No single-point of failure shall cause complete failure of the traction system, auxiliary
supply system or inability to control the brakes on Train.
1.3.9 Where the system design of the equipment incorporates component redundancy as the
method of reducing the consequences of a single point failure, such redundancy shall not
allow hidden faults to remain undetected.
1.4 Power supply system

The power supply system adopted is 25 kV, 50 Hz single phase AC with following features:
Nominal supply voltage 22.5 kV (rms), 50 Hz, single phase,

AC
Normal variation in supply voltage 19 kV to 27.5 kV (rms)
Voltage range for Train to operate in full 22.5 kV to 27.5kV

compliance with this Specification and
Standards.
Occasional maximum voltage 31 kV (rms)
Occasional minimum voltage 17 kV (rms)
Normal variation in frequency ± 8% (46 to 54 Hz)
Stagger of the contact wire ± 200mm on straight track

Up to +300mm on curves
Normal contact wire height in mid span 5.5 m from rail level
Max. contact wire height 5.8 m from rail level
Min. contact wire height 4.58 m from rail level
Neutral Sections After every 25 to 50Kms
Block Section There may be 3 - 4 block sections

on each side fed by the traction
substation.
Max. continuous OHE current rating 600 Amps.

1.5 Track parameters

The track parameters shall be the following:
Gauge Broad Gauge 1676mm
Schedule of dimensions Indian Railways Schedule of Dimensions

for Broad Gauge (1676mm) Revised, 2004
with latest amendments and correction
slips
Sharpest curve to be negotiated 145 m radius (horizontal); 2500 m radius

(vertical)
Sharpest reverse curve to be negotiated 145 m radius (horizontal) back to back with
or without any straight portion in between
Sharpest turnout to be negotiated 6400 mm overriding switch (curved) BG

(1673 mm) for 60 kg (UIC) or 52 kg rail for
1 in 8½ (crossing angle, tanθ) turnouts on
pre stressed concrete sleepers
Maximum Super elevation 185 mm
Maximum cant deficiency 100 mm
Maximum gradient 1 : 37
Permitted track tolerances The track on Indian Railways is normally

maintained to the limits as prescribed under
Para 607(2) of Indian Railway Permanent
Way Manual for various parameters of
Track Geometry. However, the trials shall
be done on track having parameter as
decided in 3rd report of Standing Criteria
Committee with latest amendment.
1.6 Climatic and Environmental Conditions

The climatic and environmental conditions prevailing in India are the following:
Atmospheric Maximum temperature: 50 degree Celsius

temperature
Maximum touch temperature of metallic surface under the Sun: 75
degree Celsius and in shade: 55 degree Celsius
Minimum temperature: - 10 degree Celsius (Also snowfall in certain
areas during winter season)
Humidity 100% saturation during rainy season
Solar radiation 1 kW/m2
Altitude 1000 m above mean sea level
Rain fall Very heavy and continuous rain fall in certain areas (up to 2500mm
during rainy season).
Atmospheric Extremely dusty and desert terrain in certain areas. The dust
conditions concentration in air may reach a high value of 1.6 mg/m3. In many
iron ore and coal mine areas, the dust concentration is very high
affecting the filter and air ventilation system.
Coastal area humid and salt laden atmosphere
Vibration The vibration and shock levels recorded on various sub-systems in

existing Trains of IR are generally more than the limits given in IEC
61373 particularly at axle box, and traction motor
Accelerations over 50g have been recorded at axle box levels during
run. Vibrations during wheel slips are of even higher magnitude
High level of vibrations above 30g have been measured at traction
motor on IR’s Train, which increase up to 50g with worn gear-pinion.
Wind speed High wind speed in certain areas, with wind pressure reaching 150
kg/m2
Flood level The Train shall function in accordance with this Specifications and
Standards in the event of flooding up to 203 mm above Rail level as
follows:
o In the event of flooding at any level below Rail Level, the train
shall operate in full compliance with this Specifications and
Standards.
o In the event of flooding at a height between Rail Level and
203 mm above Rail Level, the train shall operate in full
compliance with this Specifications and Standards with the
exception that it is permissible to restrict the operation of the
Train to a maximum of 8 km/h.
Allowance is to be made in addition for increase in the height of
water level due to the “bow wave” effect of the train passing through
the water.
1.7 Signal and Telecommunication Installations

1.7.1 The tracks over which the Train shall work may be equipped with AF (Audio Frequency)/ DC
track circuits and AC track circuits at 83.33 Hz and at higher frequencies. Similarly, other
devices like axle counters, block instruments, point machines, Audio Frequency Track Circuits
up to a maximum frequency of 20.7 kHz, AWS, Line side signals with or without automatic
colour light signaling systems with relay and/or electronic interlocking, Train Protection and
Warning System (TPWS)/ Train collision avoidance system, GSM-R, Telephone circuits,
Digital Axle Counters (up to frequency of 250 kHz) may also be used. On the communication
network, control circuits and tele-printer circuits, VHF/UHF and microwave circuits are used.
1.7.2 The harmonic currents injected in the overhead supply system (as also the track return
current) can introduce voltage harmonics on power supply and can interfere with signal and
telecom circuits. The Company shall measure the overhead equipment (OHE) power supply
quality and design the power electronics & control electronics provided on the propulsion
system such as not to cause levels of interference exceeding the levels specified below at
any point for stages of operation in a worst possible condition of Train:
S.N. Interference Current Overall 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 up to 5000 Hz 400 mA
5.1 >5000 Hz up to 50000 Hz 270 mA
Note:
(i) The measurement of the interference current shall be done in track return current
circuit of the Train;
(ii) The second harmonic current of each Motorized Car shall not exceed 0.5A and shall
preferably be as specified in IEEE519-1992.
1.7.3 The Company shall undertake FFT (Fast Fourier Transformation) analysis of the total current
from 1000Hz to 5000Hz and 5000Hz to 50000Hz separately to find out the frequencies which
produce the highest currents within each bandwidth. In the frequency bands >5000 Hz and
upto 50000Hz the frequencies at which the current values exceed 270mA shall be identified.
This test shall be included within the tests listed in Schedule F and the results shall be
provided in a Type Test report.
1.7.4 EN 50238 is currently under revision and shall include interference current limits for track
circuits and axle counters. Where these overall interference current limits are more onerous
than those stated in Clause 1.7.2 of these Specifications and Standards, these limits shall be
applied subject to provisions made in Clause 1.2.3 of these Specifications and Standards.
1.7.5 Telecommunication Cables based system

1.7.5.1 Armoured Optical Fibre Cable (as per IRS TC 55-2000) Rev.1 with Amendment No.2 using
mono-mode fibres in 1300 nm to 1550 nm band is laid along the track. Analog circuits are
worked by converting analog information into digital (by using Primary Digital Multiplexers)
and transmitting the information on OFC using STM-1 (SDH hierarchy) OFC cable is used
for telecommunication networks.
Following important circuits are provided on the OFC:-
• Various Control Circuits for Train Operation
• PRS UTS FOIS and Railnet circuits
• Inter Exchange connectivity/Extension of Auto-Telephone to stations
• Axle Counters in certain sections for BPAC/IBH
• Hot line for Block between adjacent stations.
• Connectivity for data loggers
• Connectivity between Station/locations for carrying information for functioning of TMS
on Western Railway.
1.7.5.2 In certain sections, Composite RE cable (Aluminium Sheathed Main Telecom Cable) as per
IRS: TC 14-75) which was laid along the track is still being used to carry circuits. RE cable
circuits are in voice band from 0.3 to 3.4 KHz RE cable is presently being also used in
addition to OFC in some of the sections on IR.
1.7.5.3 Underground Railway Jelly Filled Quad Cable (as per IRS: TC 30-05 Amendment –
IV/RDSO/SPN/TC/72/2007 Rev.0. Amendment -1) laid along the track for providing circuits
Quad cable can be used in band from 0.3 to 150 KHz Quad cable is also available on IR.
Following important circuits are being operated on RE Quad/Cable:
• Emergency Control Circuits
• LC Gate Telephones
• Block Circuits
• BPAC (Block Proving by Axle Counter)
1.7.6 Radio Communication based systems
SYSTEM FREQUENCY RANGE REMARKS
GSM-R 876-880 (uplink) Provided or being

provided in various
921-925 (dnlink) sections on IR.
VHF-Walkie-Talkie 136-174MHz For Driver-Guard

Set communication
TETRA 380-400 MHz For Suburban Trains in

CSTM-Kalyan section of
Central Railway
MPT-27 330-360MHz For Suburban Trains in

Churchgate-Virar
section of Western
Railway for TMS
Digital Microwave 7125-7425 MHz Few may be existing
Locotrol/EOTT etc. 452-458 MHz Future system
Real Time Train 2.4 GHz Future system

Information System
850/900/1800/
(a) Radio 1900/2100 MHz
Frequency
(b) GSM/CDMA
Frequency
Further, the Train shall not interfere with PA system or Wi-Fi system (in license free band). In
addition various systems like IP based video surveillance system and various passenger
information systems are provided on station platforms. The Train shall not interfere with them.
1.7.7 Driving cab of Train should be equipped with Cab radio for operation in sections provided with
GSM-R.
1.7.8 Electromagnetic compatibility of the entire Train equipment as well as track side equipment
including interlinking cables shall comply with latest version of European standards EN 50121
for Railway Applications – Electromagnetic Compatibility, as applicable and Train equipment
shall also comply with EN 50238, Part-1, 2 & 3 for Railway Applications- Compatibility
between rolling stock & train detection system & IEC 62427 as applicable. The sample limits
are enclosed in Annexure-A7.
1.7.9 The permitted transient surges shall be as per relevant clause of IEC 60571.
1.7.10 The functioning and performance of any existing signaling gears installed in the section where
Train is proposed to be operated shall not be affected. Necessary trials and ways for
verification for such non-interference shall be arranged by the Company.
1.7.11 Train Protection System
(i) TPWS shall generally conform to latest approved Functional Requirement
Specification & System Requirement Specification for ETCS/ERTMS level-1. It shall
work on the principle of target distance and target speed.
(ii) The TPWS specification RDSO/SPN/183/2012 Ver. 2.3 may be referred for
guidelines.
(iii) The dimensions of the on-board equipment shall be finalised at design stage.
(iv) The Company shall coordinate with the OEM of TPWS for suitable
arrangement/interface for Brake interface arrangement and interface of track side
equipment in signalling arrangement.
1.8 Passenger Capacity and Payload

1.8.1 The capacity in different types of Cars of Train is indicated in the table below:
Type of Car Type of arrangement Passenger Capacity
Driving Car with Luggage, Staff Compartment (AC Chair 32 For passenger &
car) & Passenger area (AC- 3 tier Sleeper ) 4 for train staff
AC First Class Sleeper Cars 24

AC Car
AC-2 Tier Sleeper Car 54
(For sleeper
type Cars) AC-3 Tier Sleeper Car 72
AC Pantry Car with compartment of

15 for Pantry and
Pantry and Train staff Train staff
(AC-3 Tier Sleeper compartment)
AC Car Driving Car with Luggage, Staff Compartment (AC Chair 40 for passenger & 4
Car) & Passenger area (AC Chair Car) for Train staff
(For seating
AC Chair Car 78
type Cars)
Executive AC Chair Car 48
1.8.2 The Company shall design the payload of all type of cars as per UIC 566.
1.8.3 The capacity indicated above is the minimum and the Company shall endeavour to optimize
the space available in each Car for increasing the same in terms of number of berths (Train of
20) and seats (Train of 16).
1.9 Station Platforms

1.9.1 Indian Railways has platforms of various heights indicated below:
(i) Mumbai Suburban platforms having platform height in the range of 920mm –
840mm above rail level.
(ii) Other high level platforms having platform height in the range of 840mm –
760mm above rail level.
(iii) Low level platforms having platform height below 455mm up to rail level.
The Cars shall have suitable safe and comfortable arrangement to allow passengers to
board and alight from the train at station having platform height mentioned above.
1.9.2 It is required that the passenger cars have the capability for ground-level maintenance access
for the critical & safety items, passenger emergency evacuation and fire/rescue access to the
car interior.
1.10 Definitions and Interpretation

1.10.1 The rules of interpretation as specified in Clause 1.2, 1.3 and 1.4 of the Agreement shall
apply mutates mutandis to these Specifications and Standards.
1.10.2 The definitions contained in the Agreement shall apply to the provisions of these
Specifications and Standards unless the context otherwise requires. Terms or words not
defined in these Specifications and Standards or the Agreement shall be governed by the
definitions contained in the standards applicable.
1.10.3 References to “sub-system” include equipment(s), unless the context otherwise requires. For
avoidance of doubt, sub-system does not include consumables, desiccants, lubricants and
lubrication system.
Chapter 2
Performance Requirements
2.1 Leading Parameters of Train
Dimensions of Car shall be governed by the stipulations under Chapter IV (A)-Rolling Stock
(Carriage and Wagon) of Indian Railway Schedule of Dimension (SOD) 1676mm gauge (BG)
revised 2004 (with latest amendments) and Maximum moving dimensions shall conform to
diagram 1D of Indian Railway Schedule of Dimension (SOD) 1676mm gauge (BG) revised
2004 (with latest amendments) with the pantograph in lock down condition. The performance
requirements of the Train shall be governed according to the following leading parameters:
S. Description Values/parameters
No.
1. Gauge 1676mm
2. Limiting Car Profile Maximum Moving Dimensions 1D of Indian

Railways Schedule of Dimension-1676mm gauge
revised 2004 with latest amendments (Annexure-
A1)
3. Schedule of Dimensions Indian Railway Schedule of Dimensions 1676mm

gauge (BG) Revised 2004 with latest
amendments.
4. Maximum Width over body 3250 mm
5. Height of buffers from rail 1105 mm +0 -15mm

level under tare condition.
6. Maximum Distance apart 12345 mm

between any two adjacent
axles.
7. Maximum Distance apart for 14900mm

bogie centres.
8. Maximum buffer drop under 75mm

full load
9. Maximum operating (service) 160kmph

speed
10. Maximum axle load Should not exceed 17t
11. Max. C.G. Height of coaches Should not exceed 1830mm.

from Rail level in empty &
loaded condition
12. Length over Buffer 24000mm
13. Max Distance between Head 4550mm

stock and centre of first
wheel
14. Max. Braking force per axle Should not exceed 10.5% of axle load.
Maximum length of Car shall be 23540 mm subject to tapering of the ends in a manner that
the end throw / mid throw, when calculated as per Indian Railway BG Schedule of
Dimensions revised 2004, is same as that of 21340 mm length and within the schedule of
dimensions.
2.1.1 Train shall be fitted with Semi-permanent couplers at a maximum height of 1064 mm above
Rail Level.
2.1.2 No part of the Train, except the wheels, shall be within 102 mm of Rail Level when the wheels
are at their minimum permissible diameter and the Cars are loaded as specified in Clause1.8
of this specification.
2.1.3 No part of equipment attached to the under frame of the Car body shall be within 215 mm of
Rail Level when the wheels are at their minimum permissible diameter and the train is not
loaded.
2.1.4 The minimum height of the floor of the Cars loaded as specified in Clause 1.8 of this
specification shall be 1200 mm above Rail Level.
2.1.5 Equipment shall be identical for both Train of 16 & Train of 20 and within the same Train.
2.2 Maximum Speed

2.2.1 Train shall be designed to operate at a maximum service speed of 160 km/h.
2.2.2 Train shall be designed so that they can operate safely at a maximum speed of 180
km/h during testing.
2.2.3 Train should have good curving negotiability at relatively high speed and good starting and
running acceleration. There should be time saving in the range of 20%±10% in journey time
corresponding to maximum service speed of 130kmph, when running in all out mode on
existing section of HWH-NDLS & NDLS-HWH to be established through simulation. Speed
Restrictions, Curve and Gradient details of HWH-NDLS section is enclosed as Annexure-A4,
A5 & A6 respectively. For comparison, time table of existing Rajdhani train is enclosed as
Annexure – A8
2.3 Ride Index

Oscillation trials shall be carried out as per the Third Report of Standing Criteria Committee
enclosed as Annexure-A9 along with latest amendment, for evolving Criteria for Assessment
of Stability of Rolling Stock on Indian Railways. Criteria for assessment for stability/riding is as
under:
2.3.1 Ride index shall not be greater than 3.5; a value of 3.25 is preferred as given in 3 rd Report of
Standing Criteria Committee for acceptance of vehicle.
2.3.2 The values of acceleration recorded as near as possible to the bogie pivot shall be limited to
0.3g both in vertical and lateral directions. A peak value up to 0.35g may be permitted, if the
records do not indicate a resonant tendency in the region of the peak value.
2.3.3 A general indication of stable running characteristics of the carriage as evidenced by the
movement of the bogie on a straight and curved track, and by the acceleration readings and
instantaneous wheel load variations / spring deflections.
2.4 Kinematic Envelopes

2.4.1 The Company shall develop and furnish a typical family of Kinematic Envelopes as per UIC
505 to define the Cars behavior on the lines. Width of the vehicle (external faces at widest
point) may be set at minimum to preferred width of 3250 mm or the width of proposed cars
according to structure gauge, swept envelope, dynamic movement and passing clearances.
The configuration of the vehicle, length of element, distances between bogie pivots, face
profiles, swept envelope shall be adapted to the characteristic of the line, infrastructure
structural gauge and passing clearances.
2.4.2 The Kinematic envelope shall be calculated taking into account the permissible track
construction and wear tolerance. Cars shall provide the same kinematics performance in
either direction of travel.
2.4.3 Company shall develop and furnish calculations showing lateral and vertical shifts due to
each factor separately and Kinematic Envelopes of the proposed cars for both inflated and
deflated conditions of springs, taking into account all car displacements resulting from the
simultaneous occurrence of all normal conditions specified and any one abnormal condition
specified below. Track curves and tolerance shall be taken into account.
2.4.4 Normal Conditions:
 All vehicle speeds up to design speed
 All vehicle loads between tare and crush load.
 Any degree of vehicle wheel wear between new and fully worn.
 Any degree of vehicle suspension, wear or adjustment from new to fully worn,
including all service tolerances and potential variations in setting.
 Maximum cant deficiency.
 Maximum cant excess.
 Vehicle lateral and rolling movements due to wind forces.
 Vehicle yaw and vertical movements.
 Track tolerances
2.4.5 Abnormal Conditions: Any combination of bogie air spring deflated.
2.5 Traction Performance

2.5.1 All the requirements specified shall be achieved when the train is loaded as per EN 12663 /
EN 15663 for the whole service range of wheel diameter.
2.5.2 All the requirements specified shall be achieved when the overhead line voltage is as per
Clause 1.4 of this specification.
2.5.3 Train shall be capable of achieving a minimum acceleration of 0.80 m/s2 f or speed up to 40
km/h, subject to the requirements with respect to jerk rate specified in Clause 2.7 of this
specification.
2.5.4 Train shall be capable of achieving a minimum residual acceleration of 0.1 m/s2 at
160 km/h.
2.5.5 EMU Train set shall be capable of accelerating to a speed of 160 km/h in a maximum of 140
seconds.
2.5.6 Train Resistance: The Company shall furnish the formulae along with justification and
reference, which have been used to determine train resistance and guaranteed performance
as per the Specification & Standards.
2.6 Brake System Performance

2.6.1 All the requirements specified in this Clause 2.6 shall be achieved when the train load is
as specified in Clause 1.8 of this Specifications and Standards.
2.6.2 Train shall, achieve a minimum deceleration of 0.8 m/s2 during full service braking following
the jerk limit as specified.
2.6.3 EMU Train set shall achieve a uniform full service braking across the whole speed rage from
0 to 160 km/h. The full service brake shall not achieve deceleration of greater than 1.0 m/s 2 at
any speed.
2.6.4 EMU Train set shall be fitted with an emergency brake which can bring the train to standstill in
less than 1100 m when the train is travelling at 160 km/h.
2.6.5 Specified brake performance shall also be achieved in case of failure of regenerative braking.
2.7 Jerk Limit

Under all normal operating conditions, the rate of change of the Train acceleration or
deceleration shall be less than 0.7 m/s³. Failure of the jerk limiting system shall not limit
braking effort. Emergency brake applications and any associated ramp down of tractive
effort shall not be jerk limited. Reduction of tractive effort due to a power interruption
(including passing through neutral sections) need not be jerk limited.
2.8 Train Weight

2.8.1 The cars shall comply with all applicable strength and testing requirements, and shall
minimize weight to the extent possible. In the selection of the type and thickness of material to
be used, the Company shall be guided by the desire to obtain the maximum strength and
reliability with the minimum weight which is obtainable at reasonable cost. The Company shall
base its structural design on the specific loads, deflections and properties of structural
sections called for in this Specifications and Standards. For structures not specifically
covered, the Company shall base its design on its experience, subject to successful stress
analysis and structural testing. The structure and equipment supplied shall resist these loads,
including fatigue loads, with factors of safety. The equipment shall be so designed such that
the total overall axle load of each Car, fitted with necessary equipment & other
accessories and laden as specified in Clause 1.8.1 of this Specifications and Standards,
does not exceed 17.0 tonnes.
2.8.2 Axle load limitation shall be taken into account while finalizing and designing the equipment
layout giving due consideration to weight unbalancing during tare and payload as specified in
Clause 1.8 of this Specifications and Standards.
2.8.3 All equipment (including auxiliary and traction equipment) shall be distributed amongst
the cars of Train so as to optimize the weight distribution and reduce the maximum axle load.
2.9 Auxiliary power

The auxiliary power supply system (and the equipment connected to it) shall function
over the entire supply voltage range specified in Clause 1.4 of this Specifications and
Standards from the occasional minimum voltage to the occasional maximum voltage.
2.10 Power Factor

EMU Train set shall at all times achieve a minimum power factor of 0.98 as measured at
the pantograph.
2.11 Efficiency
The efficiency of propulsion system, consisting of transformer, power converter (line side
converter and drive side inverter) and traction motor, of Train shall not be less than 89% at
full load. The efficiency of propulsion system shall be product of efficiency of transformer,
power converter and traction motor measured at full load. The efficiency of the auxiliary
converter shall not be less than 92% at full load. Efficiency at full load means, efficiency
computed from parameters measured at conditions corresponding to full load and governed
by IEC 60310 for transformer, IEC 61287-1 for power converter & auxiliary converter and
IEC 60349-2 for traction motor. The efficiency of the traction equipment shall be
calculated taking into account any energy consumed from auxiliary supplies (e.g. for cooling
equipment – fans, pumps, etc.).
2.12 Coupling within Train

Train shall be designed to allow the Basic Unit/Cars forming the Train to be separated and
joined easily, if required. Mechanical, pneumatic and electrical couplers on the Basic
Unit/Cars and gangways shall be designed so that it is possible to separate two Basic
Unit/Cars or couple Basic Unit/Cars in less than 30 minutes.
It shall be possible to detach any intermediate car from the Train, under emergency situation
viz. mechanical damages and attach the remaining portions of the Train easily for continuing
the journey. In case of the detachment of the leading driving car, it shall be possible to attach
a locomotive with the second car coupler and continue the journey. In case of the detachment
of the rear driving car, the Train shall continue the journey safely.
2.13 Continuous Operating Equipment

The capacity of the traction motors and other equipment shall be adequate to permit
continuous and punctual operation with a payload as specified in Clause 1.8 of this
Specifications and Standards, under the operating and service conditions specified in this
2.14 Environmental Noise Standards

2.14.1 General
The noise levels emitted from the Train shall be as low as possible and the Train shall be
designed to prevent drumming, rattles or vibrations throughout the Design Life of the Car(s).
All noise levels specified below are in decibels referred to 20 micro Pascal as measured with “A”
weighting network of standard Type 1 sound level meter with time weighting F.
During the measurements, end wall doors between Cars, body side doors, intermediate doors
and windows of the vehicle shall be kept closed, unless their influence upon the sound level
inside the vehicle is to be investigated.
2.14.2 Limits of Interior Noise
The noise level inside the Car shall not exceed 65 dB(A) when stationary and shall not
exceed 70 dB(A) at maximum service speed with all auxiliary equipment operating at its
greatest noise output. The noise level shall be measured in the Car along the center line
between 1200 mm and 1600 mm above the floor and at a distance not less than 600 mm from
the end of the Car. The measurement shall be done as per ISO 3381.
2.14.3 Limits of Stationary Noise
The limiting value for noise emission of the Cars shall be 68 dB(A) at a distance of 7.5 m
from the center line of the track, 1.2 m and 3.5 m above the upper surface of the rails.
The measurement shall be done in accordance with the standard EN ISO 3095.
2.14.4 Limits of Starting Noise
The limiting value for noise emission of the Cars shall be 82 dB(A) at a distance of 7.5 m
from the center line of the track, 1.2 m and 3.5 m above the upper surface of the rails. The
measurement shall be done in accordance with the standard EN ISO 3095.
2.14.5 Limits of Passing - by Noise
The limiting value for noise emission of the Cars shall be 81 dB(A) at a distance of 7.5 m from
the center line of the track, 1.2 m and 3.5 m above the upper surface of the rails. The passing
– by noise shall be measured at 80 km/h and at maximum service speed. The value to be
compared with the above limits is greater of the measured value at 80 km/h and the
measured value at maximum service speed but referred to 80 km/h by following equation:
L pAeq Tp (80km/h) = LpAeqTp(v) – 30*log (v/80)
Where
L pAeq Tp (v) = Measured value at maximum service speed
v = maximum service speed
The measurement shall be carried out in accordance with the standard EN ISO 3095.
2.15 Electro-magnetic Compatibility Requirements

2.15.1 All components on the Cars shall be designed and constructed to fulfill the requirements of
EN 50121-3-2.
2.15.2 The complete Train shall meet requirements of standard EN 50121-3-1.
2.16 Design Life

The Train shall be designed for a life of 35 years. The Train shall not require major repair or
replacement of components viz. vehicle body, bogie, traction system, braking system, door
system, train control systems etc. as a result of normal operation during the 35 year design
life. The Train shall be designed so as to minimize the risks posed by obsolescence. In
particular, equipment shall, so far as practicable be modular, with clearly defined interfaces
between modules.
2.17 Maintenance
Modular construction shall be adopted and easy access for inspection and
maintenance shall be given special consideration in the design and layout of the Train.
2.18 Fire
2.18.1 The Train shall be designed and constructed in accordance with EN 45545. Please refer to
Clause 3.20.2 of this Specifications and Standards.
2.18.2 A reliable Automatic fire detection with alarm system shall be provided, in accordance with
Clause 3.20.3 hereof. Efficient means of communication between passenger and Driver /
guard shall a l so be provided in accordance with section 59 of the Railways Act 1989.
2.19 Safety
Safety shall be of primary importance in the design of the Train. The Train shall present a
safe, hazard-free environment to passengers, crew members and the general public.
Passage through the car shall be easy and safe. No sharp edges or corners or pinch points
shall occur where passengers, crew, or maintenance personnel may come into contact with
them. Adequate handholds shall be provided throughout the car. Passengers and crew shall
not be exposed to tripping hazards, exposed electrical voltage, toxic materials or similar
hazards. Location, illumination levels, colours, graphics and surface finishes shall be selected
to maximize visibility of door thresholds, windows, controls and other objects with which the
passengers and crew must interface. Normal and emergency equipment and controls which
the passenger or crew may operate, shall be clearly identified, and operating procedures shall
be presented in both text and graphic formats. Passenger emergency signs shall also be
embossed in Braille raised typeface.
2.20 Dust and Noise Suppression system

Dust and Noise Suppression system of proven design shall be provided in cars as specified in
Clause1.8.
2.21 Regenerated Energy

The regenerated energy for all out running (full traction up to max. service speed and full
service braking up to standstill) shall not be less than 25% of the energy consumed during
powering at the specified voltage in Clause 1.4. Acceleration and braking rates shall be as
defined in Clause 2.5 & 2.6 and full auxiliary load shall be taken into account except
emergency load. The net energy consumed or regenerated at the pantograph shall be used
for calculating percentage regeneration energy. In the event of failure of one Basic Unit /
equipment less than or equivalent to that of one basic unit, reduction in the value of
regenerated energy shall not be more than that of their proportionate value.
2.22 Temperature Rise

