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Understanding complete Technical Specification of train

Technical specification is divided into different Chapters as represented in diagrams. These
chapters are as follows:
1. General technical requirements
2. Performance Requirement
3. Technical requirement of System/Subsystem
4. Design & documents
5. Commissioning testing & trials
6. Maintenance

GENERAL
TECHNICAL
REQUIREMENT

PERFORMACE
MAINTENANCE
STATEMENT

TECHNICAL
SPECIFICATION

TECHNICAL
COMMISSIONING REQUIREMENT
TESTING & TRIALS OF SYSTEM/
SUBSYSTEM

DESIGN &
DOCUMENTS

Fig 1: Diagram of technical specification

Summary of requirement given in different chapters of technical specification of the train

has been described in subsequent sections.

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Chapter 1: General Technical Requirement

This chapter includes general technical requirements of design, development, manufacture,
testing, commissioning and maintenance as per the Specifications. General requirement
includes:
I. Centralized (LOCO overhauled train) or Distributed power System (EMU/MEMU/
VANDE BHARAT/ METRO)

Fig 2: Centralized power type train

Fig 3: Distributed power type train

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II. Basic unit formation and train formation

Example: Basic Unit Formation
DMC-TC1-TC2 (Air-conditioned AC EMU train Mumbai Sub Urban Area)
DMC-TC1-TC2-TC3 (MEMU TRAIN)
DTC-MC-TC (EMU TRAIN)
DTC-MC-TC-MC (VANDE BHARAT)

Fig 4: Basic Unit Formation

Fig 5: Train Formation

Train formation can be made with two or more basic units as per requirement
from Indian railways/Agencies.
Note:
DMC-Driving Motor Coach
MC- Motor Coach
TC-Trailer Coach
DTC- Driving Trailer Coach

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III. Power Supply System

Types of power supply system defined as per requirement from railway. Different types of
power supply system available in India:
a. 25 kV AC supply

Fig 6: 25 KV AC Supply System

b. 750 V DC supply

Fig 7: DC Supply System

c. 1500 V DC supply
d. 25KV AC & 1500 V DC supply (Both)

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IV. Track Parameters

This section defines different type of gauges (Broad, Meter or Narrow), Maximum Curvature,
Gradient, super elevation etc of the track.

Figure8: Different Gauges (BROAD, METER & NARROW) Left to Right

V. Climatic & environmental condition

This section includes Climatic & environmental data, which includes the following parameter:
a. Altitude
b. Rainfall
c. Atmospheric Temperature
d. Humidity
e. Solar Radiation
f. Atmospheric condition- Extremely dust or desert areas
g. Coastal Area- Humid or salt laden Atmosphere
h. Vibration of System/Sub System as per IEC 61373
i. Wind Speed
j. Flood Proofing

VI. Reliability, Availability, Maintainability and safety (RAMS)

Supplier shall design the equipment for guaranteed RAMS requirement.
VII. Passenger capacity & Payload
Passenger capacity & payload is defined based on the following data:
a. Fixed No of seating/Sleeper Berth per coach (Rajdhani, Shatabdi & Vande Bharat)
b. No of Seating & Standing passenger in a coach (EMU/MEMU/METRO)
c. Total No of coaches in the train
d. Average passenger weight (Including Luggage)

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VIII. Signal & Telecommunication

a. The tracks are equipped with Multi Aspect Colour Light Signalling, where train is
running on the track. The train detection may be through DC Track Circuit / Audio
Frequency Track Circuit / Axle Counter.
b. The Supplier shall make provision for full interface of control system with ATP system
like Kavach/TPWS/AWS/ETCS
c. EMI/EMC Compatibility as per EN 50238
d. Radiated EMI as per EN 50121
e. Limit of Psophometric current and second harmonic current shall be defined in this
section.
f. Information about working of Radio Communication based systems in defined
frequency range in Indian Railway.

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Chapter 2: Performance Requirement of the Train

In continuation of understanding complete technical specification, this chapter describes
about performance requirement of the train.
Train takes input power from catenary and provide required Tractive & braking force to meet
acceleration, deacceleration and timing as defined in the technical specification subject to
jerk and adhesion limit under all normal operating condition. 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. Diagram of tractive & Braking performance is shown in Fig1 & Fig2.

Fig 1: Diagram for Traction Performance (Credit for LOCO picture: Shutterstock)

➢ Traction & braking performance is dependent of different factor like mass, velocity,
acceleration & deacceleration. Train performance is limited by jerk and adhesion limit.

➢ No of traction motors in a train is defined based on requirement of tractive &

regenerative power as per requirement of technical specification. No of motor coaches
in different type of trains are different due to performance requirement of the train.

➢ All the requirements specified shall be achieved when the variation in overhead line
voltage is as per the technical specification.

