Schedule of

Technical & Functional Requirements

for Trains under the Project PPP in Passenger
Train Operations

RAJENDR Digitally signed

by RAJENDRA
A RADHEYSHYAM
RADHEYS MEENA
Date:
HYAM 2020.11.26
MEENA 17:06:21 +05'30'
[This page intentionally kept blank]

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 Table of Contents

TABLE OF CONTENTS ................................................................................................................III

CHAPTER 1 - GENERAL TECHNICAL REQUIREMENTS ......................................................1

1.1 General ...............................................................................................................................................1

1.2 References to various Standards .........................................................................................................1

1.3 Reliability, Availability, Maintainability and Safety (RAMS) ................................................................2

1.4 Power supply system ..........................................................................................................................3

1.5 Track parameters ................................................................................................................................4

1.6 Climatic and Environmental Conditions...............................................................................................5

1.7 Signal and Telecommunication Installations .......................................................................................6

1.8 Passenger Capacity and Payload .........................................................................................................7

1.9 Station Platforms ................................................................................................................................7

CHAPTER 2 - PERFORMANCE REQUIREMENTS ..................................................................8

2.1 Parameters of Train.............................................................................................................................8

2.2 Maximum Speed .................................................................................................................................8

2.3 Test and Trials .....................................................................................................................................8

2.4 Kinematic Envelopes ...........................................................................................................................8

2.5 Traction Performance..........................................................................................................................9

2.6 Brake System Performance .................................................................................................................9

2.7 Jerk Limit...........................................................................................................................................10

2.8 Power Factor.....................................................................................................................................10

2.9 Efficiency...........................................................................................................................................10

2.10 Coupling within Train .......................................................................................................................10

2.11 Environmental Noise Standards ........................................................................................................10

2.12 Electro-magnetic Compatibility Requirements ..................................................................................11

2.13 Fire Protection ..................................................................................................................................11

2.14 Safety................................................................................................................................................11

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2.15 Adhesion Limit ..................................................................................................................................11

2.16 Design Life.........................................................................................................................................12

CHAPTER 3 – TECHNICAL REQUIREMENTS OF SYSTEM/SUB-SYSTEMS................... 13

3.1 General .............................................................................................................................................13

3.2 Pantograph .......................................................................................................................................13

3.3 Electric Propulsion System ................................................................................................................13

3.4 Circuit Protection ..............................................................................................................................14

3.5 Master cum Brake Controller ............................................................................................................14

3.6 Instruments and Gauges ...................................................................................................................14

3.7 Car Interior........................................................................................................................................14

3.8 Head Light, Flasher and Tail Lights.....................................................................................................15

3.9 Train Control and Management System (TCMS) ................................................................................16

3.10 Speed Indicating and Recording Equipment ......................................................................................17

3.11 Loco Pilot’s Display............................................................................................................................17

3.12 Safety Measures................................................................................................................................17

3.13 Power Sockets ...................................................................................................................................19

3.14 Disaster Management Light ..............................................................................................................19

3.15 Fire Loading.......................................................................................................................................19

3.16 Train Data Recorder ..........................................................................................................................19

3.17 Auxiliary Power Supply backup .........................................................................................................19

3.18 Heating, Ventilation and Air Conditioning (HVAC) .............................................................................20

3.19 Voice Communication System ...........................................................................................................20

3.20 Passenger Information System..........................................................................................................20

3.21 Passenger Car Surveillance System....................................................................................................21

3.22 Cab Recording Equipment .................................................................................................................21

3.23 Passenger Alarm Signal Apparatus ....................................................................................................22

3.24 Wheel, Axles Roller Bearings .............................................................................................................22

3.25 Bogie Design......................................................................................................................................23

3.26 Bogie-less design ...............................................................................................................................23

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3.27 Draw and Buffing Gear ......................................................................................................................23

3.28 Braking Requirements and Brake Equipment ....................................................................................23

3.29 Compressed Air System.....................................................................................................................24

3.30 Air Reservoirs ....................................................................................................................................24

3.31 Horns ................................................................................................................................................24

3.32 Driving Cabs ......................................................................................................................................24

3.33 Car Body Structure ............................................................................................................................24

3.34 Crashworthiness................................................................................................................................25

3.35 Appearance.......................................................................................................................................25

3.36 Cattle Guard ......................................................................................................................................25

3.37 Emergency Ingress / Egress Locations ...............................................................................................25

3.38 Toilet System ....................................................................................................................................26

3.39 Seats/Berths .....................................................................................................................................26

3.40 Handholds and Ladder (sleeper type Cars) ........................................................................................26

3.41 Doors and Windows ..........................................................................................................................26

3.42 Brake System ....................................................................................................................................27

3.43 Facilities for Users with Disabilities ...................................................................................................31

3.44 Inspection and Maintenance Schedule ..............................................................................................32

3.45 Energy Metering System ...................................................................................................................32

CHAPTER 4 – DESIGNS AND DRAWINGS............................................................................ 33

Designs and Drawings ....................................................................................................................................33

4.2 Additional designs and drawings.......................................................................................................33

4.3 List of Drawings.................................................................................................................................33

CHAPTER 5 – TESTING OF TRAINS...................................................................................... 37

5.1 Tests at manufacturer’s plant............................................................................................................37

5.2 Testing of Prototype..........................................................................................................................37

5.3 Acceptance of the Prototype.............................................................................................................38

5.4 Inspection of Trains ...........................................................................................................................38

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Annexure -I: Tests ……………………………………………….……...…………………………………….39

Annexure-II: Maximum Moving Dimensions of IR ...................................................................................46

Annexure-III: Bow Profile of Panto Pan......................................................................................................47

Annexure-IV: IR Track Geometric Quality parameters …………………………………………….….…...48

Annexure -V: List of Specs…………………………………………………………………………….………49

Annexure-VI: EN14363 adoption for Passenger Train Project………..………………………..…….….….51

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 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
ASHRAE American Society of Heating, Refrigeration and Air-conditioning
Engineers
ADD Automatic Dropping Device
ATP Automatic Train Protection
AWS Auxiliary Warning System
BG Broad Gauge
BP Brake Pipe
BPAC Block proving by Axle Counter
BS British Standards
CBC Centre Buffer Coupler
CTC Centralized Traffic Control
DC Direct Current
EER Energy Efficiency Ratio
EI Electronic Interlocking
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
ETCS European Train Control System
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

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Abbreviation Full Name
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
IR Indian Railways
IRS Indian Railway Standards
IRSEM Indian Railways Signal Engineering Manual
IRSOD Indian Railway Schedule of Dimensions
IS Indian Standard
ISO International Standards Organization
kmph Kilometers per hour
LED Light Emitting Diode
MACLS Multi Aspect Colour Light Signalling
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
ORE Office for Research and Experiments
PA Public Address
PCB Printed Circuit Board
PI Panel Interlocking
PIS Public Information System
PRS Passenger Reservation System
PWD Persons with Disabilities
RAMS Reliability, Availability, Maintainability and Safety
RDSO Research Designs & Standards Organisation, , Manak Nagar Lucknow -
226011
SI Systeme Internationale

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Abbreviation Full Name
SIL Safety Integrity level
SDH Synchronous Digital Hierarchy
STM Synchronous Transport Module
TCAS Train Collision and Avoidance System
TCMS Train Control and Management System
TMS Traffic 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
VVVF Variable Voltage Variable Frequency
VCD Vigilance Control Device
WC Water Closet (i.e. a flush toilet)

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 Definitions and Interpretation
The rules of interpretation as specified in Article 1 of the Agreement shall apply mutatis
mutandis to this Schedule of Technical and Functional Requirements. Unless the context
otherwise requires, capitalized terms not defined in this Schedule shall have the same
meaning ascribed to such terms in the Agreement. Capitalized terms which are not defined
herein or in the Agreement, shall have the meaning ascribed to such terms in the applicable
standards. The abbreviations used in this Schedule shall have the full form ascribed to them
in the Glossary.
In this “Schedule of Technical & Functional Requirements for Trains under the Project PPP
in Passenger Train Operations” (the “Schedule”), the following words and expressions shall,
unless repugnant to the context or meaning thereof, have the meaning hereinafter respectively
assigned to them:

Term Definition
shall mean the Concession Agreement for PPP in Passenger Train
Agreement
Operations
BG shall mean 1676 mm broad gauge used in IR
shall mean a passenger carrying rail vehicle, either powered or non-
Car powered, built in conformity with the provisions of these Specifications
and Standards
shall mean a cabin, segregated from the passenger area, and situated at
Driving Cab both the ends of a Train, and includes the equipment and Sub-systems
forming part thereof
shall mean a Car having Driving Cab and positioned at either end of the
Driving Car
Train
Human Machine shall mean the interface between the system or equipment and the
Interface (HMI) human interfacing with that equipment
IP or Ingress shall mean the degree of protection provided by enclosures in
Protection accordance with IEC 60529
shall mean a self-propelled rail vehicle built in conformity with these
Power Head Specifications and Standards which provides motive power for a train
comprising of Cars
shall mean and include traction converters, traction motor, transformer,
Propulsion
auxiliary converters and electronics (hardware and software for
Equipment
propulsion system)
the plane which passes through the top of the cross-sectional center line
Rail Level
of both running rails
shall mean a high degree of probability that an equipment or system can
perform a required function under specified conditions for a specified
Reliability
period, in conformity with the operational parameters specified in
these Specifications and Standards
Rolling Stock shall refer to the fleet of rail borne cars with flanged wheels designed to
operate on guiding rails, for carrying passengers. The words “Rolling
Stock” and “Trains” as used in this Specifications and Standards are
interchangeable;
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,

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 secure, standard control and communication platform, which manages
and controls the flow of information among various Sub-systems like
Loco Pilot’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
shall mean a series of Cars hauled as a single unit by integral motors or
Train
by Power Head(s) for transporting Users on the Railway Network.
shall mean the person in the Driving Cab who is in control of the
Train/loco Pilot
operation of the Train
shall mean system comprising traction gears, gear case, traction rod
Transmission and
arrangements (if any), primary and secondary suspension springs and
Suspension System
dampers with bogie frame
any capitalized term used herein not specifically defined shall have the
Others
meaning ascribed to such term in the Agreement
Verband der Elektrotechnik, Elektronik und Informationstechnik.
VDE The VDE is the Association for Electrical, Electronic and Information
Technologies and their related sciences, technologies and applications.
Vehicle shall mean and include Car and Power Head

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 Chapter 1 - General Technical Requirements

1.1 General
1.1.1 The Trains shall conform to the technical requirements of design, development,
manufacture, testing, commissioning and maintenance as per the Specifications and
Standards set forth in this Schedule for operating on Railway Network.
1.1.2 The Train can be either of Distributed Power type or Power Head type which shall
have Driving Cabs on its both ends and shall be capable of running in either direction
without the requirement for any change in its composition.
1.1.3 Each train shall have a minimum length equal to 384 (three hundred eighty-four)
meters, buffer to buffer, excluding Power heads. The maximum train length shall not
exceed that of the longest passenger train operating on the respective route of the
Railway Network. For the avoidance of doubt, a Car having Driving Cab and also
carrying passengers shall be considered as a passenger carrying Car.
1.1.4 The environmental and service conditions, performance & technical requirements are
specified in these Specifications and Standards.
1.1.5 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.
1.1.6 The Concessionaire 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.
1.1.7 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 of this Schedule.
1.1.8 The Concessionaire shall comply with the requirements specified in Chapter 4 of this
Schedule with regard to Design and Drawings. The Testing and Acceptance of the
Trains shall be carried out by RDSO in terms of the provisions of Chapter 5 of this
Schedule.
1.1.9 The Trains shall conform to the design requirements set out in this Schedule, which
are the minimum prescribed. The Concessionaire shall be solely responsible for
undertaking all the surveys, investigations and detailed designs in accordance with
Good Industry Practice and shall have no claim against the Government for any loss,
damage, risks, costs, liabilities or obligations arising out of or in relation to such
surveys, investigations and designs.
1.1.10 Where practical and unless otherwise stated, all requirements in this Schedule shall
apply together simultaneously.

