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ICF ANNEXURE- ICF/EMU/0167-01(Rev.1)
(Annexure to RDSO specification No. RDSO/PE/SPEC/EMU/0167 (Rev. 4) of Sept.’2015
Clause
no Existing clause of RDSO Specification Modified as
Definito
ns
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
Train of 16 - Deleted
Train of 20 shall mean a Train comprising 5 (five) Basic Units for sleeper type Cars
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 Specification and Standards, these limits shall be applied subject to provisions made in Clause 1.2.3 of these Specification and Standards.
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
Specification and Standards, these limits shall be
applied subject to provisions made in Clause
1.2.3 of these Specification and Standards.
Designated section for testing will be
mutually decided during field trials.
Page 2 of 18
1.8.1
Type
of Car Type of arrangement Passenger
Capacity
AC
Car
(For
sleepe
r type
Cars)
Driving Car with
Luggage, Staff
Compartment (AC Chair
Car) & Passenger area
(AC- 3 tier Sleeper )
32 For
passenger
& 4 for
Train staff
AC First Class Sleeper
Cars 24
AC-2 Tier Sleeper Car 54
AC-3 Tier Sleeper Car 72
AC Pantry Car with
compartment of
Pantry and Train staff
(AC-3 Tier Sleeper
compartment)
15 for
Pantry and
Train staff
AC
Car
(For
seatin
g type
Cars)
Driving Car with
Luggage, Staff
Compartment (AC Chair
Car) & Passenger area
(ACChair Car)
40 for
passenger
& 4 for
Train staff AC Chair Car 78
Executive AC Chair Car 48
* The minimum number of berths in Third AC with
pantograph shall be 66.
+ The minimum number of berths in Second AC
with pantograph shall be 48.
Type of
Car
Type of
arrangement
Passenger
Capacity
AC Car
(For
sleeper
type
Cars)
Driving Car
with PWD
facilities, AC
Pantry and
Train Staff
(AC - 3 Tier
Sleeper
Compartment)
6 for Pantry and
Train staff
9 for Passengers
(PWD)
AC First Class
Sleeper Cars 24
AC-2 Tier
Sleeper Car
54+
AC-3 Tier
Sleeper Car 72*
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).
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.
2.1
Leading Parameters
10. Maximum axle
load
Should not exceed 17t
Leading Parameters
10. Maximum axle
load
Should not
exceed 18t
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
Deleted
Page 3 of 18
enclosed as Annexure – A8
2.3.1
Ride index shall not be greater than 3.5, a value of
3.25 is preferred as given in 3rd Report of Standing
Criteria Committee for acceptance of vehicle.
Ride index shall not be greater than 3.5.
2.5.1
All the requirements specified shall be achieved
when the Train is loaded as per EN12663/ EN
15663 for the whole service range of wheel
diameter.
All the requirements specified shall be achieved
when the Train is loaded as per UIC 566 Chapter
1.3 for the whole service range of wheel diameter.
2.5.3
Train shall be capable of achieving a minimum
acceleration of 0.80 m/s2 for speed upto 40km/h,
subject to the requirements with respect to jerk rate
specified in Clause2.7of these Specification and
Standards.
Train shall be capable of achieving a average
acceleration of 0.80 m/s2 for speed upto 40km/h,
subject to the requirements with respect to jerk
rate specified in Clause2.7of these Specification
and Standards.
2.5.4
Train shall be capable of achieving a minimum residual acceleration of 0.1m/s2at 160km/h.
Train shall be capable of achieving a minimum residual acceleration of 0.05 m/s2at 160km/h.
2.5.5 Train shall be capable of accelerating to a speed of 160 km/h in a maximum of 140 seconds.
Train shall be capable of accelerating to a speed of 160 km/h in a maximum of 190 seconds.
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 these Specification
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
Clause1.8.1of these Specification and Standards,
does not exceed 17.0 tonnes.
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
these Specification 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
Clause1.8.1of these Specification and Standards,
does not exceed 18.0 tonnes.
2.10 Train shall at all times achieve a minimum power
factor of 0.98 as measured at the pantograph.
Train shall at all times achieve a minimum power
factor of 0.98 as measured at the pantograph for
power more than 50% of rated power.