During the operation of train as per the schedule stoppages and following the speed
restrictions, the temperature rise of propulsion equipment and control electronics shall be
within the specified limit as per this Specification and Standards. For the purpose of final
acceptance tests for the temperature rise, the trials shall be carried out as mentioned in the
Schedule F for Tests. These tests shall also be done with ‘one basic unit’ isolated condition.
The temperature rise shall be measured according to the procedure stipulated by IEC and
shall comply with the limits specified and the ambient conditions defined in this Specifications
and Standards. Specified temperature rise of equipment shall be calculated after taking into
account at least 25 % choking of air filters and radiator fins etc.
2.23 Adhesion Limit

The equipment shall be so designed that the coefficient of adhesion requirement does not
exceed 22% during powering and braking under all requirements of performance as specified
in this Specifications and Standards. The coefficient of adhesion requirement shall not exceed
16% in case of only pneumatic brake application.
Chapter 3
Technical requirements of system/sub-systems
3.1 General
3.1.1 The Train shall be used for long and medium distance services.
There are two types of trains i.e. ‘Train of 16’ and ‘Train of 20’. The Train formation shall be
as follows:
Train of 20 (Sleeper type cars): 1 no. Driving Car with Luggage, passenger, staff
Compartment and facilities for PWD+ 2 nos. AC First class sleeper car + 5 nos. AC 2-Tier
sleeper car + 2 no. Pantry cars + 9 nos. AC 3-Tier sleeper car + 1 no. Driving Car with
Luggage, passenger, staff Compartment and facilities for PWD.
Train of 16 (Seating type chair cars): 1 no. Driving Car with Luggage, passenger, staff
Compartment and facilities for PWD + 2 nos. AC First class (executive) chair car +12 nos. AC
chair car + 1 no. Driving Car with Luggage, passenger, staff Compartment and facilities for
PWD.
The Company shall ensure that Train has sufficient traction equipment to meet the
performance requirements enumerated in Chapter 2 of this Specifications and Standards.
The Company may at its discretion determine number, location and configuration of traction
equipment in a Basic Unit. It shall be possible to increase the formation of Train of 20 & Train
of 16 by adding 4 respective Cars, if so required in future.
3.1.2 The train shall be designed to ensure satisfactory and safe operation under the running
conditions specified herein and especially under sudden variations of load and electric supply
as may arise under working conditions due to faulty operation and short circuits.
3.1.3 Train shall have gangways between intermediate Cars to allow passengers to walk between
them. No gangway is required at the Driving Cab end of a Driving car.
3.1.4 In developing the detailed design, the Company shall acquaint itself and take note of
passenger loading density, the route, environmental and operating conditions especially the
monsoon and dusty atmosphere.
3.1.5 Train shall have air-conditioned Cars including Driver’s cab and shall be protected against
dust and water in accordance with IP 65 with all doors and windows in closed conditions; and
the sub systems inside the cars and cab shall also be suitably protected against dust and
water. The traction motor and other sub-systems and systems of the Train shall be protected
against dust and water as otherwise specified in these Specifications and Standards.
3.1.6 The design and arrangement of the sub-systems and systems shall ensure that the
performance requirements of the Train are achieved under the climatic and environmental
conditions prevalent in India as specified in clause 1.6 of these Specifications and Standards.
Adequate margin, in accordance with Good Industry Practice, shall be built in the design of
the sub-systems and systems of the Train to take care of conditions of high ambient
temperature, dust, humidity, shocks and vibrations as specified in these Specifications and
Standards. The equipment, sub-system and their mounting arrangement shall be designed to
withstand satisfactorily the vibrations and shocks encountered in service and as specified in
IEC 61373 except where specifically defined in these Specifications and Standards.
3.1.7 There shall be provision of shunting mode switch in the Driving Cab of each End Basic Unit.
The speed of the Train shall be restricted by operation of this shunting mode switch.
Shunting shall be possible in case the train is separated in two parts.
3.1.8 The Train shall be provided with a speed control system, which shall enable the driver to pre-
set the speed at which the Train is desired to run irrespective of the track profile. The speed
control shall work within the limits of maximum electrical performance as specified in Chapter
2 of these Specifications and Standards. The selection of speed shall be possible by press of
a switch. However, the system shall be inherently fail safe and shall immediately come out of
the pre-set speed mode to normal mode on actuation of master cum brake controller or as
required from safety considerations.
3.1.9 Redundancy shall be built in with the design of the sub-systems and systems in order to
ensure reliability and availability. In the vital units of the power control circuit, where any
defect/failure of a component would cause complete failure of Train’s electrical system,
suitable redundancy shall be provided preferably with automatic substitution features to avoid
Train failure due to such defects.
3.1.10 Pantograph bouncing shall not adversely affect the propulsion equipment.
3.1.11 There shall be provision of receiving shore supply of 415 volts, 50 Hz, 3 phase supply, on
Train, for testing during maintenance in the depot.
3.1.12 Air duct design and filter arrangement shall be such so as to prevent ingress of water from
these locations. The system shall be designed in such a way that the intervals between
cleaning of any filter elements shall not be less than six months. The design shall allow in-
situ cleaning of filters with the required maintenance tools.
3.1.13 The Train, including all sub-systems and equipment shall be of proven design i.e. the design
of equipment, components etc. shall be based on sound, proven and reliable engineering
practices. For the avoidance of doubt, the Government may require the Company to conduct
such tests and trials as may be necessary to establish the reliability and efficiency of such
technology and designs in accordance with the Good Industry Practice.
3.1.14 Ingress Protection
All equipment shall be suitably protected from dust and water. As a minimum, equipment
shall be sealed to the standards stated below.
• Under frame mounted equipment : IP65
• Equipment mounted inside the car body : IP54
It may be necessary to protect some equipment to IP 67 in order to meet the requirements of

Clause 1.6.
3.1.15 As much equipment as possible (including traction equipment) shall be mounted either
on the under frame or roof so as to maximize the space available to accommodate
passengers. Where equipment is located inside the Car body, it shall be located behind
paneling and shall not reduce the space available to accommodate passengers. No
equipment rooms or cubicles are permitted within the Car body.
3.1.16 The equipment below the under frame sole bar shall be designed to withstand or be protected
from repeated impacts from ballast size up to 75 mm at speed of up to the maximum specified
speed.
3.1.17 All equipment (including auxiliary and traction equipment) shall be distributed amongst
the Cars forming a Basic Unit so as to optimize the weight distribution and reduce the
maximum axle load within the Basic Unit.
3.1.18 Environmental Protection

Use of materials likely to cause environmental damage during the manufacture, Maintenance,
operation and disposal of Cars shall be avoided. The material listed in this Clause are a
minimum list of restricted material and the Company shall provide adequate evidence to the
Government that all materials used shall not cause environmental damage. The material viz.
Asbestos; Chlorofluorocarbons; Polychlorinated Biphenyls (PCBs); Exposed Lead and paints
containing lead; Chromates; Cadmium, except in Nickel Cadmium batteries; and Cyanide
shall not be used.
3.1.19 Rating Plate
All equipment / cubicle shall contain rating plates with embossed letters. The rating plate will
give detailed rating specification and identification of equipment.
3.1.20 Danger Plate
Danger plate shall be provided as per IS: 2551 at all electrical equipment’s where operating
voltage is more than 230 V.
3.1.21 Lubricants and Cooling Oils
Company shall study the currently used lubricants/cooling oils in Indian Railways and employ
as far as possible such lubricants/oils. Full lubrication scheme and schedule for the Train shall
be submitted. Where imported lubricants or cooling oil are being used, Company shall study
and furnish details of equivalent Indian lubricants/oils.
General Electrical Design

The Train shall be connected at 25 kV level, through a 25 kV HT coupler so that in the event
of failure of one HT equipment including pantograph, main circuit breaker and HT coupler, the
whole Train can still be powered.
3.2 Pantograph
3.2.1 Each End Basic Unit shall have one Pantograph Car having two pantographs. In normal
condition, Train shall work on two Pantographs i.e. one of each Pantograph Cars. The
pantograph selector switch shall be provided in the driver’s cab for raising and lowering of any
of the pantographs. The raising or lowering of the pantograph, with the Train in motion, shall
not cause any unwanted disturbance to OHE. In the event of failure/damage of both
pantographs of a Pantograph Car, it shall still be possible to work the Train with single
Pantograph of the remaining Pantograph Car.
3.2.2 It shall be possible for each of these pantographs to be electrically disconnected from the roof
equipment and earthed in case of damage.
3.2.3 The profile of the pantograph shall be in accordance with the drawing no. SKEL-3871
enclosed as Annex-A2. Metalized carbon strip in accordance with RDSO’s specification no.
RDSO/2009/EL/SPEC/0097, Rev.1 or latest shall be used on the pantograph.
3.2.4 The pantograph shall be air spring operated type and suitable to work in areas having high
wind pressure as specified in Clause1.6 of these Specifications and Standards.
3.2.5 In static condition, the pantograph shall exert upward force in the range of 7 ± 0.4 kg on OHE.
3.2.6 The pantograph shall have auto drop function to drop the pantograph automatically when
excessive height is detected (ORD). The pantograph shall also have auto drop function in
case of worn current strip or damaged pan head (ADD).
3.3 Main Circuit Breakers

Each Pantograph Car shall be provided with a minimum of one main circuit breaker. Other
cars having traction transformer shall also be provided with main circuit breaker.
3.4 Lightning Arrestor

Two metal oxide gapless lightning arrestors shall be provided on the roof of each Car fitted
with a pantograph and/or traction transformer for protection against the line voltage transients
caused by lightning and system switching. One lightning arrestor shall be connected to the
high voltage circuit between the pantograph & the main circuit breaker and the other shall be
connected to the high voltage circuit between the main circuit breaker and the transformer.
Other Cars fitted with main transformer shall also be provided with gapless lighting arresters
on roof in between circuit breaker and main transformer. These gapless lighting arrestors
shall have minimum line discharge class-3.
3.5 Main Transformer

3.5.1 Fixed ratio main transformer shall be provided with multi-traction windings suiting the
requirements of power converter and with or without auxiliary winding(s) for the auxiliary
system.
3.5.2 The kVA rating of the transformer shall be specified at a line voltage of 22.5 kV and shall be
designed to deliver the power at a total current corresponding to the continuous rated traction
motor currents and maximum auxiliary supply system load duly considering the efficiency and
power factor of traction motor, converter-inverter and auxiliary converters. The transformer
traction winding shall also be designed to deliver the rated power at the voltage range
specified in Clause no.1.4.
3.5.3 The transformer shall be designed with adequate overload capacity, in accordance with Good
Industry Practice, to permit full utilization of the traction motor capacity during powering as
well as full regenerative braking and to accommodate the maximum loading imposed by
the auxiliary supply system (particularly in the event of failure of auxiliary supply equipment
fed from other transformers).
3.5.4 The transformer shall be designed to conform to IEC: 60310 and the temperature rise limits
on the windings and the oil shall correspond to IEC: 60310 limit minus 20°C under all
conditions of operation. Winding conductor of transformer shall be provided with ‘H’ class
enamel and nomex paper insulation.
3.5.5 The transformer shall be oil immersed and forced oil cooled by means of an oil circulating
pump and a radiator. Means shall be provided for letting out the oil from the transformer
through the floor to the underside of the Train, in the event of any fault/electrical disturbance
in the transformer causing oil to rush out. The radiator shall be so designed so that cleaning
interval is in synchronization with the Scheduled Maintenance but shall not be less than two
year.
3.5.6 The transformer tank, radiators and associate equipment shall be coated with pollution/oil
resistant and dust repellant epoxy paint. The transformer shall be under slung. The lower
portion of the tank shall be of adequately strong so as to protect against hitting by extraneous
objects while on run.
3.5.7 The secondary windings shall have a very high magnetic de-coupling. The cooling agent for
the transformer shall be K-class, biodegradable, arc resistant and shall have high flash point
(> 250 ºC) & high fire point (>300 ºC)
3.6 High voltage cable assembly

High voltage cable assembly, from the Train roof to transformer of adequate size having
interface with transformer bushing at the transformer end and with cable head termination
bushing fitted at the Train roof, shall be provided in accordance with the Good Industry
Practice.
3.7 Power Converter

3.7.1 The four quadrant power converter shall be IGBT based with PWM control to ensure
regeneration and the power factor to near unity. The voltage rating of IGBT shall be so
chosen that at least 25% margin is available after taking into consideration the DC link voltage
and voltage jump on account of inductances and capacitances in the circuit. The design
calculations of worst case temperature rise of equipment shall be made after taking into
account 25% choking of filters and heat sink/radiator fins.
The current rating of power devices shall be such that the junction temperature has a
minimum thermal margin of 10°C, at maximum loading conditions under the specified ambient
temperature, with respect to maximum permissible junction temperature of power devices
declared by the manufacturer.
3.7.2 The wheel slip detection and correction system shall be an integral part of the control system
of the power converters/inverter which shall capture any excessive acceleration, differential
speeds between axles, over speed and any other parameter considered necessary to
maximize adhesion and minimize wheel slipping / skidding.
3.7.3 The protection scheme of the converter and inverter system shall prevent any damage to the
converter and inverter system in the event of short circuit current flowing under fault
conditions, in accordance with Good Industry Practice The converter and inverter system
shall also be designed to withstand extreme disturbances like short-circuit / open circuit at all
points of input / output interfaces with Train, with minimized effects/damages. This shall be
Type Tested according to the relevant provisions of the IEC 61287.
3.7.4 In the event of any earth fault or phase to phase fault in the traction motor(s), the protection
scheme of the converter shall prevent any damage to the converter. The traction system
shall be designed so as to protect itself (including motor, inverter, converter and transformer)
from over temperature. This protection shall operate progressively giving a staged reduction
in tractive effort from the affected equipment rather than immediately disabling part of the
traction system.
3.7.5 Suitable redundancy in the vital PCBs connected with safety and power supplies, so that the
Train failure and degradation in performance is minimized in the event of their failure.
3.7.6 The motor converter output current ripple shall be so maintained that it can keep the torque
pulsations and traction motor heating to a minimum. Software based technique shall be
adopted instead of hardware control for controlling DC link and torque pulsations of traction
motor.
3.7.7 Only dry type capacitors (having self-healing property) shall be used for DC link / harmonic
filter / resonant circuits.
3.7.8 The protection scheme of the traction system shall ensure that:
• A single earth fault does not have any adverse impact on the performance of the
traction system.
• In the case of multiple earth faults or phase to phase faults, the affected equipment shall
be immediately shut down and no damage to the equipment shall occur.
3.7.9 The protection/alarm/indication circuit shall normally have self-correcting features rather than
cause tripping of the traction equipment for reduction of the tractive effort. If the Driver
intervention is needed, sufficient indication shall be given to the Driver to enable corrective
action to be taken in time. It shall be possible for the Driver to take any protective action, or
any other action as indicated to him through diagnostic display, on any of the Cars fitted with
traction equipment in the train, if so desired, from the Driving Cab itself.
3.8 Traction Motor and Drive

3.8.1 The traction motor design shall be suitable for IGBT based converter/inverter supply and
climatic & environmental conditions as specified in Clause 1.6 of these Specifications and
Standards. The general design and manufacture of the motor shall be done to the standard
IEC 60349-2 in accordance with the modern traction practices.
3.8.2 The traction motor shall be suitably rated according to the Train performance requirements for
the ‘most severe normal service’ as defined in IEC 60563. It shall have adequate design
margins to work satisfactorily at maximum power operating point under motoring &
regenerating.
3.8.3 The traction motor shall be fully suspended three phase asynchronous motor with Bo-Bo
arrangement. There shall not be any cardon drive or hollow shaft arrangement for mounting of
traction motors. The traction motor shall be designed so as to be capable of withstanding
transients such as line voltage fluctuations, switching surges and such other conditions as
caused by stalling and wheel-slips under different operational conditions. In determining the
ratings, design parameters and construction of the traction motor, due consideration shall be
given to the duties imposed by requirement of regenerative braking.
3.8.4 The Company shall ensure the robustness of rotor bar construction with end rings to avoid
rotor bar crack, precautions against loosening of bar in slots, overheating, support of
overhangs of stator windings etc. from the full life cycle point of view. Government has
experienced the failure of insulation and brazing joints in stator winding overhangs. In view of
this, additional measures shall be taken for ensuring the adequate support arrangement of
stator winding overhang.
3.8.5 Rotor design shall take care torsional vibration, thermal and centrifugal stresses encountered
during actual service conditions. Material of rotor bars shall be able to maintain its minimum
values of properties with safety limits over the complete operating range of temperature and
have high fatigue strength.
3.8.6 Because of track irregularities, level of shocks and vibrations to which traction motors are
exposed are far more than actually given in IEC 61373. It is recommended that the Company
must carry out instrumented trials on existing stock for measurement of shocks and vibrations
on Government’s tracks, at design stage.
3.8.7 Mechanical design
The mechanical design of traction motor, its mounting arrangement on the bogies,
transmission system (pinions and gears, gear case etc.) shall be designed considering the
measured data of shocks and vibration, as mentioned in Clause 3.8.6. Various components
of traction motors shall be manufactured with such tolerances so as to enable complete
interchangeability of components from one motor to another of same design.
3.8.8 Insulation system
(i) The insulation system to be employed shall be particularly designed to withstand the
adverse climatic and environmental conditions specified in these Specifications and
Standards. Imperviousness to moisture shall be ensured.
(ii) The evaluation of the insulation system for thermal endurance shall be with
fabricated test models by way of accelerated ageing tests based on the test
programme drawn up in accordance with the norms specified in IEC: 60034-18.
Evaluation of the insulation system shall be done according to IEC 60034-18.
(iii) Ageing parameters of heat, vibration, mechanical/compressive stresses, special
environmental effects of humidity, dust and metallic dust from brake pad shall be
incorporated to simulate the actual working conditions as closely as possible.
(iv) The temperature at which an extrapolated life of 20,000 hours is obtained shall be
treated as the thermal endurance limit (Temperature Index) of the insulation system.
(v) With regard to the system of insulation adopted and the climatic & environmental
conditions, the Company shall provide maximum possible margins in the temperature
rise, for prolonged life of the traction motors.
3.8.9 Maximum temperature rise of traction motor winding shall be limited to Ti – 70°C, considering
25% choking of filters. Thermal simulation of temperature rise in stator and rotor with given
duty cycle of the Train operation shall be carried out to establish maximum temperature rise,
which shall be within Ti – 70°C. The temperature rise in stator and rotor winding shall be
validated through physical measurement on traction motors during the Type Tests.
3.8.10 The motor will be designed such that the “hot spot” temperature under conditions such as one
hour, short-time and continuous rating of loading in any winding (stator and rotor) does not
exceed the average temperature of that winding measured by resistance method by more
than 30°C.
3.8.11 The following operational and environmental factors shall also be kept in view in the design of
the motor:
(i) Prevalence of high temperature, humidity and highly dusty environments for most
part of the year; and
(ii) operation of the Train over a long country terrain in which the climate shall vary from
excessive dry heat on one end to high humidity on the other end or during winter
months from very cold conditions at one end to moderately warm and humid
conditions at the other.
3.8.12 Harmonic/Ripple factor

The traction motor shall operate satisfactorily over the entire range of loading, with
harmonics/ripples imposed from the supply system comprising of transformer, converter and
inverter, both during motoring and regenerative braking conditions. The Company shall
conduct necessary tests on the traction motor to establish compliance with this requirement.
3.8.13 The designed L10 life should be at least 2.5 million KM.
3.8.14 Type Tests and Routine Tests on the traction motor shall be in accordance with IEC 60349-2.
3.8.15 The lubricant shall be so chosen that the viscosity of the lubricant is not lost even at highest
temperature during operation. Traction motor bearings shall be grease lubricated on both DE
and NDE sides, independent from gear case lubricants. The greasing interval & overhauling
frequency of the bearing may be specified. Temperature rise of the gears shall be in the
range of 30°C above the ambient temperature.
3.8.16 Ventilation Fans: While considering the design of cooling fans, if traction motors are self-
ventilated, vibration data of Clause 3.8.6 may please be referred. IR has got experience of
breakage of these fans and so adequate design analysis, supported by FEA shall be provided
in support of the design.
3.8.17 Speed and Temperature Sensors
The speed and temperature sensing devices for control purpose, if necessary, shall be
mounted on the traction motor/gear box assemblies. The speed and temperature sensing
devices should be easily accessible and maintainable without lifting of the Car. Suitable
provision shall be made to detect traction motor over temperature for ensuring timely
protection to the traction motor before any damage occurs. Company shall substantiate
the compliance. If any thermal model is used for temperature measurement, it shall be
validated during prototype testing.
3.8.17.1 Traction Gear
All traction gears will be case hardened alloy steel of approved quality. The MTBF for the
pinion should at least be 1 million Km and for the gear wheel at least 2 million Km. Pinion
and gear wheel should be produced from case hardened alloy steel. Company shall submit
proof of stability for gear tooth forming and total design, description of the gear tooth
forming, provided materials, manufacturing and hardening procedures with corresponding
specifications, Oil types and lubrication intervals.
3.8.17.2 Gear Case
Gear case shall be made of steel and shall have sufficient mechanical strength so as not to
get damaged due to hitting by ballast or any other foreign objects. The design of gear case
shall ensure minimum loss of lubricant during run. Cast steel gear case shall be preferred.
The oil circulation in gear case should be independent to the lubrication of bearings for the
traction motor. The Use of helicals for fastening purpose shall not be permissible.
3.9 Auxiliary System

3.9.1 The auxiliary system shall consist of auxiliary converters, auxiliary machines, blower-motors,
compressor motors, oil / water pumps, battery charger, DC loads and associated protection
system. The AC auxiliary system shall be galvanically isolated from the traction power system
and the DC battery system. Auxiliary system design shall ensure that there is no surge / spike
in the output voltage between phase to phase and with respect to earth. The common mode
output voltage (vector sum of three phases) with respect to earth shall be as low as possible,
preferably zero.
3.9.2 The auxiliary converters shall be IGBT based. The control shall be microprocessor / micro-
controller based with diagnostic features. Protection from overload/short circuit, single
phasing and any other protection considered necessary for reliable functioning shall be
provided. The output of auxiliary converter shall be sinusoidal. Total harmonic distortion at the
output voltage shall be less than 8% and supply regulated to ± 5% of the nominal voltage
under all operating conditions. The control voltage shall be 110 Volt DC. The pantry
equipment shall be operated on 230±10% V.
3.9.3 Auxiliary converters of adequate capacity identical in all respects and battery-charging units
shall be provided in Train. Design and rating of auxiliary converter and load distribution shall
be such that in case of failure of auxiliary converter of two Basic Units, the remaining shall
take the entire auxiliary load and the Train remains healthy. The changeover arrangement
shall be automatic and redundant.
3.9.4 Rating of the auxiliary converters shall be decided after considering the connected loads,
requirement of redundancy and keeping a margin of at least 5kVA per converter for possible
increase of load in future.
3.9.5 In addition to above, galvanically isolated 230 V AC, single phase supply of 1 kVA shall also
be made available in the driving cabs to enable powering any small equipment when the
Train is standing in the shed.
3.9.6 In order to reduce energy consumption as well as to increase equipment life, multiple level
ventilation control shall be adopted, which shall vary the output of all the blowers according to
the cooling needs. Auxiliary converter output and control system shall be designed
accordingly. While traversing the neutral section or in the event of momentary non availability
of OHE during the service, the lights and air conditioning shall work normally.
3.9.7 The temperature rise limits for auxiliary machines shall be reduced compared to IEC limits to
take care of the higher ambient temperature specified. Insulation system of class 180°C or
higher shall be adopted. The maximum temperature rise shall not be more than 80°C.
3.9.8 Motors for auxiliary machines shall generally be interchangeable. Coupling and mounting
design requirements shall be kept identical where applicable. The motors shall be rated for
415 V 3-phase AC supply except for the auxiliary compressor motor which is to be rated at
110V DC. Totally enclosed fan cooled design shall be considered for auxiliary machines if the
use of such machines is likely to result in freedom from dust & contamination and in general
better performance. Internally ventilated auxiliary machines having encapsulated stator
windings shall also be considered for this application if considered to be advantageous over
totally enclosed fan cooled design.
3.9.9 Vacuum pressure impregnation of the stator winding shall be done using solventless varnish
having thermal index above 200°C.
3.9.10 L-10 life of bearings when calculated according to ISO Recommendation R-281 shall not be
less than 35000 working hours.
3.9.11 Auxiliary Compressor Set
A 110 volts DC battery operated auxiliary compressor set having sufficient capacity shall be
provided for feeding the auxiliary air reservoir for operation of the pantograph and main
circuit breaker, during the preparation of the Train for service. A suitable pressure governor
device shall also be included.
3.9.12 Battery and Battery Charger
(i) An automatic static battery charger fed from three phase auxiliary supply shall be
provided. Its rating and charging characteristics shall be matched to the battery, by
monitoring of charging current and voltage and shall have a provision for fine
adjustment and good stability to avoid overcharging or undercharging of batteries;
(ii) Low maintenance batteries of adequate capacity shall be provided on each Basic
Unit to feed the equipment for at least 3 hours in the event OHE supply is not
available. Nominal voltage of the battery shall be 110 V; and
(iii) The design and control of the battery shall ensure that the battery gets disconnected
from non-essential loads when the battery gets discharged, however there shall be
sufficient capacity left under all conditions to raise pantograph and to power voice
recorder and flasher light. When auxiliary load is reconnected, the initial battery load
shall not cause the battery output to oscillate.
3.9.12.1 The batteries shall be maintained at an adequate level of charge to satisfy the requirements
as given below:
System maintained Time
Emergency ventilation in all Cars including 3 hour after the loss of OHE power
driving cabs
Communication system (PIS and PA 3 hours after the loss of OHE

power
system)
Emergency lighting 3 hours after the loss of OHE
power
Train controls 3 hours after the loss of OHE

power
Fire detection system 3 hours after the loss of OHE

power
3.10 Train Control and Management System (TCMS)