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;

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 (iii) UIC;
(iv) AAR;
(v) IEEE;
(vi) BS;
(vii) RDSO specifications;
(viii)ICF/RCF specifications;
(ix) NF-F;
(x) ORE;
(xi) VDE;
(xii) UL;
(xiii)IS; and
(xiv) Any other standards referred to in this Schedule.
In the event of any contradiction in the aforesaid standards, the following standards
shall have priority in the order listed:
(i) Standards mentioned in these 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 Specifications and Standards in this Schedule shall have
precedence.

1.2.2 The design of the Train and the Sub-systems and systems thereof shall comply with
the standards specified at Annexure-V.
1.2.3 The latest version of the aforesaid standards, which have been published at least 60
(sixty) days prior to Bid Due Date shall be considered applicable.
1.2.4 Alternative Standards
The requirements listed in these Specifications and Standards are the minimum. The
Concessionaire may adopt alternative internationally recognized codes, standards and
specifications, if it can demonstrate to RDSO that such alternative is superior or more
pertinent to the Train than the standards specified in these Specifications and
Standards. The Concessionaire shall seek the prior approval of RDSO for an y
alternative standards proposed to be used.

1.3 Reliability, Availability, Maintainability and Safety (RAMS)

1.3.1 General
The Concessionaire shall design the Train to ensure Guaranteed Reliability,
Guaranteed Punctuality 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 Concessionaire shall ensure to identify the components critical for safety that 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.

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1.3.3 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.

1.4 Power supply system

The power supply system adopted by the Government for operation of the trains is 25
kV, 50 Hz single phase AC with following features:
Nominal supply voltage 25 kV (RMS), 50 Hz, single phase, AC
Normal variation in supply 19 kV to 27.5 kV (RMS)
voltage
Voltage range for Train to 22.5 kV to 27.5 kV
operate in full compliance with
these Specifications and
Standards
Occasional maximum voltage 30 kV (RMS)
Occasional minimum voltage 17 kV (RMS)
Normal variation in frequency ± 3% (48.5 Hz to 51.5 Hz)
Stagger of the contact wire ± 200mm on straight track
Up to +300mm on curves
Normal contact wire height in 5.5 m from Rail Level
mid span
Max. contact wire height 5.8 m from Rail Level
Min. contact wire height 4.54 m from Rail Level
Neutral sections After around every 25 to 50kms
Note:
(i) Three types of Short Neutral Section of Length
5.48m, 9.5m & 14m are being used on IR.
(ii) Overlap Type Neutral Section of 41m Length as
per RDSO Drawing No. ETI/OHE/G/02161-Rev
C is being used on IR.
Feeding zone for traction There may be 3 - 4 block sections on each side
substation fed by the traction substation
Max. continuous OHE current 600 Amps
rating

High rise OHE is also being installed on IR. If, the train is envisaged to be o perated
under high rise OHE, parameters of High rise OHE may also be included to design the
system accordingly.
High rise OHE Parameters:
Normal contact wire height in mid span: 7.52m from RL
Max. contact wire height: 7.57m from RL
Min. contact wire height: 7.166m (applicable for Rolling Stock not higher
than 6809 mm)

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 Maximum Stagger for High Rise OHE on Tangent Track is + 150mm and on
Curved track is +250mm as per Design Document No.
TI/DESIGNS/OHE/2014/00001(Rev-1).

Pantograph bounce time- upto 45ms (limit of zero pressure contact) may also be
considered.
It is to be noted that 'Minimum contact wire height of 4.54m from rail level’ in para
1.4 is applicable to rolling stocks not higher than 4.27m with minimum electrical
clearance of 250mm and track maintenance allowance of 20mm. For any rolling stock
offered higher than 4.27 m, minimum static & dynamic clearance from contact wire &
overline structure on the electrified route as per IRSOD (BG)-2004 with latest
amendments/correction slips should be met.

1.5 Track parameters

The track parameters of the Government shall be the following:
Gauge Broad Gauge 1676 mm
Schedule of dimension Indian Railways Schedule of Dimensions
for Broad Gauge (1676 mm) Revised, 2004
with latest addendum and corrigendum slips
Sharpest curve to be negotiated 145.83 meter radius (horizontal); 2500
meter radius (vertical)
Sharpest reverse curve to be 145.83 meter radius (horizontal) back to
negotiated 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 for design
165 mm for operation
Maximum cant deficiency 100 mm
Maximum gradient 1 : 37
Permitted track tolerances The track shall be maintained to as per
provisions of Indian Railways Permanent
Way Manual, June-2020, containing track
geometry standards under Para 522.
However, the trials shall be done on track
having parameter decided on the basis of
prevailing track tolerances of Indian
Railway based on EN 14363:2016
methodology.

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 Speed on curve shall be decided on the basis of Indian Railways Permanent Way
Manual, June –2020.
Indian Railway Permanent Way Manual June –2020 specifies the maximum cant
deficiency as 100mm. In case of cant deficiency of more than 100 mm, if the rolling
stock is able to negotiate on curves within parameters of safety and also the forces
assessed on track are within limit, the Rolling Stock would be acceptable. However, such
a case would require sanction of Railway Board.

1.6 Climatic and Environmental Conditions

1.6.1 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: - 5 degree Celsius
Humidity 100% saturation during rainy season
Solar radiation 1 kW/m2
Altitude 1776 meter above mean sea level
Rain fall Very heavy and continuous rainfall 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 Trains, which increase up to 50g with worn gear-pinion.
Wind speed High wind speed in certain areas should also be taken into consideration
as per available data
Flood level The Train shall function in accordance with these 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 these 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 these 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.
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 1.6.2 In developing the detailed design, the concessionaire shall acquaint himself and
take note of the environmental operating conditions prevailing on IR specially
during heavy monsoon, track flooding conditions, saline, humid and dusty
atmosphere etc.

1.7 Signal and Telecommunication Installations

1.7.1 The tracks over which the Trains shall work may be equipped with Semaphore/Multi
Aspect Colour Light Signalling. The train detection may be through DC Track
Circuit / Audio Frequency Track Circuit / Axle Counter. Block working may be
Absolute Block system / Automatic Block system. Important minimum Signalling
features of various standards of Interlocking prevailing in Indian Railways are
stipulated in Para 7.131 of IRSEM Part I. The telecommunication system includes
OFC, Quad cable, mobile train radio communication. However, to know prevailing
signalling & telecommunication system in the offered section for private train
operation, concessionaire is expected to visit the section.
1.7.1.1 ATP system like TCAS/TPWS/AWS/ETCS may be existing in the offered section
or provided in near future. Rolling stock/Power Heads shall have compatibility
with the ATP system wherever and where-ever it is available in the section and
shall be equipped with compatible on-board equipments and interfaces as required.
The Driver Machine Interface (DMI) shall be fitted towards Loco Pilot side.
1.7.1.2 CTC/TMS may be existing in the offered section or provided in near future.
1.7.1.3 EMI/EMC Compatibility of Rolling stock/ power head with signalling & telecom
system provided in the offered section shall be tested as per EN-50238 or
equivalent standards by accredited test agency to ensure that the same are within
specified limits.
1.7.1.4 The rake shall be certified for EN-50121 or equivalent standards for radiated EMI
for which rolling stock/power head shall be tested by accredited test agency and
ensured that those are within specified limits.
1.7.1.5 The functioning and performance of existing signalling & telecom gears shall not
get affected with the running of rolling stock/power head. Rolling stock/ power
head should not infringe with prevailing signalling & telecom gears in the section.

1.7.2 RDSO specifications of various signal & telecom equipments are available on
RDSO’s website.
1.7.3 Telecommunication Cables based system
1.7.3.1 Armoured Optical Fibre Cable(OFC) using mono-mode fibres in 1300 nm to 1550
nm band is laid along the track.
1.7.3.2 Underground Railway Jelly Filled Quad Cable is laid along the track for providing
telecom circuits.
1.7.4 Radio Communication based systems are working in IR in following frequency
range given below:

SYSTEM FREQUENCY RANGE

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 GSM-R 907.8 – 909.4 MHz (uplink)
952.8 – 954.4 MHz (dnlink)

VHF-Walkie-Talkie 136-174 MHz

TETRA 380-400 MHz

MPT-27 330-360 MHz

Train should be equipped with compatible Cab radio in the section for mobile
communication.
1.7.5 Train shall not affect normal working of Public Address system / Wi-Fi system / IP
based video surveillance system / Passenger information systems provided on
station platforms in the section.

1.8 Passenger Capacity and Payload

1.8.1 The Concessionaire shall design the payload of all type of Cars as per UIC566 / EN
12663 such that the axle load of each Car and Power Head is within the maximum
axle load limitation specified in this Schedule. For the purposes of determination of
payload of Cars, the weight of each passenger shall be considered as 80kg.
Payload/carrying capacity of every passenger carrying vehicle is to be displayed in
conspicuous manner inside and outside each such vehicle.
1.9 Station Platforms
1.9.1 Indian Railways has platforms of various heights indicated below:
(i) Height above rail level for high passenger 840mm maximum
platforms 760mm minimum
(ii) Maximum Height above rail level for medium 455mm
level passenger platform
Note: (a) Platforms may be flush with rail level.
(b) The height for Mumbai suburban passenger platform and Pune suburban
passenger platform may be in range of 840mm-900mm.
The Cars shall have suitable safe and comfortable arrangement to allow users to board
and alight from the train at stations having platform heights mentioned above.
1.9.2 The Cars and the Power Heads shall have the provision for ground-level maintenance
access for critical & safety items, passenger emergency evacuation and fire / rescue
access to the Car interior.

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 Chapter 2 - Performance Requirements
2.1 Parameters of Train
The performance requirements of the Train shall be governed according to the
following leading parameters:
S.
Description Values/parameters
No.
1. Limiting profile of Car and Maximum moving dimensions 1D (EDO/T-2202) in
Power Head reference to ACS-27 to Indian Railways Schedule of
Dimensions 1676mm gauge (BG) Revised 2004
with latest amendments (Annexure-II)
2. Schedule of Dimensions Indian Railway Schedule of Dimensions 1676 mm
gauge (BG) Revised 2004 with latest amendments.
3. Maximum axle load Should not exceed 17 tonne for Cars
Should not exceed 19.5 tonne for Power Head

Notes:
1. As bogie less design is also permitted, if rolling stock wheels are without axle (axle load
condition cannot be applied), maximum vertical wheel force assessed as per EN14363:2016
in Oscillation trials would be limited to 160KN.
2. For any infringement with Indian Railway Schedule of Dimensions 1676mm gauge (BG)
Revised 2004 with latest amendments, Concessionaire shall establish by technical analysis
that such infringement shall not have any effect on safety of train & fixed infrastructure.
Necessary decision for condonation of infringement may be considered by Indian Railways
as per laid down procedure & extant rules.
3. The maximum height and top width as shown in maximum moving dimensions 1D
(EDO/T-2202) in reference to ACS-27 to Indian Railways Schedule of Dimensions
1676mm gauge (BG) Revised 2004 with latest amendments (Annexure-I) shall also be
applicable for pantograph in locked down condition.
2.1.1 No part of the Train, except the wheels, shall be within 91 mm of Rail Level when the
wheels are at their minimum permissible diameter and the Cars are loaded. No part of
equipment attached to the under frame of the cars shall be within 215 mm of Rail
Level when the wheels are at their minimum permissible diameter and the Train is not
loaded.
2.1.2 Measurement of vertical and lateral dynamic load will be required for working out the
permissible speed on different track structures of IR. Maximum vertical wheel force
assessed as per EN 14363:2016 in oscillation trials would be limited to 160KN.

2.2 Maximum Speed

2.2.1 Train shall be designed to operate at a maximum service speed of 160 kmph. Train
shall be designed so that train can operate safely at a maximum speed of 160 kmph +
10% during testing.

2.3 Test and Trials

Tests and Trials of the Trains shall be conducted in terms of the provisions of chapter
5 & Annexure-I of this document.