2.11 The peak efficiency of the propulsion system,
consisting of transformer, power converter (line
side converter and drive side inverter) and traction
The peak efficiency of the propulsion system,
consisting of transformer, power converter (line
side converter and drive side inverter) and traction
Page 4 of 18
motor of train shall not be less than 87% measured
on combined test bed in the maximum power zone
of traction characteristics. The efficiency of
propulsion system shall be product of efficiency of
transformer, power converter and traction motor
measured in the maximum power zone as per the
IEC 61377. 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.).
motor of train shall not be less than 87%
measured on combined test bed in the maximum
power zone of traction characteristics under
loading conditions specified in clause 1.8.1
and with a line voltage as per clause 1.4. The
efficiency of propulsion system shall be product of
efficiency of transformer, power converter and
traction motor measured in the maximum power
zone as per the IEC 61377. 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
It shall be possible to detach any Basic Unit 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
Basic Unit, it shall be possible to attach a
locomotive with the second Basic Unit coupler and
continue the journey . In case of the detachment of
the rear Basic Unit, the Train shall continue the
journey safely.
It shall be possible to detach any Basic Unit 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
Basic Unit, it shall be possible to attach a
locomotive with the second Basic Unit coupler and
continue the journey . In case of the detachment
of the rear Basic Unit, the Train shall be towed
to nearest shed safely.
2.14.2
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.
The noise level inside the Car shall not exceed 65
dB(A) when stationary. Noise level shall not
exceed 70 dB(A ) in passenger sitting area 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.
2.14.4
The limiting value for noise emission of the Cars
shall be 82dB(A ) at a distance of 7.5m from the
centre line of the track,1.2m and 3.5m above the
upper surface of the rails. The measurement shall
be done in accordance with the standard EN ISO
3095.
The limiting value for noise emission of the Cars
shall be 85dB(A) at a distance of 7.5m from the
centre line of the track,1.2m and 3.5m above the
upper surface of the rails. The measurement shall
be done in accordance with the standard EN ISO
3095.
2.14.5
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:
The limiting value for noise emission of the Cars shall be 85 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:
2.18.1 The Train shall be designed and constructed in accordance with EN 45545. Please refer to Clause
The Train shall be designed and constructed in accordance with EN 45545 HL2. Please refer to Clause 3.20.2 of these Specification and
Page 5 of 18
3.20.2 of these Specification and Standards. Standards.
2.21
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 Clause1.4of these Specification and Standards. Acceleration and braking rates shall be as defined in Clause2.5&2.6of these Specification and Standards 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 .
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 Clause1.4of these Specification and Standards. Acceleration and braking rates shall be as defined in Clause 2.5&2.6 of these Specification and Standards and full auxiliary load shall be taken into account except air-conditioning and 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 with reduction of auxiliary power of failed unit to zero.
3.1.1
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.
Train of 20 (Sleeper type Cars): 1 no. Driving Car with facilities for PWD and Pantry+ 1 nos. AC First class sleeper Car + 4 nos. AC 2-Tier sleeper Car + 13 nos. AC 3-Tier sleeper Car + 1 no. Driving Car with staff facilities for PWD and Pantry.
3.1.8
The Train shall be provided with a speed control
system, which shall enable the Driver to preset 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
Specification 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.
The Train shall be provided with a speed control
system, which shall enable the Driver to preset
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
Specification 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 in traction/
coasting/ braking or as required from safety
considerations.
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 two months. The
design shall allow in-situ cleaning of filters with the
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 45 days.
The design shall allow in-situ cleaning of filters
Page 6 of 18
required maintenance tools. with the required maintenance tools.
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 .
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 panelling and shall
not reduce the space available to accommodate
passengers. No equipment rooms or cubicles are
permitted within the Car body, except at the end
walls.
3.2
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 .
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 earthing of
pantograph, main circuit breaker and HT coupler,
the whole Train can still be powered up except
affected basic unit .
3.2 .1
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.
3.2.1 Each Basic Unit shall have one
Pantograph Car having one pantograph. In
normal condition, Train shall work on two
Pantographs i.e. one of each Pantograph Car of
end basic units. 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 single/both pantograph(s), it
shall be possible to raise the pantograph(s) of
other pantograph car(s), by opening/closing of
isolators mounted on the roof. The HT cable (25
KV) from the pantograph shall be extended to
motor cars through flexible jumpers in
between the cars.