3.10.1 The general provisions of this paragraph shall be applicable to all electronics used, including
for power and auxiliary converters. The electronics used on the Train shall conform to IEC-
60571. All electronic equipment shall be designed so that, it functions correctly when the
Train has been standing stationary in full sunlight at the maximum ambient air temperature
(refer to Clause 1.6 of this Specifications and Standards). As a minimum, electronic
equipment shall be designed to operate at ambient air temperatures of up to 70°C under
these conditions. There shall be no requirement of pre-cooling of the electronics on the Train
standing in sun for long duration.
3.10.2 TCMS shall integrate the task of fault diagnostics and display the same in addition to its
control task. It shall be capable of real time monitoring of the status of all the vital equipment
continuously and occurrence of faults. It shall also take appropriate protective action and shut
down the equipment whenever necessary.
3.10.3 Features of self-check and calibration shall be incorporated in the design.
3.10.4 TCMS shall have a diagnostics computer, with non-volatile memory, to store all the relevant
diagnostic data. On occurrence of each fault, besides the fault information on equipment
parameters, GPS location of Train, background data with time stamp shall also be captured
and stored with a view to enable proper fault analysis. There shall be a facility to capture post
trigger and pre-trigger background information. The fault display to driver shall also
accompany the standard trouble shooting instructions in simple language. The diagnostic
computer shall specify diagnostic of fault up to card level. Faults shall be suitably prioritized
and filtered so that the Driver and maintenance staff receive information appropriate to their
roles. The diagnostic system shall be able to identify and log the faults of the Train on account
of wrong operation by the driver and such data (including energy data) shall be stored in the
diagnostic computer for a period of not less than 100 days. Application software shall be
provided to facilitate the fault diagnosis and the analysis of equipment wise failures. The steps
required for investigation to be done, shall be displayed in simple language along with
background information. Such software shall be compatible for working on commercially
available operating systems.
3.10.5 A hand held, off line, electronic device shall be provided for trouble shooting / rectification of a
fault by the crew. The device shall be portable and easy to carry with feature of pictorial
identification of respective equipment of the Train.
3.10.6 It shall be possible to access all the processors of propulsion & control equipment within a
Train using a standard laptop from one point provided in the driver’s cab and CCMS. Such
access is needed for uploading of firmware/application program, visualization of process
parameters and also force or record the same and downloading the diagnostic data.
Required interfaces shall be built in so that standard laptops, with commercially available
operating systems can be directly plugged to the port without any special interface. A suitable
software tool shall also be provided in the laptops. Using this tool, it shall be possible to reset
the diagnostic memory for further recording. This tool shall also provide detailed off line
analysis facility. All configuration parameters shall be protected against unauthorized
modification by means of a password.
3.10.7 The Train shall be provided with remote diagnostic and tracking equipment. The equipment
shall be based on GPS and GSM/GSM-R technologies. This equipment shall perform the
function of tracking of the Train and also communicate with the Train diagnostic system, and
pass on this information to the central server. The central server shall be provided by the
Company at the Maintenance Depot(s). It shall be possible to remotely send and obtain the
information stored in the diagnostic memory of the computer system, depending on
availability of communication channel, for control and diagnosis, with the aim of facilitating
and speeding up the maintenance process of the Train.
3.10.8 The electronics shall be sealed so as to ensure that there is no dust ingress. For its cooling,
internal ventilation arrangement along with efficient heat exchanger for removal of heat shall
be provided. The electronics shall be designed with adequate margin so that there are no
failures on thermal account. Temperature near electronic cards in working condition of Train
shall not be more than 65 degree Celsius.
3.10.9 The majority of control and monitoring function shall be implemented by the software so as to
reduce hardware and cables.
3.10.10 It shall be possible for the Government to execute parametric changes in the
software viz. modifying some of the permissible parameters like current & voltage
sensor settings, temperature sensor setting, pressure sensor setting, maximum speed of
Train, vigilance control timer settings, supervision times and maximum tractive effort etc., for
adjusting the characteristic within permissible range, changing preset values, limits,
characteristics etc. of Train in general, and add/alter the protection features, if so required
in the future in order to improve the operation of Train. Changes in parameters shall be
demonstrated with their effect on results for verification during vehicle testing.
3.10.11 The electronic cards and couplers / connectors shall be polarized or suitably designed to
ensure that insertion in wrong position is not possible. Sufficient spare inputs and outputs (at
least 10 %) shall be provided for catering to future needs of the IR.
3.10.12 Capacitors shall be suitably rated, keeping in view the high ambient temperature specified,
vibrations of Train and electrical surges expected during operation. High failure rates of
electrolytic capacitors mounted on PCBs of electronic cards are expected due to high
operating temperature / voltage / current vis-à-vis designed operating temperature / voltage /
current. Dry type of capacitors shall preferably be used. Expected life of the cards, and
electronics in general shall be at least 18 years under actual working conditions.
3.10.13 Features of TCMS:
(i) The diagnostic computer in the Train shall be able to differentiate between the fault in
rest of the Train & fault in the electronic equipment and between a fault in the
monitoring equipment & the equipment being monitored;
(ii) should the fault be found on electronic equipment, the diagnostic computer shall
enable fault finding to be carried out at module level; and
(iii) off-Train test equipment shall be used in the Maintenance Depot. This equipment
shall allow fault finding down to the smallest replaceable item of the sub-system.
3.10.14 The entire functions essential for the train operation shall have redundancy to avoid at least
single point of failure. As a minimum, following shall be included:
(i) All driver's desk interfaces to TCMS shall be fully redundant;

(ii) There shall be no single point of failure in safety loops like Emergency stop,
Emergency Brake & cab occupation etc., which can cause immobility of the train;
(iii) There shall be two physically independent bus systems on train as well as basic
unit level;
(iv) The control of passenger amenities and safety functions shall be redundant;
(v) Availability of the Basic Unit even in case Auxiliary Converter of that basic unit is
not available.
3.10.15 The TCMS shall be interfaced with the brake system. The Automatic flasher operation (in
case of train parting) and vigilance control functionality shall also be implemented.
3.10.16 The TCMS shall provide on-line, context sensitive trouble shooting assistance to the Driver
in case of any fault, through the HMI display. The fault display to Driver shall also
accompany the standard trouble shooting instructions in simple English language. Based on
operational requirements, the directory shall be regularly updated during the contract
period. The TSD shall be editable by authorized maintenance personnel. Extensive use of
graphics shall be made in TSD for better understanding of drivers and maintenance staff.
3.10.17 For control functions integrated into the TCMS, the requirements of EN 50126 and EN 50128
shall be applied. In particular the risks associated with the integration of any control
function shall be assessed and the design of the TCMS (e.g. the SIL according to EN 50128)
shall reflect the level of risk identified. Company has to submit the safety analysis duly
audited by the independent certified agency. TCMS system shall provide for real time
distributed control and modular processing of sub-systems in a redundant manner with high
reliability and availability. The train control bus and the train controller shall be redundant.
3.10.18 Features of self-check, calibration and plausibility checks shall be incorporated in the design
of the TCMS so as to aid the identification of faults.
3.10.19 Control and communication shall be based on open control architecture and compliant
to IEC-61375 “Train Communication Network” protocol or any other equivalent,
internationally published protocol. The programmable devices should be programmed using
language compliant to IEC-61131.
Adequate redundancy shall be provided in the train, its system, sub-system and TCMS w.r.t.
software logics, hardware, power supply, schematics, contacts, interlocks etc. in order to
avoid the train failure.
3.10.20 There should be a Rescue Drive Mode (RDM) with restricted speed in case of failure of train
wide communication. Speed limit shall be decided at design stage in accordance with the
best international practices. As a minimum automatic opening and closing sequence of Main
Circuit Breaker should be available along with manual activation of Enter Neutral Section,
door operation, HVAC, major indications viz. Pantograph raise/lower, VCB ON/OFF,
Brake/emergency brake loops status, Parking Brake function availability is to be ensured.
3.10.21 Software shall be written in a structured manner and fully documented during all stages of its
design and development. This shall meet the requirements of EN 50126-2:
Dependability for Guided Transport Systems - Part 2 : Safety, EN 50128 : Railway
Applications : Software for Railway Control and Protection Systems, and EN 50129 :
Safety- related Electronic Railway Control and Protection Systems.
3.10.22 Validation of the complete software packages of TCMS shall be ensured before putting the
train into commercial services.
3.10.23 Software shall be fine-tuned through simulations & real life working conditions based on the
extensive trials before putting the train set into commercial services. As it requires,
instrumentation and expertise of Software Design Professional, software expert(s) of
Company shall be based at the work place along with commissioning engineers so that all
the software related issues are resolved before putting the train into commercial service.
3.10.24 Quality and efficacy of design documents, troubleshooting manual, operation & maintenance
manuals, software tools and software documentation shall be validated during extensive
vehicle testing & service trials. Final version of these documents shall include the changes
required based on the service trials and experience of operating Railways.
3.10.25 All the changes, thereafter, in software shall be submitted and the Company must give
software release which shall include brief description of the problem, logics, explanations,
parametric changes, etc.
3.10.26 In the event of removal of any car from the train, the TCMS shall configure the remaining
cars of the train.
In case of intermediate car removal, the train functionality and performance shall not
deteriorate.
In case of rear car removal, it shall be possible to operate the train from leading driving car
without loss of train performance and functionality.
In case of leading driving car removal, it shall be possible to haul the train with a locomotive,
duly connecting MR and BP pipe for ensuring the brakes on the Train. The remaining Cars
of the Train shall be fully operational except traction and brake functions, which shall be
provided by the locomotive.
3.11 Control Equipment

3.11.1 All control equipment, including driver’s controls and indications for electrical, pneumatic, air
pressure, brake and other circuits shall be provided. Necessary operational, protective and
safety devices in the form of relays, contactors, switches as may be required by the circuit
design shall also be incorporated for proper functioning of the power and auxiliary equipment
and brakes etc.
3.11.2 The control equipment, relays and switches, and such other devices shall be in accordance
with the Good Industry Practice.
3.11.3 All vital contacts for operation of the Train shall be duplicated to provide redundancy.
3.11.4 Interlocks and auxiliary contacts of relays of protective, operation, control, auxiliary and safety
circuits shall be housed in dustproof enclosures either by providing the complete equipment in
dust-proof cabinets and/or pressuring the cabinets or by covering the contacts only by dust-
proof covers.
3.11.5 The working of all relays and contactors shall be in the range –30 % / +25 % of nominal
battery voltage when the operating coils are at their rated temperature and the contacts are
subjected to normal pressure.
3.11.6 Rubber components, such as pistons, ‘O’ rings etc. wherever employed in the control gear,
brake system and their controls shall be suitable for the specified humid and environmentally
severe conditions. The life of rubber components shall not be less than six years.
3.11.7 Surge suppression circuits shall be incorporated to eliminate surges, wherever required.
3.11.8 Endurance tests, both mechanical and electrical, shall be in accordance with IEC 60337.
3.12 Master cum Brake Controller

3.12.1 A combined master cum brake controller, integrated into a single unit shall be provided in
each cab.
3.12.2 The master cum brake controller shall be designed so that the brake is applied by pulling the
handle towards the Driver and traction is given by pulling the handle away from the Driver.
3.12.3 The master cum brake controller shall be of step less type.
3.12.4 A separate traction and brake control (e.g. providing at least three levels) shall also be
provided to allow the train to be moved in the event of failure of the master cum brake
controller.
3.12.5 There shall be provision of Vigilance control device (VCD) including acknowledgement.
(i) Master cum brake controller to be operational only after operation of cab activation
switch;
(ii) it shall not be possible for unauthorized persons to operate the Master cum Brake
Controller;
(iii) the key switch, reverser switch and traction/braking lever shall be inter-locked.
(iv) only one cab shall be activated in the Train at a time; and
(v) provision shall be made to ensure operation of the Train in the event of failure of
master cum brake controller.
3.13 Instruments and Gauges

3.13.1 The following information shall be made available to the Driver:
 Pressure in the main reservoir pipe [*]
 Pressure in the brake cylinders [*]
 Pressure in the brake pipe [*]
 Indication of air flow in the brake pipe [*]
 OHE line voltage
 Battery voltage
 Tractive/braking efforts
 Energy consumed / regenerated.
3.13.2 Status indication shall be provided on HMI viz. Lights, Air conditioning, ventilation, brake
system, PA & PIS, Auxiliary supply system, Speed, VCB open & closed, Pantograph
raised/down, compressors, MR/BP Pressure of both driving cab and brake cylinder pressures
of all cars etc. Graphical representation for status of different sub-system viz. brake system,
auxiliary supply, PA & PIS, TCMS and Propulsion & control system etc. shall be provided on
HMI.
3.13.3 Any other indication considered important / relevant for the Driver.
3.13.4 Items marked [*] above shall be continually displayed to the Driver via a traditional gauge with
self-illuminating lights, preferably light-emitting diodes.
3.14 Wiring and Cabling

3.14.1 The cables for wiring in the Train and equipment shall use high grade electrolytic copper
stranded conductors tinned in accordance with Good Industry Practice.
3.14.2 Electron beam, irradiated, thin walled, halogen free, low smoke and less toxic cables
according to relevant international standards and the Good Industry Practice for rolling stock
application, shall be used. The insulation/sheathing material shall be EPDM/EVA. At locations
in the Train, where high temperatures are likely to be encountered, special cables shall be
used. The company shall submit details of cables conforming to EN 50264 for fire retardant,
fire survival characteristics.
3.14.3 The layout of the cables shall be such that there is no contamination by oil. Length of power
cables shall be kept to minimum. Cables and connections carrying different types of voltages
shall be physically segregated from each other. For vital circuits, adequate numbers of spare
control wires shall be provided with clear identification. Cable layout shall be according to
EN50343.
3.14.4 Loading of power cables shall be such that in no case conductor temperature shall exceed
maximum temperature according to data sheet minus 10 degree Celsius. The power cable
layout shall ensure equal sharing of current in all power cables. De-rating of cables due to
bunching effect and cable layout shall be taken into account during design.
3.14.5 All connections shall be terminated on terminal bars manufactured in accordance with Good
Industry Practice. The terminals and wire cable ends shall be suitably marked to facilitate
correct connections.
3.14.6 Plugs/couplers and sockets shall be used to connect pre-assembled units to facilitate
maintenance and ensure a better layout.
3.14.7 No cable having a conductor size of less than 2.5 sq. mm shall be used except for multi core
cables where 1.0 sq. mm cable is permitted. Smaller size cables for internal wiring of panels,
control cubicles, consistent with the mechanical and electrical requirements, may be adopted.
3.14.8 A systematic cable transit management & sealing system shall be provided for protection of
cables against cutting, damage, fire, vibration, pull tension, temperature variation, dust, water,
humidity & rodents as well. Cable management Transit System must be fire resistant, smoke
and gas tight, and the pressure/vibration shall not damage it or compromise its seal or
security.
3.14.9 Sufficient spare train line cables and contacts (at least 15 %) shall be provided for catering to
future needs of the IR. As such multiplexing of signal shall be adapted to the maximum extant
possible in line with the best international practices.
3.15 Interior Lighting and Fan

3.15.1 Lights shall be fed by the auxiliary power supply system. The guaranteed life of the LEDs with
their control system and optics/luminary shall not be less than 50000 burning hours. The
specified illumination level shall be met till at the end of the life of 50,000 hours when the
illumination is not less than 70% of their original illumination level. The colour of the LEDs
shall be cool day white (temperature 6000K-7000K). LED shall be certified for LM80.
Separately protected lighting circuits shall be used, such that in the event of tripping of one
circuit, the others should provide evenly distributed lighting throughout the Car. The Company
shall submit layout of fittings, control circuit and service life of LED lamp during the design
stage which shall be as per the best international practices. It shall be possible to replace
defective LEDs/ block of LEDs with ease and minimum need for readjustments or otherwise.
3.15.2 With all lights switched on in a Car (except emergency and seat/berth light), the illumination
shall be not less than 200 lux at height of 1.5 m above floor level along the entire length of the
Car. With the exception of the illumination level, lighting shall be of similar or equivalent
performance to EN 13272 – “Railway Application – Electrical Lighting for Rolling Stock in
Public Transport Systems” as applicable to urban rail transport systems. Uniformity level of
1:1.3 as per UIC 555 shall be achieved.
3.15.3 Selection of fire retardant diffuser shall be such that the LEDs are not visible and appearance
looks like a brightly lighted surface.
3.15.4 The lighting system shall be designed so that it is resistant to vandalism; in particular
it shall not be possible to damage or remove any light source without the use of special tools
to dismantle a protective cover.
3.15.5 At least 50% of lights, evenly distributed over the Car area, shall remain energized
and provide sufficient light for safety of passengers, in the event of a OHE failure.
3.15.6 Car wise indication of healthiness/working of lights shall be provided in the Driving
Cab/Maintenance Staff Compartment (CCMS). It shall be possible to isolate 50% lights of the
train from Driving Cab/Maintenance Staff Compartment.
3.15.7 For lighting the interior of the Car, suitable lamps with colour rendering index Ra of 85 or
more shall be used. Ra shall be calculated as specified in the paper by Nickerson and
Jerome in 1965, republished by the CIE in 1995.
3.15.8 Lights shall perform normal when the train is passing through the neutral section.
3.15.9 IER-1956: Relevant provisions stipulated in Indian Electricity Rule 1956 shall strictly be
followed in the interest of safety of passengers/staff as well as for equipment / instruments
provided in the cars.
3.15.10 Reading Light and Night Light
3.15.10.1 AC First Class & AC-2 Tier Cars of Train of 20 and all types of Chair Cars of Train of 16
shall be equipped with an easy-to-use LED reading lights.
3.15.10.2 All passenger cars of Train of 20 shall be provided with LED type night light at suitable
locations.
3.15.11 Fan
3.15.11.1 One fan shall be provided in each compartment of Train of 20.
3.15.11.2 At least 8 fans shall be provided in each Car of Train of 16.
3.16 Head Light, Flasher and Tail Lights

All vehicle end lighting shall be supplied from the battery supply and shall operate normally
through neutral sections.
3.16.1 Headlights and Auxiliary Headlights
(i) The front end of each Driving car shall be provided with twin beam LED headlights in
accordance with Indian Railway practice. Two auxiliary head light cum tail light shall
also be provided on each driving car.
(ii) The headlight units shall be pre-focused, capable of giving minimum 3.2 lux at a
distance of 305 meters. The beam spread shall be symmetrical and angle of beam
shall not be less than 7 degrees.
(iii) The design of the headlights shall provide for easy replacement of luminaire.
(iv) Arrangements shall be provided for dimming the headlight output when required.
(v) The headlight shall be provided in suitable waterproof enclosures conforming to IP
65.
3.16.2 Flasher Lights

(i) Two flasher lights, one at each end of the Train, shall be provided. It shall be
designed to provide 40 ± 5 flashes per minute. It shall emit sufficiently bright amber-
yellow light with dominant wavelength of 590-595 nanometers to be visible at a
distance of 2Kms in clear daylight and not be affected by sunlight glare. The lux
measured in axial direction shall not be less than 500 lux at 1 meter and 55 lux at 3
meters. The flasher lights shall be provided in suitable waterproof enclosures
conforming to IP 65. These shall work on battery supply. The flasher light shall work
in neutral section also.
(ii) Facility for monitoring and positive confirmation whether flasher light is lit or not shall
be provided in the form of audio-visual indication in driver cabs.
(iii) The working of the flasher lights shall be so integrated with the train brake system
that in the event of train parting, flasher light shall get automatically turned on and
any tractive effort on the Train shall be disabled until acknowledged by the driver.
3.16.3 Tail Lights
(i) Tail light shall be a part of Auxiliary head light cum tail light assembly. Tail light shall
be provided at the front end of each Driving Car in accordance with Indian Railways
practice.
(ii) The tail light shall be red in colour flashing at a rate of 55-65 flashes per minute in
operation
(iii) The clear visibility of tail light in clear daylight shall not be less than 1.6 kilometres
along the longitudinal axis and 100 meters at 6 degree angular displacement from
longitudinal axis.
(iv) The tail light shall be provided in suitable waterproof enclosures conforming to IP 65.
3.17 Speed Indicating and Recording Equipment

. The Train shall be provided with speed indicating-cum-recording equipment in each cab. The
speed indicating-cum-recording equipment with electrical/electronic type of drive shall be
used. The equipment shall also incorporate the feature of indicating and recording kilometers
travelled by the Train. The recording shall be on suitable media and readable in graphic and
tabulated form. The capacity of the memory shall be such that it retains most recent data of at
least 45 days service period.
3.18 Driver’s Display

3.18.1 Colour graphics display units for driver shall be provided in each cab on driver’s desk
displaying important information relevant to the driver, including operational aspects, fault
status and messages. Driver’s display shall have interactive touchscreen with backlit
illumination or other better arrangement with high resolution, wide viewing angle, suitably
designed against vandalism, high impact, rough handling, ingress of water & dust and
minimum IP 54 protected robust & heavy duty input/output system as per the available
technology. Display shall have light/glare intensity control. Display shall have provision of
accepting commands via touchscreen. The display shall be menu driven. The interface with
the driver shall be very simple considering average level of proficiency of drivers in handling
electronic devices.
3.18.2 The display shall be designed to provide full guidance and assistance to the driver about the
action to be taken in case of a fault. The interface shall be user friendly and there shall not be
any need for a separate trouble-shooting directory for the driver’s use.
3.18.3 Selection of display medium shall take into account high ambient temperature and light, due
to direct sunlight on the driver’s desk. Backlit arrangement shall be provided for all time
visibility.
3.19 Insulating Materials

Materials of insulation shall be suitable for use in the climatic and environmental conditions
as specified in these Specification and Standards.
3.20 Safety Measures

3.20.1 General
3.20.1.1 Standard protective systems, shall be provided, in accordance with the Good Industry
Practice, for protection of the electrical equipment against abnormal currents, excessive
voltages, etc., with indicating facilities, so as to ensure safe and correct operations. All
equipment shall be adequately earthed, insulated, screened or enclosed and provided with
essential interlocks and keys as may be appropriate to ensure the protection of the
equipment and safety of those concerned with its operation and maintenance.
3.20.1.2 All exterior components including under slung equipment shall be attached with use of
secondary restraints, redundant fixings or secondary latches as appropriate to ensure that
no single point failure shall cause equipment to either physically detach or protrude out of
gauge.
3.20.1.3 A sensitive and reliable protection arrangement against earth fault shall be provided in each
circuit group.
3.20.1.4 All electrical circuits shall be fully insulated from the superstructure on both the positive and
negative sides and the super-structure shall not be used as a part of any earth return circuit.
3.20.2 Fire Prevention Measure
3.20.2.1 The Car(s) shall be designed to minimize the risk of any fire.
3.20.2.2 The design of equipment shall incorporate all measures to prevent fires and shall be such
that should any fire take place, the effect shall be minimized and no spread of fire shall take
place. Materials, which are not fire-retardant, shall not be used. Materials used in the
manufacture of Car(s) shall be selected to reduce the heat load, rate of heat release,
propensity to ignite, rate of flame spread, smoke emission and toxicity of combustion gases.
The Train shall comply with EN 45545.
3.20.2.3 The Train shall be provided with a manually operated two position earthing switch. The
operation of the switch shall enable earthing of the power circuit of the Train and allow
attention to the high voltage equipment by releasing interlocked keys from a box fitted to the
earthing switch.
3.20.2.4 All safety features in design, construction and materials used shall conform to the best
safety standards and shall in particular prevent fires in Train in accordance with Good
Industry Practice.
3.20.3 Automatic Fire Detection with Alarm System

3.20.3.1 Train shall have automatic fire/smoke detection system. This shall be capable of detecting a
fire in any Car. On detection of a possible fire by means of suitable detection, the system
shall have different levels of response to be finalised at design stage.
3.20.3.2 In the event of detection of a fire, the air conditioning system shall be controlled to minimize
the spread of fire to promote the escape of passenger. In the event of detection of smoke
outside the Train, an alarm shall be provided to the Driver/CCMS. The Driver shall then be
able to remotely close the air conditioning system fresh air intake.
3.20.3.3 Train is to be provided with evacuation doors for the safety of passengers in case of fire.
3.20.4 Fire Extinguishers
3.20.4.1 Each Car shall be provided with minimum two dry powder type or other appropriate fire
extinguishers located at each end of each Car. These shall be in a niche so as not to cause
injury or obstruction to passengers.
All the Cars including Driving and Pantry Cars are shall be equipped with fire extinguishers
as under:
S. No. Type of Coach No. of fire
Extinguishers
1. AC Cars 4 in each coach
2. Driving Rail Car 6 in each coach
3. Pantry Car (applicable to sleeper type cars 8 in each coach

only)
3.20.4.2 In addition to the fire extinguishers located inside the Car, two fire extinguishers may be
provided in the Driving Cab also.
3.21 Power Sockets

110 V sinusoidal AC 50Hz 5-pin electrical sockets with international standard safety features
for charging batteries of portable electronic devices, mobiles or for powering a laptop
computer shall be provided, distributed throughout each of the cars. Sufficient power shall
be available to provide 100VA per socket simultaneously. Number of sockets shall be
finalized during design stage.
3.22 Disaster Management Light

Company shall provide a separate self-contained disaster management LED type
Emergency light unit, 4 nos. in each Car having inbuilt primary/rechargeable battery so that
these lights get switched on automatically in the event, main battery supply is unavailable
due to parting of Cars or derailment.
3.23 Fire Loading

3.23.1 The total fire load of potentially flammable materials on a vehicle should be minimized as far
as practicable and the calculated figures be submitted. The fire load of the vehicle should not
exceed that of similar vehicles already in service in similar operating environments.
3.23.2 All the electrical material to be provided in car shall have fire retardant properties and shall
meet the requirement of V0 UL-94 standard. While manufacturing the coach, UIC: 564-2 shall
be followed for fire protection and firefighting measures.
3.23.3 Code of practice for prevention of fire in car of International Standard shall be followed. The
manufacturer however may also propose improved scheme with justification.
3.24 Event Recorder

The event recorder shall monitor and record various events so that data is available for
analysis to assist in determining the cause of accident, incident or operating irregularities.
The equipment shall be designed in such a way so as to provide an intelligence based
recording of the following parameters against the time axis (time interval shall be decided by
recorder itself whenever there is a change in the respective parameter). The memory shall
be sufficient to store short-term data at 1 second interval for the last 72 hrs. and long term
data for 90 days with resolution of 20 seconds.
The following parameters shall be recorded:
(i) Speed in Kmph;
(ii) OHE voltage;
(iii) OHE current;
(iv) tractive/braking effort;
(v) battery voltage;
(vi) brake pipe pressure;
(vii) brake cylinder pressure;
(viii) cab1/cab2 activated cab;
(ix) pantograph up/down position;
(x) status of main circuit breaker i.e. open/close;
(xi) mode of operation i.e. traction mode/braking mode;
(xii) direction of travel i.e. forward/reverse with respect to activated cab;
(xiii) head light status on/off;
(xiv) flasher light status on/off;
(xv) horn status on/off;
(xvi) status of penalty brake application;
(xvii) status of emergency brake by assistant driver;
(xviii) GPS location
(xix) wiper on/off; and
(xx) any other parameter considered necessary.