2.4 Kinematic Envelopes

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2.4.1 The Kinematic envelope represents the maximum dynamic displacement of a Vehicle
outline from track center line and from rail level. This is an envelope comprising:
(a) Rolling Stock profile.
(b) Track and Vehicle tolerances.
(c) Allowances for curvature and super elevation.
(d) Dynamic effects.
2.4.2 The Kinematic envelope of the Train shall be calculated in accordance with UIC505
series for Indian Railways infrastructure condition as per IRSOD. Track effects to be
considered for working out the kinematic profile are:
(a) Rail wear (Vertical and Lateral),
(b) Lateral track movement - (separately for straight track and for curved track),
(c) Cant on curves,
(d) Track tolerances,
(e) Horizontal curvature effects:
(i) End throw; and
(ii) Middle throw,
(f) Any other effect of track influencing kinematic profile.
2.4.3 These values depend on track curve, Car length and Bogie Centers which needs to be
developed as part of the design by the Concessionaire. Vehicle effects to be
considered for working out the kinematic profile are:
(a) Tolerance of Vehicle dimensions,
(b) Surging and lurch (including the effect of wheel and under gear wear),
(c) Tilting due to cant,
(d) Vehicle roll,
(e) Vehicle bounce,
(f) Pantograph profile, dynamic effect like oscillation & sway of pantograph,
electrical clearance, and
(g) Any other change having implication of additional movement of Rolling
Stock.

Other dynamic effects are:

(a) Deviation due to wind loading,
(b) Unequal loading of Vehicles.

2.5 Traction Performance

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.
2.5.2 All the requirements specified shall be achieved when the overhead line voltage is as
per Clause 1.4 of these Specifications and Standards.
2.5.3 Train shall be capable of accelerating to a speed of 160 kmph from 0 kmph in a
maximum of 140 (one hundred forty) seconds on level track. For the purpose of this
clause, minimum train length equal to 384 (three hundred eighty-four) meters, buffer
to buffer, excluding Power heads shall be considered.

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 this Specification and Standards.

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2.6.2 Train shall achieve a minimum deceleration of 0.8 m/s 2 during full service braking
following the jerk limit as specified.
2.6.3 Train shall achieve a uniform full service braking across the whole speed range from 0
to 160 kmph. The full service brake shall not achieve deceleration of greater than 1.0
m/s2 at any speed.
2.6.4 Train shall be fitted with an emergency brake which can bring the Train to standstill
within 1250 m when the Train is travelling at 160 kmph.

2.7 Jerk Limit

Under all normal operating conditions, the rate of change of the Train acceleration or
deceleration shall be less than 0.7m/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 Power Factor

Train shall at all times achieve a minimum power factor of 0.98 a s measured at the
pantograph. The power factor shall be governed by EN 50388.

2.9 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 87% at full load. The efficiency of propulsion system shall be the product of
efficiency of transformer, power converter and traction motor measured 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 and IEC60349-2 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.).

2.10 Coupling within Train

It shall be possible to attach a locomotive fitted with air brake hose coupling
arrangement as per RDSO specification number 02-ABR-02 (Specification for Air
Brakes for Freight and Passenger Stock of Indian Railways) and AAR-E/H type
coupler having buffer/CBC height as per IRSOD 2004 with latest amendment with
the coupler of Driving Car or Power Head for clearing block section.

2.11 Environmental Noise Standards

2.11.1 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 Vehicles.
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.
2.11.2 Limits of Interior Noise

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 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 measurement shall be done as per ISO
3381.
2.11.3 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 centerline 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 ISO3095.
2.11.4 Limits of Starting Noise
The limiting value for noise emission of the Cars shall be LpAFmax< = 82 dBA at a
distance of 7.5m from the center 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.
2.11.5 Limits of Passing - by Noise
The limiting value for noise emission of the Cars shall be LpAeq,Tp< = 81 dBA 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 kmph and at
maximum service speed. The value to be compared with the above limits is greater of
the measured value at 80 kmph and the measured value at maximum service speed but
referred to 80 kmph by following equation:
L pAeqTp (80km/h) = LpAeqTp(v) – 30*log (v/80)
Where
L pAeqTp (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.

2.12 Electro-magnetic Compatibility Requirements

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

2.13 Fire Protection

The fire protection on Train shall be designed and constructed in accordance w ith EN
45545. The applicable Hazard level will be HL2 for Trains with sitting Cars and HL3
for Trains with sleeper Cars.

2.14 Safety
The Train shall present a safe, hazard-free environment to users, crew members and
the general public. Passage through the Car shall be easy and safe. Users and crew
shall not be exposed to tripping hazards, exposed electrical voltage, toxic materials or
similar hazards. Normal and emergency equipment and controls which the users 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.

2.15 Adhesion Limit

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2.15.1 Distributed power type design: The equipment shall be so designed that the
coefficient of adhesion requirement does not exceed 20% during powering and
braking under all requirements of performance as specified in these Specifications and
Standards. The coefficient of adhesion requirement shall not exceed 16% in case of
only pneumatic brake application.
2.15.2 Power Head type design: Under dry rail conditions, Powerhead shall be able to
generate tractive effort during start at low speed corresponding to at least 30%
adhesion. The adhesion control system shall be capable of giving high adhesion
through a wheel slip control system.

2.16 Design Life

The Train shall be designed so as to minimize the risks posed by obsolescence.

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Chapter 3 – Technical Requirements of system/Sub-systems
3.1 General
3.1.1 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.
3.1.2 The Train shall be air-conditioned and protected against dust and water in accordance
with IP 65 or better.
3.1.3 Environmental Protection
The materials likely to cause environmental damage during the manufacture,
maintenance, operation and disposal of Train shall be avoided. The material listed in
this Clause are a minimum list of restricted material and the Concessionaire 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 and cyanide shall not be used (with exception of accepted norms
in battery chemistry, electric/electronics components, special soldering alloys etc.)
However, use & disposal of all material should be governed by norms set by
Government of India (Pollution Control Board).

3.2 Pantograph
3.2.1 The Trains shall work on not more than two Pantographs. Minimum distance between
two pantographs should be as per EN 50367.
3.2.2 The profile of the pantograph in use in IR is as per drawing no. SKEL-3871 enclosed
as Annexure – III for reference. Metallized carbon strip in accordance with RDSO’s
specification no. RDSO/2009/EL/SPEC/0097, Rev.1 or latest, or a superior
alternative, shall be used on the pantograph. 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 Nominal static contact force of pantograph with OHE should be 7.0 kgf with
tolerances as per IEC 60494-1. 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 Electric Propulsion System

3.3.1 The Trains shall be provided with three-phase IGBT based VVVF traction and control
system with regenerative features. Traction motors shall be fully suspended three
phase AC motors. Because of track irregularities, level of shocks and vibrations to
which traction motors gets exposed are far more than actually given in IEC 61373, the
Concessionaire may carry out instrumented trials on existing stock for measurement
of shocks and vibrations on the Railway Network at design stage of Trains.
3.3.2 The operational and environmental factors shall also be kept in view in the design of
the traction motors. The traction motors shall operate satisfactorily over the entire

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 range of loading with harmonics/ ripples imposed from the power supply system,
regenerative braking and other traction equipment of the Train.
3.3.3 The electronic equipment provided in Rolling stock shall conform to IEC
60571/EN50155, IEC 60068, EN 50121, IEC 60721-2-5 and IEC 61373. The traction
converter shall meet the requirements of IEC-61287.

3.4 Circuit Protection

Concessionaire shall ensure that traction circuits shall be protected in accordance with
the requirements of IEC 60077 - ‘Railway Applications-Electric Equipment for
Rolling Stock’.

3.5 Master cum Brake Controller

3.5.1 A combined master cum brake controller, integrated into a single unit shall be
provided in each Driving Cab. The master cum brake controller shall be designed so
that the electrical/dynamic/regenerative brake is applied by pulling the handle towards
the Loco Pilot and traction is given by pulling the handle away from the Loco Pilot.
The master cum brake controller shall be of step less type.
3.5.2 Master cum brake controller to be operational only after operation of Driving Cab
activation switch. Only authorized persons having necessary keys / handles shall be
able to operate the master cum brake controller. The key switch, reverser switch and
traction/braking lever shall be interlocked. Only one Driving Cab shall be activated in
the Train at a time.

3.6 Instruments and Gauges

3.6.1 The following information shall be made available to the Loco Pilot:
(i) Pressure in the main reservoir pipe
(ii) Pressure in the brake cylinders
(iii) Pressure in the brake pipe
(iv) Indication of air flow in the brake pipe
(v) OHE line voltage;
(vi) Battery voltage;
(vii) Tractive/braking efforts;
(viii) Train speed with Analog & digital display
Items marked above shall be continually displayed to the Loco Pilot via gauges with
good visibility in daylight / night conditions.
3.6.2 Status indication shall be provided on HMI for Lights, ventilation, brake system, PA
& PIS, Auxiliary supply system, Speed, VCB open & closed, pantograph
raised/down, compressors, MR/BP pressure of both Driving Cabs 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 shall be provided on HMI.

3.7 Car Interior

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3.7.1 The lighting inside the Car shall be in accordance with EN 13272- ‘Railway
Applications-Electrical lighting for rolling stock in public transport systems’. The
emergency lighting system or luminaries shall be supplied from power supply from
Overhead power supply as well as from Vehicle battery. Lights shall perform
normally when Train is passing through the neutral section.
3.7.2 The Car interior shall have resistance to fire and conform to NFPA-130 - ‘Standard
for Fixed Guide way - Transit and Passenger Rail Systems'. The Car interior
furnishing material should have fire retardant properties confirming to European
Standards EN 45545.
3.7.3 Relevant provisions stipulated in Indian Electricity Rule 1956 with applicable
amendments shall strictly be followed in the interest of safety of users/staff as well as
for equipment/ instruments provided in the Cars.

3.8 Head Light, Flasher and Tail Lights

3.8.1 Headlights and Auxiliary Headlights
(i) Each Driving Car / Power Head shall be provided with twin beam LED
headlights, two auxiliary head light cum tail lights in accordance with Indian
Railway practice.
(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) Arrangements shall be provided for dimming the headlight output when
required. The headlight shall be provided in suitable waterproof enclosures
conforming to IP 65 or better.
3.8.2 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 2 kilometers 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 IP65 or better. 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 Loco Pilot 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 Loco Pilot.
3.8.3 Tail Lights
(i) The tail light shall be red in colour flashing at a rate of 55-65 flashes per minute
in operation
(ii) 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.
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 (iii) The tail light shall be provided in suitable waterproof enclosures conforming to
IP 65 or better.
3.8.4 Marker Lights
(i) Two twin marker lights with suitable waterproof enclosures conforming to IP65
or better and window toughened front glass.
(ii) Each twin marker light shall provide one white and one red array.
(iii) If the marker lights are mounted with the twin lenses side by side, the red lens or
array shall be towards the outside of the Railcar. If the marker lights are
mounted with the twin lenses one on top of the other, the red lens or array shall
be on the top.
(iv) The marker lamp shall have a nominal light output of 40 lux at 1 meter.
(v) The functionality of Tail light may be realized through Marker lights in rear of
the train.

3.9 Train Control and Management System (TCMS)

3.9.1 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.
3.9.2 TCMS shall have diagnostics facility, with non-volatile memory, to store all the
relevant diagnostic data. On occurrence of each fault, fault information on equipment
parameters, GPS location of Train, background data with time stamp shall 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 Loco
Pilot shall also accompany the standard trouble shooting instructions in simple
language. The diagnostic system shall be able to identify and log the faults of the
Train and such data shall be stored for a period of not less than 100 days. The
diagnostic system shall be able to identify the faults occurring due to defects in the
Train and incorrect operation by the Crew.
3.9.3 The electronics used on the Train shall conform to IEC 60571/EN50155, IEC 60068,
EN 50121, IEC 60721-2-5 and IEC 61373. All electronic equipment shall be designed
to function correctly when the Train has been standing stationary in full sunlight at the
maximum ambient air temperature (refer to Clause 1.6 of these Specificat ions and
Standards). As a minimum, electronic equipment shall be designed to operate at
internal cubicle air temperatures of 70°C under these conditions. Features of self-
check and calibration shall be incorporated in the design.
3.9.4 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.
3.9.5 The TCMS shall provide on-line, context sensitive trouble shooting assistance to the
Loco Pilot in case of any fault, through the HMI display. The fault display to Loco
Pilot shall also accompany the standard trouble shooting instructions in simple
English language.
3.9.6 There should be a Rescue Drive Mode (RDM) with restricted speed in case of failure
of Train wide communication.

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3.9.7 All circuits having bearing on passenger safety should have adequate redundancies.
3.9.8 For control functions integrated in 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 (SIL level according to
EN 50128) shall reflect the level of risk identified.
The functionalities indicated as under (but not limited to) shall be minimum SIL2
compliant for below defined vital and safety related control & monitoring functions:
1) Emergency brake 2) Standstill detection 3) Vigilance control 4) Speed control 5)
Roll back detection 6) Speed indication 7) Traction release 8) Smoke and Fire
detection.
Independent safety audit or safety assessment by an accredited agency shall be done
for above functionalities for validation and certification of SIL levels according to
prevailing EN standards and international practices.