3.3
Each pantograph car shall be provided with a
minimum of one circuit breaker.Other cars having
traction transformer shall also be provided with
main circuit breaker.
Each pantograph car/transformer car shall be
provided with a minimum of one circuit breaker.
The AC earthing switch provided shall be
compatible with circuit breaker.
3.4
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
'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.
Page 7 of 18
lighting arrestors shall have minimum line
discharge class-3 .
These gapless lighting arrestors shall have
minimum line discharge class-2 & 3 both.
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.
The wheel slip detection and correction system
shall be an integral part of the control system of
the power converters/inverter which shall
maximize adhesion and minimize wheel slipping /
skidding.
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.
It should be noted that because of track
irregularities, level of shocks and vibrations to
which traction motors are exposed are
generally more than actually given in IEC
61373.
3.8.7
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 of
these Specification and Standards. 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.
The mechanical design of traction motor, its
mounting arrangement on the bogies,
transmission system (pinions and gears, gear
case etc.) shall be designed duly considering
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.
3.8.15
Ventilation Fans: While considering the design of
cooling fans, if traction motors are self-ventilated,
the got experience by IR of breakage of these fans
due to vibration shall be considered, vibration data
of Clause3.8.6of these Specification and Standards
may please be referred. IR has and so adequate
design analysis, supported by FEA shall be
provided in support of the design.
Ventilation Fans: While considering the design of
cooling fans, if traction motors are self-ventilated,
the experience of IR regarding breakage of these
fans due to vibration shall be considered, and so
adequate design analysis, supported by FEA shall
be provided in support of the design.
3.8.17.2 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.
Gear case shall be made of steel or modular
graphite iron 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.
Page 8 of 18
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(s) of equivalent
to one Basic Unit, the remaining shall take the
entire auxiliary load and the Train remains healthy.
The changeover arrangement shall be automatic
and redundant.
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(s) of equivalent to one Basic Unit, the
remaining shall take the entire auxiliary load in
DC side and 50% RMPU load & the Train
remains healthy. The changeover arrangement
shall be automatic.
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.
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 emergency
ventilation air conditioning system shall work
normally.
3.9.12
(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
(ii) Low maintenance batteries of adequate
capacity shall be provided on each Basic Unit to
feed the equipment for at least 1 hour in the
event OHE supply is not available. Nominal
voltage of the battery shall be 96 V; and
3.9.12.
(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.
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 , flasher light and head
light. When auxiliary load is reconnected, the
initial battery load shall not cause the battery
output to oscillate.
Page 9 of 18
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
Driving Cabs
3 hour after the loss of OHE
power
Communicatio
n system (PIS
and PA
system)
3 hours after the loss of OHE
power
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
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
Driving Cabs
1 hour after the loss of OHE
power
Communicatio
n system (PIS
and PA
system)
1 hour after the loss of OHE
power
Emergency
lighting
1 hour after the loss of OHE
power
Train controls 1 hour after the loss of OHE
power
Fire detection
system
1 hour after the loss of OHE
power
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 45 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.
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 60 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
Deleted
Page 10 of 18
to carry with feature of pictorial identification of
respective equipment of the Train.
3.10.6
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. Exception
reports shall be generated by the TCMS and
downloaded remotely in the Maintenance Depot
for planning the corrective action.
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. GSM SIM Card will be provided
by IR, the cost of which will be borne by IR.
Access to central server shall be provided for
data download and analysis, the cost of
which shall be borne by IR. 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. Exception reports shall be generated by
the TCMS and downloaded remotely in the
Maintenance Depot for planning the corrective
action.
3.10.16
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.
Deleted
3.10.18
3.10.1Control and communication shall be based on
open control architecture and compliant toIEC-
61375 “TrainCommunication Network” protocol or
any other equivalent, internationally published
protocol. The programmable devices should be
programmed using language compliant to IEC-
61131.
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.
3.10.25
In case of rear Basic Unit removal, it shall be possible to operate the Train from leading Driving Car without loss of Train performance and functionality.
In ase.I In case of rear Basic Unit removal, it shall be
possible to operate the Train from leading Driving
Car without loss of Train performance and
functionality if Train communication network is
functioning.