The event recorder shall be designed to:
(i) Permit rapid extraction and analysis of data for the purpose of monitoring driver or
Train system;
(ii) assist retrieval of data after an incident or accident; and
(iii) mitigate the effects on recorded data of foreseeable impact or derailment.
The event recorder shall be designed and constructed to ensure the integrity of the recorded
data and the ability to extract data following an incident. The event recorder shall be tested
in accordance with a recognized international standard such as the UK Railway Group
Standard GM/RT2472.
3.25 Heating, Ventilation and Air Conditioning (HVAC)

3.25.1 All the cars shall be air-conditioned with a minimum of two roof mounted packaged unit
(RMPU) type air-conditioning units in each car. Each packaged unit shall have two
independent refrigerant circuits. It shall also be able to provide heating during winter by
reverse cycle heating concept. The control of air conditioning unit shall be performed by
suitably designed microprocessor controller. The complete air system shall have EER better
than 6.5. No material shall be used in construction of air conditioning unit that is liable to be
adversely affected by vibration, damp, rotting or growth of moulds. Fire retardant material only
should be used.
3.25.2 The cars shall be provided with refrigeration system using R 407C refrigerant or any other
eco-friendly HFC refrigerant having zero ozone depletion potential and A1 safety category as
per ASHRAE standards.
3.25.3 The air conditioning units shall be fed from auxiliary converter.
3.25.4 The Air-conditioning package unit shall have adequate capacity to air condition the coach
under the following conditions:
Summer condition Dry bulb Wet bulb % R.H
Outside (dry summer) 50°C 25°C -
Outside (wet summer) 40°C 28°C -
Inside (dry and wet) 20-25°C - 40-60%
Winter condition
Outside -10°C - -
Inside 17-21°C - -
3.25.5 The rating of the RMPU shall be adequate as per the parameters specified above and shall
not be less than the existing capacity of RMPU provided on LHB type Coaches of Indian
Railways.
3.25.6 The design of RMPU shall be such as to restrict relative humidity inside the air conditioning
compartment under any circumstances to a maximum of 60%.
3.25.7 In the event of failure of one RMPU, the second RMPU shall cater 75% of the total air-
conditioning load of the Car.
3.25.8 The single RMPU shall be able to work even with one condenser fan and the cooling capacity
so obtained shall not be less than 75% of the rated capacity of the said RMPU.
3.25.9 The following desired temperature settings shall be maintained inside the air-conditioned
compartment by means of following selections of touch screen buttons:
Position Cooling Heating
1 20.00°C 17.00°C
2 20.47°C 17.50°C
3 21.35°C 18.21°C
4 22.23°C 18.92°C
5 23.15°C 19.65°C
6 24.04°C 20.37°C
7 25.00°C 21.00°C
3.25.10 The above temperature settings are only for reference. Company may provide controller with
smart automatic temperature settings for comfort of passengers as per ASHARE or any
other international standard.
3.25.11 All the equipment shall be capable of continuous operations without detriment to the
operation of cut-outs and circuit breaker or over load, as per the environmental conditions
mentioned in Chapter-2. Necessary arrangement shall be provided to restrict the relative
humidity inside the Cars to 60% even with the outside ambient air having relative humidity as
high as 100%.
3.25.12 The minimum fresh air quantities shall not be less than 0.325 m3 / minute / person for all
types of Cars. The air flow parameters shall be as per ASHRAE / EN 14750.
3.25.13 The compressor suitable for traction environment, shall only be used and it shall have
adequate capacity at 60°C condensing temperature & 5°C evaporating temperature. The
compressor shall have automatic capacity control system to match the refrigeration
requirement of the car heat load. The refrigerant evaporator unit shall comprise of cooling
unit with automatic thermostatic expansion valve. Suitable arrangement for drainage of
condensate water shall be made so that water does not come inside the car and does not fall
on couplers, gangways, platforms or any other equipment.
3.25.14 Each air conditioning unit shall be constructed as an integral module to enable removal from
the car as single complete item without the necessity to break any refrigerant lines or any
part of car or unit itself. All electrical connections and condensate outlets shall be fitted with
standard quick disconnect fittings. The connectors should be so positioned to ensure that it is
not damaged when the air conditioning unit is removed from the car and placed on a flat
surface.
3.25.15 All fresh air intake shall be filtered and the air filter elements shall be cleanable and shall not
be of disposable type. The Company shall use a filtration system suitable for Indian
conditions requiring minimum attention/cleaning/maintenance. Suitable device to indicate the
pressure drop shall be installed so that filters can be replaced/cleaned after getting
necessary indication for the same.
3.25.16 Microprocessor based controller shall be used for air conditioning system. However, in case
of failure of microprocessor based controller, it shall be possible to run the system with full
capacity in manual mode with all major protections intact. The link between the
microprocessor and interfaced cards shall be established by means of serial bus system or
any other superior means to ensure error free high speed data transmission. The control and
monitoring function shall be implemented through software to reduce hardware and cables.
The complete control panel along with microprocessor controller shall be accessible from
inside the car without any requirement of going on roof.
3.25.17 The microprocessor shall perform the task of fault diagnosis and display in addition to control
task. It shall be a capable of monitoring the status of the equipment and continuity of jumper
cables continuously and the occurrence of the faults. It shall also take appropriate action and
wherever necessary, it shall shutdown the equipment. The faults shall be stored in the
memory of microprocessor and it shall be possible to download the same using commercial
available USB pen drive or laptop.
3.25.18 Various important parameters of the equipment as well as environmental data at the time of
occurrence of the fault shall also be recorded. Application/diagnostic software tools as
required for trouble shooting and analysis of the fault shall be provided. Adequate
redundancy shall be built in the microprocessor.
3.25.19 In the event of failure of air-conditioning unit/units, harmful quantities of the refrigerant shall
not be released inside the compartment.
3.25.20 In the event of the failure of air conditioning unit in a car, an emergency ventilation shall
operate automatically to admit fresh air directly into car to maintain the required oxygen level
in fully loaded car, in accordance with ASHRAE. The fresh air intake shall not be less than
18 m3 / hour / person with passenger loading as per Clause 1.8.1 of this Spacifications and
Standards. The emergency ventilation fan shall be fed from 110V DC supply with its
dedicated inverter.
3.26 Voice Communication System

3.26.1 The Train shall provide a public address (PA) facility so that the Train Driver /Guard /TS can
make announcements to passengers from driving / non-driving cab / CCMS.
3.26.2 The microphone used shall be common for all voice modes and priority shall be allocated to
various modes. Microphone needs to be vandal proof.
3.26.3 The public address intercom system shall have the Train Driver-Guard-TS and Train
Driver/Guard/TS – Passenger communication. The Train Driver/Guard shall have the facility
of adjusting the volume level from a minimum to maximum level by suitable mode provided in
driving cab’s dashboard. Emergency buttons and talk back phones shall be located near all
the doors and gangways.
3.26.4 The communication between Train Driver-Guard-TS shall be in full duplex mode and
multiplexed with suitable measures to prevent acoustic feedback. The priorities of different
functions of the public address system shall be defined. Emergency speech unit located in car
shall make it possible for the passengers to speak with TS in case of an emergency.
3.26.5 The public address system shall be acoustically designed and provided with active noise
control to reduce the unwanted sound. A noise cancellation speaker may be co-located with
the sound source to be attenuated.
3.26.6 In case of failure of one unit of PA system or a passenger communication unit in one car,
there shall be no failure of the whole system. All the communication and control cables shall
be conforming to international standards for fire retardant, fire survival characteristics suitable
for the Train services.
3.26.7 A suitable interface shall be provided to enable the control centre to
Passenger/Guard/Driver/TS communication to be transmitted over the train public address
system.
3.27 Public Address System

3.27.1 An integrated main communication LCD panel with backlit LED shall be provided to control
the public address functions, cab-to-cab communications, and passenger alarm
communications.
3.27.2 This panel shall have a display with facilities for the touch screen input, capable of handling
English and Hindi characters.
3.27.3 The number, positioning and output of each loudspeaker and power amplifier shall be
designed such that an even sound coverage in all areas of the passenger car is achieved.
The loudspeaker should be separated into two groups and each audio line should be supplied
by its own amplifier.
3.27.4 The PA system shall have automatic continuous variable volume control, based on car
background noise level.
3.27.5 The public address amplifiers shall be protected against short circuit at the outputs of the
amplifier. The through line cable inside the car shall be suitably insulated, screened,
armoured and overall outer sheathed.
3.28 Automatic Voice Announcement System

3.28.1 An automatic pre-recorded message announcing system shall be provided in each CCMS.
Functions and features of this system shall be as follows:
 One device shall be provided in each CCMS which shall be on hot standby. In case of
failure of the identified master, the device at the other CCMS shall automatically
become master.
 The Automatic Voice Announcement System shall be fully integrated with the on train
PA system. Any failure of component which can adversely affect functionality shall be
logged by the system itself and also be communicated to TCMS for reporting to the train
operator and data logging.
 The pre-determined messages (voice announcements and text messages) shall be
automatically triggered by train events to make an announcement.
 Voice announcements and text messages for the displays shall be pre-recorded and
configured into the system using the “off line” speech and route data base editor.
Messages, audio or visual or both shall be in the Hindi and English. The hardware and
dedicated software etc. for editing and modifying the speech and route database shall
be supplied.
 The system shall be capable of storing 120 minutes of pre-recorded messages
preferably in digital MP3 format or a latest format. The memory shall be able to store
Route Database for at least 200 stations. However, it shall be possible to enhance the
memory by expansion using commercially available memory devices.
 The system shall be capable of playing /displaying of commercial / general audio and/or
visual messages in between the announcements.
3.29 Passenger Information System

3.29.1 A passenger information system (PIS) shall be provided. This shall use GPS to determine the
Train location and shall provide automatic announcements and the display of destination
information on displays throughout the Train viz. train speed, distance travelled, distance
balance etc. The system shall be capable of making pre-recorded announcements (both
audio and visual) by manual triggering from main communications panel in the event
positional information is not available. Under such circumstances, messages shall operate
automatically for the route from the TCMS information. Messages and announcements shall
be triggered based on distance travelled and door operations.
3.29.2 All elements of the PIS installation shall be designed so as to resist damage and vandalism.
Loudspeakers shall be flush mounted and suitably protected by grills. Information displays
shall be protected by transparent covers so as to protect against damage. The loudspeaker
for Voice communication system and PIS shall be common.
3.29.3 The PIS shall be designed to provide audible announcements and information displays in
Hindi and English throughout each journey. Full facilities including any hardware/software
tools for programming the displays and system shall be supplied. Company shall arrange
training to program, edit and interface the display panels with the system.
3.30 Internal & External Displays

3.30.1 At least two passenger information LCD display with backlit LED boards shall be provided
inside the each Car. These displays shall show current location of the Train, next station, time
to next station, next interchange points, platform side, passenger related safety information;
and any other important information.
3.30.2 Each car shall be provided with two destination boards on the outside of the car (one on each
side) in order to show the originating, destination station, halts, Car number, Train number
etc.
3.30.3 The external displays shall have adequate brightness which shall have auto adjustment with
the outside ambient light.
3.30.4 It shall be possible for some one of normal vision to read the display from a distance of at
least 20 meters under all lighting conditions.
3.30.5 The display screen shall be designed against vandalism, water and dust ingression.
3.30.6 The Company shall provide all the required interior and exterior displays and signage. All
permanent notices, warnings, seat/berth numbers etc. of vandalism proof design shall be
displayed inside the Car.
3.30.7 Passenger Information System shall be interfaced with TCMS.
3.31 Passenger Car Surveillance System

3.31.1 The Passenger Car Surveillance System (PRSS) shall comprise a close circuit television
(CCTV) network using surveillance cameras, routers and cables, monitors and other
accessories.
3.31.2 Each car of Train of 16 as well Train of 20 shall be provided with surveillance camera devices
at doorway area. Each car of Train of 16 shall be provided with adequate numbers of
surveillance camera devices at appropriate location to cover the maximum passenger Car
area. Additionally one camera shall be placed in cab for gathering front end view, track and
OHE conditions etc. The camera shall be suitably selected in respect of resolution, clarity of
images, illumination conditions for on-train applications and shall be of proven design.
Additional camera(s) shall be placed on outer sides of the each basic unit as a minimum for
gathering rear view of the platform. Mounting of camera shall be unobtrusive, flushed with, or
recessed into the interior panel. Selection of type and number of cameras shall be finalized
during design and shall ensure clear view of passengers on platform to Train Driver/Guard
before start at each station till train leaves the platform completely. The system shall
automatically switch to rear view when the train stops and will go back to default mode after
the train leaves the platform.
3.31.3 A separate monitor screen shall be provided for the passenger car surveillance system in
each driving cab and CCMS. It shall be so placed in the cab that normally it does not cause
distraction to the train operator but it shall be easily viewable by the train driver/guard when
needed.
3.31.4 Under normal operation, the views gathered from each of the camera located in the train shall
be sequentially played in the monitor screens of both the cabs. Adequate controls shall be
provided for necessary surveillance requirements and priorities.
3.31.5 The visual images from each camera shall be recorded in non-volatile memory. The on-board
system should have capacity of recording such that it can be downloaded in the maintenance
depot during the scheduled maintenance overhauling. The memory shall be expandable. The
Company shall provide equipment and means for the downloading of the records.
3.32 Cab Recording Equipment

Audio cum video recorders shall be fitted in the driving cabs. Resolution of the cab recording
equipment shall be sufficient and placement is appropriate to clearly make out various
actions of crew from the recorded data. The equipment should be rugged so as to ensure
trouble-free performance in the harsh environment of the driving cabs. Measures must be
taken to prevent pilferage of the equipment and shall be such designed that the retrieval of
the data is simple.
The equipment shall be designed to permit rapid extraction and analysis of data; assist
retrieval of data after an incident or accident; and mitigate the effects on recorded data of
foreseeable impact or derailment.
3.33 Passenger Alarm Signal Apparatus

3.33.1 Cars must be fitted with Passenger Alarm Signal (PAS) handles in accordance with Clause
1.2.4 of UIC 543.
3.33.2 Passenger Alarm Signal (PAS) Equipment shall be in accordance with UIC 541-6. Provisions
of Clause 1.3 of UIC 541-6 must be complied with.
3.33.3 All passengers shall be able to contact the Driver/Guard/TS by activating an emergency alarm
signal handle to stop the train and receive assistance. The effect on the train of an activated
alarm signal may vary, depending on the location of the train and the lines on which it is
travelling. Generally, the effects on the train of an activated alarm signal are:
(i) Event (Activated alarm signal) occurring within station area (for example, due to a
person being pinned between the doors or between the platform and the train):
immediate halt of the train at platform.
(ii) Event occurring outside the station area (for example, fire or passenger becoming
unwell): transmission of the activated alarm signal to the train driver in order to inform
him that an incident has occurred in the train and to ensure that the train is brought to
a halt by the driver in a place which is suitable for assistant to be rendered (away
from tunnel, gallery or bridge). The passenger shall receive confirmation that the
activation of alarm signal handle has been noted within the train.
3.34 Centralized Coach Monitoring System (CCMS)

Staff compartment of each Driving Car shall have provision for the Centralized Coach
Monitoring System (CCMS) for monitoring, recording and control of the air-conditioning and
other faults e.g. power supply failure etc. CCMS shall also run diagnostic routines on the AC
plant and generate alerts like low gas pressure in compressors, faulty sensors etc. Other
functionalities viz. CCTV, PIS etc. and automatic voice announcement system shall also be
available in CCMS. Details shall be finalized at design stage.
(i) The CCMS shall have touch screen display and have hardwired communication to
microcontroller of each car. The CCMS can use the same communication backbone
as of TCMS.
(ii) The CCMS shall also have GSM/GPRS based wireless modem through which
control centre can also get the information/alert in the central server.
(iii) CCMS shall monitor the following:
 Auto/bypassed mode working of Air Conditioning unit
 Temperature (return air, supply air temperature and ambient temperature)
 Pressure (Low pressure, High Pressure and Oil pressure in AC system)
 LP & HP tripping
 Compressor tripping
 AC motors tripping
 Other inputs and output to be decided during design approval stage
These data shall be transmitted to the control centre though GPRS/GSM regularly at
suitable intervals.
General Mechanical Design
3.35 General Requirement

3.35.1 The Train shall be aerodynamically designed to reduce wind resistance/drag. The overall
dimensions of the cab shall take full advantage of the overall moving dimensions specified in
Clause 2.1 of these Specifications and Standards. All major mechanical components shall be
designed for a life of 35 years.
3.35.2 The general layout of the equipment in the Train shall ensure equitable weight distribution.
The tolerance in working order shall be limited to ± 2 % for axle load and ± 1 % for total Train
weight. Difference in weights on different wheels of the same bogie shall not exceed 4% of
the axle load.
3.35.3 The mechanical design of the Train shall be suitable for axle load of not more than 17
tonnes.
3.35.4 Adequate safeguards such as anti-collision post and anti-climbing bars shall be provided to
minimize damage to the Train and human life during collision/derailment.
3.35.5 The Train shall be designed, taking sufficient precautions to prevent water penetration inside
the Train, so as to allow periodic cleaning of the Train in automatic washing facilities by
spraying liquid detergents and water.
3.36 Draw and Buffing Gear

3.36.1 The ends of the cars (excluding the driving end of Driving cars) shall be provided with semi-
permanent mechanical couplers with automatic coupling of pneumatic connections between
two cars.
3.36.2 The driving end of driving cars shall be provided with AAR “H” type tight lock center buffer
coupler with transition screw coupling. It shall conform to AAR specification No. M-211 with
grade E steel.
3.36.3 For the purpose of pulling the Train from the second Car in emergency situation i.e. when
leading driving Car has to be detached, Intermediate tube assembly of semi-permanent
coupler of second Car can be replaced with draw hook with collar arrangement to ICF
drawing no. EMU-2-1-011. Annexure-A3 may be referred for the drawing. Side buffers shall
be provided at one end of second coach from both driving Cars, which are proposed to be
used for pulling the Train with locomotive in emergency situation. Arrangement shall be made
to ensure the availability of Draw hook assembly along with necessary hardware and tools on
board for replacement purpose, when need arises.
3.36.4 Draw and buffing gear provided between vehicles shall resist locking. Draw and buffing gear
systems shall resist over riding and relative rotation to keep vehicles upright.
3.36.5 Capacity of draft gear shall be adequate to meet operating requirements of the fully loaded
Train up to 24 Cars in length.
3.36.6 All couplers shall have crashworthiness features.
3.37 Wheel, Axles Roller Bearings

3.37.1 Car axles driven by traction motors shall be designed in accordance with BS EN 13104 –
Railway Applications – Wheel Sets and Bogies – Powered axles – Design Method.
3.37.2 Car axles which are not driven by traction motors shall be designed in accordance
with BS EN 13103 – ‘Railway Applications – Wheel Sets and Bogies – Non-Powered axles
– Design method.
3.37.3 Wheels shall be in accordance with EN 13262 – “Railway Applications – Wheel Sets and
Bogies – Wheels – Product Requirements” and EN13979-1+A1 – “Railway Applications
– Wheel Sets and Bogies – Monobloc Wheels – Technical Approval Procedure – Part 1.
3.37.4 Wheel sets shall be in accordance with EN13260 – “Railway Applications – Wheel Sets and
Bogies – Wheel Sets – Product Requirements” or other equivalent internationally
recognized standard.
3.37.5 Axles shall be in accordance with EN13261 – “Railway Applications – Wheel Sets and
Bogies – Axles – Product Requirements.
3.37.6 Wheel and axle dimensions shall meet the requirements of Indian Railways Schedule
of Dimensions, 1676 mm gauge.
3.37.7 Roller bearings shall be in accordance with EN 12080 and shall have L-10 life not less than 3
x 106 km, when computed as per method given in ISO Standard ISO 281/1.
3.37.8 Components including wheels, secured to the axle by interference fit shall be designed to
remain secure over appropriate temperature ranges, in accordance with the Good Industry
Practice. The design of the complete wheel set shall include suitable corrosion protection
measures, and the maintenance instructions shall mandate means of preserving the
protection over the service life.
3.37.9 The wheel set shall be designed so as to facilitate non-destructive testing of the axle in
Maintenance Depots.
3.37.10 The design of the Train shall allow wheel sets to be machined on under-floor wheel lathes.
3.38 Bogie Design

3.38.1 The bogies shall be of proven design and shall provide the required riding comfort, as set out
in Clause 2.3 of this Specifications and Standards. The suspension shall give a low
transmissibility of vibration to the bogie and the Car body and shall minimize impact, vibration
and noise. Suspension characteristics shall be selected so as to avoid resonance. The bogie
design shall be the capable to operate with maximum service speed 160kmph and test speed
of 180kmph.
3.38.2 The structural design of the bogie frame shall conform to BS EN 13749:2011 – “Railway
Applications – Method of Specifying Structural Requirements of Bogie Frame” or equivalent
standard, category B-II, but with payload as specified in Clause 1.8 of this Specifications and
Standards.
3.38.3 Testing of the bogie frame shall be in accordance with Annexes F and G of BS EN
13749:2011–“Railway Applications – Method of Specifying Structural Requirements of Bogie
Frame”.
3.38.4 No component of bogie shall infringe with the minimum clearance of 102 mm from rail level
with fully worn wheels and with maximum permissible load (stops under contact in primary &
secondary suspension). Maximum deflection from tare load to shock level = 75 mm (IR SOD
Requirements).
3.38.5 The proper matching of bogie with body may be ensured by proper frequency separation
between them to avoid resonance effect. Positive connection between car body and bogie
shall be provided for lifting the car with bogies.
3.38.6 General Design
Each car shall have two 4-wheel bogies of robust welded design suitable for taking the brake
gear, suspension etc. and capable of withstanding the maximum static and dynamic stresses
under the load conditions specified in Clause 1.8 and under the acceleration and deceleration
specified in Clause 2.5 and Clause 2.6, in the case of motorized bogies, the load imposed by
traction motors and gear drive. The weight of the bogies shall be as low as possible,
consistent with strength and robustness.
3.38.7 The bogie wheel base shall be 2200 mm (min.) to 2600 mm (max.). The Company shall
propose suitable bogie wheel base in order to limit the rail wear when moving on small radius
curves and achieve stable performance.
3.38.8 Bogie suspension design shall be conical rubber suspension in primary and air suspension in
secondary stages. The bogie could be with bolster or bolster less. The bogie design can
generally be to bolster less Y frame configuration, suitable for high payload and superior
riding quality.
3.38.9 The general design of the bogie shall permit easy access to running gear and brake gear,
and in the case of motor bogie to the traction equipment, when in position under the Car body
and shall permit easy replacement of brake pads without the need of special pits on the
track.
3.38.10 The basic design of bogies for Motorized Car and Trailer Car (Non-motorized) shall be same
except for provision of TM, Train Protection System and other similar equipment and their
mounting bracket etc.
3.38.11 Bogie assemblies shall have a service life of 35 years without structural repairs under
standard maintenance practices and services. Elastomeric elements, dampers and other
consumable bogie mounted components, with the exception of items like brake shoes, shall
have a minimum service life of 5 years.
3.38.12 All bogies shall have components that are interchangeable to the largest extent possible.
Bogie frames shall be identical for all bogies. All similar bogies must be interchangeable
without modification to the bogie assembly.
3.38.13 Bogie assemblies shall be easily removable from the car body for maintenance, without the
use of any special tools. Car body to bogie connections shall not contain any press fit joints.
Any joints on the bogie, which could become frozen or locked over time, shall be sealed from
moisture and appropriate materials shall be used to prevent such conditions from occurring.
3.38.14 Bogie mounted equipment shall be designed to operate satisfactorily in the environment.
3.38.15 Bogie Frames
3.38.15.1 The bogie frame shall be of copper bearing steel plates of approved quality (shall conform
to EN10025 or any other international standard) and shall be fabricated by welding. Special
care shall be taken in the design and construction of a joints in the bogie frame and the
attachment of heavy equipment thereof, to ensure that the connections are rigid and are of
adequate strength to withstand the severest strain under the worst operating conditions
and further the sudden changes in section are avoided to prevent concentration of stress
at or near the joints. The top and bottom plates of the bogie side frame shall be of one
piece.
3.38.15.2 Any alternative, steel equivalent to copper bearing steel with similar chemical composition
and mechanical properties as regards to strength and corrosion resistance may be used
by the Company with prior submission of design to the Government.
3.38.15.3 Safety stops shall be provided on the top of the bogie frame to match with similar blocks
on the underside of the superstructure and shall support the later at an adequate height to
prevent fouling with platforms and other fixed structures, in the event of failure of the
bolster suspension.
3.38.16 Bolster
3.38.16.1 The bolster shall be of copper bearing steel plates, in case of bogie with bolster, of
approved quality and shall be fabricated by welding, and shall be designed to take the full
load of the superstructure under payload as specified in Clause1.8 of this Specifications
and Standards.
3.38.16.2 Any alternative, steel equivalent to copper bearing steel with similar chemical composition
and mechanical properties as regards to strength and corrosion resistance may be
used by the company with prior submission of design to Government.
3.38.16.3 The bolster shall be designed to accommodate air spring. This will have an air inlet at each
side for air spring and brackets for auxiliary reservoir, installation lever, vertical shock
absorber, lateral stop etc. The side bearers for car loading, its material, lateral movement
etc. shall be as specified in above Clause.
The bogie pivot shall guide and transmit transmit longitudinal and lateral forces only. The
silent block may be provided to guide the pivot pin.
3.38.16.4 In case of bolster less bogies the bogie design configuration giving details of load transfer
from Car body to the wheels, with various clearances between relatively moving
bogie components is required to be furnished, for review by Government.
3.38.17 Suspension
3.38.17.1 The primary suspension shall consist of spring with non-linear characteristics and
articulated or rigid axle guidance, with or without external hydraulic shock absorber.
Care to be taken for ballast hitting and dust sealing.
3.38.17.2 The primary suspension shall be capable of sustaining track perturbations under given
vertical and lateral load conditions up to a maximum frequency of 12.0 Hz.
3.38.17.3 The secondary suspension shall be of air springs spaced as far as possible, firmly located
on the spring plank and bolster and with stops to prevent excessive deflections due
to overloading or excessive rolling of the superstructure.
3.38.17.4 In case Y frame bolster less bogie, the air spring shall be placed suitably and firmly
between bogie frame and body bolster with additional reservoir located as near as possible
to the air spring. The anti roll bar mechanism can be incorporated to prevent excessive
rolling of car body.
3.38.17.5 Springs for primary and secondary suspension shall be designed to cater for actual service
conditions
3.38.17.6 In the event of air spring getting deflated due to some unforeseen reason during service,
an air spring failure indication system shall be provided to enable the Driver to run at a
predetermined restricted speed with bogies having deflated air springs.
3.38.17.7 Earthing of superstructure: The superstructure shall be earthed for earth connection
between the car body transoms to the earth connection on the axles.
3.38.17.8 Noise Reduction: It is essential that the Company should design bogie assembly, which
should have minimal noise during running of bogie assembly at operating speeds.
3.38.17.9 All the components and sub assembly used in the bogie shall be of proven design with
adequate and satisfactory service record.
3.39 Bogie Brake Equipment

3.39.1 Individually actuated disc brakes shall be provided on each wheel of the bogie of the Motor
Car or axle of Trailer Car (non-motorised car). The actuator including integral slack adjuster
and spring applied parking brake shall be mounted on the bogie.
3.39.2 Adequate safety straps shall be provided below the moving components of brake rigging to
prevent fouling with the track in the event of failure of any component.
3.39.3 Brake system / rigging shall be so designed that brake application, if required for wheel slip
correction, shall take place on the affected wheel pair only.
3.39.4 It shall be possible to isolate the disc brake system individually on each bogie. The isolation
device shall be easily accessible. All devices capable of isolating a portion of the brake
system shall be located and protected to avoid inadvertent or malicious operation.
3.40 Track Interaction

3.40.1 The bogie shall be compatible with the track parameters specified in Clause 0 of this
3.40.2 The bogie shall be capable of safe operation keeping the damping values positive, at all
permitted combinations of track condition, vehicle speed (up to 110% of the maximum service
speed), equivalent conicity, co-efficient of friction, operating conditions, maintenance
condition, and loading.
3.40.3 The bogies shall be provided with air spring secondary suspension arrangement. An
indication for failure of any air spring secondary suspension of Train shall be provided in the
Driving Cab.
3.40.4 The suspension system shall prevent excessive forces transmitted by wheels leading to track
damage/derailment and/or unloading of wheels leading to risk of derailment.
3.40.5 The axle yaw stiffness and the rotational resistance of the complete bogie shall be such that
lateral steering forces generated when negotiating the track alignments shall not cause
excessive rail wear and wheel / flange wear, but shall be sufficient to obviate bogie and wheel
set hunting.
3.40.6 As a minimum, all axle box mounted equipment shall be capable of withstanding the following
fatigue loadings for 107 cycles with a failure probability of no greater than 2.5%:
 Longitudinal : +/-12g
 Transverse : +/-10g
 Vertical : +/-35g
Note that these values are quoted at the bearing – the use of higher values may be
appropriate in some areas dependent on the suspension design (e.g. higher accelerations
will be present at the end of radial arm suspension arrangements and shall be taken into
account).
3.40.7 As a minimum, all bogie mounted equipment shall be capable of withstanding the following
fatigue loadings for 107 cycles with a failure probability of no greater than 2.5%:
 Longitudinal : +/-7g
 Transverse : +/-7g
 Vertical : +/-10g
3.41 Braking Requirements and Brake Equipment