3.9.9 Acceleration and speed shall be clamped to a selectable value while opting for
‘shunting’ operation. The shunting operation shall be selectable and shall be recorded.
For clamping the speed, provision of separate push button shall also be made on the
Driver desk to limit the speed to 15 kmph (configurable parameter).

3.10 Speed Indicating and Recording Equipment

3.10.1 The Train shall be provided with speed indicating-cum-recording equipment in each
cab. The equipment shall also incorporate the feature of indicating and recording
kilometers travelled by the Train. The capacity of the memory shall be such that it
retains most recent data of at least 45 days’ service period.

3.11 Loco Pilot’s Display

3.11.1 Driver’s Cab shall be designed in accordance with EN 16186-1- ‘Railway applications
-Driver's cab: Visibility, layout, access’, EN 16186-2-‘Railway applications -Driver's
cab: Integration of screens, controls and indicators’ and EN 16186-3-‘Railway
applications - Driver's cab Design of displays’. The interface with the Loco/Train
Pilot shall be simple considering average level of proficiency of drivers in handling
electronic devices.
3.11.2 The display shall be designed to provide full guidance and assistance to the
Loco/Train Pilot about the action to be taken in case of a fault. Selection of display
medium shall take into account high ambient temperature and lighting conditions.

3.12 Safety Measures

3.12.1 General
3.12.1.1 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.
3.12.1.2 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.
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3.12.1.3 Provision for protective earthing against electrical hazard shall be in line with EN
50153: Railway applications - Rolling stock - Protective provisions relating to
electrical hazards. All electrical equipment shall be provided with essential
interlocks & keys as may be adequate to ensure the protection of the equipment and
the safety of those concerned with its operation and maintenance.
3.12.1.4 Electrical Fire safety:
The design of equipment shall incorporate all measures to prevent fire, and will be
such that should any fire take place, the effects shall be minimized and no spread of
fire should take place. Materials that are not fire retardant shall not be used. Cables
which are fire retardant, low smoke, halogen free, less toxic according to relevant
international and industrial applications for rolling stock shall be used. All electrical
systems should comply to EN 45545 for fire safety. Fire survival cables according to
EN 50200 shall be used at least for PA/PIS, ETB circuit, Passenger Alarm, supply
and other essential circuits of Fire detection system and Door system for their
continued functioning to the extent possible in the event of fire.
All electrical circuits including 110 V DC shall be fully insulated from the super
structure on both the positive and negative sides and the super-structure shall
not be used as a part of any earth return circuit.
Relevant provisions stipulated in Central Electricity Authority (Measures
related to Safety and Electric Supply) Regulations, 2010, shall be followed in
the interest of safety of passenger/staff as well as for equipment / instruments
provided in the Cars.
A manually operated two-position earthing switch shall be provided. 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.
A discharging and an isolation switch shall be provided by the contractor to
facilitate the maintenance personnel with a simple means of isolating the
traction equipment, discharging all high voltage capacitors to a safe voltage of
50 volt and earthing all high voltage equipment.
System shall provide foolproof safety against unauthorized person driving the
train.
The inter-vehicular couplers for high-tension connections between equipment, if
used, shall be proven. Such couplers shall be designed to cater for abnormal
conditions such as vandalism activities. Details of the coupling arrangement shall
be furnished. To ensure safety of personnel, it shall be ensured that coupling/
uncoupling of HT & power couplers (not applicable to roof HT coupling which
is otherwise protected by VCB) shall be possible only in de-energized
conditions.
3.12.1.5 Suitable danger/warning sign to warn the maintenance staff and commuters for the
presence of hazardous electrical equipment shall be provided.

3.12.2 Automatic Fire Detection with Alarm System

Train shall have automatic fire/smoke detection system complying to ARGE
Guideline – Part 1 ‘Fire Detection in Rolling Stock’. In the event of detection of a fire,

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 the system shall have different levels of response and minimize the spread of fire as
per standardized global practice.
3.12.3 Fire Extinguishers
Each Vehicle shall be equipped with at-least four fire extinguishers.

3.13 Power Sockets

Light circuits and associated control circuits shall be on 110 V DC in the Cars.
However, 110 V sinusoidal AC electrical sockets with international standard safety
features shall be provided inside the Cars for charging batteries of portable electronic
devices, mobiles or for powering a laptop computer.
3.13.1 A power socket to supply to HVAC for cooling, and battery charging of train from
external supply source also needs to be provided.

3.14 Disaster Management Light

Concessionaire shall provide a minimum of 4 (four) Emergency light units in each
Car with 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 etc.

3.15 Fire Loading

3.15.1 All the electrical material to be provided in Car shall have fire retardant properties and
shall meet the requirement of EN 45545 standard. While manufacturing the Train,
UIC: 564-2 or equivalent standard shall be followed for fire protection and
firefighting measures.

3.16 Train Data Recorder

3.16.1 Train Data Recorder (TDR) equipment and its installation shall conform to EN 60529
and shall meet the crash protection requirements of RGS GM/RT/2472. EN 62625-1-
2013 shall be followed for minimum recording of parameters.
3.16.2 TDR shall be fitted in each Diving Car and Power Head, as the case may be, to record
at least the following parameters:
Speed of Train; OHE voltage; OHE current; tractive/braking effort; battery voltage;
brake pipe pressure; brake cylinder pressure;cab1/cab2 activated cab; pantograph
up/down position; status of main circuit breaker i.e. open/close; mode of operation i.e.
traction mode/braking mode; Direction of travel; Power controller position; Brake
controller position and brake equipment response; Status of head lights, marker lights
& flasher light; Horn status on/off; status of penalty brake application; status of
emergency brake by assistant Loco Pilot; GPS lo cation; wiper on/off; and any other
parameter considered necessary.
3.16.3 The TDR shall have non-volatile memory to store the records of at least 15 days. All
data should be date and time stamped.

3.17 Auxiliary Power Supply backup

3.17.1 All Trains shall be equipped with a stand-by battery power source to supply
emergency load for at least 180 minutes in case of failure of normal power supply fed
from overhead traction system.

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3.17.2 Emergency loads shall include, but not limited to:
(i) Emergency lighting;
(ii) All exterior lights;
(iii) Ventilation fans but not air conditioners;
(iv) Communication systems including public address, emergency alarm,
(v) Surveillance system and Train radio;
(vi) Propulsion and brake controls;
(vii) Door controls;
(viii) Electric horn;
(ix) Cab console indicators, lighting and interlocking and functioning of Toilets.

3.18 Heating, Ventilation and Air Conditioning (HVAC)

3.18.1 All the Cars including Driving Cabs shall be air-conditioned. The complete system
shall have EER better than 7.0. The Vehicles 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.
3.18.2 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 - -
3.18.3 The air flow parameters for passenger area shall be as per ASHRAE/ EN 13129. For
powerhead/locomotive driving cab, air conditioning shall comply with UIC-651.
3.18.4 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.

3.19 Voice Communication System

3.19.1 The Train shall provide a public address (PA) facility so that Loco Pilot /Guard can
make announcement to the passengers from Driving / non-Driving Cab. The public
address intercom system shall have the Train Driver-Guard and Train Driver/Guard –
Passenger communication. Emergency buttons and talk back phones shall be located
near all the doors and gangways.
3.19.2 If more than one emergency device has been operated, each demand shall be
independently acknowledged, and alarms shall be stored, displayed and answered
sequentially. Provision shall be there for voice recording of the conversations with
GPS stamping.

3.20 Passenger Information System

3.20.1 A passenger information system (PIS) shall provide automatic announcement and the
display of destination information on displays throughout the Train in Hindi, English
and regional languages.

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3.20.2 Each Car shall be provided with two digital destination boards of good visibility in
day / night on the outside (one on each side) displaying the originating, destination
station, Vehicle number, Train number etc.

3.21 Passenger Car Surveillance System

3.21.1 The Passenger Car Surveillance System (PRSS) shall comprise of an IP based close
circuit television (CCTV) network, surveillance cameras and other accessories as
required.
3.21.2 Each sitting Car of Train shall be provided with adequate surveillance cameras to
cover the passenger area. For a sleeper car, coverage of the entire corridor is required.
In addition, coverage in Gangway/vestibule area as deemed necessary shall also be
provided.
3.21.3 Additionally, at least one camera shall be placed in Driving Cab for gathering front -
end view, track and OHE conditions etc. Camera(s) shall be placed on outer side of
the Train for gathering rear view of the platform. One/two camera(s) shall be installed
on the roof of driving Car/power head towards pantograph to monitor the roof
equipments.
3.21.4 An integrated monitor screen shall be provided for the passenger Car surveillance
system in each Driving Cab. 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.
3.21.5 The visual images from each camera shall be recorded in non-volatile memory,
sufficient enough to record videos for a minimum period of 7 days @ 24 hours per
day. However, recordings of last 30 days shall be kept and made available on demand
by Railways. The CCTV cameras with CMOS image sensors shall conform to IEC
62676, and meet the following minimum parameters:
• Minimum Illumination: 0.3 lux (colour)
• Resolution: 2 MP and above
The field of view-object size shall be upto (identify the target) as per IEC 62676-4.

3.22 Cab Recording Equipment

3.22.1 Separate and independent recording equipment apart from CCTV system shall be
provided in each cab for Audio cum video recording. Further, as this equipment are
expected to be used for post-accident/incident analysis and defining the mitigation
actions, compliance to UK rail standard GM/RT 2472 or equivalent shall be ensured.
The duration of the storage for the memory shall be for the last 30 minutes in the
above-mentioned memory complying to GM/RT 2472 and for last 24 hours in flash
memory. Resolution and placement of the cab recording equipment shall be
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 and
damage of the equipment by vandalism and shall be such designed that the retrieval of
the data is simple.
3.22.2 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.

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3.23 Passenger Alarm Signal Apparatus
3.23.1 Cars must be fitted with Passenger Alarm Signal (PAS) handles in accordance with
Clause 1.2.4 of UIC 543.
3.23.2 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.
3.23.3 All Users shall be able to contact the Loco Pilot/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 Pilot
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 Loco Pilot 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.
(iii) Emergency Talk-Back [ETB] (on two physically independent channels) shall be
provided in cars. Once pressed/operated, it shall be possible for the passenger to
communicate with the Train Driver / Guard. If more than one emergency device
has been operated, each demand shall be independently acknowledged.

3.24 Wheel, Axles Roller Bearings

3.24.1 Axles shall be designed in accordance with BS EN 13103-1:2017 or latest.
3.24.2 Wheels shall be in accordance with EN 13262 – “Railway Applications – Wheel Sets
and Bogies – Wheels – Product Requirements” and EN13979-1+A2 – “Railway
Applications – Wheel Sets and Bogies – Monobloc Wheels – Technical Approval
Procedure – Part 1.
3.24.3 Wheel sets shall be in accordance with EN13260 – “Railway Applications – Wheel
Sets and Bogies – Wheel Sets – Product Requirements” or other equivalent
internationally recognized standard.
3.24.4 Axles shall be in accordance with EN13261 – “Railway Applications – Wheel Sets
and Bogies – Axles – Product Requirements.
3.24.5 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.
3.24.6 Design validation of wheels and axles shall be required to be carried out to validate
the design. Latest versions of EN standards as mentioned in clause 3.24 should be
used.
3.24.7 Any type of roller bearing / cartridge roller bearing shall be used to cater for the axle
load prescribed in this specification. Roller bearing shall be grease lubricated & sealed
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 and also supplied by any established supplier. Roller bearings shall be conforming to
EN 12080:2017.

3.25 Bogie Design

3.25.1 The bogies shall be of proven design and shall provide the required riding comfort.
3.25.2 The structural design of the bogie frame shall conform to EN 13749:2011 – “Railway
Applications – Method of Specifying Structural Requirements of Bogie Frame” or
equivalent standard, category B-I, but with payload as specified in Clause 1.8 of these
Specifications and Standards
3.25.3 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”.
3.25.4 Design of Suspension Elements will comply to following standards: -
(i) Air spring as per EN 13597.
(ii) Rubber suspension/guiding elements including rubber metal bonded items
as per EN 13913.
(iii) Coil springs as per EN 13298.
(iv) Any other suspension element as per relevant standards.
3.25.5 No component of bogie shall infringe with the minimum clearance of 91 mm from
Rail Level with fully worn wheels and with maximum permissible load (stops under
contact in primary & secondary suspension).