Page 11 of 18
3.10.26
In the event of removal of any Basic Unit from the Train, the TCMS shall configure the remaining Basic Units of the Train. In case of intermediate Basic Unit removal, the Train functionality and performance shall not deteriorate. In case of rear Basic Unit removal, it shall be possible to operate the Train from leading Driving Car without loss of Train performance and functionality. In case of leading Basic Unit 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 Basic Units of the Train shall be fully operational except traction functions, which shall be provided.
In the In the event of removal of any Basic Unit from the
Train, the TCMS shall be re-configurable by
the maintenance staff via HMI. In case of
intermediate Basic Unit removal, the Train
functionality and performance shall not
deteriorate. In case of rear Basic Unit removal, it
shall be possible to operate the Train from leading
Driving Car without loss of Train performance and
functionality. In case of leading Basic Unit
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
Basic Units of the Train shall be fully operational
except traction functions, which shall be provided.'
3.11.8
Endurance tests, both mechanical and electrical,
shall be in accordance with IEC 60337
Endurance tests, both mechanical and electrical,
shall be in accordance with IEC 60947.
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.
No cable having a conductor size of less than 1.5
sq. mm shall be used except for multi core cables
where 1.0 sq. mm cable is permitted. Smaller size
cables for internal wiring of panels, control
cubicles, consistent with the mechanical and
electrical requirements, may be adopted.
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.
Deleted
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.
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 (OC2-N, HZL2).
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.
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, EN 45545 shall be
followed for fire protection and firefighting
measures.
3.25.1 All the Cars shall be air-conditioned with a
minimum of two roof mounted packaged unit
All the Cars shall be air-conditioned with a
minimum of two roof mounted packaged unit
Page 12 of 18
(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.
(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 through heaters. 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.
3.31.2
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.
Each Car of Train of 20 shall be provided with
surveillance camera devices at doorway 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.
3.33.2
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.
Passenger Alarm Signal (PAS) Equipment shall
be in accordance with UIC 541-6: 01.10.2010.
Provisions of Clause 1.3 of UIC 541-6 must be
complied with.
3.35.3 The mechanical design of the train shall be
suitable for axle load of not more than 17 tonnes.
The mechanical design of the train shall be
suitable for axle load of not more than 18 tonnes.
3.36.3
For the purpose of pulling the Train from the
second Basic Unit in emergency situation i.e.
when leading Basic Unit has to be detached,
Intermediate tube assembly of semi-permanent
coupler of first Car of second Basic Unitcan 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 Basic Unit from
For the purpose of pulling the Train from the
second Basic Unit in emergency situation i.e.
when leading Basic Unit has to be detached, If
Intermediate couplers are at different height,
necessary arrangement shall be provided to take
care of height difference between intermediate
coupler and Loco coupler. Such equipment shall
be supplied one for each trainset.
Page 13 of 18
both ends, which are proposed to be used for
pulling the Trainwith 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.
If Intermediate couplers are at different height,
necessary arrangement shall be provided to take
care of head difference between intermediate
coupler and Loco coupler. Such equipment shall
be supplied one for each trainset.
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.
Bogie suspension design shall be helical coil
springs or conical rubber springs in primary
suspension 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.
3.38.12
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.
Bogie frame and brake disc arrangement shall be
identical for motorised bogie and Trailer coach.
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 actuators shall include integral slack adjuster
and shall be mounted on the bogie. According to
the parking brake requirements a part of them
shall include spring applied parking brake.
Individually actuated Disc brakes shall be
provided on each wheel of the bogie of the Motor
Car and Trailer Car (Non-motorized car). The
actuators shall include integral slack adjuster and
shall be mounted on the bogie. According to the
parking brake requirements a part of them shall
include spring applied parking brake.
3.42.1
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.
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
OIL FREE of proven design 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.
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
Access to the cab shall be from either side of the
cab by means of sliding/Hinged 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
Page 14 of 18
Driving Cab. The footsteps shall be designed so
that access is possible from track level.
the Driving Cab. The footsteps shall be designed
so that access is possible from track level.
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.
Throughout the design life of 35 years, the Car
body material shall not corrode by the
environmental conditions that exist in India. The
original appearance of the surface does not
deteriorate to the extent that it cannot be restored
by normal washing up to 5 years
3.48
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. Companyshall 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.
The Car body shall be constructed of Aluminium.
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 and for the
front end of the driver coach (cab).
3.48.2 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
Companyshall 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.