3.41.1 The electrical regenerative braking system shall be the primary braking system of the Train.
The braking system of the Train shall ensure that the air brake of the Train is applied only
when the electric braking system is not capable of achieving the required braking force, or in
case the electric brake has broken down, so as to limit the wear of mechanical parts of the air
braking system by using the electric braking system to its maximum capacity and also for
making optimum use of power regeneration. The braking system of the Train shall also
ensure that when the electric brake is insufficient to provide the required braking effort, the
necessary proportion of the air brake of the Train, superimposed on the electric brake, is
applied (system also known as “brake blending”).
3.41.2 The Train shall be fitted with air flow measuring and indicating devices to provide indication to
the driver about level of leakage from brake pipe. In case of train parting during run, flasher
light shall be automatically switched ‘on’.
3.41.3 Emergency brake valve shall be provided on right hand side in cab near assistant driver for
direct opening of air brake pipe during emergency by the assistant driver, in addition to
independent and automatic brake valves. During emergency brake application by emergency
brake valve or through driver’s automatic brake valve, automatic Train power cut off shall take
place.
3.41.4 Air brake system comprising MR & BP shall run from end to end of the Train with two isolating
cocks at either end terminating outside. There shall also be a provision of additional isolating
cock on both pipes at either end, located below each buffer beam of the Train. Locomotives
on Indian Railways have pressure settings of 5±0.1Kg/cm 2 for BP 8.5±0.1Kg/cm2 to
10±0.1Kg/cm2 for MR.
3.41.5 All piping shall be of stainless steel with flare less compression fittings for tropical conditions.
3.41.6 Isolating valves and switches shall be provided to enable parts of the system to be isolated.
All isolating valves that require operations by train crew in normal operation or in emergencies
shall be easily accessible either from within the Train or from track level as appropriate.
Isolating cock handles shall lie parallel to the pipe in which it is installed, in the normal
operational (open) position, and perpendicular to the pipe in the isolated (closed) position,
and shall operate in the horizontal plane only.
3.41.7 Emergency stop push-buttons shall be installed in each cab. Activation of the buttons shall
apply the emergency brakes under all conditions, including from the inactive cabs. Activation
of the emergency brake by any means shall result in the propulsion system being disabled in
a safe critical manner by opening main circuit breaker and lowering pantograph. The
propulsion system shall not be re-enabled until the train is at zero speed and the emergency
condition has been reset.
3.41.8 Design of the brake system and its interconnections shall be fail-safe. In the event of failure of
brake equipment and brake electronics, brakes shall be automatically applied.
3.41.9 Use of pipe fittings with rubber ‘o’ rings or similar types of seal shall not be used. Suitable
colour coding shall be applied to all pipe work for identification. Use of flexible hoses shall be
kept to a minimum.
3.41.10 The pneumatic valves shall not require overhauling before six years of service including
rubber kit changing.
3.42 Compressed Air System

The compressed air system shall comprise of air compressor, compatible air dryer and filters
so as to ensure delivery of the compressed air complying with air quality class specified in
ISO-8573.
The Train shall be designed so that it can continue in normal service following the failure of a
single compressor.
3.42.1 Compressor
(i) The motor compressor unit shall be under slung, resiliently mounted with the under
frame to minimize the levels of vibrations transmitted to the Train body. The mounting
arrangement shall be of proven design. The compressor shall be splash
lubricated to avoid the need for oil pump, filter, valve, etc. The oil sump inlet shall be
so designed to avoid any over filling during service. The company may offer
alternative design such as, oil free compressor.
(ii) The compressors shall be driven by dedicated electric motors. The compressor
overhauling period shall be in synchronization with the Scheduled Maintenance of
the Train and shall not be less than six years in any case.
(iii) The intake air shall be directed through a properly designed filter, suitable for the
specified dusty atmospheric conditions. The inlet air filter shall be so mounted on
compressor so that it can be easily taken out for cleaning purpose. The cleaning
periodicity shall not be less than six months. Arrangement shall be made so that the
compressor does not start against back pressure. A non-return valve shall be
provided between the compressor and the main reservoir supply line. A safety valve
shall be provided to protect the compressor against excessive pressure.
3.42.2 Air Dryer
The air delivered to the pneumatic system shall be clean and dry, free from water vapor, oil
and particles. A heatless regenerative type air dryer of matched capacity shall be provided
between the air compressor and the main reservoir so as to provide dry compressed air to
the Train brake system. The air dryer shall be preceded by automatic drain valve and oil
separator, which collects and discharges bulk of the moisture and oil present in the
compressed air, before it enters the air dryer. Air drier shall be so located /protected in under
frame to avoid any hitting during run. The working of air dryer shall be monitored and
displayed in the driver’s cab.
3.42.3 Air Reservoirs

Main reservoirs of adequate capacity, made of corrosion resistant material, shall be provided
with provision of suitable safety valve and automatic drain valve.
3.43 Horns
Dual tone pneumatic horns without rubber parts shall be provided facing outwards at each
end of the Train. The horns shall be of sufficient size and power to be distinctly audible at a
distance of 1 km from the Train. The two horns shall have different tones but shall be in
harmony with each other when blown together. Push buttons placed next to each other
shall be provided on the driver side as well as on the assistant driver side for the operation
of either one or both the horns at any time by the driver or assistant driver.
3.44 Marking
Lettering and labeling shall be applied to the Train exterior and interior to inform staff of
matters such as positions of equipment, safety warnings etc. Lettering and labels shall be
durable.
The design of the Train shall promote preservation of asset value. The design shall protect
against corrosion through the use of materials and coatings as appropriate. The design of
the structure shall ensure that no water traps exist. Dissimilar metal corrosion shall be
prevented and anti-corrosion paint shall also be applied.
3.45 Driving Cabs

3.45.1 Aerodynamic driving cab with suitable nose cone shall be provided in Driving car at each end
of the Train with provision for adequate forward visibility. Driving cabs shall be adequately
reinforced and connected with the main under frame at the cab ends. The Driving Cab shall
be adequately insulated against noise, vibration, heat, ingress of water and dust.
The cab shall be ergonomically designed for convenience and to minimize fatigue of the
driver. Ergonomic and human engineering aspects of the cab design shall be compatible with
the range 5th percentile Indian adult female to 95 th percentile Indian adult male. The visibility
diagram shall be in accordance with UIC 651.
The Driving Cab shall be sufficiently large to accommodate three people in addition to the
Driver and assistant Driver. Two suitable adjustable seats shall be provided in the Driving Cab
(one for the Driver and assistant Driver each). Two fans shall also be provided one each for
the driver and assistant driver. Temperature and humidity indicators shall be provided in both
the cabs.
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 windscreen wipers with
washers shall be provided on the lookout windows with foolproof drive arrangement. Rolling
blinds and sun visors shall be provided on the windscreens. An opening window shall be
provided on each side of the Driving Cab. This shall be sufficiently large to allow a Driver to
look back down the train. The front windscreen shall be laminated and shall comply with
EN15152.
3.45.2 The layout of the driving cab and the driving position shall be ergonomically sound enabling
the driver, in the interest of safety, to concentrate his attention outside of the cab to observe
line side signals and instructions as applicable. The driver shall be able to undertake this task
in both seated as well as standing position. All necessary controls and instrumentation shall
be presented in a manner that shall aid the correct reflex action from the driver in both normal
and emergency situations. The driving position shall be on the left side of the driving cab and
the brake handles shall be located on the left hand side of the driver in the running direction.
Their relative positions shall be similar to those available on IR’s present electric locomotives
and EMUs.
3.45.3 Access to the cab shall be from either side of the cab by means of sliding doors. The cab
access doors shall be provided with lock and key. The position of hand holds provided for
Driving Cab entry shall be so as to enable the climbing into the Driving Cab from ballast level.
Door steps and hand holds shall be provided for access to the Driving Cab. The footsteps
shall be designed so that access is possible from track level.
3.45.4 The fixed front glass panel of the cab windscreen, the glasses on the doors and side
windows of the cab and the fixed glass panels of the equipment compartment shall be of
shatter proof laminated duplex glass.
3.45.5 LED based lighting shall be provided in the Driving Cab. There shall be provision that during
running of the Train, only Driver’s desk, time table and caution order area shall be illuminated
without causing any hindrance to the visibility of Driver/Guard. One number LED based cab
emergency light shall also be provided on battery supply.
3.45.6 In addition to above, each driver’s cab shall be provided with the following:
(i) Two cabinets in the rear and locker for toolbox;
(iii) one LED based rechargeable torch with socket and charger;
(iv) VCD for monitoring alertness of the Train crew through multi-resetting system which
resets by specified normal operational activities of the crew, in addition to
acknowledgement of the vigilance check by pressing a pedal switch provided for this
purpose. Absence of the normal driving functions and acknowledgement at specified
interval of one minute shall cause audiovisual warning. If audiovisual warning is not
acknowledged for 16±4 seconds, it shall result into emergency brake application;
(v) space / room for installation of wireless set and TPWS equipment;.
(vi) suitable trays with clamps for working time table, caution orders, walkie-talkie etc; and
3.46 Gangway
3.46.1 The cars shall have suitable gangways at each end connecting to the adjoining Cars with
the exception of the Driving cars where there shall not be a gangway at the driving end. The
gangway shall be stable under all dynamic and aerodynamic forces including through tunnels.
3.46.2 Gangways shall be completely weather, draught and vandal proof.
3.46.3 The floor plate in the inter-car gangway shall be maintained as nearly as possible at
the same height as the rest of the car floor. The height difference shall be kept to a
minimum, and shall not exceed 20 mm whilst stationary or moving. Height changes shall be
suitably ramped so as not to cause inconvenience to passengers.
3.46.4 The gangway floor shall be designed to meet the same strength requirements as the rest of
the car floor. The gangway floor shall be non-slip and the arrangement shall not create any
hazard to personnel through tripping, trapping of hand, or otherwise.
Lighting shall be provided to illuminate the interior area of the gangway. The gangway floor
shall be non-slip and the arrangement shall not create any hazard to personnel through
tripping/trapping of hand or otherwise.
The gangways provided at the ends of the Car(s) shall be designed to allow the Car(s) to be
easily separated.
3.47 Car Body Structure

3.47.1 The car body shall be lightweight and corrosion resistant and rugged to withstand the tractive
and braking effort as well as impact and accidental damage. The Car body shall conform to
EN 12663– Railway applications – Structural requirements of railway vehicle bodies, and shall
be compatible in respect of crashworthiness with EN 15227 standard.
3.47.2 The car body shall be of an integral design, where under frame, sidewalls, end walls and roof
shall be integrated so that the body structure contributes to strength of under frame and the
unit as a whole behaves as a rigid tube in its ability to withstand loads. The body ends of the
Car shall incorporate an anti-telescopic feature.
3.47.3 The exterior and interior colour schemes and interior arrangements of the rail-car shall be
developed by the company in consultation with Government, as part of the industrial design
process.
3.47.4 Throughout the design life of 35 years, the car body material shall not corrode or be etched by
the environmental conditions that exist in India, to the extent that the original appearance of
the car does not deteriorate to the extent that it cannot be restored by normal washing.
3.47.5 Carbody design shall be such that weight saving is accomplished in the structure itself.
3.47.6 The car body shell structure shall consist of four main subassemblies:
 Underframe
 Sidewalls
 Endwalls
 Roof
3.47.7 The subassemblies are manufactured and welded individually so that lesser amount of
welding will be required for final car body assembly. Most of the welds will be executed in
subassembly stage rather than final assembly stage.
3.47.8 Large subassemblies shall be extremely suitable for automatic welding. Possibility of inserting
welding preparations on the edges of the sections shall be ensured for achieving high quality
welds.
3.47.9 The method used by the Company to prevent corrosion from the inside surfaces of closed
structural sections (i.e. inside of tubular sections) shall be identified at the design stage for
review. As a minimum, each such element shall include a drain hole.
3.47.10 There shall be no corrosion that reduces the load carrying ability below the design strength
requirements for the design life of the vehicle. This can be met by material selection, coating
or corrosion allowance and shall be submitted for review.
3.47.11 Car shell drawings shall show the location of all principal framing members, their cross
sectional area, material and metal thickness. Thickness of all sheathing materials shall be
provided. This information shall permit manufacture of structural parts necessary to repair
damage to a car.
3.48 Materials
The car body shall be constructed of Aluminium or Austenitic Stainless steel of grade
SUS301L to JIS G4305 or equivalent international standard. Intermix of Aluminium &
Stainless Steel shall not be permitted. Company shall develop a general application standard
which sets forth which materials are to be used and the procedure to be followed for each
type of joint of materials with a view to prevent corrosion. Fiber-glass reinforced plastic (FRP),
glass reinforced plastic (GRP) or any suitable composite materials may be proposed for
appropriate elements of car interiors.
3.48.1 Aluminium Alloy
3.48.1.1 Aluminium alloy extruded sections should generally have hollow double layer cross section
and be internally stiffened with ribs that triangulate the section geometry, or any other
proven solution.
3.48.1.2 Machined, forged parts and castings should also be of aluminium alloys.
3.48.1.3 The vehicle side wall, roof, end wall and under frame shall be manufactured of Aluminium
alloy hollow extrusion sections, fully welded with each other with localized backing plates.
Where dissimilar materials are used, measures shall be provided to mitigate corrosion in the
body due to electrolytic action.
3.48.1.4 Aluminium alloy 6005A in fully heat treated condition or equivalent shall be used for the
under frame and side walls.
3.48.1.5 Aluminium alloy extrusion of grade 6106 or equivalent shall be used for the roof extrusions.
3.48.1.6 Aluminium alloy extrusion of grade 6082 or equivalent shall be used for heavy gauge
sections such as bolsters and head stocks.
3.48.1.7 The mechanical strength of Aluminium alloy extruded sections and plates or equivalent shall
be as per to EN755-2 & EN485-2 respectively.
3.48.1.8 Bimetallic contact between the aluminium alloys and any other material shall be avoided by
means of the application of special, normally zinc rich product either in foil form or as
varnish.
3.48.2 Austenitic Stainless steel
3.48.2.1 The car body shall be constructed of austenitic stainless steel of grade SUS301L to JIS
G4305 or equivalent international standard. The Company shall advise, if any of the
components of the car body is intended to be of different material.
3.48.2.2 Complete coach including underframe of the coach shall be of Austenitic stainless steel
except end underframe / body bolster which may be of Light Alloy High Tensile (LAHT)
steel.
3.48.2.3 The exterior surfaces of the Car body shall be unpainted.
3.48.2.4 The finish texture, whether applied by machine or hand, shall be advised.
3.48.2.5 In the case of stainless steel cladding materials below 6mm in thickness, the side and end
wall sections and underframe shall be manufactured from rolled sections, folded or pressed
plates, or plain sheets.
3.49 Crashworthiness
3.49.1 In order to deliver structural crashworthiness the Cars shall be designed to meet the
requirements of EN 15227.
3.49.2 The car body design shall be suitable for Passenger train compositions and shall be such that
it is capable of absorbing collision energy in a manner so as to localize structural deformation
at low energy levels.
3.49.3 The car structure and its supplemental energy absorption devices shall be designed to
minimize accelerations transmitted to passengers, by absorbing collision energy, whilst not
permitting one vehicle to over-ride another, nor to telescope one into another. A suitable
proven energy absorption feature with associated collapse and anti- climbing features shall be
incorporated into the coupler. The coupler shall sustain no permanent damage when a fully
loaded 26 car train collides with an impact speed up to 10 kmph. At higher energy levels it
shall ensure that the collision energy is absorbed by progressive deformation of the vehicle
end structure.
3.49.4 The Company shall submit predicted values for the following in respect of fully loaded cars.
The Company shall submit a detailed technical proposal and simulations / analysis to specify
the following in respect of the fully loaded vehicle:
(i) The maximum collision speed at which there is no structural damage to the car body and
the coupler.
(ii) The minimum collision speed at which the coupler energy absorption device fails.
(iii) The minimum speed at which actual structural damage commences.
(iv) The maximum speed at which the car structural collapse features deform completely,
without damage to the main car body structure.
3.50 Fabrication
3.50.1 The car body shall be fabricated in such a way so that the shells are identical to the maximum
extent practical.
3.50.2 Welded construction is preferred to assemble the different elements of the vehicle body shell
(side walls, endwall, roof, under frame).
3.50.3 Full details of the technique/technology employed for joining the modular elements of shells
shall be furnished, along with details of quantity and service records of vehicles assembled
using such techniques.
3.50.4 Fabrication practices shall ensure that the life of the vehicle is not shortened because of
fatigue, corrosion, breakage or wear.
3.50.5 Maintenance practices shall be considered so that parts are not easily lost and cannot be
installed in more than one orientation.
3.50.6 A sufficient number of jigs, fixtures and templates shall be used to assure interchangeability of
components and uniformity of structure throughout the fleet.
3.50.7 Underframes, side walls, end walls and roofs shall be built on jigs. All weld and bolt patterns
shall be identical on all cars. All equipment hangers shall be interchangeable on all cars
without the use of shims or elongated holes.
3.50.8 All structural welding practices shall be according to the latest requirements of American
Welding Society or equivalent International standards.
3.51 Equipment Mounting

3.51.1 All equipment mounted in or on the Car body shall be capable of withstanding the following
proof loadings:
• Longitudinal : +/-5.0g
• Transverse : +/-2.0g
• Vertical : +/-3.0g
Where “g” is the acceleration due to gravity, in the vertical case the loading is superimposed
on top of that due to gravity (i.e. +4g, -2g where downwards is positive).
3.51.2 All equipment mountings shall be capable of withstanding the following fatigue loadings for
107 cycles with a failure probability of no greater than 2.5%.
• Longitudinal : +/- 0.2g
• Transverse : +/-0.4g
• Vertical : +/-0.45g
3.51.3 Lifting and Jacking
3.51.3.1 The car body shall lend itself to repeated lifting in workshops by overhead cranes or jacks
without risk of damage.
3.51.3.2 Suitable lifting pads shall be provided and marked in a readily distinguishable manner on
the Car body.
3.52 Appearance
3.52.1 Train shall have streamlined end Driving cars.
3.52.2 The design of the Car exterior shall generally be aesthetically pleasing, and shall minimize
build up of dirt.
3.52.3 The exterior appearance of the car body shall be smooth metal without the use of filler or
other similar material, such that the maximum variation from the required car profile, over any
one meter length, shall not exceed 1.0 mm. Any fluting, if offered, shall be shown to have
advantages for design review. The roof, excluding the cantrail, may be either corrugated or
smooth.
3.52.4 Indian Railways logo shall be applied on both sides of Cars and also at both ends. The Car
number shall also be applied on both sides of each Car, at both ends, both externally &
internally and also inside the cab which shall be easily visible to the train crew and
maintenance personnel. Design of front and of the driving cab/colour scheme of the
car/display of necessary signage/numbers/images/logo/car number etc. shall be finalised at
design stage.
3.52.5 Resistance to Obstacles and Projectiles
The front portion of the Driving car shall be provided with a rugged cattle guard that can
withstand collisions at the maximum service speed with animals weighing up to 600 kg and
shall be strong enough and profiled to prevent the entry of animals under the car after impact.
3.53 Emergency Ingress / Egress Locations

3.53.1 A location shall be provided on the roof of the car where emergency services may cut through
to gain access to the interior of a car that has rolled on to its side. This space shall be
clearly labelled to enable emergency services to immediately identify the appropriate
space and cut lines. The location shall be adequate to enable a stretcher born patient to be
removed from the car. The region to be cut shall be devoid of any cables/ pipes or
miscellaneous equipment that may impede access.
3.53.2 Positioning of emergency exits-vehicles shall have a minimum number of emergency exits on
each side. The following rules shall apply:
• The distance to be covered between any seat and emergency exit must be less than
16m.
• The number of emergency exits per vehicle must be at least 2 for less than 40
passengers and at least 4 for more than 40 passengers,
• The emergency exit must be provide an access space of at least 700x 600 mm.
• The emergency exit must not be located in the deformable crumple zone designed to
improve crashworthiness.
3.53.3 Operation of emergency exits- In an emergency, it must be possible to leave the train in
following ways :
• Through windows, by pushing out window or pane or by breaking the glass.
• Through the compartment doors, by rapid unmounting of the door or breaking the
glass.
• Through the access doors, by pushing out pane or breaking the glass.
3.53.4 Adequate nos. of emergency exits on each side shall be provided and clearly labelled.
3.53.5 Window fitted as emergency exits must be made of tempered or laminated glass. Where
tampered glass is used, the coaches shall be equipped with hammers to break the glass.
3.53.6 Where laminated glass is used, evacuation is possible by:
• Either pushing out the pane.
• Using special laminated glass that can be broken with a hammer, requiring little time
to get through.
3.54 External Fittings

3.54.1 Rainwater gutters shall be provided as follows:
• Continuous gutters from one end of the car to the other shall be provided
• Additional gutters of suitable design over the doorways shall be provided.
3.54.2 Gutters shall be designed taking into account the climatic conditions prevalent in India.
3.55 Interior Fitting

3.55.1 The passenger cars Interiors are defined by the distribution of seats/berths, lining, toilets,
partitions, on board equipment, lights etc. It shall be designed in order to fit with long distance
transport capacity requirements and comfort needs.
3.55.2 The requirements include but are not limited to:
(i) Type of Seats/ Berths (width, comfort etc.) and supports;
(ii) Number of Seats/Berths;
(iii) Distribution of Seats/Berths and supports;

(iv) Lavatories
3.55.3 All passengers transported in a train consists of sleeper & chair cars, shall be able to move in
the complete passenger train without any fixed obstacle made up by car components or seats
in their way.
3.55.4 Aesthetically pleasant Interiors shall be provided.
3.55.5 The passenger cars shall be designed to transport all population, including valid people,
children, passengers with luggage, senior citizens, slightly disabled people, blind or deaf
people, handicapped persons, including non-ambulatory persons in wheelchairs.
3.55.6 The dimensions of the standard Passenger are characterized by the anthropometric models
of the male and female of the Indian population.
3.55.7 Design of the passenger cars shall be suitable for passengers from the size to children of 1
meter height to the 95th percentile of male population. Average weight of each passenger is
estimated to be 80 kg.
3.55.8 Where applicable the interiors of the Car(s) shall meet the interior load case requirements
given in UIC 566 or equivalent.
3.55.9 The cars shall be provided with aesthetically designed comfortable Seats/Berths with a rigid
surface. The seats/berths shall be constructed of a material having the same level of
vandalism resistance as stainless steel. The seats/berths shall be designed to prevent
slipping when the Train accelerates and decelerates.
3.56 Floor
3.56.1 Flooring shall remain non-slip and not present a hazard to passengers when wet.
3.56.2 The transition between saloon floor and gangway vestibule between cars shall be smooth and
free from steps and unduly steep gradients, which would impede the flow of passengers
between cars.
3.56.3 The non-skid floor structure shall be floating floor type comprising of Aluminium or Stainless
steel honey-comb boards/ply boards with cork, rubber cushion, glass wool insulation and floor
covering to achieve low noise level inside the cars and less weight.
3.56.4 The floor installation shall be continuous over the complete area of the car without floor traps,
gaps, or holes.
3.56.5 The floor covering shall have a proven record of successful use in comparable Railway
applications; a service life of 15 years should be provided.
3.56.6 It shall be feasible to replace all, or sections of the floor covering during the life of the car if
necessary. The floor design shall allow the floor covering to be removed without damage to
the floor sub-structure.
3.56.7 The floor, and its mounting structure, shall be designed to withstand any loads that may be
applied over 35 years in normal operation of passenger cars.
3.56.8 Floor covering material shall be laid with the minimum number of joints. Floor covering shall
be so arranged to ensure that the bend radius required at the plinth base does not coincide
with a joint in the covering that will affect the visual continuity between the plinth and floor.
Where joints occur, they shall not coincide with those of the floor boards. Joints shall be
sealed against the ingress of dirt, moisture and water. Any sealant used shall be coloured to
match the background colour of the floor covering.
3.56.9 The total floor structure shall provide a fire barrier of 30 minutes duration in accordance with
NFF 16103 or equivalent internationally accepted standard.
3.56.10 The sub-floor shall be insulated for anti-drumming and noise suppression.
3.56.11 Floor covering shall show no significant signs of wear. Test results for abrasion shall be
submitted.
3.56.12 Flooring shall remain colour fast under the following BS 1006 conditions specified below.
Flooring with minimum colour fastness according to EN ISO 4892-2 is also acceptable.
(i) Light
(ii) Shampoo
(iii) Dry cleaning
(iv) Water spotting
(v) Acid spotting
(vi) Alkali spotting
(vii) Rubbing
3.56.13 Flooring shall be easily cleaned with the minimum of effort using readily available cleaning
agents meeting the requirements.
3.56.14 Flooring shall not require glazing, polishing or any other post-production refinishing in short
intervals to maintain its finish; the cleaning procedure shall be submitted.
3.56.15 Flooring shall suit regular cleaning schedules and during service and shall not appear dirty
between scheduled cleaning.
3.56.16 The flooring shall not be damaged or discoloured by materials usually encountered in
maintenance depot or service use.
3.57 Habitability
Adequate height from floor to ceiling considering anthropometric data of Indian population
shall be provided in the saloon areas and at ends close to the gangways and in the
gangways.
3.58 Lining
3.58.1 External panelling, including the under surface of the car roof, floor sheet and all interior
surfaces of car body side panels shall be coated with suitable anti-drumming compound for
noise suppression.
3.58.2 The body side and roof outer skin shall have a suitable thickness of approved acoustic
insulating material bonded to their interior surfaces.
3.58.3 The design of interior fittings shall be safe under all conditions of passenger impact, during
emergency braking and buffing under full load condition.
3.58.4 All non-metallic materials shall satisfy the requirements of flammability, toxicity and smoke
emission limitations.
3.58.5 All interior surfaces must be finished with good blending and good slow ageing properties to
provide a pleasant, high-quality interior and for ease of cleaning and maintenance.
3.58.6 All internal panel surfaces shall be smooth finished with modern low flammability, low smoke
emission and low toxicity material in accordance with latest international norms. All internal
panels shall be resistant to graffiti, scuffing, vandalism and cleaning agents. Rounded corners
or covings shall be provided wherever mutually perpendicular flat plane surface about.
3.58.7 All linings should be of modular design, easily and rapidly removed and replaced
independently from each other by specialist personnel, but difficult to dismantle for non-
specialists.
3.58.8 Since these measures cannot be totally effective, the fittings and materials shall be easily
cleanable (paint, graffiti, glue, etc.). They shall therefore withstand frequent use of various
cleaning products (alkaline or acid detergents, petroleum solvents, mechanical action of
brushes) without losing their colour or a noticeable deterioration of their surface aspect.
3.58.9 As far as possible, fastening devices, fixings and securing screws shall not be visible from
within the saloon.
3.58.10 Gaps between all interior lining panels, kick strips, seat/berth shell, etc. shall be minimized.
The effects of thermal expansion shall be taken into account and all unsealed gaps shall not
exceed 2 mm in depth wherever feasible. Suitable cushioning at panel joints shall be
provided to suppress noise.
3.58.11 All non-metallic materials within the car saloon shall not give rise to generation of static
charge on persons or equipment within the saloon.
3.59 Air Ducts and Diffusers

3.59.1 The cold and warm air is carried from the one or two carriage ends via a supply duct through
perforated ceiling or supply air grills in to the Cars.
3.59.2 The design of duct shall ensure that the air supplied over the entire duct length with a uniform
flow and inlet rate into the passenger compartment. The ducting is connected to the HVAC via
a heat insulated and a vibration-dampened duct connecting piece.
3.59.3 Modular type duct shall be provided. Considerations shall include, but are not limited to,
thermal insulation performance, as required, to prevent condensation on the exterior of the
duct under all conditions, acoustic insulation such that the interior noise requirements are
met, weight, appearance, and ability to repair.
3.59.4 The air velocity within the duct work is not specifically limited but shall be such that, in
combination with the acoustic insulation, shape, and diffuser design, the interior noise and
vibration requirements.
3.59.5 Fresh air shall be drawn from grilles into the suction plenum. The grille shall be designed to
prevent water ingress resulting from adverse weather or train washing.
3.59.6 Conditioned air from each unit shall be directly introduced into duct discharge into the car
through ceiling outlets.
3.59.7 The duct shall be constructed from anodized aluminium / suitable composite material and all
edges and joints of duct insulation shall be sealed.
3.59.8 The Company shall take into consideration the requirement of maintenance access for duct
cleaning as and when required.
3.59.9 A model of the proposed duct made of plywood or any other suitable material shall be
prepared to evaluate the design parameters, including air velocity from the outlets and air
distribution inside the car.
3.59.10 Air diffusers shall be mounted on each side of ceiling panel, blending well with the car interior
design.
3.59.11 Conditioned air shall be delivered to the passenger areas through adjustable diffusers which
may be integral with the main interior lighting fixtures.
3.59.12 The diffuser shall be installed in the vertical side of each duct. Colour of the diffusers shall be
in accordance with the interior design requirements.
3.60 Luggage Compartment

A separate luggage compartment of approximate 3.9 tonnes capacity shall be provided in the
Driving car.
3.61 Luggage Racks

The Company shall provide lightweight luggage racks in each car at a suitable height above
the floor level. Due care shall be taken in its design so as to avoid any injury to passenger.
The luggage racks shall be of sufficient strength to adequately support luggage and resist
damage due to vandalism. The luggage racks shall be lightweight and of sturdier design.
Details shall be decided at design stage for Train of 16 & Train of 20.
3.62 Toilet System

3.62.1 The car(s) shall include four environment friendly toilet (Bio digester/bio toilet) systems of a
modular design, spacious, environment & user friendly and easily maintainable. The
environment friendly toilet (Bio digester/bio toilet) shall treat the human waste by biological
degradation (aerobic/anaerobic) and shall confirm the effluent discharge quality to the existing
norms applicable by Central Pollution Board or any other authority applicable in India. Two
toilets shall be an Indian style toilet (squatting pan type with health faucet) and two toilets
shall be a western commode (WC) toilet with suitable seat and cover including health faucet.
One toilet shall be provided behind the driver’s cab for driver and Guard. Commodes and
Indian style toilet pan shall be provided with pressurized water spraying jet flushing system for
effective cleaning suiting to Indian environment.
Following additional preferable features for toilets may also be included:
• Automated toilet flushing when not flushed by the user.