3.26 Bogie-less design

In a bogie-less system, the coaches/ cars of the train shall have a proven design of the
wheel sets and articulation arrangement keeping in view the safety and ride comfort.

3.27 Draw and Buffing Gear

3.27.1 The Power Heads / driving end of Driving Cars shall be provided with AAR “H” type
tight lock center buffer coupler. It shall conform to AAR specification No. M-211
with M-201 grade E steel. All cars shall have crashworthiness features.

3.28 Braking Requirements and Brake Equipment

3.28.1 The Train shall be fitted with air flow measuring and indicating devices to provide
indication to the Loco Pilot about level of leakage from brake pipe. In case of Train
parting during run, flasher light shall be automatically switched ‘on’.
3.28.2 Emergency brake valve shall be provided on right hand side in Driving Cab near
assistant Loco Pilot for direct opening of air brake pipe during emergency by the
assistant Loco Pilot, in addition to independent and automatic brake valves. During
emergency brake application by emergency brake valve or through Loco Pilot’s
automatic brake valve, automatic Train power cut off shall take place.
3.28.3 Emergency stop push-buttons shall be installed in each Driving Cab. Activation of the
buttons shall apply the emergency brakes under all conditio ns, including from the
inactive Driving Cabs. Activation of the emergency brake by any means shall result in
the propulsion system being disabled in a safe 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.

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3.28.4 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.
3.29 Compressed Air System
The compressed air system shall ensure delivery of the compressed air complying
with the air quality class specified in ISO-8573 (minimum category 3-4-3).

3.30 Air Reservoirs

Main reservoirs of adequate capacity, made of corrosion resistant material, shall be
provided with provision of adequate safety arrangements.

3.31 Horns
Dual tone pneumatic horns 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 (one) kilometer from the Train. The two horns shall have different tones but shall
be in harmony with each other when blown together.

3.32 Driving Cabs

3.32.1 Driving Cab shall be designed in accordance with BS EN 16186-1-‘Railway
applications -Driver's cab: Visibility, layout, access’, EN 16186-2-‘Railway
applications -Driver's cab: Integration of screens, controls and indicators’ and BS EN
16186-3-‘Railway applications - Driver's cab Design of displays’. Window openings
to allow Loco Pilot to look back shall be provided on each side of the Driving Cab.
The front windscreen shall be laminated and shall comply with EN15152.
3.32.2 The Driving Cab shall be ergonomically designed for convenience and to minimize
fatigue of the Loco Pilot.
3.32.3 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 Loco Pilot in the running direction. The
relative positions of Driving Cab equipment shall be similar to those available on IR’s
present 3-Phase electric locomotives and EMUs.
3.32.4 Vigilance Control Device (VCD): VCD shall be provided in Driving Cab for
monitoring alertness of the Loco Pilot through multi-resetting system which resets by
specified normal operational activities of the Loco Pilot and also by 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.

3.33 Car Body Structure

3.33.1 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 mechanical
strength of car body shall conform to EN 12663 (Category P1) and the design of
coach body shall be compatible in respect of crashworthiness with EN 15227
(Category C1) standard.
3.33.2 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

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 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.
3.33.3 The Car body may be of stainless steel or aluminum or any other proven material for
similar operations. Where dissimilar materials are used, measures shall be provided to
mitigate corrosion in the body due to electrolytic action.
3.33.4 The exterior color schemes of the Car shall be developed by the Concessionaire in
consultation with Government.
3.33.5 In case of Power head / locomotive, body mechanical strength shall be to category ‘L’
of EN 12663.

3.34 Crashworthiness
3.34.1 The design and crash worthiness of the Car body shall be in accordance to EN 15227
(Category C1) -‘Railway application- Crashworthiness requirement of the railway
vehicle body’.
3.34.2 The Car structure and its supplemental energy absorption devices shall be designed to
minimize accelerations transmitted to Users and to make passenger area safe, by
absorbing collision energy, whilst not permitting one vehicle to over-ride another, nor
to telescope one into another. Suitable proven energy absorption measures with
associated collapse and anti-climbing features shall be incorporated into the
coupler/buffers or other structural members.

3.35 Appearance
The Vehicle number shall be applied on both sides of each Vehicle, at both ends, both
externally & internally.

3.36 Cattle Guard

The Driving Cab end of the Train shall be provided with a rugged cattle guard that
can withstand collisions at the maximum service speed with animals weighing up to
600 kg and shall be strong enough and profiled to prevent the entry of animals under
the Car after impact.

3.37 Emergency Ingress / Egress Locations

3.37.1 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 shall be hindrance free and easy
to cut in view of safe and fast evacuation.
3.37.2 Positioning of emergency exits- The following rules shall apply with regard to
providing number of emergency exits on each side of the Cars
• Adequate nos. of emergency exits shall be provided on each side of Cars and
clearly labeled.
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 users
and at least 4 for more than 40 Users,

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 • The emergency exit must not be located in the deformable crumple zone designed
to improve crashworthiness.
3.37.3 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.
3.37.4 Windows fitted as emergency exits must be made of tempered or laminated glass.
Where tampered glass is used, the Cars shall be equipped with hammers to break the
glass.

3.38 Toilet System

3.38.1 The Car(s) shall include zero discharge toilet systems. Toilet evacuation system at
terminals and intermediate station will be arranged by the Concessionaire. However,
there should be minimal need for enroute evacuation and in case of evacuation, the
process to be completed within the operational/ commercial halt timings at stations.
Toilets shall be completely odour-free.
3.38.2 The retention tanks should be provided with inlet and outlet evacuation nozzles
conforming to UIC 563 on both sides of the Car for evacuation of the tanks.

3.39 Seats/Berths
The design of Seats/Berths shall meet the strength requirements /loading conditions
in accordance with UIC 566 or equivalent standard. Seats/berths shall be
ergonomically designed to accommodate range of users covering 95th percentile of
Indian adult male/female population. Indian Anthropometric Dimension for
Ergonomic Design Practices issued by NID (National Institute of Design),
Ahmadabad may be referred for guidance. The seating/berthing arrangement inside
the Car shall ensure the following:
i) Leg / aisle space in executive chair car are more than those in chair cars.
ii) The Middle and Upper berths of sleeper cars shall have arrangement which shall
provide resistance to passenger movement longitudinally along the vehicle
during acceleration and braking etc.
iii) The head room between the berths in sleeper cars shall be adequate for users.

3.40 Handholds and Ladder (sleeper type Cars)

3.40.1 The Handholds and ladders shall suffer no permanent deformation when subject to
loading conditions arising in service, in accordance with UIC 566.

3.41 Doors and Windows

3.41.1 Each Car shall have exterior sliding / plug type doors conforming to EN 14752-
‘Railway Applications-Body side entrance system’ with sensitivity of obstacle
detection as follows:

(i) When a rod with a maximum rectangular cross section of 30mm×60mm is trapped
with its long edge vertically between the door leading edge and the frame or
between two door panels, the door shall not be indicated as closed and locked. The
requirement shall be applicable at three positions- the bottom, the middle and the
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 top of the door. If soft horizontal bottom rubbers are provided, the requirement
applies from the bottom edge of the door leaf upwards above the rubber.
(ii) An obstacle with maximum dimension of 10mm×50mm trapped with its vertically
between the leading door edge and the frame or between two door panels, shall be
withdrawn slowly in outward direction with a force not higher than 150 N,
measured perpendicularly to the door surface. Alternating, the door shall not be
indicated closed and locked. The requirements shall be applicable at the mid
position of the door only.
3.41.2 Each Car shall have suitable number of electrically/pneumatically powered, sliding
/plug automatic type doors on each side. The free passing through height width of
open door shall suitable for comfortable ingress /egress of users.
3.41.3 The door mechanism shall have safety provision whereby the Train shall not start
unless all doors have been closed and locked.
3.41.4 The strength or the sliding door shall be as per EN 14752 and the doors shall be able
to resist the loads without deformation or damage. Provision shall be made for
passengers to open Car doors to permit evacuation from a stopped Train in an
emergency. There shall be an internal and external manual release mechanism on one
door per side in each Car. It shall be possible to monitor the status of each door on the
TCMS.
3.41.5 All windows shall be provided with double-glazed safety glass conforming to GM/RT
2456 / 2100 and UIC 564-1: ‘Coaches - Windows made from safety glass’.
3.41.6 The Car shall have a gangway connecting to the adjoining Cars excluding the Driving
Cab conforming to EN 16286- ‘Railway applications- Gangway systems between
vehicles- Main applications’. The gangways shall be completely weather proof,
draught proof and resist vandalism.
3.41.7 End wall Doors
The Mechanical strength of car end wall doors shall be as per UIC566.
3.41.8 Lavatory doors
The strength of the lavatory doors shall be as per UIC566. The design of all parts and
components of lavatory doors shall meet the fire prevention requirements of UIC
sheet 564-2.
3.41.9 Foot Step
Foot Step shall be provided at all body side doors in all the Cars. The design of the
foot step shall be skid free. These shall be designed so that it is possible to board the
Train from the platforms. The design of Foot Step shall be such that the gap between
the platforms and the Foot Step is minimal and ensure smooth movement of
passengers between the platforms and the Trains.

3.42 Brake System

3.42.1 The brake system shall be of proven design, which has worked successfully in long
distance high speed passenger Trains.
3.42.2 The brake system shall comprise the following types of brakes:
(i) Electro-Pneumatic (EP/ EP assist) friction brakes or more advanced version
(ii) Electric regenerative service brakes

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 (iii) Provision of smooth and continuous blending of EP and regenerative braking
(iv) Fail safe, electro pneumatic friction emergency brakes
(v) Fail safe, fully pneumatic (BP controlled) friction emergency brakes
(vi) Spring applied air-release parking brakes
3.42.3 The braking system shall have provision for interface with ATP system depending on
its availability.
3.42.4 The electrical regenerative braking system shall be the primary braking system of the
Train. 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”).
3.42.5 Air brake system comprising MR (Main Reservoir) & BP (Brake Pipe) 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/cm2 for BP, 8.5±0.1Kg/cm2 to 10±0.1Kg/cm2 for MR.
In case of loco / power head hauled trains, air brake system shall comprise of Brake
Pipe & Feed Pipe / Main Air Reservoir Pipe (MARP) running through out all the
coaches. On IR, Feed Pipe (FP) Pressure = 6.0 ±0.1Kg/cm2.
3.42.6 In the event of failure of brake electronics, brakes shall be automatically applied.
3.42.7 Electro-Pneumatic (EP) Friction Braking
3.42.7.1 The electrically operated pneumatic friction brake system shall be of proven design
and capable of achieving all performance requirements mentioned in Clause 2.6 of
these Specifications and Standards without the aid of electric regenerative braking.
3.42.7.2 The friction braking system shall function as the ultimate braking system on the
Train, acting as a backup during normal service braking and as the primary braking
system during emergency stops and while stationary.
3.42.7.3 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.
3.42.7.4 In the event of a failure of the regenerative brake, the friction brake shall be capable
of carrying out two 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.
3.42.7.5 The Cars shall be provided with disc brakes in accordance with EN 14535-1 or EN
14535-2 as applicable.
3.42.7.6 Brake pad shall conform to the requirements of UIC 541-3. Brake pad material shall
not contaminate the track or rails leading to interfering with signaling system.
3.42.7.7 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.
3.42.7.8 The braking system shall provide adequate safety against rolling back of the Train.