Deleted
3.49.1
In order to deliver structural crashworthiness the
Cars shall be designed to meet the requirements
of EN 15227.
In order to deliver structural crashworthiness the
Cars shall be designed to meet the requirements
of EN 15227 2008 & A1:2010, C1, scenario 1-4.
The company have to validate the simulation of
the energy absorbing system with tests according
EN15227. Tests from a similar train (collision
mass) with a similar energy absorbing system will
Page 15 of 18
be accepted.
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
CarTrain 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.
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
(according to EN15227)20 Car Train collides with
an impact speed up to 5 kmph with a locomotive.
At higher energy levels it shall ensure that the
collision energy is absorbed by progressive
deformation of the vehicle end structure.
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.
The total floor structure shall provide a fire barrier
of 15 minutes (E15) duration in accordance with
EN45545-3.
3.62.1
Toilet System
Type of Car No. of Toilets in each Car
Driving Car of
Train of 20 and
Train of 16
One for Driver/Guard, one
for PWD and one for general
passengers
Other Cars for
Train of 16
Three
Other Cars for
Train of 20
Four
Pantry Car Two
Toilet system
Type of Car No. of Toilets in each
Car
Driving Car of Train
of 20
One for Driver/Guard,
one for PWD and one
for Pantry
Other Cars for
Train of 20
Four
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 685 Staff with facilities for PWD
Water capacity requirement per Car has been mentioned below for guidance:
S. No Type of Car Water in litres)
1. AC First class sleeper Car 1370 2. AC 2-Tier Sleeper Car 1820 3. AC 3-Tier Sleeper Car 1820 4. Driving Car 2000 Staff with facilities for PWD
Details will be decided during detailed design
stage
Chair Car Water Details - Deleted
3.63.6 Silicon foam cushion shall be used in Seats/Berths. Cushion Meeting EN 45545 HL-2 shall be used in Seats/Berths.
Page 16 of 18
3.63.11
The proposed minimum seat/berth depth,
measured from the berth’s/berth’s forward edge to
the forward surface of the /berth’s back, minimum
seat/berth width and leg room shall be submitted
by the Company for the design review.
The proposed minimum berths depth, measured
from the berth’s forward edge to the forward
surface of the berth’s back, minimum berths width
and leg room shall be submitted by the Company
for the design review.
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 95th percentile of Indian adult male.
The seating arrangement inside the Car 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
Deleted
3.66 Sub-Pantry The Cars shall have the following sub-pantry equipment:
Deleted.
Page 17 of 18
(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.
3.67.2.7
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.
All windows shall be highly resistant to damage
arising from the impact of ballast. All windows
shall be able to withstand impact from ballast up
to 75 mm in size at speeds of up to the maximum
service speed of 160 Km/h. Cracks are allowed,
but ballast shall not enter inside train.
3.65.3.8
The design of all parts and components of doors
shall meet the Fire prevention requirements of UIC
564-2.
The design of all parts and components of doors
shall meet the Fire prevention requirements of
EN45545.
3.65.4.9
The design of all parts and components of
lavatory doors shall meet the Fire prevention
requirements of UIC sheet 564-2.
The design of all parts and components of
lavatory doors shall meet the Fire prevention
requirements of EN 45545.
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.
The design of all parts and components of
lavatory doors shall meet the Fire prevention
requirements of EN 45545.
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.
In the event of a failure of the dynamic brake, the
friction brake shall be capable of carrying out
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. With three
consecutive full service brake also, the
temperature rise of Propulsion Equipment should
be within the specified limit.
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 Clause2.6.4 of
these Specification and Standards shall be
achieved from 160kmph to 0kmph for all loading
condition on level tangent track.
Emergency brake is applied by friction brake
system. Emergency braking distance as specified
in Clause2.6.4of these Specification and
Standards shall be achieved from 160kmph to
0kmph for all loading condition on level tangent
track.
Page 18 of 18
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.
Pantry Car (for Train of 20)
3.71.1 Pantry equipment’s like Freezer, Deep
Freezer, Bottle Cooler, Hot Case, Hot water
Boiler, Refrigerator, 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 Adequate no. of sink and insect killer
shall be provided in pantry area.
3.71.3 Pantry shall fulfill the ergonomical and
Hygienic requirements.
3.71.4 Environmental requirements with respect
to temperature, humidity and corrosions shall be
taken into consideration.