• Toilet ready indications etc.
3.62.2 Interior furnishing and toilet fitting, water taps, toilet flushing should be conforming to
standards already in practice world over.
3.62.3 Each toilet shall include the following equipment:
• Mirrors;
• Wash basin with water tap;
• Toilet paper dispenser (In Western style WC);
• Liquid soap dispenser;
• Waste container (Waste Bin)

• Coat hooks (Two);
• Lighting
• Circulation of fresh air
• Provision of toilet freshener liquid /tablets
• Flush push button;
• Grab handle;
• Water tap near WC and 01 bowl/ stainless steel mug for water with stand should be
provided with anti pilferage provision;
• Lavatory engaged / free indication light shall be provided at both ends inside the Car
at convenient location, this light shall be generally visible throughout the Car.
3.62.4 The soap dispenser shall be integral part of the toilet wall panel to make it vandal proof. The
retention tanks shall be mounted so as to be readily removable for repairs.
3.62.5 Suitable device for extraction of foul air from toilet compartment shall be provided.
3.62.6 The retention tanks should be provided with inlet and outlet Evacuation Nozzles conforming to
UIC 563 on both sides of the coach for evacuation of the tanks (if required). Suction outlets
will be quick fit and release type with cam lock fittings.
3.62.7 Water Tanks and Water Circulation
3.62.7.1 Water tanks of defined capacity shall be provided under slung and interconnected, coaches
shall be provided with suitable water pumps for supply of water to lavatories in cars. Each
lavatory shall also be provided with one overhead water tank of minimum 30 liter capacity.
Material selection for water tanks, piping and pipe fittings shall be protected against
corrosion and shall be suitable for intended service life of the coaches.
3.62.7.2 Water capacity requirement per Car has been mentioned below for guidance:
S. No Type of car Water requirements (in litres)
1. AC First class sleeper Car 1370

2. AC 2-Tier Sleeper Car 1820
3. AC 3-Tier Sleeper Car 1820
4. Pantry Car 2055
5. Driving Car with Luggage, Passenger, 685
Staff with facilities for PWD
S. No Type of car Water requirements (in litres)
1. AC Executive chair Car 1370

2. AC chair Car 1370
3. Driving Car with Luggage, Passenger, 685
Staff with facilities for PWD
3.62.7.3 Mechanical strength of the water tanks and their suspension shall meet the requirement as
per Para 2.1.4 of UIC566 or equivalent specification. The under-slung tanks shall be able to
withstand flying ballast. The tanks shall be provided with a discharge facility and shall be
easily cleanable when necessary.
3.62.7.4 Passenger cars are designed for a service life of 35 years. Water tanks are to be developed
accordingly.
3.63 Seats/Berths
3.63.1 The seats/berths shall provide an adequate level of comfort, have a good appearance and be
scuff and vandal resistant and their mountings shall be capable of withstanding the loads
arising in service conditions.
3.63.2 The seats/berths arrangement with the size, colour, profile and shape of the individual
seats/berths shall be ergonomically designed.
3.63.3 The seats/berths shall be formed of either metal Aluminium alloy or FRP mouldings on metal
supports.
3.63.4 The Middle and Upper berths of AC sleeper cars shall have arrangement which shall provide
resistance to passenger movement longitudinally along the vehicle during acceleration and
braking etc.
3.63.5 The head room between the berths in sleeper cars shall be adequate for passengers.
3.63.6 Silicon foam cushion shall be used in Seats/Berths.
3.63.7 Seats/Berths shall be upholstered and shall not have sharp edges or protrusions that could
cause injury to Passengers or staff. Seats shall have provision for fixing of removable cover
on headrest.
3.63.8 Fire retardant upholstery for the seats/berths shall be proposed by Company for the approval
of the IR.
3.63.9 Seat/Berth modules in similar situations in a vehicle shall be interchangeable.
3.63.10 The lower berths shall be cantilevered out from the sidewall, to provide a clear unobstructed
car width floor, for ease and speed of cleaning. The arrangement shall in itself be easy to
keep clean and shall not impede the cleaning of any other part of the car interior. The seat
/berth fixtures shall be arranged so that no fixing or strut is visible. Permanent fixings shall
form part of the floor and body sides.
3.63.11 The proposed minimum seat/berth depth, measured from the seat's/berth’s forward edge to
the forward surface of the seat's/berth’s back, minimum seat/berth width and leg room shall
be submitted by the Company for the design review.
3.63.12 Seats/Berths shall meet the requirements of UIC 566 or equivalent standard.
3.63.13 The Cars with seating arrangement shall be provided with aesthetically designed comfortable
seats with a rigid surface. The seats shall have a reclining function. The seats shall be
designed to prevent slipping when the Train accelerates and decelerates. The material used
for seat covering should not become readily soiled, shall be easily cleaned, impervious and
chemically unaffected by water, paint, human waste, graffiti removers, wash plant solution,
cleaning solution, food and drink spills. Seat covers shall be removable to allow for quick
replacement or cleaning. Seats shall be ergonomically designed to accommodate range
passengers from 5th percentile of Indian female and 95 th percentile of Indian adult male.
The seating arrangement inside the Railcar shall be planned ensuring the following:
 In Executive Chair Car, the leg space and aisle are at least 450 mm and 640 mm
respectively.
 In Chair Car, the leg space and aisle are at least 327 mm and 556 mm respectively.
There shall be no seating in doorway vestibule areas. The design of seat and its positions in
the Car shall minimize the risk of injury to passengers as they sit or move across a seat. The
space underneath the seats shall be clearly visible. Seat modules provided in similar
position in a particular type of Car shall be interchangeable. Only one style of module should
be used in a particular type of Car throughout the Train. As a standard all the seats of the
Cars shall have the following equipment:
 Armrest
 Table (foldable)
 Magazine net
 Foot rest
 Velcro for antimacassar
 Textile upholstery
3.64 Handholds and Ladder (sleeper type cars)

3.64.1 Handholds and Ladder shall be seamless, corrosion resistant material tubing with satin finish.
The design of any joints in the handholds or ladder shall resist the effects of vibration, or of
passengers moving or twisting them.
3.64.2 The Handholds and ladders shall suffer no permanent deformation when subject to loading
conditions arising in service, in accordance with UIC 566.
3.64.3 Ladder shall be provided in sleeper cars for stepping up on upper/middle berth.
3.64.4 The design of Handholds and Ladder shall be injury free.
3.65 Curtains
3.65.1 Curtains shall be provided in all type of Cars of Train of 20 and shades in all types of Cars of
Train of 16 as specified in Clause 1.8.
3.65.2 A curtain track shall be provided at the top of the window area and aisle side along the length
of the sleeper type cars for curtain installation. The curtains shall be free hanging at the
bottom, but secured in the open position with a tie-back of the same fabric that is permanently
attached to the curtain and secured with heavy duty Velcro-style hook and loop fastener.
3.65.3 Colour and pattern of the curtains and shades shall be decided at the design stage.
3.65.4 The curtain shall be able to withstand normal cleaning without stretching, pilling, puckering,
shrinking, rippling, zippering, fading or other adverse effect to its appearance or function.
Curtains shall be machine cleanable using water and detergent followed by machine drying.
The company shall provide recommended cleaning instruction in the service and inspection
manual. The curtains shall not require dry cleaning.
3.65.5 Shades shall have features of adjustable height, roll-down, tinted, translucent or opaque for
windows. Shades shall prevent sunlight from coming through the windows. The shades shall
be positional over the full height of the windows. Vibration and normal vehicle motions shall
not cause change in the adjusted position of shades.
3.66 Sub-Pantry
The cars shall have the following sub-pantry equipment:
(i) Bottle cooler cum deep freezer

(ii) Water boiler of minimum 20 liter capacity.
(iii) Hot case (Veg & non-veg compartment) for keeping minimum 75 casseroles of
approx. size 190 (L) x 140 (W) x 4 (H) mm each.
(iv) Soup warmer.
(v) Trolley size suitable dimensions for serving the passengers
(vi) Adequate waste disposal arrangement
(vii) The sub-pantry equipment shall work on the 230 V AC, single phase, sinusoidal 50HZ
auxiliary converter supply. The sub - pantry load shall be suitably distributed on the
three phases of above supply.
However, further details and layout of Sub-pantry equipment shall be finalized at design
stage.
3.67 Door and Windows

3.67.1 Body Side Doors
3.67.1.1 The car(s) shall have minimum four doors, two on each side.
3.67.1.2 The free passing through height of open door shall be 1900 mm minimum and the minimum
door width shall be 800 mm. The door shall be electrically powered, automatic sliding doors
centrally from the Driving Cab.
3.67.1.3 The door hand holds for car shall not project outside the car profile to facilitate mechanized
car washing.
3.67.1.4 The doors shall be vibration free and insulated against heat and sound transmission. The
door shall be design to withstand the effect of vibrations and shocks as designed for
equipment attachments in EN 12663. The vibration and shock testing shall be carried out in
accordance with EN 61373. The criteria for sound insulation shall be in accordance with EN
ISO 140-3. The criteria for thermal insulation shall be in accordance with EN ISO 12567-1.
3.67.1.5 The doors shall be sealed against draughts and water. Any ingressed water shall drain
rapidly without affecting surrounding equipment or systems. The mechanism shall be such
that, it is possible to operate satisfactorily, under both rainy and dusty conditions. It shall be
designed, so as to prevent water seepage and avoid corrosion.
3.67.1.6 The doors shall be as light and rigid as possible.
3.67.1.7 The doors shall be designed so as to retain the passengers during all service conditions and
shall minimize risk in the event of an accident.
3.67.1.8 The design and strength of the doors shall be as per EN 14752 and the doors shall be able
to resist the loads without deformation or damage.
3.67.1.9 Door steps with embarkation light and hand holds shall be provided at all body side doors in
all the cars. These shall be designed so that it is possible to board the train from the
platforms (as defined in Clause 1.9 of this Specifications and Standards). Occasionally, it is
necessary for passengers to board the train from track level and the steps shall be designed
to allow this.
3.67.2 Side Windows
3.67.2.1 All side windows shall be doubled glazed, flush with the exterior of the car.
3.67.2.2 With the exception of the emergency windows, side windows shall be double - glazed with
an outer toughened glass pane and an inner laminated glass pane to the appropriate
standard. Roller blinds or curtains shall also be provided on windows.
3.67.2.3 Each car shall be fitted with emergency windows in accordance with UIC 560, UIC-564 and
UIC 567.These shall use toughened glass for both the inner and outer panes so as to allow
the windows to be broken by passengers in an emergency.
3.67.2.4 The glazing shall be resistant to breakage and shall minimize danger on breakage,
especially from objects hitting it, taking into account the speed of the Train . The exterior
glazing shall withstand aerodynamic forces.
3.67.2.5 All windows shall be highly resistant to acts of vandalism involving the etching or scratching
of the glass and shall be easily cleaned.
3.67.2.6 The glazing shall be impervious to and chemically unaffected by water, paint, human waste,
graffiti removers, wash plant solutions, cleaning solutions, food and drink spills.
3.67.2.7 All windows shall be highly resistant to damage arising from the impact of ballast. All
windows shall be able to withstand without shattering impact from ballast up to 75 mm in
size at speeds of up to the maximum service speed of 160 Km/h.
3.67.3 End wall Doors
3.67.3.1 No. of endwall doors for each variant of cars shall be as per the agreed layouts .
3.67.3.2 The doors should have pleasant and good looking appearance.
3.67.3.3 Doors shall be as light and rigid as possible.
3.67.3.4 Double leaf vestibule doors should have smooth running without jerks.
3.67.3.5 Door leaf of Endwall door has Sandwich construction with an Aluminium/stainless steel
frame. External and internal surfaces have sandwich construction with a Fire barrier.
3.67.3.6 Doors shall be equipped with a square key lock which shall be operated by square key from
both inside and outside (both in open and closed position).
3.67.3.7 The Mechanical strength of the End wall doors shall be as per UIC566 and the doors shall
be able to resist the loads without deformation or damage.
3.67.3.8 The design of all parts and components of doors shall meet the Fire prevention
requirements of UIC 564-2.
3.67.3.9 The free passing through height of open door shall be 1900 mm minimum.
3.67.3.10 The minimum door opening of Endwall doors shall be 675 mm.
3.67.4 Lavatory doors
3.67.4.1 Doors shall be as light and rigid as possible.
3.67.4.2 Door leaf of Lavatory doors has Sandwich construction with a Aluminium/stainless steel
frame. External and internal surfaces have sandwich construction with a Fire barrier the
shutter carries external and internal handles along with hand safe gasket.
3.67.4.3 Ventilation grid made up of Aluminum extrusion is provided for the air passage, applied on
the bottom of the shutter/shutters.
3.67.4.4 The doors should have pleasant and good looking appearance.
3.67.4.5 The door is equipped with release lock which can be closed from inside by knob and outside
by square key.
3.67.4.7 The minimum door opening of lavatory doors shall be 600 mm.
3.67.4.8 The strength of the lavatory doors shall be as per UIC566 and the doors shall be able to
resist the loads without deformation or damage.
3.67.4.9 The design of all parts and components of lavatory doors shall meet the Fire prevention
requirements of UIC sheet 564-2.
3.67.5 Loading door
3.67.5.1 Loading doors shall be provided in Driving Car.
3.67.5.2 The minimum door opening of loading doors shall be 1500mm.
3.67.5.4 The mechanical strength of the loading door has to meet the requirement of UIC 566.
3.67.5.5 All materials used, especially profiled joints, are to be resistant to chemical substances of
purifying agents.
3.67.5.6 Loading doors shall be vibration free and of modular design.
3.67.5.7 The doors shall be sealed against draughts and water. Any ingressed water shall drain
rapidly.
3.67.5.8 The doors shall be as light and rigid as possible.
3.67.5.9 The vehicles to be delivered to Government are designed for a service life of 35years. The
loading doors are to be developed and designed accordingly.
3.67.5.10 The design of all parts and components of loading doors shall meet the requirements Fire
prevention requirements of UIC sheet 564-2.
3.67.6 Lavatory Windows
3.67.6.1 Hopper window having both fixed and openable part, shall be provided in lavatories. The
lower part of the window shall be fixed and upper part shall be openable.
3.67.6.2 The hopper window is designed in such away so that the opening part must be hinged. The
system allows two fixed positions for the opening part of the lavatory windows i.e. fixed and
opened at approximately 30 º angles.
3.67.6.3 The hopper part is fitted with handle which has integrated locking device.
3.67.6.4 The lavatory windows shall be translucent.
3.67.6.5 It is possible to change the both glasses of lavatory from inside of the car.
3.67.6.6 Glazing strength shall meet the requirements of UIC 564-1/ UIC 566 or Equivalent Standard.
3.67.6.7 Glazing of windows shall resist to an act of vandalism and shall be high enough to prevent
easy breakage.
3.67.6.8 Window seals shall be designed to prevent ingress of water to the inside. The sealing
material shall be so selected that it lasts at least the mid-life interval overhauls of car body.
3.67.7 Partition Frames
3.67.7.1 Partitions walls shall be aesthetic pleasant and have sufficiently good wear and tear
properties and shall be of made with light weight material.
3.67.7.2 Partitions pillars shall be aesthetic pleasant and have sufficiently good wear and tear
properties and shall be of made with aluminium alloy.
3.67.7.3 Both the transverse and longitudinal side partition walls of cars shall be provided up to
ceiling height.
3.67.8 Other Passenger Amenities
3.67.9 Each cabin of sleeper cars shall have provision of Mirror, Bottle Holder, Coat Hook and Snack
table.
3.67.10 The Mirror, Bottle Holder, Coat Hook and Snack table shall be of injury free design and
aesthetically pleasant.
3.67.11 Each Car shall have space for keeping the linen for approximately 100 passengers for Train
of 20.
3.67.12 Foot Step
3.67.12.1 Foot Step shall be provided at all body side doors in all the Cars.
3.67.12.2 The design of the foot step shall be skid free.
3.67.12.3 These shall be designed so that it is possible to board the train from the platforms (as
defined in Clause 1.9 of this Specifications and Standards). Occasionally it is necessary for
passengers to board the train from track level and the steps shall be designed to allow this.
3.68 Brake System

3.68.1 The brake system shall be of proven design, which has worked successfully in long distance
high speed passenger trains.
3.68.2 The brake system shall comprise the following types of brakes:
(i) An Electro-Pneumatic (EP) friction service brakes
(ii) An Electric regenerative service brakes
(iii) Provision of smooth and continuous blending of EP and regenerative braking
(iv) A fail safe, Electro Pneumatic friction emergency brakes
(v) Brake Pipe (BP) controlled back-up brake system
(vi) A spring applied air-release parking brakes.
3.68.3 The braking system shall interface with train protection and warning system equipment
systems.
3.68.4 Electro-Pneumatic (EP) Friction Braking

3.68.4.1 The friction brake system shall be proven and capable of achieving all performance
requirements mentioned in Clause 2.6 of this Specifications and Standards without the aid
of electric regenerative braking.
3.68.4.2 The calculation for emergency braking distances under dry and wet conditions shall be
submitted. Braking distances for normal service braking with electric brake blending shall
also be submitted.
3.68.4.3 The friction braking system shall function as the ultimate braking system on the Car, acting
as a backup during normal service braking and as the primary braking system during
emergency stops and while stationary.
3.68.4.4 The friction brake shall be achieved by means of a pneumatic brake and shall be fully rated
to meet, on its own, the full braking performance and shall be capable of sustaining the
continuous full emergency braking requirement.
3.68.4.5 The friction brake system shall be designed to supplement and continuously smooth
blending with the dynamic braking. The firm shall submit the detailed brake distribution and
blending description.
3.68.4.6 In the event of a failure of the dynamic brake, the friction brake shall be capable of carrying
out three consecutive emergency brake applications from maximum speed to standstill of a
rake in loaded condition. The rake shall be deemed to then accelerate at its maximum rate
up to maximum speed after each stop. With three consecutive full service brake also, the
temperature rise of propulsion equipment should be within the specified limit.
3.68.4.7 The Cars shall be provided with disc brakes. Axle mounted disc brake in Trailer Car and
Wheel Mounted disc brake in Motor Car shall be in accordance with EN 14535-1 & EN
14535-2 respectively.
3.68.4.8 Disc brake pads shall be of composite material or sintered material in accordance with UIC
541-3. Heating by the brake pad shall in no case cause the disc material to exceed its
permissible temperature limits above which incipient thermal surface cracks appear. Brake
Pad materials shall not contaminate the wheels or rails adversely so as to affect train
detention by the signaling system.
3.68.4.9 The disc and brake pad shall be proven in High speed application. The friction
characteristics of the brake pad material shall be tested on brake dynamometer, in both dry
and wet conditions in the range of 0-200kmph under various designed brake forces. The test
scheme and acceptance criterion shall be submitted for review at design stage. The Firm
shall furnish brief description of the proposed discs brake system along with the expected
life of brake pads as well as of discs on the based upon experience of other International
Railways.
3.68.4.10 The friction braking shall be achieved by bogie mounted brake actuator units operating on
the EP system. The EP service and emergency brakes shall be applied by the same brake
actuators. The brake actuator shall operate an Axle mounted disc brakes on non-motorized
Cars & wheel mounted disc brakes on Motorized Cars.
3.68.4.11 Adequate safety straps shall be provided below the moving components of brake rigging to
prevent falling on the track in the event of failure of any component.
3.68.4.12 All the pneumatic control equipment and valves for one car shall be mounted in the
enclosed lockable boxes, made of stainless steel.
3.68.4.13 The air supply and distribution systems shall be arranged such that any single type failure
can be readily isolated such that full performance capabilities are maintained.
3.68.4.14 It shall be possible to isolate the friction brake system individually on each bogie. All
devices capable of isolating a portion of the brake system shall be located and protected to
avoid inadvertent or malicious operation. The isolation shall be readily discernible to
operation and maintenance staff.
3.68.4.15 The braking system shall provide adequate safety against rolling back of the Train in case
the train is to be started on a rising gradient of 1 in 37.
3.68.4.16 Specific provision shall be made in the software to ensure that the train while starting on
the gradient the roll back if any is nominal.
3.68.5 Electric regenerative Braking
3.68.5.1 The Train shall be designed so that the regenerative brake system is used to the maximum
extent possible. This shall as a minimum include the following:
(i) Operation of the regenerative brake down to the lowest possible speed.
(ii) Smooth blending between the regenerative brake and the friction brake system.
(iii) In order to maximize use of the regenerative brake, where the Driver’s brake demand
is less than the braking which can be delivered by the regenerative brake, the
pneumatic brake on any non-motorised axles shall be reduced and the regenerative
brake increased so as to achieve the required braking rate.
3.68.5.2 Full utilization of the regenerative braking is envisaged in the 3-phase drive system such
that regenerative braking is available over full range of speed to be blended/ interfaced with
the existing EP brakes. The control system shall be designed that in the EP brake region, for
any set braking effort demand, as decided by the position of the brake handle, maximum
possible brake effort is obtained from the regenerative brake on the powered axles and the
EP brakes of the non-powered axles are applied mainly to supplement the difference
between the demand and the regenerative braking effort achieved.
3.68.5.3 The calculation for emergency braking distances under dry and wet conditions shall be
submitted for fully loaded train from speeds, starting from 130 kmph to 180 kmph in
increments of 10 kmph. Braking distances for normal service braking with electric brake
blending shall also be submitted.
3.68.5.4 If the re-generative braking becomes ineffective, the friction brakes shall
immediately be applied to maintain the braking rate demanded by the Driver.
3.68.5.5 A smooth changeover between the re-generative brake and the friction brake shall be
achieved. This smooth changeover shall be achieved even in the event of failure of the
overhead line or when passing through neutral sections.
3.68.5.6 Electric regenerative brake fadeout shall not occur above 5 kmph. After the speed is
reduced to a very low speed: holding brakes shall be applied to prevent the train from rolling
backwards at station stops and gradient.
3.68.5.7 The electric regenerative brake shall be independent for each bogie and faults on one bogie
should not affect the braking performance on the other.
3.68.5.8 The Firm shall submit brake effort vs speed characteristics showing the Contribution of
regenerative braking and electro-pneumatic braking separately over the entire speed range.
3.68.6 Emergency Braking

3.68.6.1 Emergency braking shall be applied by de-energisation of an emergency magnet valve as a
consequence of break in emergency brake loop wire. The break can be caused by the train
operator intentionally or by opening of contacts of safety devices in the brake loop, provided
in the design, to avoid unsafe conditions. Brake loops shall be redundant.
3.68.6.2 Emergency brake is applied by friction brake system. Electric regenerative brake shall be
isolated during emergency braking. Emergency braking distance as specified in Clause
2.6.4 shall be achieved from 160kmph to 0kmph for all loading condition on level tangent
track.
3.68.6.3 Two emergency brake push-buttons shall be installed in each cab in the train. Activation of
the buttons, including that of non-active cabs, shall apply the emergency brakes.
3.68.6.4 Any device provided to allow the Driver to apply the brake in an emergency shall cause a
brake application both via the electro-pneumatic control and via the brake pipe control
simultaneously.
3.68.6.5 The Train shall be proven to be complete in all respects before emergency brake can
be released.
3.68.6.6 Unintended parting of the train shall result in an emergency brake application on both
portions of the train. An indication or message as required for the same should be provided.
3.68.6.7 Wheel slide protection shall be available during emergency braking. Any failure in the wheel
slide protection in emergency braking shall result in the application of full brake force and
deactivation of the slide system.
3.68.6.8 Activation of the emergency brake by any means shall result in the propulsion system being
disabled in a safe critical manner. The propulsion system shall not be re-enabled until the
train is at zero speed and the emergency condition has been reset.
3.68.6.9 The friction brake system shall be rated to, and have sufficient thermal capacity to safely
complete three successive accelerations and emergency brake cycles, with no interval
between each cycle on loaded train. Each cycle shall comprise a full acceleration from
standstill to 160kmph followed by the application of emergency brake to standstill. On the
completion of the three cycles, the brake system shall show no abnormalities. The
requirement shall be demonstrated during testing. Thereafter the train friction brake shall
have sufficient thermal capacity to be able to complete its journey without regenerative
brakes.
3.68.6.10 The minimum average emergency brake rate following any single point failure shall not be
less than 0.85 m/s2.
3.68.7 Brake Control System
3.68.7.1 A high integrity fast response closed loop digital brake control system shall be provided, with
the brake regulation rate at +2% of the deceleration demanded. The Company shall ensure
that the brake system is so designed that failure of any single control component shall not
result in loss of net braking effort of the train. All circuits and controls essential for braking
equipment shall be a fail-safe, redundant, and shall have high integrity ‘hard wire’ feeds and
inputs. The power supply should be duplicated. A microprocessor based brake control
system shall be offered.
3.68.7.2 The brake control system logic shall have adequate redundancy and back-up. Activation of
the same during manual operation shall cause emergency brake application.
3.68.7.3 A separate brake electronic control unit of proven design shall be provided for each bogie to
ensure redundancies and shall perform the functions as defined in sub-Clauses of this
Clause.
3.68.7.4 Adequate redundancy shall be provided to ensure that the EP brakes do not become
non-functional in case of failure of power supplies, isolation of traction equipment or failure
of control electronics and pressure transducers etc. In case of isolation of any EP valve
due to any defect, the brake electronics shall take adequate corrective action with
least system isolation. The system shall provide enough redundancy in the brake electronics
and controls so that the isolation of traction equipment does not lead to non-functioning of
EP brakes of the affected Car.
3.68.7.5 The EP brake System shall be so designed .that in case of any failure of electrical &
electronic equipment its control function can be taken over by the other control elements
without affecting the train performance.
3.68.7.6 It shall be possible for the Driver to know the mal functioning of brake system of a car.
Selective isolation of EP valves (car wise) shall be possible.
3.68.8 Brake Operating Timing
3.68.8.1 The following maximum brake operating timing shall be achieved on all cars of a train. The
maximum time for a brake application from full application to 90% of full Brake Cylinder
Pressure (BCP) and for brake release from full Brake Cylinder pressure to 10% shall not
exceed the following:
(i) Service Brake Application : 2.0s
(ii) Emergency Brake Application : 1.5s (max.)
(iii) Service and Emergency Brake Release : 2.5 s.
3.68.8.2 A malfunction of the EP friction brake affecting the braking rate or safety shall result in an
emergency brake application. In case of single point failure, brake compensation shall take
place to account for failure of brake on one bogie. This shall be achieved with minimal
intervention of the train operator.
3.68.8.3 Brake Assurance Time (the time from initiation of the brake application signal, to
achievement of the retardation rate requested), shall be provided.
3.68.9 Brake Pipe (BP) controlled Back-up system
3.68.9.1 A brake pipe controlled back-up brake system shall be provided, allowing the brakes on
each Car to be controlled by the pressure in the brake pipe, irrespective of the presence of
electrical power on any Car. This system shall operate in parallel with the electro-
pneumatically controlled brake and the overall retardation achieved shall be the greatest of
that demanded via the electro-pneumatic control and that demanded via the brake pipe.
3.68.9.2 The brake pipe pressure shall be controlled by means of a separate control unit
ergonomically placed on the Driver’s console and having three positions for
application, charging and lap modes.
3.68.9.3 This system shall also be used to control brake system of dead train during rescue by a
healthy train, transit of cars and shunting operation.
3.68.9.4 During the operation of this mode, dynamic brakes shall be isolated and the pneumatic
brake application shall be resorted.
3.68.10 Parking Brake