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3.42.8 Electric regenerative Braking
3.42.8.1 The Train shall be designed so that the regenerative brake system is used to the
maximum extent possible. 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 total regenerative
current injected by the train into the OHE should not exceed 300 A. The train
software should be able to feed OHE without causing tripping in the traction
substation. The preferable setting in WPC Relay is as under: –
a. Minimum impedance as 11 ohms (2 to 15 ohm)
b. Maximum impedance as 38 ohms (20 to 60 ohm)
c. Angle- 100 and 150 degree
3.42.8.2 If the re-generative braking becomes ineffective, the friction brakes shall
immediately be applied to maintain the braking rate demanded by the Loco Pilot.
3.42.8.3 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.
3.42.8.4 Electric regenerative brake fadeout shall not occur above 5 kmph. After the speed is
reduced to a very low level, holding brakes shall be applied to prevent the Train
from rolling backwards at station stops and gradient.
3.42.9 Emergency Braking
3.42.9.1 Emergency braking shall be applied as a consequence of break in emergency brake
loop wire / sudden drop in BP. The break can be caused by the Train operator
intentionally or by safety devices to avoid unsafe conditions.
3.42.9.2 Emergency brake is applied by friction brake system. Emergency braking distance as
specified in Clause 2.6.4of these Specifications and Standards shall be achieved from
160 kmph to 0 kmph for all loading condition on level tangent track.
3.42.9.3 Two emergency brake push-buttons shall be installed in each Driving Cab in the
Train. Activation of the buttons, including that of non-active Driving Cabs, shall
apply the emergency brakes.
3.42.9.4 Any device provided to allow the Loco Pilot to apply the brake in an emergency
shall positively cause a brake application via the brake pipe control.
3.42.9.5 The Train shall be proven to be complete in all respects before emergency brake can
be released.
3.42.9.6 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.
3.42.9.7 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.
3.42.9.8 Activation of the emergency brake by any means shall result in the propulsion
system being disabled in a safe manner. The propulsion system shall not be re-
enabled until the Train is at zero speed and the emergency condition has been reset.
3.42.9.9 The friction brake system shall be rated to, and have sufficient thermal capacity to
safely complete two successive accelerations and emergency brake cycles, with no
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 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 completion of the two 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.
3.42.10 Brake Control System
3.42.10.1 All circuits and controls essential for braking equipment shall be a fail-safe with
redundancy. A microprocessor based brake control system shall be offered.
3.42.10.2 Adequate redundancy shall be provided to ensure that the brakes in the cars 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 due to any defect, the brake system shall take adequate corrective action
with least system isolation.
3.42.11 Brake Operating Timing
3.42.11.1 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 : 2.0seconds
(ii) Emergency Brake Application : 1.5seconds (max.)
(iii) Service and Emergency Brake Release : 2.5seconds
However, for Loco/ power head hauled trains, the brake system shall conform to
requirements of UIC 541-5 and UIC 540.
3.42.11.2 Critical malfunctions affecting the braking rate or safety shall result in an
emergency brake application.
3.42.12 Brake Pipe (BP) controlled back-up system
3.42.12.1 A brake pipe controlled back-up brake system shall be provided in cars, 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.
3.42.12.2 The brake pipe pressure shall be controlled by means of a separate control unit
ergonomically placed on the Loco Pilot’s console and having three positions for
application, charging and lap modes.
3.42.12.3 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.
3.42.12.4 During the operation of this mode, dynamic brakes shall be isolated and the
pneumatic brake application shall be resorted.
3.42.13 Parking Brake
3.42.13.1 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 the Train with payload as specified in clause 1.8 of these Specifications and
Standards, on the gradient of 1 in 37 in the wind condition for an unlimited time.

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3.42.13.2 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 Driving 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 Driving Cab. Unintended parking brake application due to air leakage
from parking brake line will be detected and displayed on Train Control &
Management System (TCMS) as fault indication.
3.42.13.3 The design shall be such that the parking brakes will take effect prior to fade of
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.
3.42.13.4 Status of Train parking brake shall be displayed on the HMI.
3.42.13.5 Parking brake control – The parking brake shall be applied and released by the
use of a single latch illuminated pushbutton / multi-position selector switch. The
parking brake shall be interlocked with the traction equipment to prevent the Loco
Pilot applying traction with the parking brake applied.
3.42.14 Wheel Slip-Slide Protection
3.42.14.1 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.
3.42.14.2 In the event of wheel slip, corrective action shall be taken 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.
3.42.14.3 In the event of wheel slip/slide, adequate brake system effectiveness should be
maintained.
3.42.14.4 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 / axle. 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.
3.42.14.5 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.
3.42.14.6 The correction process for wheel slip/slide shall not cause infringements of the
signaling compatibility requirements.
3.42.14.7 The performance of the wheel slide protection equipment shall satisfy the relevant
requirements of UIC 541-05.

3.43 Facilities for Users with Disabilities

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 Provision shall be made in at least two Cars in each Train for differently-abled
persons, to accommodate a wheelchair complete with its occupant, duly facilitating
entry and exit (relevant standard UIC 565-3).

3.44 Inspection and Maintenance Schedule

Washing and cleaning of Trains shall be undertaken in Washing Lines not before a
travel of 7,000 kilometers. The inspection of Train may also be undertaken in the
Washing Line. The facilities available in the Washing Lines shall be as provided in
the Schedule-B of the Agreement. No scheduled maintenance in the Maintenance
Depot shall be carried out before 31 days of the previous scheduled maintenance or a
travel of 40,000 kilometers, whichever is earlier.

3.45 Energy Metering System

The Train shall have an Energy Metering System which shall record energy separately for
traction and regeneration. The Energy Metering System shall comply with EN 50463-1:2017
Railway applications- Energy measurement on board trains. The system should be tested &
certified by a certified / accredited agency.

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 Chapter 4 – Designs and Drawings
Designs and Drawings
4.1.1 The Concessionaire shall provide to RDSO:
a) 5 (five) copies of the Designs and Drawings of the Prototypes, as specified in
this Chapter-4;
b) Reports of simulation of the safety, performance, running characteristics &
ride index of the Train.
c) Size & Format of Drawings-
Drawing submitted shall be of full sizes as they are originally prepared. The
dimensions, weight, capacity, etc. shall be in SI units unless otherwise agreed.
4.1.2 RDSO shall undertake a review of the Designs and Drawings and submit a report to
the Concessionaire within 4 (four) weeks from the date of receiving the Designs and
Drawings. It is agreed that any failure or omission of RDSO to review and/or
comment hereunder shall not be construed or deemed as acceptance of any such
Designs and Drawings by RDSO.
4.1.3 Pursuant to the Design Report or otherwise, the Concessionaire shall carry out such
modifications in the designs as may be necessary for conforming with the
Specifications and Standards.
4.1.4 All Designs and Drawings shall be in English.

4.2 Additional designs and drawings

If the RDSO determines that for discharging its duties and functions under the
Agreement, it requires any designs or drawings other than those listed in this Chapter-
4, it may by notice require the Concessionaire to prepare and furnish such designs and
drawings forthwith.

4.3 List of Drawings

4.3.1 The Concessionaire shall provide the Designs and Drawings of the following:
4.3.1.1 Train: The Design shall include (a) Car profile; (b) tractive effort corresponding to
continuous rated speed; (c) Design of carbody shell and interiors.
4.3.1.2 Weights: The Design shall include the weight of the complete fully furnished Car of
each type along with weight breakup of all the equipment and sub-systems.
4.3.1.3 Traction motor: The Design shall include suspension arrangement & Overall
General Arrangement Drawing of traction motor along with necessary calculations.
4.3.1.4 Brake system and Parking Brake: The Design shall include (a) functional
description of complete system and individual components; (b) regenerative braking
calculations including braking effort, brake blending and its speed range; (c) brake
effort calculations for EP, Auto and regenerative brakes (d) parking brake
calculations; (e) interfacing of service brake and parking brake; (f) braking curves
for the Train; (g) braking distance calculations under gross load condition at
maximum permissible operating speed at level track; (h) control system; (i)
redundancy (k) operating time; (l) wheel slip-slide protection; (m) SIL level; (n)
brake pipe controlled back-up system; and (o) emergency brake.

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4.3.1.5 Bogie including brake rigging and suspension: The Design & drawings shall
include (a) traction motor mounting arrangement if any; (b) unsprung mass; (c)
primary and secondary suspension; (d) bolster arrangement; (e) axle floating
arrangement; (f) Bogie frame and major bogie components under static and dynamic
loading conditions & strength calculations; (g) Vogel’s layout/diagram or other
suitable calculation/drawing for 10º curve and 1 in 8½ turnout for negotiability of
bogie; (h) throw over at head stock coupler; (i) movement of bogie parts with
clearances; (j) estimation of flange forces on curves and turn outs; (k)
kinematic/dynamic profile of vehicles for any infringement (l) design validation of
components of bogie as per specification & applicable standard (m) For bogie-less
design, necessary safety validation documents.

4.3.1.6 Wheel Set: The Design shall include (a) bearing and lubrication; (b) wheels, axles
and roller bearings, including maximum stress under fatigue loading conditions and
anticipated service life; (c) weight distribution indicating lateral and longitudinal
balance; (d) method of adjustment of wheel and axle load; (e) diameter of wheels (in
mm) when new and fully worn; (f) wheel profile as per Specification and Standards
and (g) Design validation as per Specification and Standards.
4.3.1.7 End lighting: The Design shall include the installation details of (a) headlight; (b)
marker light; (c) tail light; and (d) flasher light.
4.3.1.8 Other Designs
The Concessionaire shall also provide the following Designs:
(a) the strength of the under-frame as well as under-frame equipment under static
and dynamic loading conditions using FEM;
(b) projected stability and riding performance of the Train using mathematical
modelling technique with parameters of suspension system and dimensions
adopted for track standards;
(c) stresses & FEA of under-frame, bogie frame / bolster, suspension springs,
wheels, bearing, axles, other components and fatigue life of these components;
(d) deflection calculations of under-frame under different loading conditions;
(e) maximum moving dimension calculations;
(f) calculations of harmonics and EMI/EMC parameters;
(g) Crashworthiness shall be proved by submission of a detailed report having
relevant calculations & crash simulations carried out with standard software;
(h) hazard identification, safety assessments and mitigations;
(i) calculations for tractive and braking effort versus speed curves showing
balancing speed;
(j) air supply by compressor and consumption of air by equipment;
(k) Centre buffing force calculations;
(l) calculations for safety against derailment, primary and secondary spring and
damper characteristics under tare and loaded conditions, braking distance
calculations with and without load on level and gradient section
(m) Finite Element Modeling of Shell with standard computer software shall be
carried out for stress/deflection analysis of the car body.
(n) System design documents and simulation for compliance of various
performance parameters of train.
(o) Design documents for compliance of electrical fire & train safety requirements.

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 (p) Train configuration including distribution of propulsion equipment.
(q) Document certifying the compliance of IER-1956 (as amended upto 25th
November 2000) and Central Electricity Authority (Measures related to Safety
and Electric Supply) Regulations, 2010.
(r) Document for compliance of Disaster Management Light.
(s) Document for compliance of Train Data Recorder (TDR).
(t) Document for certifying the compliance of minimum fresh air quantities under
different conditions.
(u) Document for compliance of Passenger Car Surveillance System and Cab
Recording Equipment.
(v) Document for certifying the compliance of Horns.
(w) Document for certifying the compliance of Vigilance Control Device (VCD).
(x) Document for certifying the compliance of Energy Metering System.
(y) Documents for certifying inter-locomotive/ power head communication
compliance to IEC61375 where applicable.

4.3.1.9 Vehicle Dynamics Simulation

Concessionaire shall conduct vehicle dynamic simulations on the bogies and the results
thereof shall conform to the performance requirements stipulated in the Specifications and
Standards.
(i) All the parameters and values used in simulations shall be provided to enable Vehicle
Modelling on NUCARS / ADAMS RAIL or SIMPACK including CG of coach & bogie
frame, mass moment of inertia(x,y,z), balancing of mass of the coach and coefficient of
damping both lateral and vertical directions etc.
(ii) Parameters as per EN 14363 on track having parameter decided on the basis of
prevailing track tolerances of Indian Railway based on EN 14363:2016 methodo logy for
first stage & dynamic performance assessment by simplified as well as normal method
& other tests shall be evaluated including Mean Ride Comfort by Standard Method as
per EN 12299, Bogie rotational resistance, wheel offloading on twisted track, sa fety &
performance on twisted track, Wheel wear index, Bogie rotation, Curving capability and
any tendency to hunt, Natural frequency of the suspension etc.