3.68.10.1 The parking brake shall apply automatically in all circumstances where the service brake is
no longer capable of holding the train stationary and shall be designed to hold an Train
with payload as specified in Clause 1.8 of this Specifications and Standards, on the
gradient of 1 in 37 in the wind condition for an unlimited time.
3.68.10.2 Parking brakes shall be applied in the event of loss of the main compressed air supply. The
parking brakes shall be capable of release from within the cab when the compressed air
supply is present. With no compressed air supply available, it shall be possible to release
individual parking brake actuators manually from track level. Application of parking brakes
shall also be controllable from the cab. Unintended parking brake application due to air
leakage from parking brake line will be detected and displayed on TCMS as fault
indication.
3.68.10.3 The design shall be such that the parking brakes will take effect prior to fade off holding
brake and shall ensure that the combined brake effect of the pneumatic brake and parking
brake is never less than the full brake effort of the parking brake alone.
3.68.10.4 Status of train parking brake shall be displayed on the HMI of TCMS.
3.68.11 Wheel Slip-Slide Protection
3.68.11.1 Traction and Brake control system shall be designed to eliminate, by means of a reduction
of short duration in the traction or braking power, the excessive slipping or sliding of axles
occurring during acceleration or deceleration, and to prevent locking of axles. In addition,
the system shall make optimum use of the available adhesion between rail and wheel.
3.68.11.2 In the event of wheel slip, the traction effort demand shall be reduced by the wheel-slip
protection subsystem in order to adjust the effort to the available wheel-rail adhesion. The
slip shall be detected by evaluation of each axle speed and acceleration and compared
with a calculated speed reference for the train.
3.68.11.3 In the event of wheel slip/slide, the traction equipment shall manage the strategy to adopt,
in implementing either the electric braking or the pneumatic braking reaction, without
having the blending in opposition.
3.68.11.4 Digital wheel slide protection with gradual slide correction shall be provided in all braking
modes. The slide detection shall be performed per axle and the correction per bogie. The
correction of slide shall operate independently on each vehicle. Automatic wheel wear
compensation shall be incorporated in the wheel slip/slide protection sub-system.
3.68.11.5 The sliding effect shall be maintained during a relevant period of time, in order to increase
the available adhesion at the wheel-rail contact with permanent control, in minimizing the
air consumption and optimizing the stopping distance.
3.68.11.6 The correction process for wheel slip/slide shall not cause infringements of the signalling
compatibility requirements.
3.68.11.7 The performance of the wheel slide protection equipment shall satisfy the relevant
requirements of UIC 541-05. Testing shall be carried out in accordance with the Section 2
of the UIC 541-05.
3.68.11.8 The wheel slide system shall detect the onset of slip/slide by either an axle deceleration
exceeding a pre-set parameter, or detection of a difference between the relative speeds of
the axles of any one axle of the bogie.
3.68.11.9 The Company shall incorporate the complete compatibility for slip/slide with signaling
system and interfaces. The Company shall submit full details of wheel slip/slide protection
scheme and equipment.
3.68.11.10 Wheel slip/slide indication shall be made available in the driving cab through TCMS
system.
3.69 Exterior Painting (for Aluminium Car body)

3.69.1 General
(i) The exterior colour scheme of different variants of the cars listed in clause 1.8 shall be
submitted.
(ii) The paint coating shall be tested in accordance with relevant latest international
standards.
(iii) Anti-graffiti clear coating shall be provide on exterior painting of passenger Cars.
3.69.2 Surface preparation
Either of the following two surface preparation methods may be adopted followed by the
application of primer, surfacer and finish for car body shell made up of Aluminium alloy :-
(i) Blasting with non-abrasive blasting media (for a profile of 20-40 microns) or
(ii) Cleaning, degreasing and application of suitable Etch primer (for a profile of 15-20
micron)
3.69.3 Exterior Primer
3.69.3.1 Exterior primer paint having anti-corrosive property designed for use on aluminium
structures, plate and extrusions shall be applied.
3.69.3.2 The material shall have good adhesion on the substrate and shall have good compatibility
with subsequent coats of two pack unsaturated polyester based putty, two pack
polyurethane based under coat paint and two pack polyurethane based top coat paint.
3.69.3.3 Primer shall be applied with airless spray equipment immediately after surface preparation.
3.69.3.4 The primer shall be suitable for spray application and it may also be suitable for application
by brush for touching up smaller areas.
3.69.4 Putty
3.69.4.1 Twin pack unsaturated polyester base knifing putty intended to be used for levelling up the
surface imperfections of the exteriors of Cars.
3.69.4.2 The consistency of the putty shall be smooth, uniform and suitable for knife application.
3.69.4.3 Putty shall be applied on all spots and seam welding joints and there should not be any sign
of sagging, cracking or shrinkage. It shall have good rubbing properties and shall not show
defects like roughness, scratches, crack and pinholes after rubbing.
3.69.4.4 It shall have good adhesion and compatibility with primer on which it is to be applied also
with surfacer, which is to be used as a subsequent coat. It shall finish with uniform gloss and
colour.
3.69.5 Grinding
Rubbing of the putty shall be done to even out the surface and to remove the excess putty.
3.69.6 Undercoat/Surface
3.69.6.1 Twin pack Polyurethane surfacer shall be used and shall be mixed in the ratio
recommended by the manufacturer of the paint. The consistency of the surfacer shall be
smooth, uniform and suitable for spray application.
3.69.6.2 Polyurethane surfacer is to be used over primed/putty applied surfaces for protection of
exterior of Cars. The material is used with the object of getting smooth, uniform and non-
absorbent base for PU top coat paint. The material shall have good compatibility with two
pack PU top coat paint, polyester based putty and epoxy zinc phosphate primer.
3.69.6.3 Undercoat/Surfacer shall be provided for getting better surface adhesion. This undercoat
should be applied using airless spray equipment.
3.69.6.4 The spray gun shall be thoroughly cleaned before use. The pressure ratio of air cylinder to
hydraulic cylinder shall be adjusted in accordance with the viscosity of the material to be
sprayed. The material shall be sprayed carefully so as to obtain an even and uniform coat
having a dry film thickness of 60 microns minimum per coat. The mixed paint shall allow
good spraying properties on vertical panels and the film when dry shall be free from sags,
runs, streaks and any defects.
3.69.7 Top Coat
3.69.7.1 Twin pack polyurethane enamel shall be used and shall be mixed in the ratio recommended
by the manufacturer of the paint. The consistency of the polyurethane enamel shall be
smooth, uniform and suitable for spray application.
3.69.7.2 The spray gun shall be thoroughly cleaned before use. The pressure ratio of air cylinder to
hydraulic cylinder shall be adjusted in accordance with the viscosity of the material to be
sprayed. The material shall be sprayed carefully so as to obtain an even and uniform coat
having a dry film thickness of 35 microns minimum per coat. The mixed paint shall allow
good spraying properties on vertical panels and the film when dry shall be free from sags,
runs, streaks and any defects.
3.69.7.3 02 nos. top coats shall be applied using airless spray equipment and multiple top coatings
shall be done as required.
3.69.7.4 Polyurethane enamel used shall have good spraying properties on vertical parts. The film
when dry shall be free from sags, runs, streaks, and any other film defects.
3.69.7.5 The colour of the top coat shall be as per exterior colour scheme.
3.69.7.6 The finish of the top coat shall be smooth, uniform and glossy.
3.69.7.7 Dry film thickness shall be of 35 microns minimum per coat and there should be no visible
damage or detachment of film.
3.69.7.8 Minimum gloss value at 60º angle of incidence shall be 85.
3.69.7.9 Rectification of coating damage which occurs due to impacts shall be repairable at the
Maintenance Depots. The Company shall describe in the Maintenance Manual the
materials, equipment and processes required for such repairs to the paint system. The paint
system and the repair process selected by the Company for use on Maintenance Depots
shall not cause environmental problems or hazards to personal health.
3.70 Facilities for Passengers with Disabilities

3.70.1 Provision shall be made in the driving Car of End Basic Unit for PWD, to accommodate a
wheelchair, complete with its occupant, entry and exit to be facilitated (relevant standard UIC
565-3). Detailed proposal, including the need for a doorway flap or ramp shall be submitted.
3.70.2 The wheelchair parking area shall be free of vertical stanchions and other obstructions, and
shall include equipment useable by a wheelchair occupant to restrain the wheelchair while the
vehicle is in motion. Passengers shall be able to walk on and off the vehicle without being
impeded by either the wheelchair and its restraint or the retracted restraint when a wheelchair
is not on-board.
3.70.3 One lavatory in the driving Car of both End Basic Units shall be suitably designed for PWD.
3.70.4 Lavatory door should be of minimum 910mm opening with two folds inward opening.
3.70.5 Lavatory floor should be anti-slip.
3.70.6 All hand rail should be of 40mm dia & fixing arrangement such that it should take 250-300 Kg
load.
3.70.7 Western style toilet (sitting type) with toilet paper dispenser & hand shower at suitable height
should be provided in lavatory.
3.71 Pantry Car (for Train of 20)

3.71.1 Pantry equipment’s like Freezer, Deep Freezer, Bottle Cooler, Hot Case, Induction heating
based cooking range, Hot water Boiler, Refrigerator, Electric Chimney etc. similar to the
existing pantry equipment’s provided in LHB type coach Hot Buffet car on Indian Railways.
However, further details and layout of Pantry Car equipment shall be finalized at design
stage.
3.71.2 Pantry shall be equipped with Modern Induction heating based cooking system and service
tables.
3.71.3 Adequate no. of sink and insect killer shall be provided in pantry area.
3.71.4 Pantry shall fulfill the ergonomical and Hygienic requirements.
3.71.5 Environmental requirements with respect to temperature, humidity and corrosions shall be
taken into consideration.
3.71.6 Cut-outs for smoke emission through Electric Chimney shall be provided in the side wall of
each cooking range / Induction heating based cooking range as provided in conventional
Rajdhani Express trains on IR.
Annexure-A1
Annexure-A2
Annexure-A3
Annexure-A4
Speed Restrictions of HWH-NDLS Section
Start km End km Speed Restriction
0 0.8 10
0.8 1.4 15
2.8 2.85 65
3 4.3 100
4.3 4.5 75
4.5 4.9 65
4.9 7.8 100
7.8 8.6 90
8.6 9.8 110
12 13.2 120
15.2 15.6 100
25.6 25.7 100
41.05 43.15 100
43.15 44.5 75
44.6 46 100
47.25 48 100
48.8 50.1 75
50.1 51.2 50
51.4 52.4 110
54.5 54.8 30
94.4 104.35 120
104.35 104.7 90
104.7 105.9 120
105.9 106.45 65
106.5 108.6 120
182.75 182.9 50
194.1 195.7 100
210.35 210.65 100
211.9 212.8 30
218.1 218.2 50
220.65 220.9 30
228.5 228.8 75
228.8 231.4 100
236.95 237.4 100
240.1 240.3 30
253.9 255.5 110
255.7 255.9 20
255.9 256.07 120

260.54 260.66 85
261.78 261.9 65
261.9 264.78 120
270.12 270.36 80
270.54 271.48 30
290.78 291.36 110
299 299.84 15
316.12 317.12 120
317.12 317.84 110
327.66 328.18 100
331.66 332.6 120
333.18 334.6 100
334.6 334.66 30
339.72 340.24 120
342.72 344.6 120
344.6 346.06 100
364.24 364.3 30
393.3 393.36 100
398.66 399.48 120
403.45 405.6 100
405.6 406.6 80
406.6 407.48 70
407.48 408.48 80
408.48 409 65
409 410.78 80
410.78 410.84 20
414.9 414.96 45
414.96 422.2 80
422.2 425.54 55
455.66 456.06 75
460.12 461.12 75
461.12 461.3 45
461.3 461.42 30
463 464 90
466.12 466.66 80
467.99 469.06 60
469.06 470.99 30
477.06 477.72 100
534.18 534.78 30
549.06 549.94 90
549.94 553.48 50
554.3 554.36 30
565.66 565.72 30
657.78 657.84 30
666.42 666.84 120
668.06 669.99 80
673.34 673.99 10
683.6 684.7 30
684.7 685.7 75
692.55 692.65 30
701.7 702.12 100
704.2 705.7 100
725.86 725.93 50
740.25 740.5 30
742.7 743.9 100
749.4 754.2 100
815.85 815.9 45
815.9 815.95 20
824.1 824.8 60
826.1 827.3 75
828.2 829.2 75
858.5 859.5 50
966.2 966.3 30
1015.6 1016.3 40
1016.3 1018.95 50
1018.95 1018.97 30
1019.1 1019.24 15
1021.5 1021.57 50
1028.36 1028.41 30
1125.8 1125.87 20
1156.7 1156.91 110
1198.1 1198.8 30
1222.6 1222.9 120
1241.65 1242.2 75
1242.2 1243.1 40
1247.8 1247.9 15
1248.15 1248.95 30
1248.95 1250.65 65
1326.15 1326.35 100
1398.8 1398.9 20
1431.35 1434.75 100
1435 1435.1 45
1440.1 1440.5 70
1455.1 1456.1 70
1456.1 1459 15
Note: The speed restrictions highlighted in the above table indicate Temporary Speed
Restrictions and the remaining are the Permanent Speed Restrictions.
Annexure-A5
Curves of HWH-NDLS Section
From (km) To (km) Curve in degree
0.300 0.370 5.7
0.560 0.720 4.3
1.850 2.950 3.2
2.950 2.966 1.75
3.533 3.866 0.75
4.070 4.532 1
4.532 5.933 1.5
6.220 6.911 1.05
7.966 9.866 2.33
12.070 13.350 2.1
16.333 16.933 1
20.899 21.667 0.5
30.575 31.200 0.5
36.320 36.840 0.4
49.933 50.300 0.62
56.050 56.800 1.08
58.300 58.800 1.14
61.320 61.960 1.25
68.466 68.866 0.63
72.514 72.857 0.91
79.160 81.129 1.08
93.799 94.199 0.56
94.325 94.900 1.26
94.900 95.160 1
95.260 95.800 1
99.525 99.925 0.73
99.933 100.266 1.09
100.266 103.993 0.39
104.199 104.399 1.75
104.533 104.799 1
105.050 106.600 0.5
108.500 110.900 0.38
118.133 119.800 0.38
128.300 129.050 0.5
129.400 129.700 0.5
129.900 130.300 0.5
130.550 130.700 0.5
132.100 133.200 0.5

138.300 139.400 0.5
144.950 145.500 0.5
152.150 154.400 0.5
160.900 161.650 0.5
163.550 164.400 0.74
166.250 167.300 1.1
175.900 176.830 0.56
182.900 183.300 1.5
191.030 191.400 0.5
194.030 195.210 1.5
196.150 197.950 1
199.200 199.800 0.75
202.900 203.800 1
204.450 205.050 1.25
208.350 209.800 0.75
210.200 210.600 1
210.850 211.500 0.5
259.05 259.900 0.57
260.24 260.84 1.48
260.84 261.02 0.72
261.84 262.72 2.08
263.02 263.84 2.03
264.54 265.72 0.55
267.6 268.48 1.04
269.24 269.48 1.04
269.66 269.96 2.15
270.12 270.42 2.18
270.48 270.9 1.65
271.23 272.02 1.73
278.6 279.42 1
284.3 284.78 1
286.06 286.78 1
288.3 289.12 1
290.78 291.66 1
294.36 294.9 1
295.78 296.54 1
301.08 302.08 1
303.42 303.66 0.75
305.12 305.72 1
307.72 308.66 1
311.78 312.24 1
314.12 314.6 1.06
316.12 317.26 2.03
317.26 317.96 1.5
320.03 320.42 1
321.66 322.96 1.5
323.24 324.42 1
327.6 328.18 2.06
328.24 328.9 1.5
329.78 330.6 1.5
331.66 332.6 2.15
333.18 333.96 2.18
333.96 335.54 1.75
336.18 336.96 1.25
339.72 340.24 2.18
342.72 343.84 2
344.6 346.03 2
348.03 348.48 1.09
352.36 352.9 1.55
353.6 354.54 1.05
354.66 355.3 1.29
357.6 358.24 1.06
361.54 362.24 1
363.24 364.03 1.03
364.66 365.48 1.01
369.24 369.78 0.995
374.12 374.6 1
376.66 377.48 0.56
380.6 381.72 1
384.54 385.72 1.02
387.03 388.3 1
390.12 391.12 1.03
394.84 396.12 1.05
397.72 398.12 1.05
398.66 399.48 2.06
400.3 401.72 1.03
401.72 402.18 1.01
405.6 406.03 2.25
406.6 407.48 3.09
407.66 408.66 3.09
410.54 411.48 3.78
411.6 412.08 2.06

412.6 412.9 2.05
412.96 414.38 3.08
414.38 415.12 3.08
415.12 416.66 3.62
416.72 417.03 3.08
417.18 417.84 3.08
418.3 418.66 2.06
419.12 419.72 2.05
419.72 420.42 2.05
420.48 421.3 1.03
421.42 422.12 2.06
424.72 425.03 1.05
433.66 434.42 1.05
455.72 456.24 0.47
457.12 457.48 0.6
458.36 459.78 1.02
463.00 464.18 3
466.12 466.66 2
467.54 467.99 2.5
468.18 469.48 4.75
469.96 470.99 4.75
472.48 472.99 1
477.54 478.06 0.5
478.42 479.06 0.5
482.06 482.66 0.5
493.30 493.66 0.5
505.12 506.30 0.5
510.06 510.72 1
524.42 524.72 0.5
545.24 546.72 0.75
556.06 556.78 1.12
564.66 565.06 0.63
565.72 567.18 0.7
570.36 571.36 0.7
571.48 571.66 0.42
571.72 571.96 0.42
573.12 573.54 0.45
573.72 576.24 0.56
581.48 581.78 0.32
594.36 594.72 0.5
599.30 599.54 1
600.42 600.66 0.5
621.30 621.90 1
629.66 630.30 1
631.42 632.36 1
643.42 643.72 1.25
646.12 646.42 1
649.84 650.30 1
651.48 651.66 0.5
659.66 660.06 1.25
666.42 667.66 2
668.60 670.72 0.35
692.498 695.11 0.21
701.2 701.94 0.56
702.15 704 0.56
704.075 704.219 0.28
704.451 704.64 0.28
704.84 704.94 0.50
705.29 705.41 0.56
712.17 713.83 0.60
718.99 719.42 1
719.53 719.92 0.96
733.5 734.8 0.53
735 735.15 0.86
735.15 735.34 0.76
736.05 736.17 3.98
742.62 742.9 0.5
743 743.24 0.58
743.47 743.56 0.53
743.91 745.06 0.44
749.35 751.27 1.16
751.3 754.04 0.46
767.48 769.23 0.5
777.95 778.16 0.89
778.22 778.41 1.20
778.99 779.23 0.84
779.23 779.41 0.94
786.37 786.61 0.5
786.83 787.07 0.5
787.29 787.55 0.38
787.69 787.93 0.5
791.27 792.27 0.5

792.8 794.44 0.5
806.3 807.32 0.875
815.97 816.64 1.05
820.57 820.99 0.20
822.02 822.26 0.40
823.04 824.46 1.25
826.27 827.21 2
828.18 829.16 1.20
829.3 829.61 0.51
829.72 830.03 0.7
833.16 833.57 0.56
835.068 835.248 0.43
835.248 835.448 0.45
837.044 839.125 0.40
842.5 842.68 0.36
842.68 842.86 0.36
842.93 843.127 0.36
843.189 843.309 0.36
861.621 861.791 0.38
861.791 862.033 0.40
862.651 862.811 0.85
862.811 863.064 0.85
863.132 863.272 0.75
863.441 863.681 0.50
881.554 881.78 0.50
882.01 882.26 0.43
882.35 882.586 0.50
882.93 883.207 0.40
894.207 894.35 0.39
894.43 894.56 0.46
894.73 894.89 0.60
895.95 896.12 0.48
906.343 906.347 0.45
906.347 907.52 0.38
907.76 907.9 0.80
908.29 908.56 0.30
930.1 930.22 0.46
930.26 930.45 0.63
931.46 931.61 0.60
931.63 931.8 0.63
940.99 941.19 0.74

941.82 942.12 0.32
942.32 942.64 0.32
943.12 943.34 0.56
943.34 944.7 0.42
957.45 957.61 0.455
957.65 957.85 0.49
958.9 959.03 0.68
959.1 959.31 0.42
972 972.72 0.35
973.192 973.442 0.50
973.57 973.8 0.50
974.372 974.602 0.50
981.23 982.34 0.60
983.217 983.427 0.24
983.538 983.828 0.53
984.214 984.394 0.53
984.626 986.516 0.42
986.828 987.828 0.42
996.038 996.258 0.51
996.298 996.438 0.28
997.623 997.793 0.39
997.823 998.023 0.45
1001.347 1003.473 0.42
1015.043 1015.203 0.63
1015.223 1015.363 0.53
1015.784 1016.462 2
1016.632 1017.372 2
1017.652 1019.164 4
1027.63 1027.79 0.24
1027.960 1028.090 0.26
1029.110 1029.320 0.28
1029.440 1029.600 0.3
1037.750 1038.04 0.5
1038.220 1038.5 0.49
1038.55 1038.83 0.56
1038.910 1039.210 0.56
1062.400 1064.310 0.42
1079.618 1079.818 0.08
1079.87 1080.05 0.17
1081.121 1081.311 0.08
1081.391 1081.521 0.17

1098.854 1099.114 0.5
1099.164 1099.554 0.5
1116.344 1116.454 0.1
1116.525 1116.695 0.1
1118.008 1118.158 0.1
1118.278 1118.458 0.1
1123.145 1125.25 0.25
1135.88 1136.3 0.1
1137.01 1137.44 0.1
1152 1152.33 0.1
1154.576 1156 0.617
1156.463 1156.75 0.5
1157.883 1158.31 0.28
1166.15 1166.39 0.1
1166.52 1166.76 0.1
1172.23 1172.49 0.2
1173.45 1173.93 0.2
1179.49 1180.08 0.2
1181.26 1181.63 0.2
1181.84 1182.18 0.2
1191.42 1191.83 0.25
1192.7 1193.13 0.25
1210.4 1211.64 0.5
1211.67 1211.97 0.75
1212.6 1213.02 0.25
1220.95 1221.26 0.487
1221.56 1221.63 0.75
1222.13 1222.4 0.595
1222.61 1222.85 0.507
1228.87 1229.54 0.253
1229.89 1230.05 0.175
1231.11 1231.23 0.175
1231.23 1231.37 0.175
1232.97 1233.19 0.21
1233.22 1233.44 0.175
1240.77 1240.97 0.253
1240.97 1241.15 0.245
1241.2 1241.49 0.253
1241.54 1241.74 0.253
1246.47 1246.62 1.75
1246.81 1246.94 1.75

1247.99 1248.12 1.75
1248.12 1248.23 1.75
1249.02 1250.31 0.53
1250.63 1250.91 1.2
1250.91 1251.15 0.4
1251.26 1251.56 1.15
1251.63 1252.369 0.52
1254.27 1254.48 0.5
1254.48 1254.68 0.5
1255.842 1256.252 0.5
1262.127 1262.507 0.52
1263.16 1263.53 0.75
1275.362 1275.712 0.53
1276.895 1277.27 0.52
1304.198 1304.568 0.42
1305.789 1306.189 0.42
1322.048 1322.908 0.35
1325.37 1325.48 0.35
1325.5 1325.61 0.35
1325.85 1326 0.35
1326.13 1326.29 0.4
1328.98 1329.14 0.5
1329.2 1329.38 0.5
1334.805 1335.375 0.35
1347.462 1347.762 0.35
1347.957 1348.187 0.5
1348.600 1348.830 0.5
1348.95 1349.28 0.4
1374.92 1375.1 0.4
1375.12 1375.33 0.5
1375.9 1376.06 0.4
1376.08 1376.26 0.4
1383.14 1383.31 0.4
1383.33 1383.49 0.3
1384.58 1384.74 0.3
1384.97 1385.13 0.3
1397.2 1397.43 0.3
1397.44 1397.69 0.2
1398.59 1398.82 0.5
1398.85 1399.07 0.5
1405.52 1405.69 0.5

1405.69 1405.86 0.5
1407.08 1407.21 0.5
1407.28 1407.44 0.5
1414.81 1415.06 0.5
1415.24 1415.47 0.5
1416.22 1416.47 0.5
1427.33 1428.04 0.56
1428.04 1432 0.21
1438.048 1439.107 0.71
1439.361 1439.491 0.5
1439.591 1439.699 0.5
1440.06 1440.915 0.5
1441.124 1441.436 0.5
1441.814 1441.94 0.5
1442.59 1443.15 1.5
1443.15 1443.27 3
1443.62 1454.62 1
1454.62 1455.62 3
Annexure-A6
Gradient Details of HWH-NDLS Section
GRADIENT
(e.g. 500 means,
UP/DN/L
START KM END KM gradient of 1 meter
(1/-1/0)
in a distance of 500
meter)
0.00 21.40 0.00 0.00
21.40 22.50 -1.00 1000.00
22.50 27.70 0.00 0.00
27.70 29.90 1.00 1000.00
29.90 47.10 0.00 0.00
47.10 53.12 1.00 500.00
53.12 56.15 1.00 1000.00
56.15 58.15 0.00 0.00
58.15 64.18 1.00 2000.00
64.18 98.26 0.00 0.00
98.26 102.31 1.00 1000.00
102.31 108.31 0.00 0.00
108.31 111.33 1.00 1000.00
111.33 113.33 0.00 0.00
113.33 117.37 1.00 1000.00
117.37 120.70 1.00 2000.00
120.70 123.60 1.00 1000.00
123.60 125.65 0.00 0.00
125.65 133.80 1.00 1000.00
133.80 138.70 0.00 0.00
138.70 145.50 1.00 625.00
145.50 152.40 1.00 2000.00
152.40 157.60 1.00 1000.00
157.60 162.60 0.00 0.00
162.60 163.11 -1.00 500.00
163.11 171.08 1.00 625.00
171.08 173.70 -1.00 2000.00
173.70 176.40 1.00 833.00
176.40 177.50 -1.00 588.00
177.50 178.15 0.00 0.00
178.15 179.41 -1.00 2000.00
179.41 183.65 0.00 0.00
183.65 187.60 1.00 500.00
187.60 188.70 -1.00 2500.00
188.70 191.60 1.00 2000.00