4.3.1.10 Drawings
The Concessionaire shall also provide the following Drawings:

(a) General layout of all equipments in the Car body including driving cab layout,
driver’s desk layout, driver’s visibility diagram, Car lifting arrangement,
location of jacking pads and bogie retention arrangement;
(b) Diagram showing alignment of Car on sharpest curve and 1 in 8½ turnout.
This diagram shall also show that the profile of the Car body is within the
moving dimensions including the extra clearance permitted on curves when
the Car is negotiating a sharp curve;
(c) Arrangement of return current and earth brushes;
(d) Lubrication diagram with lubricant brands and quantities;
(e) Schematic diagram of power, control and auxiliary circuits;
(f) Brake system diagram;

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(g) Layout of Train on curves including reverse curves showing coupler, gangway
and interconnections between Cars;
(h) Arrangement of draw and buffing gear, side buffer installation, draw gear, and
connections at Train ends;
(i) Maximum moving dimension drawing showing extreme cases including curve
overthrows;
(j) Earthing and bonding arrangements of all Cars.

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 Chapter 5 – Testing of Trains
5.1 Tests at manufacturer’s plant
5.1.1 Prior to offering a sample Train that conforms to the Specifications and Standards for
testing by RDSO (“the Prototype”), the Concessionaire shall carry out, or cause to be
carried out, at its own cost and expense, all Tests in accordance with Annexure -I and
such other Tests that the Concessionaire may consider necessary to demonstrate that
the Trains comply in all respects with the Specifications and Standards. The
Concessionaire shall provide to the RDSO forthwith, a copy of the Concessionaire’s
report on each test containing the results of each test and the action, if any that it
proposes to take for compliance with the Specifications and Standards. Subsequently,
Prototype shall be offered to RDSO for testing and trials on Railway network.

5.2 Testing of Prototype

5.2.1 For determining that the Prototype conforms to Specifications and Standards, RDSO
shall, within 3 (three) months of offering the Prototype(s) by the Concessionaire for
Tests and Trials, conduct, or cause to be conducted, on the Railway Network, the
Tests specified in Annexure -I.
(i) In case dedicated test track is not ready with Indian Railways and the
Concessionaire offers the Prototype(s) for tests and trials, the period of 3
(three) months in this clause may get extended to 4 (four) months.
(ii) Any delay on part of Concessionaire such as faults / rectification etc. are
not counted in the above period.
(iii) Details required by RDSO for processing for conducting these trials on
Prototype, namely vehicle tare and gross weights, axle loads, emergency
braking distance of the train, vehicle layouts including principal
dimensions, bogie general arrangement drawings, maximum tractive and
braking efforts at rail level and location of CG (center of gravity) for all
vehicles in tare and gross conditions must be submitted by Concessionaire
at least 3 months before offering prototype for trials.
5.2.2 In the event of failure of any Test specified in Clause 5.2.1, the Concessionaire shall
rectify the defect and present the Prototype for repeat Tests and the procedure
specified in this Clause 5.2 shall apply mutatis mutandis to such Tests.
5.2.3 The Parties agree that the Tests pursuant to Para 5.2.1 and 5.2.2 above, as the case
may be, shall be conducted at the cost and expense of the Government, save otherwise
mentioned in this specification. For the avoidance of doubt, the obligation of the
Government to conduct tests at the cost and expense of the Government shall be
limited to two Prototypes. Provided, however, the cost of any repeat Tests pursuant to
Para 5.2.2 more than once shall be at Concessionaire’s cost and expense.
Any instrument /spare /accessory /facility required for conducting tests specified in
Clause 5.2 and not available with RDSO shall be provided by Concessionaire, such as
measuring wheels for oscillation trials.
5.2.4 In the event the Concessionaire is not satisfied with the Tests conducted by the
RDSO, it may cause such Tests to be carried out by an independent agency and
submit the results thereof to the RDSO. The Parties expressly agree that if the RDSO

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 does not accept the results of such independent agency, the Dispute Resolution
Procedure as per the Agreement shall apply.
Independent Agency must have satisfactory experience of conducting the type of
trials, for which it is engaged by Concessionaire.
5.2.5 The Parties expressly agree that either Party shall notify the other Party of the date,
time and place of Tests so as to afford sufficient opportunity to the other Party to
witness the Tests.

5.3 Acceptance of the Prototype

5.3.1 RDSO shall, no later than 30 (thirty) days after the successful completion of all the
Tests, communicate its acceptance of the Prototype to the Concessionaire.
5.3.2 The Parties expressly agree that conducting of Tests by the RDSO shall not relieve or
absolve the Concessionaire of its obligations and liabilities under the Agreement in
any manner whatsoever.

5.4 Inspection of Trains

5.4.1 Subject to Clause 5.2.5 the Concessionaire shall, at its own cost and expense, subject
each Train and its sub-systems to the Routine Tests specified in Annexure -I and shall
provide a copy of the results of such Tests along with the Trains to RDSO.
5.4.2 The Concessionaire shall notify RDSO the date of offering of the Train for inspection
which shall be no later than 45 (forty-five) days prior to the date of such offering of
Train for inspection. Each Train shall be subjected to an inspection by RDSO which
shall also include a safety inspection by RDSO in accordance with the provisions of
Article 18 (Safety Requirements). For the avoidance of doubt, the Parties expressly
agree that such inspection shall be completed within a period of 72 (seventy-two)
hours.
5.4.3 In the event that the RDSO or the Relevant Railway Authority is satisfied that the
Train does not conform with the Specifications and Standards, and is, therefore, not
safe for entry into service, it shall convey to the Concessionaire forthwith, a report
stating in detail the reasons for its findings. The Concessionaire shall, notwithstanding
anything to the contrary contained in this Chapter 5, withdraw the Train for
rectification thereof and present it to RDSO for inspection after the defects or
deficiencies have been rectified. For the avoidance o f doubt, the Parties expressly
agree that the safety inspection of the Trains shall be carried out by RDSO in the
Maintenance Depot.
At Maintenance Depot Concessionaire shall provide all the facilities / equipment for
demonstrating performance of train as per specification & standards.

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 Annexure-I: TESTS
1. Tests

1.1. Save and except as otherwise provided in this Specifications and Standards and the
Agreement, the Concessionaire shall conduct, or cause to be conducted, each of the
Tests specified in this Annexure-I.

1.2. Tests include Type Tests to be conducted on the Prototype or its sub-systems, as the
case may be and Routine Tests to be carried out on all Trains and sub-systems.

2. Schedule for Tests

2.1. The Concessionaire shall, not later than 6 (six) weeks prior to t he likely date of
conducting a Type Test, notify the RDSO of its intent to conduct Type Test and
furnish particulars of the equipment and methodology forming part of the Test. The
Type Test shall be carried out by the Concessionaire and its report shall be submitted
to RDSO.

2.2. The RDSO may at any time designate its representative to witness any Type Test
/Routine Test on a Train and the Concessionaire shall, upon receipt of a notice to this
effect, undertake such Type Test / Routine Test on a mutually agreed date, and in the
presence of the RDSO Representative.

3. Agency for conducting Tests

Save and except as otherwise specified, all Tests set forth in this Annexure -I shall be
conducted by the Concessionaire or such other agency or person as it may specify.

4. Tests for Safety certification

Tests for determining the conformity of a Train with the Safety Requirements shall be
conducted in accordance with Good Industry Practice and in conformity with
Applicable Laws.

5. Type Tests:

5.1. All Type Tests specified for a Prototype in IEC 61133 including the optional tests,
shall be conducted at the manufacturer’s plant. Dynamic tests in IEC 61133 can be
conducted in mutually decided location.

5.2. The Prototype shall, in addition to the Tests conducted at the manufacturer’s plant be
subjected to the Tests specified below in this paragraph 5.2, on the Government’s
railway line, to determine the conformity thereof with the Specifications and
Standards:
(a) Oscillation Trials for determining Vehicle Dynamics, Derailment Safety and
Stability: -

(i) Based on satisfactory simulation results, the Prototype shall be subjected to

trials and evaluation. Assessment of rolling stock (First stage at suitable
location/rig & second stage – Dynamic performance assessment by normal
method) shall be carried out as per EN 14363:2016 standard, on track having

39 | P a g e
 parameter decided on the basis of prevailing track tolerances of Indian
Railway based on EN 14363:2016 methodology. The acceptance limits will
be as per EN 14363:2016, subject to fulfillment of requirement as per clause
2.1 of Chapter 2. For conducting First stage or dynamic performance
assessment as per EN 14363-2016, the required instrumented measuring
wheel sets and concomitant accessories like compatible DAQ/sensors etc.
along with any other specialized equipment / rig / instrumentation shall be
provided by the Concessionaire. First Stage Assessment of rolling stock as
per EN 14363:2016 for Indian Railways track parameters shall be got done
by the concessionaire through any independent accredited agency and
necessary reports submitted to RDSO for evaluation.
(ii) Dynamic Performance Assessment of rolling stock as per EN14363:2016 shall
be conducted by RDSO. The required Instrumented Measuring Wheelsets
along with all compatible sensors, instrumentations and data acquisition
system for acquisition of data to EN14363 will be provided by the
concessionaire. Necessary raw data acquired during trials would be collected
by RDSO after every trial run. Final analysis and evaluation would be done by
RDSO.
(iii) Rolling stock shall also be evaluated for Mean Ride Comfort by Standard
method as per EN 12299 for rolling stocks. Acceptable Mean Comfort Index
shall be less than 3.5. Track condition for the purpose will be Indian Railways
track maintained to standards prescribed in IRPWM and limits for various
track parameters (TL90, TL50 etc. as mentioned in EN14363:2016) shall be
decided based on IR track conditions as per EN14363:2016 methodology.
Passenger comfort analysis as per EN 12299:2009 shall be got done by the
concessionaire through any independent accredited agency and necessary
reports along with raw data shall be submitted to RDSO for evaluation.
(iv) Trials in fault modes like deflated air spring etc. shall also be conducted for
safety & stability of train.
(v) For clarity, it is reiterated that EN 14363 is being adopted by Indian Railways
for its BG network. Methodology for testing will be as per EN 14363 for IR
track condition, tolerances, maintenance standard, structure etc, and test
sections & zones will be selected accordingly. Wherever EN 14363 is
mentioned in this document, it shall be read in this context. Refer Annexure
IV & VI.
(b) Rating and performance trials: Rating and performance trials shall include the
following:
(i) Performance requirement tests as mentioned in the Specification and
Standards shall be carried out on combined test bed in all out mode at
suitable location and also on the loaded Prototype train. For the purpose of
Test for temperature rise, journey time, energy consumption, regeneration
etc. for NDLS- HWH-NDLS section may also be considered.
(ii) The Concessionaire shall arrange instrumentation and record speed, voltage,
current, temperature rise of various equipment, energy consumption, tractive
effort and other relevant parameter as necessary for ensuring compliance of
the Specifications and Standards.
(iii) The temperature of the various parts of the electrical and control equipment
shall be recorded during the Tests as per the standard procedure;

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 The Concessionaire shall supervise and carry out the Tests at its works on
combined test bed and also at the site (Government track) and shall provide
all equipment and consumables necessary for such Tests. Special measuring
instruments shall also be provided by the Concessionaire.
(iv) Test certificate giving starting and rolling resistance of the Train and
verifying the “tractive effort-speed” and “regenerative braking effort/speed”
characteristics, along with methodology of acquisition of data and calculation
method shall also be provided by Concessionaire. Test results by the
manufacturer for similar tests done earlier shall be provided.
(c) Current collection tests
Current collection tests shall be conducted for determining the current collection
by the pantograph of the Train. Prototype shall be tested for current drawing &
regenerating under actual condition on the electrified track of Indian Railways.

Conventional & High Rise OHE and Pantograph test should be carried out as per
EN 50367. Pantograph/OHE interaction test shall be as per EN 50317 for current
collection and acceptance as per EN 50367. The Concessionaire shall provide all
equipment and consumables necessary for such Tests. Special measuring
instruments shall also be provided by the Concessionaire.

(d) Coupler force trials

The measurements shall be recorded in accordance with the test scheme approved
by the RDSO in accordance with Good Industry Practice. The Concessionaire
shall submit allowable coupler force in tensile and compressive mode of
operation.

Instrumented & calibrated couplers along with suitable calibration certificate

should be provided by concessionaire for carrying out Coupler Force trials.

(e) Interference Test

Tests to determine the levels of interference with traction power supply, signal
and telecommunication equipment and facilities to prove that these are within
acceptable limits in accordance with the Specification and Standards shall be
carried out. The Concessionaire shall provide necessary instrumentation and
technical guidance to verify such parameters which are necessary for evaluation
of the Trains.

(f) Braking Distance Trial

After the completion of oscillation trial, the braking distance trails shall be
conducted on the Train. The Concessionaire shall be associated with these Tests
and the measurements shall be recorded in accordance with the scheme approved
by the RDSO.

(g) Tests on Parking Brakes

Parking brakes shall be tested by applying the parking brakes fully and air brake
released under the specified conditions.

(h) Temperature measurement of electronics and electrical equipment

Temperature measurement shall be carried out by suitable equipment, in working
condition of the Train to demonstrate the temperature rise, above ambient, of the
components of electronic and electrical equipment. The Concessionaire shall provide
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 all equipment and consumables necessary for such Tests. Special measuring
instruments shall also be provided by the Concessionaire.

5.3. Type Tests on Prototype Sub-systems

5.3.1. The individual sub-systems of the Prototype shall be tested in accordance with Good
Industry Practice to determine their compliance with Specifications and Standards.
Such Tests may include simulation validation ,laboratory and field tests for validating
the design of traction motor, TCMS, HVAC, main/auxiliary compressor, auxiliary
machines , headlight, marker light, tail light, flasher light, Energy Metering System,
Passenger Car Surveillance System, Cab Recording Equipment, Train Data Recorder
(TDR), wheel, axle, bearing, bogie frame, suspension systems/elements, other
structural members of rolling stocks, furnishing items, electrical fittings, fire detection
& suppressant system, toilet system, coupler system, brake system, doors etc.; and
optional tests in accordance with relevant standard specifications/IECs for various
sub-systems. All equipment should be type and routine tested with relevant standards
as detailed in specification &/or Annexure -V of this specification.

5.3.2. Type tests on electronic equipment and control electronics

The electronic equipment and Control Electronics shall be tested as per IEC
60571/EN50155, IEC 60068, EN 50121, IEC 60721-2-5 and IEC 61373 including
both compulsory and optional tests. Dry heat test, as specified in IEC 60571, shall be
conducted for testing power and control electronic equipment at 80 degrees Celsius.
LCD display units shall be tested at 70°C.

5.3.3. Test on combined test bed

(i) The propulsion equipment shall be tested on the combined test bed at the
manufacturer’s works as per the stipulations of IEC 61377.

5.3.4. Efficiency Test

The efficiency of the transformer, power converter line side converter and drive side
inverter, auxiliary converter and traction motor shall be measured at full load on
combines test bed. Efficiency at full load means efficiency computed from parameters
measured at conditions corresponding to fulll oad and governed by IEC 60310 for
transformer, IEC 61287-1 for power converter and auxiliary converter and IEC
60349-2 for traction motor.

5.3.5. Vehicle Body Shell:

Car body strength Test shall be carried out and a lifting Test shall also be performed
in accordance with UIC 566/ EN 12663 (Category P1) under simulated loads as a type
test.

5.3.6. Squeeze Test of shell:

The shells of Cars of Trains including the end driving Car shell shall be subjected to
static vertical and squeeze load Test for the Prototype. Cars having different types of
body shell will undergo the squeeze Test separately.
The superstructure shall be subjected to vertical loads and combination of vertical and
squeeze load as specified in EN 12663/EN 15663.
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 Tests shall be as per UIC 566/EN 12663 & EN 15663.

5.3.7. Brake equipment – Type Test

Following Tests shall be carried out on the Brake System:
(i) Functional checks such as working stroke, slack adjuster operation and
parking brake action.
(ii) Recording of the relationship of brake pad force to cylinder pressure over the
full working range.
(iii) Plotting of brake force against pressure curves in all conditions of operation of
brake cylinder and parking brake.
(iv) Vibration test as defined in IEC 61373.
(v) Air leakage test.

5.3.8. Brake Lining:

The Concessionaire shall carry out testing of brake lining in respect of coefficient of
friction with respect to the brake disc under dry and wet conditions, maximum
temperature attained during braking, rate of wear etc.

5.3.9. Brake Control Equipment

Individual items of electro-pneumatic equipment shall be type tested as follows:
(i) Mechanical Operation and Endurance as defined in IEC 60077.
(ii) Vibration and Shock as defined in IEC 61373.
(iii) Air Tightness generally as in IEC 60529.
(iv) Electrical Test, generally as in IEC 60077.
(v) Characteristic Tests.
(vi) Each item of equipment having a pilot or transducing function shall be tested
to confirm compliance with the Concessionaire’s design data. Oscillograms
shall be produced in support.

5.3.10. Traction Motor Tests: Details of the test requirements shall be as per relevant clause
of the Specification and Standards.

5.3.11. Vibration and shock values:

The equipment used in the Car shall conform to IEC 61373, as minimum requirement.
The Tests shall also cover endurance tests included herein.

5.3.12. Bogie Frame

5.3.12.1. FEA
(i) Software validation on bogie frame shall be conducted with the help of solid
modeling and FE analysis using latest software package to evaluate the
maximum stress at critical locations on the bogie/bogies.

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 (ii) The test load (vertical, lateral and longitudinal load) required to be applied on
bogies shall be calculated as per EN 13749.

5.3.12.2. Bogie Static & Fatigue Test

Static test, Fatigue test, Field test (Track test) on bogie frame & bolster as per EN
13749/UIC 515-4/UIC 615-4 as applicable. General conditions mentioned in EN
13749/UIC 515-4/UIC 615-4 & given examples of programs for static & fatigue
tests will be adopted. Necessary changes for differences in bogie suspension or
vehicle body characters shall be made with the detailed explanation.

5.3.12.3. Bogie Rotational Resistance (X Factor) Test

The bogies rotational resistance (X factor) test under inflated and deflated air
spring conditions shall be carried out at the manufacturer's works/ suitable
location/laboratory under tare and loaded conditions as detailed in EN14363. The
rotational resistance shall neither cause excessive flange wear nor cause any
possibility of flange climbing but shall be adequate to avoid bogie hunting on
straight track. The Concessionaire shall show by analysis that no flange climbing
occurs on any curve and moving at all possible speeds set using the wheel
unloading factor ∆Q/Qo and the bogie rotational factor X.

5.3.12.4. Bogie Suspension Elements

(v) Air spring: - The suspension characteristics of air spring provided in the
bogie shall be tested for its stiffness, loads v/s deflection, pressure v/s load
characteristics, creep test, endurance test and damping characteristics in
vertical and lateral mode under the different preload conditions by the
Concessionaire. EN 13597 is to be referred in this regard.
(vi) Rubber suspension/guiding elements including rubber metal bonded items:
- The rubber suspension/ guiding including rubber metal bonded items
components shall comply & be type tested as per the requirements of EN
13913.
(vii) Hydraulic damper: - All the hydraulic dampers provided in the suspension
shall be tested for load v/s velocity at different frequencies and amplitude
of oscillations. Tests shall also be conducted on the hydraulic damper for
practical determination of effective stroke length and dynamic durability for
maintenance free operation. Endurance testing will also be conducted as
part of type test.

(viii) Coil springs: Type testing as per EN 13298 along with endurance testing.

5.3.12.5. Wheel, Axle & Bearings

Type testing as per standards mentioned for wheel, axle & bearing in this
specification.

5.3.13. RDSO may, in its discretion, waive some of the tests for sub-system, where the
Concessionaire can establish to the satisfaction of the RDSO that such tests have
already been carried out in past and/or where the sub-system has been proven in
prolonged service.

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5.4. Routine Tests:

5.4.1. Routine Tests on Trains

5.4.1.1. All the routine tests specified for a Train in IEC 61133 shall be conducted at the
manufacturer’s plant/suitable location.

5.4.2. Routine Tests on Sub-systems

5.4.2.1. The individual sub-systems of the Trains shall be tested in accordance with Good
Industry Practice to determine their compliance with Specifications and Standards.

5.4.2.2. The RDSO may, at its discretion, require the Concessionaire to furnish copies of
the work test certificates (WTC) of any sub-system of the Train.

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Annexure-II: Maximum Moving Dimensions of IR

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Annexure-III: Bow Profile of Panto Pan

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 Annexure IV: IR Track Geometric Quality parameters

Speed
Speed UNEVENNESS ALIGNMENT
(KMPH)
Band

TL90 TL70 TL50 QN3 TL90 TL70 TL50 QN3

>130
I 2.53 1.67 1.31 12.39 2.02 1.32 1.10 9.00
>110&<=130
II 3.61 2.39 1.79 15.00 2.39 1.66 1.32 9.67
>100 &<=110
III 3.82 2.52 1.97 16.50 2.55 1.70 1.36 10.50
< = 100
IV 4.00 2.83 2.25 19.40 2.55 1.78 1.42 11.08

Note: Above track geometric quality parameters have been calculated on the basis of
measured track tolerances of Indian Railway so far, based on EN 14363:2016 methodology.

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 Annexure –V: List of Specs

i. Electric traction – rolling stock – test methods for IEC 61133

electric and thermal /electric rolling stock on
completion of construction and before entry into
service
ii. Electronic equipment used on rail vehicles IEC-61287
iii. Specific rules concerning the electronic control IEC-60571
part of converters
iv. Electric traction - electronic converter-fed IEC 60349 –2
alternating current motors
v. Railway application – rolling stock – Part 1: IEC 61377-1
Combined testing of inverter fed alternative
current motors and their control system
vi. Guide for the evaluation and identification of IEC 60505
insulation systems of electrical equipment
vii. Electric railway equipment-Train IEC 61375-1
communication network
viii. Rotating electrical machines: Functional IEC 60034-18
evaluation of insulation systems
ix. Railway applications – electromagnetic EN 50121-3-2/
compatibility – Part 3-2: rolling stock – apparatus IEC 62236-3-2
x. Railway applications – electromagnetic EN 50121-2/
compatibility – Part 2: emission of the whole IEC 62236-2
railway system to the outside world
xi. Railway applications – compatibility between EN 50238
rolling stock and train detection system IEC 62427
xii. Transformer and chokes IEC 60310
xiii. Transformer oil BS 149-1984
xiv. High voltage AC circuit breaker IEC 60077-4
xv. Rules for pantograph of electric rolling stock IEC: 60494-1
xvi. Relays, contactors and switches IS 3231, IEC 60947
xvii. Cables IEC 60228, IS 10810,
EN 50264
xviii. Lightning arrestor IEC 60099-4, IS 3070 Pt III
xix. Railway applications – rolling stock equipment – IEC 61373
shock and vibration test
xx. Programming languages for PLC IEC 61131
xxi. Railway applications – electric equipment for IEC 60077
rolling stock
xxii. Electronic equipment used on rail vehicles IEC 60571
xxiii. Power converter installed on board rolling stock IEC 61287-1
– Part 1: Characteristics and test methods
xxiv. Power converter installed on board rolling stock– IEC 61287-2
Part 2: Additional technical information
xxv. Railway application – rolling stock protective IEC 61991
provisions against electrical hazards
xxvi. Auxiliary machines IEC 60034

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 xxvii. Power factor correction IEC 60871
xxviii. Environmental testing IEC 60068
xxix. Batteries IEC 60623
xxx. Degree of protection provided by enclosures IEC 60529
xxxi. Rules for installation of cabling EN 50343
xxxii. Railway applications, welding of railway vehicles EN15085
and components. Inspection, testing and
documentation (The Concessionaire shall, no
later than the 5th(fifth) anniversary of the
Appointed Date, demonstrate compliance to the
EN 15085)
xxxiii. Schedule of Dimension IR Schedule of dimension
for Broad Gauge, revision
2004 with latest amendment
xxxiv. Reliability of electronic component IEC 61709
xxxv. RAMS EN 50126/ IEC 62278
xxxvi. Metallized carbon strip for pantograph RDSO’s specification no.
RDSO/2009/EL/SPEC/0097
Rev. 1 or latest
xxxvii. Track Geometry Indian Railway Permanent
Way Manual
xxxviii. Railway applications —Current collection BS EN 50317
systems - Requirements for and validation of
measurements of the dynamic interaction
between pantograph
and overhead contact line
xxxix. Railway applications —Current collection BS EN 50318
systems — Validation of simulation
of the dynamic interaction between pantograph
and overhead contact line
xl. Railway applications — Current collection BS EN 50367
systems — Technical criteria for
the interaction between pantograph and overhead
line (to achieve free access)
xli. Railway Applications – Air conditioning for main BS EN 13129
line rolling stock. Comfort parameters and type
tests.

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Annexure –VI

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