191.60 193.50 1.00 200.00
193.50 194.00 1.00 427.00
194.00 195.40 1.00 250.00
195.40 195.90 0.00 0.00
195.90 196.90 1.00 350.00
196.90 197.95 1.00 670.00
197.95 198.50 0.00 0.00
198.50 200.45 -1.00 200.00
200.45 201.90 0.00 0.00
201.90 202.40 1.00 370.00
202.40 203.05 0.00 0.00
203.05 203.55 -1.00 500.00
203.55 205.05 0.00 0.00
205.05 206.78 1.00 200.00
206.78 207.64 0.00 0.00
207.64 209.23 1.00 200.00
209.23 210.08 0.00 0.00
210.08 211.86 1.00 769.00
211.86 213.21 0.00 0.00
213.21 216.05 1.00 200.00
216.05 218.50 0.00 0.00
218.50 220.73 1.00 210.00
220.73 221.09 0.00 0.00
221.09 222.40 1.00 213.00
222.40 223.10 -1.00 303.00
223.10 224.90 1.00 200.00
224.90 226.80 -1.00 200.00
226.80 227.10 0.00 0.00
227.10 228.90 -1.00 200.00
228.90 229.30 -1.00 400.00
229.30 229.87 0.00 0.00
229.87 231.00 0.00 0.00
231.00 231.63 1.00 200.00
231.63 232.50 0.00 0.00
232.50 234.20 1.00 200.00
234.20 234.50 0.00 0.00
234.50 235.63 -1.00 250.00
235.63 236.05 -1.00 400.00
236.05 237.00 0.00 0.00
237.00 237.27 1.00 312.00
237.27 238.70 1.00 200.00

238.70 238.95 0.00 0.00
238.95 239.60 -1.00 200.00
239.60 240.95 0.00 0.00
240.95 243.00 1.00 151.00
243.00 243.30 0.00 0.00
243.30 244.35 -1.00 200.00
244.35 244.55 0.00 0.00
244.55 245.46 1.00 200.00
245.46 245.89 1.00 400.00
245.89 246.95 0.00 0.00
246.95 250.10 1.00 141.00
250.10 254.62 1.00 200.00
254.62 255.86 0.00 0.00
255.86 257.80 -1.00 200.00
257.80 260.20 1.00 200.00
260.20 260.30 1.00 200.00
260.30 260.80 1.00 227.00
260.80 261.80 0.00 0.00
261.80 262.50 1.00 250.00
262.50 262.70 0.00 0.00
262.70 263.20 -1.00 150.00
263.20 263.50 0.00 0.00
263.50 268.40 1.00 152.00
268.40 269.00 1.00 200.00
269.00 271.25 0.00 0.00
271.25 272.00 -1.00 227.00
272.00 273.75 -1.00 215.00
273.75 274.20 0.00 0.00
274.20 274.50 1.00 200.00
274.50 274.75 0.00 0.00
274.75 276.00 -1.00 200.00
276.00 277.00 0.00 0.00
277.00 277.50 1.00 200.00
277.50 280.75 0.00 0.00
280.75 282.50 -1.00 200.00
282.50 283.25 0.00 0.00
283.25 283.75 -1.00 200.00
283.75 284.00 0.00 0.00
284.00 284.50 1.00 227.00
284.50 286.15 1.00 200.00
286.15 287.20 1.00 227.00

287.20 288.45 1.00 200.00
288.45 288.90 1.00 227.00
288.90 290.00 1.00 200.00
290.00 290.20 0.00 0.00
290.20 291.00 -1.00 800.00
291.00 292.00 -1.00 200.00
292.00 292.10 0.00 0.00
292.10 294.35 1.00 200.00
294.35 294.80 1.00 227.00
294.80 295.50 1.00 200.00
295.50 295.75 0.00 0.00
295.75 296.00 -1.00 200.00
296.00 296.25 0.00 0.00
296.25 296.75 1.00 200.00
296.75 299.60 -1.00 200.00
299.60 300.90 0.00 0.00
300.90 301.75 -1.00 233.00
301.75 302.00 0.00 0.00
302.00 302.80 1.00 200.00
302.80 302.90 0.00 0.00
302.90 303.35 -1.00 400.00
303.35 304.40 0.00 0.00
304.40 305.70 1.00 250.00
305.70 307.80 1.00 200.00
307.80 308.45 1.00 233.00
308.45 309.90 1.00 200.00
309.90 310.80 1.00 667.00
310.80 312.30 0.00 0.00
312.30 313.75 1.00 200.00
313.75 314.00 1.00 500.00
314.00 314.65 -1.00 500.00
314.65 314.80 -1.00 1000.00
314.80 315.20 0.00 0.00
315.20 316.00 1.00 357.00
316.00 316.25 1.00 200.00
316.25 317.75 1.00 250.00
317.75 318.50 1.00 500.00
318.50 321.50 1.00 200.00
321.50 324.45 1.00 233.00
324.45 326.75 1.00 200.00
326.75 327.50 1.00 500.00

327.50 327.75 -1.00 250.00
327.75 328.00 -1.00 303.00
328.00 328.50 0.00 0.00
328.50 329.50 1.00 200.00
329.50 332.50 1.00 250.00
332.50 332.75 0.00 0.00
332.75 333.40 -1.00 602.00
333.40 334.80 -1.00 250.00
334.80 335.50 -1.00 500.00
335.50 336.50 -1.00 250.00
336.50 339.25 -1.00 200.00
339.25 339.75 0.00 0.00
339.75 340.00 1.00 200.00
340.00 341.50 1.00 200.00
341.50 342.25 1.00 227.00
342.25 342.45 0.00 0.00
342.45 343.10 -1.00 200.00
343.10 343.30 0.00 0.00
343.30 344.20 1.00 200.00
344.20 345.80 0.00 0.00
345.80 346.00 0.00 0.00
346.00 348.50 -1.00 200.00
348.50 349.30 0.00 0.00
349.30 349.55 1.00 200.00
349.55 349.75 0.00 0.00
349.75 350.75 -1.00 200.00
350.75 352.45 0.00 0.00
352.45 353.55 1.00 200.00
353.55 355.50 1.00 233.00
355.50 356.00 0.00 0.00
356.00 357.75 1.00 200.00
357.75 358.40 0.00 0.00
358.40 360.00 1.00 200.00
360.00 360.20 0.00 0.00
360.20 362.75 -1.00 500.00
362.75 364.00 1.00 303.00
364.00 364.50 0.00 0.00
364.50 365.50 1.00 233.00
365.50 366.70 1.00 200.00
366.70 367.50 1.00 500.00
367.50 368.25 -1.00 581.00

368.25 369.10 1.00 200.00
369.10 370.95 1.00 345.00
370.95 371.15 0.00 0.00
371.15 372.25 -1.00 200.00
372.25 372.35 0.00 0.00
372.35 372.75 1.00 333.00
372.75 373.00 0.00 0.00
373.00 374.70 -1.00 200.00
374.70 374.95 0.00 0.00
374.95 376.00 1.00 200.00
376.00 377.00 0.00 0.00
377.00 377.75 1.00 200.00
377.75 382.50 1.00 310.00
382.50 383.75 1.00 250.00
383.75 384.75 1.00 500.00
384.75 385.75 1.00 310.00
385.75 387.10 1.00 200.00
387.10 388.35 1.00 233.00
388.35 389.35 1.00 200.00
389.35 389.50 0.00 0.00
389.50 391.10 -1.00 500.00
391.10 391.40 0.00 0.00
391.40 392.25 1.00 200.00
392.25 394.00 0.00 0.00
394.00 394.65 1.00 303.00
394.65 394.85 0.00 0.00
394.85 396.00 -1.00 250.00
396.00 397.75 -1.00 200.00
397.75 398.75 -1.00 220.00
398.75 399.00 0.00 0.00
399.00 400.00 1.00 303.00
400.00 400.25 1.00 300.00
400.25 401.40 0.00 0.00
401.40 403.00 -1.00 400.00
403.00 404.10 0.00 0.00
404.10 405.50 1.00 303.00
405.50 405.85 0.00 0.00
405.85 408.30 -1.00 85.00
408.30 409.55 -1.00 80.00
409.55 409.70 0.00 0.00
409.70 410.80 1.00 400.00

410.80 411.00 0.00 0.00
411.00 412.75 -1.00 85.00
412.75 417.50 -1.00 90.00
417.50 422.10 -1.00 85.00
422.10 424.60 -1.00 120.00
424.60 426.10 0.00 0.00
426.10 429.00 -1.00 200.00
429.00 429.90 -1.00 500.00
429.90 434.00 -1.00 250.00
434.00 434.60 0.00 0.00
434.60 436.30 -1.00 200.00
436.30 439.85 0.00 0.00
439.85 443.00 -1.00 200.00
443.00 444.60 0.00 0.00
444.60 446.10 -1.00 259.09
446.10 447.10 0.00 0.00
447.10 449.10 -1.00 308.00
449.10 450.60 0.00 0.00
450.60 451.40 1.00 200.00
451.40 452.00 0.00 0.00
452.00 453.50 -1.00 303.00
453.50 455.40 -1.00 250.00
455.40 456.40 0.00 0.00
456.40 456.75 1.00 250.00
456.75 457.75 0.00 0.00
457.75 458.30 -1.00 200.00
458.30 458.70 -1.00 233.00
458.70 462.00 0.00 0.00
462.00 462.71 -1.00 400.00
462.71 464.73 0.00 0.00
464.73 466.41 1.00 400.00
466.41 467.59 0.00 0.00
467.59 468.82 -1.00 400.00
468.82 470.71 0.00 0.00
470.71 471.59 -1.00 400.00
471.59 474.13 0.00 0.00
474.13 475.59 -1.00 400.00
475.59 476.71 0.00 0.00
476.71 477.56 1.00 400.00
477.56 479.00 0.00 0.00
479.00 481.91 1.00 400.00

481.91 482.53 -1.00 625.00
482.53 483.75 -1.00 400.00
483.75 484.13 0.00 0.00
484.13 484.75 -1.00 900.00
484.75 485.69 0.00 0.00
485.69 486.18 1.00 400.00
486.18 486.88 0.00 0.00
486.88 488.50 1.00 400.00
488.50 488.69 0.00 0.00
488.69 492.18 -1.00 4100.00
492.18 497.00 0.00 0.00
497.00 497.59 -1.00 1000.00
497.59 499.18 0.00 0.00
499.18 501.75 -1.00 2000.00
501.75 503.81 -1.00 1000.00
503.81 506.69 -1.00 500.00
506.69 507.81 0.00 0.00
507.81 508.19 -1.00 500.00
508.19 509.00 0.00 0.00
509.00 510.00 1.00 400.00
510.00 510.73 1.00 425.00
510.73 512.76 0.00 0.00
512.76 514.00 -1.00 625.00
514.00 517.53 -1.00 400.00
517.53 518.81 0.00 0.00
518.81 519.56 1.00 400.00
519.56 519.87 0.00 0.00
519.87 520.81 -1.00 400.00
520.81 521.81 0.00 0.00
521.81 523.53 1.00 1000.00
523.53 524.63 1.00 500.00
524.63 525.00 0.00 0.00
525.00 528.76 1.00 500.00
528.76 531.86 0.00 0.00
531.86 532.81 -1.00 500.00
532.81 534.47 0.00 0.00
534.47 535.21 -1.00 500.00
535.21 536.41 0.00 0.00
536.41 536.82 1.00 500.00
536.82 539.41 0.00 0.00
539.41 539.94 1.00 500.00

539.94 542.06 0.00 0.00
542.06 542.82 1.00 333.00
542.82 543.82 0.00 0.00
543.82 545.07 1.00 400.00
545.07 546.76 1.00 500.00
546.76 546.88 0.00 0.00
546.88 547.50 -1.00 666.00
547.50 549.47 0.00 0.00
549.47 550.19 1.00 400.00
550.19 553.25 0.00 0.00
553.25 553.94 -1.00 500.00
553.94 555.06 0.00 0.00
555.06 555.69 1.00 500.00
555.69 555.94 0.00 0.00
555.94 556.94 -1.00 625.00
556.94 558.87 0.00 0.00
558.87 559.63 1.00 2000.00
559.63 561.25 0.00 0.00
561.25 561.94 1.00 1000.00
561.94 562.53 0.00 0.00
562.53 563.63 1.00 1000.00
563.63 569.29 0.00 0.00
569.29 570.50 -1.00 500.00
570.50 570.81 0.00 0.00
570.81 571.67 -1.00 666.00
571.67 574.19 0.00 0.00
574.19 576.38 -1.00 625.00
576.38 577.76 -1.00 500.00
577.76 578.63 -1.00 2000.00
578.63 579.69 -1.00 1000.00
579.69 581.88 -1.00 1754.00
581.88 582.81 0.00 0.00
582.81 585.59 -1.00 1000.00
585.59 587.00 0.00 0.00
587.00 591.33 -1.00 835.00
591.33 594.31 0.00 0.00
594.31 596.33 -1.00 1000.00
596.33 597.20 -1.00 1000.00
597.20 598.75 0.00 0.00
598.75 602.76 -1.00 1000.00
602.76 604.25 -1.00 2000.00

604.25 605.25 0.00 0.00
605.25 606.33 -1.00 1000.00
606.33 607.27 0.00 0.00
607.27 612.13 -1.00 2000.00
612.13 613.33 0.00 0.00
613.33 614.94 -1.00 2000.00
614.94 615.50 0.00 0.00
615.50 616.00 -1.00 999.00
616.00 618.81 -1.00 2000.00
618.81 620.59 0.00 0.00
620.59 624.88 -1.00 2000.00
624.88 628.18 0.00 0.00
628.18 629.50 -1.00 1666.00
629.50 630.44 0.00 0.00
630.44 631.47 1.00 500.00
631.47 632.00 0.00 0.00
632.00 633.18 -1.00 625.00
633.18 633.47 0.00 0.00
633.47 635.81 1.00 2200.00
635.81 641.43 0.00 0.00
641.43 642.88 1.00 400.00
642.88 643.07 0.00 0.00
643.07 643.53 -1.00 400.00
643.53 643.93 -1.00 625.00
643.93 644.29 -1.00 625.00
644.29 646.28 0.00 0.00
646.28 647.86 1.00 2000.00
647.86 655.07 0.00 0.00
655.07 656.25 -1.00 2000.00
656.25 657.75 0.00 0.00
657.75 658.53 1.00 500.00
658.53 662.63 0.00 0.00
662.63 664.44 1.00 2000.00
664.44 669.75 0.00 0.00
669.75 670.50 1.00 1000.00
670.50 670.69 1.00 800.00
670.69 671.94 1.00 625.00
671.94 684.91 0.00 0.00
684.91 686.88 1.00 1200.00
686.88 687.38 0.00 0.00
687.38 688.88 -1.00 1000.00

688.88 691.13 1.00 1250.00
691.13 693.13 0.00 0.00
693.13 695.16 -1.00 1000.00
695.16 695.95 -1.00 500.00
695.95 696.84 0.00 0.00
696.84 698.28 1.00 500.00
698.28 703.28 0.00 0.00
703.28 704.63 1.00 500.00
704.63 705.25 0.00 0.00
705.25 706.00 -1.00 500.00
706.00 709.50 0.00 0.00
709.50 711.00 1.00 500.00
711.00 714.28 0.00 0.00
714.28 715.41 -1.00 500.00
715.41 717.69 1.00 1000.00
717.69 718.82 0.00 0.00
718.82 719.88 1.00 500.00
719.88 722.00 0.00 0.00
722.00 723.75 -1.00 666.67
723.75 725.44 0.00 0.00
725.44 730.88 1.00 8333.33
730.88 731.38 0.00 0.00
731.38 731.88 -1.00 500.00
731.88 734.63 -1.00 1000.00
734.63 740.88 0.00 0.00
740.88 742.00 -1.00 500.00
742.00 743.00 1.00 500.00
743.00 744.69 0.00 0.00
744.69 745.69 -1.00 500.00
745.69 748.69 0.00 0.00
748.69 749.32 -1.00 500.00
749.32 754.94 0.00 0.00
754.94 759.94 1.00 666.67
759.94 774.88 0.00 0.00
774.88 776.32 -1.00 1000.00
776.32 790.95 0.00 0.00
790.95 792.22 1.00 600.00
792.22 792.66 0.00 0.00
792.66 793.81 -1.00 600.00
793.81 798.13 0.00 0.00
798.13 800.25 1.00 1000.00

800.25 810.00 0.00 0.00
810.00 811.88 1.00 1000.00
811.88 818.06 0.00 0.00
818.06 820.88 1.00 1000.00
820.88 824.19 0.00 0.00
824.19 824.76 -1.00 500.00
824.76 831.70 0.00 0.00
831.70 837.04 1.00 2500.00
837.04 842.32 1.00 3333.33
842.32 853.38 0.00 0.00
853.38 856.38 1.00 2000.00
856.38 860.88 1.00 10000.00
860.88 865.76 0.00 0.00
865.76 870.63 1.00 4000.00
870.63 875.81 0.00 0.00
875.81 882.50 1.00 3333.33
882.50 889.63 0.00 0.00
889.63 896.57 1.00 6666.67
896.57 901.44 0.00 0.00
901.44 907.57 1.00 2500.00
907.57 913.80 0.00 0.00
913.80 917.57 1.00 2000.00
917.57 923.07 0.00 0.00
923.07 928.22 1.00 2000.00
928.22 939.13 0.00 0.00
939.13 941.63 1.00 2000.00
941.63 944.13 0.00 0.00
944.13 966.75 1.00 3333.33
966.75 979.75 0.00 0.00
979.75 983.44 -1.00 1000.00
983.44 983.81 0.00 0.00
983.81 987.39 1.00 1000.00
987.39 991.63 1.00 2500.00
991.63 997.84 0.00 0.00
997.84 1002.19 1.00 2500.00
1002.19 1003.79 0.00 0.00
1003.79 1012.79 1.00 4000.00
1012.79 1018.44 0.00 0.00
1018.44 1020.16 1.00 1000.00
1020.16 1021.83 -1.00 2000.00
1021.83 1023.69 0.00 0.00

1023.69 1024.00 1.00 1000.00
1024.00 1025.57 1.00 602.41
1025.57 1025.69 0.00 0.00
1025.69 1027.22 -1.00 602.41
1027.22 1034.64 0.00 0.00
1034.64 1035.63 1.00 1000.00
1035.63 1039.00 1.00 2800.00
1039.00 1041.88 -1.00 2000.00
1041.88 1045.00 1.00 2000.00
1045.00 1049.50 1.00 10000.00
1049.50 1051.75 1.00 1000.00
1051.75 1058.13 0.00 0.00
1058.13 1061.16 1.00 1000.00
1061.16 1066.69 -1.00 5000.00
1066.69 1070.07 1.00 2500.00
1070.07 1080.00 1.00 6000.00
1080.00 1083.44 0.00 0.00
1083.44 1085.00 1.00 2000.00
1085.00 1091.88 1.00 6000.00
1091.88 1099.50 1.00 4000.00
1099.50 1114.50 1.00 6000.00
1114.50 1125.00 1.00 4500.00
1125.00 1134.44 0.00 0.00
1134.44 1137.50 1.00 2500.00
1137.50 1140.50 -1.00 2500.00
1140.50 1142.69 0.00 0.00
1142.69 1151.32 1.00 2000.00
1151.32 1151.44 0.00 0.00
1151.44 1151.88 1.00 428.00
1151.88 1152.19 -1.00 1500.00
1152.19 1152.66 1.00 6400.00
1152.66 1153.63 1.00 2000.00
1153.63 1160.94 -1.00 6000.00
1160.94 1165.38 1.00 3000.00
1165.38 1165.50 1.00 1500.00
1165.50 1166.16 1.00 600.00
1166.16 1166.44 1.00 366.00
1166.44 1166.82 -1.00 400.00
1166.82 1167.13 -1.00 1000.00
1167.13 1167.38 -1.00 2500.00
1167.38 1170.95 0.00 0.00

1170.95 1175.50 1.00 2500.00
1175.50 1177.94 -1.00 6000.00
1177.94 1181.25 1.00 3000.00
1181.25 1181.88 1.00 160.00
1181.88 1182.00 -1.00 2000.00
1182.00 1182.25 -1.00 1000.00
1182.25 1186.63 1.00 3000.00
1186.63 1200.00 0.00 0.00
1200.00 1206.16 -1.00 1500.00
1206.16 1211.12 1.00 2000.00
1211.12 1211.32 -1.00 4166.00
1211.32 1211.88 -1.00 10000.00
1211.88 1212.44 0.00 0.00
1212.44 1212.63 1.00 1000.00
1212.63 1217.25 -1.00 3600.00
1217.25 1223.00 1.00 4750.00
1223.00 1231.25 0.00 0.00
1231.25 1234.05 1.00 4750.00
1234.05 1237.05 -1.00 10000.00
1237.05 1239.44 1.00 2666.00
1239.44 1241.25 -1.00 1000.00
1241.25 1245.25 1.00 1000.00
1245.25 1247.69 -1.00 2000.00
1247.69 1248.97 1.00 2200.00
1248.97 1250.22 1.00 2000.00
1250.22 1250.63 0.00 0.00
1250.63 1253.88 1.00 2000.00
1253.88 1256.32 -1.00 2000.00
1256.32 1261.70 1.00 1500.00
1261.70 1263.57 1.00 2000.00
1263.57 1268.13 0.00 0.00
1268.13 1270.63 1.00 2000.00
1270.63 1272.38 0.00 0.00
1272.38 1274.32 1.00 2000.00
1274.32 1275.18 -1.00 1000.00
1275.18 1278.82 0.00 0.00
1278.82 1281.00 1.00 1000.00
1281.00 1287.98 0.00 0.00
1287.98 1289.82 1.00 3000.00
1289.82 1293.38 0.00 0.00
1293.38 1296.00 1.00 2000.00

1296.00 1296.69 0.00 0.00
1296.69 1297.25 1.00 1000.00
1297.25 1301.63 1.00 2000.00
1301.63 1303.19 -1.00 2500.00
1303.19 1306.91 1.00 2000.00
1306.91 1308.69 1.00 1000.00
1308.69 1316.00 1.00 1500.00
1316.00 1324.50 0.00 0.00
1324.50 1325.13 -1.00 312.50
1325.13 1327.19 0.00 0.00
1327.19 1329.66 1.00 2000.00
1329.66 1332.05 0.00 0.00
1332.05 1333.32 1.00 2000.00
1333.32 1334.44 0.00 0.00
1334.44 1336.32 1.00 1000.00
1336.32 1341.82 0.00 0.00
1341.82 1343.00 1.00 1000.00
1343.00 1345.13 0.00 0.00
1345.13 1347.00 1.00 2000.00
1347.00 1347.63 1.00 1000.00
1347.63 1350.34 0.00 0.00
1350.34 1351.44 1.00 1000.00
1351.44 1357.63 1.00 2000.00
1357.63 1359.19 0.00 0.00
1359.19 1360.32 -1.00 1000.00
1360.32 1366.44 0.00 0.00
1366.44 1368.82 1.00 2000.00
1368.82 1370.07 0.00 0.00
1370.07 1372.25 1.00 1000.00
1372.25 1372.69 1.00 1500.00
1372.69 1373.44 0.00 0.00
1373.44 1384.69 1.00 2000.00
1384.69 1387.38 0.00 0.00
1387.38 1392.00 1.00 1500.00
1392.00 1396.25 0.00 0.00
1396.25 1396.73 1.00 1500.00
1396.73 1398.35 0.00 0.00
1398.35 1399.44 1.00 10000.00
1399.44 1400.13 -1.00 800.00
1400.13 1400.25 0.00 0.00
1400.25 1401.00 -1.00 785.00

1401.00 1402.00 -1.00 625.00
1402.00 1406.13 0.00 0.00
1406.13 1409.76 1.00 2000.00
1409.76 1415.88 0.00 0.00
1415.88 1416.25 1.00 1818.00
1416.25 1416.65 1.00 1160.00
1416.65 1418.63 -1.00 2000.00
1418.63 1421.35 0.00 0.00
1421.35 1422.57 1.00 1000.00
1422.57 1433.00 0.00 0.00
1433.00 1439.00 0.00 0.00
1439.00 1440.00 -1.00 500.00
1440.00 1441.00 -1.00 1000.00
1441.00 1442.00 0.00 0.00
1442.00 1444.00 -1.00 557.00
1444.00 1445.00 -1.00 1000.00
1445.00 1447.00 0.00 0.00
1447.00 1448.00 -1.00 400.00
1448.00 1457.00 0.00 0.00
1457.00 1459.00 1.00 200.00
Annexure-A7
Annexure-A8
Annexure-A9

Train Set - FINAL

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Page 1 of 138 Date of issue: August 2015 Specification No. RDSO/PE/SPEC/EMU/0167 (Rev.

GENERAL DESCRIPTION, OPERATING AND ENVIRONMENTAL CONDITIONS ............................14

1.2 References to various standards ....................................................................................................................... 14

1.3 Reliability, Availability, Maintainability and Safety (RAMS) .............................................................................. 18

1.4 Power supply system ........................................................................................................................................ 19

1.5 Track parameters .............................................................................................................................................. 20

1.6 Climatic and Environmental Conditions ............................................................................................................ 20

1.7 Signal and Telecommunication Installations ..................................................................................................... 22

1.8 Passenger Capacity and Payload ....................................................................................................................... 25

1.9 Station Platforms .............................................................................................................................................. 25

1.10 Definitions and Interpretation .......................................................................................................................... 26

2.1 Leading Parameters of Train ............................................................................................................................. 27

2.2 Maximum Speed ............................................................................................................................................... 28

2.3 Ride Index......................................................................................................................................................... 28

2.4 Kinematic Envelopes ......................................................................................................................................... 29

2.5 Traction Performance ....................................................................................................................................... 29

2.6 Brake System Performance ............................................................................................................................... 30

2.7 Jerk Limit .......................................................................................................................................................... 30

2.8 Train Weight ..................................................................................................................................................... 30

2.9 Auxiliary power ................................................................................................................................................ 31

2.10 Power Factor .................................................................................................................................................... 31

2.11 Efficiency .......................................................................................................................................................... 31

2.12 Coupling within Train ....................................................................................................................................... 31

2.13 Continuous Operating Equipment..................................................................................................................... 31

2.14 Environmental Noise Standards........................................................................................................................ 32

2.15 Electro-magnetic Compatibility Requirements.................................................................................................. 32

2.16 Design Life ........................................................................................................................................................ 33

2.18 Fire ................................................................................................................................................................... 33

2.19 Safety ............................................................................................................................................................... 33

2.20 Dust and Noise Suppression system.................................................................................................................. 33

2.21 Regenerated Energy.......................................................................................................................................... 33

2.22 Temperature Rise ............................................................................................................................................. 34

2.23 Adhesion Limit .................................................................................................................................................. 34

TECHNICAL REQUIREMENTS OF SYSTEM/SUB-SYSTEMS ...............................................................35

3.1 General ............................................................................................................................................................. 35

General Electrical Design ............................................................................................................................................... 37

3.2 Pantograph ....................................................................................................................................................... 37

3.3 Main Circuit Breakers ....................................................................................................................................... 38

3.4 Lightning Arrestor ............................................................................................................................................. 38

3.5 Main Transformer ............................................................................................................................................. 38

3.6 High voltage cable assembly ............................................................................................................................. 39

3.7 Power Converter............................................................................................................................................... 39

3.8 Traction Motor and Drive ................................................................................................................................. 40

3.9 Auxiliary System ............................................................................................................................................... 42

3.10 Train Control and Management System (TCMS) ............................................................................................... 44

3.11 Control Equipment............................................................................................................................................ 48

3.12 Master cum Brake Controller ............................................................................................................................ 48

3.13 Instruments and Gauges ................................................................................................................................... 49

3.14 Wiring and Cabling............................................................................................................................................ 49

3.15 Interior Lighting and Fan ................................................................................................................................... 50

3.16 Head Light, Flasher and Tail Lights .................................................................................................................... 51

3.17 Speed Indicating and Recording Equipment ...................................................................................................... 52

3.18 Driver’s Display ................................................................................................................................................. 52

3.19 Insulating Materials .......................................................................................................................................... 53

3.20 Safety Measures ............................................................................................................................................... 53

3.21 Power Sockets .................................................................................................................................................. 54

3.22 Disaster Management Light .............................................................................................................................. 54

3.23 Fire Loading ...................................................................................................................................................... 55

3.24 Event Recorder ................................................................................................................................................. 55

3.25 Heating, Ventilation and Air Conditioning (HVAC) ............................................................................................ 56

3.26 Voice Communication System........................................................................................................................... 58

3.27 Public Address System ...................................................................................................................................... 59

3.28 Automatic Voice Announcement System .......................................................................................................... 59