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Fig 2: Diagram for Braking Performance (Credit for LOCO picture: Shutterstock)

Based on the above diagram train weight is the basic requirement for calculating
the train performance, therefore in technical specification weight details are
mentioned in detail. Following performance parameter is mentioned in technical
specification:

I. Train Weight
Train weight is defined as the sum of Tare weight and Payloads of the trains.

Tain Weight = Tare Weight+ Payload

a. Tare Weight of the train

➢ Tare weight of the train is defined as weight of the complete train without
passenger load (Payload).
➢ In other words, it is weight of complete train with all required accessories to run
including car body, bogies, propulsion equipment, filled in water tanks etc
(excluding passenger load).

Tare weight of the Train calculated based on following:

➢ Train Configuration
➢ No. of different types of coaches present in the train

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➢ Tare weight of each type of coaches

Fig 3: Train Configuration

Based on the above train configuration shown in figure, calculation of the Tare weight of the
train is shown in Table -1 given below:
Table-1: Calculation of tare weight of the train
Types of Number Tare Weight of Total Tare Weight of
Coaches the Coach Same Type of coach
DTC 2 W1 2W1
MC 8 W2 8W2
TC 4 W3 4W3
NDTC 2 W4 2W4
Total Tare Weight of the train 2W1+8W2+4W3+2W4

Note:
➢ Please note that tare weight of each coach is defined for already designed coaches
by railway agencies.
➢ In some of the cases railway is defining limiting tare weight of the train, where
complete train shall be manufactured by the supplier in Railway or their premises.

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b. Payload of the train

Payload of train is defined as the total weight of the passenger (Including
Luggage)
Passenger capacity & Payload is defined based on the following data:
a. Fixed No of seating/Sleeper Berth per
b. No of Seating & Standing passenger in a coach (EMU/ MEMU/ Metro)
c. Total No of coaches in the train
d. Average passenger weight (Including Luggage)
Table-2: Calculation of Payload of the train
Types of Number of No of Each Passenger /Staff Total Payload
Coaches coaches passengers Weight (including in coach
luggage)
DTC 2 N1 PW 2xN1xPW
MC 8 N2 PW 8xN2xPW
TC 4 N3 PW 4xN3xPW
NDTC 2 N4 PW 2xN4xPW
Total Payload of the 2xN1xPW + 8xN2xPW + 4xN3xPW + 2xN4xPW
train

Hence Total Payload of the train = PW(2N1+8N2+4N3+2N4)

Note:
➢ Please note that no of passenger is fixed in reserved sleeper/Chair cars of trains.
➢ However no of passenger can be varied in case EMU/MEMU/METRO trains. Here,
different passenger loading like Normal, dense crushed load (DCL) & Super Dense
Crush load (SDCL) is defined by Railways depending on the uses of the train.

c. Axle load
Maximum axle load should not exceed X tonnes for cars. Axle load is limiting factor for
defining the weight of coach. If bogie of the coaches defines as Bo-Bo Configuration, then
Maximum Train Weight cannot exceed 4 X tonnes, Bo-Bo configuration consist of 4 Axle in a
coach.

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II. Train Resistance

Train Resistance is defined as the number of different kinds of opposing forces, which are
collectively responsible for restricting the movement of the train called “train Resistance”.
The main resistive forces are as follows:
a. Resistance on straight and level track - this is the basic resistance of a train when it is
travelling on straight and level track.
Generally, train resistance mentioned in technical specification of the tender is
Resistance on straight and level track and represented as RTrain.
Train resistance in Tons is given by equation
RTrain = [a + b V + c V2 ] * Wt / 1000 Tons
Where, a, b, c are coefficients of rolling resistance of Train
V = speed of train in KMPH
Wt = weight of the train

b. Resistance due to curvature

If curvature is specified exclusively then resistance offered by S0 curve is given by

Rc = 0.4 * S * W / 1000 Tons

c. Resistance due to Gradient

If train weight is Wt tons and gradient is 1: G than resistance due to gradient is

Rg = Wt / G Ton

Fig 4: Train is on 1:100 Gradient (Credit for LOCO picture: Shutterstock)

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d. Resistance due to Loco (For Loco Overhauled train)

Note: Explanation of resistance formula shall be defined in another relevant articles.

III. Adhesion
Adhesion is a function of the friction at the contact point of wheel/rail—that is, effective
tractive effort is the production of the total weight on the drivers multiplied by the coefficient
of friction between wheel and rail. Adhesion is simply represented by the picture given below:

Fig 5: Representation of adhesion (Credit: Wikipedia)

It is defined in the tender that the equipment shall be so designed so that the coefficient of
adhesion does not exceed 20% during powering and braking under all requirements of
performance as specified in Technical Specifications and Standards for distributed power
supply train. The coefficient of adhesion requirement shall not exceed 16% in case of only
pneumatic brake application.

Note: Coefficient of adhesion is more for train overhauled by LOCO engine of high capacity.

IV. Speed of the train

a. Max Speed: Train shall be designed to operate at a maximum service speed of V1
kmph.
b. Test Speed: Train shall be designed so that train can operate safely at a maximum
speed of V2 kmph during testing.
Here Test speed (V2) > Max Speed (V1)
Note: Train is designed for the max test speed, so that max speed is achieved easily in
specified time duration as defined in the tender.

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V. Traction Performance
General Traction performance requirement mentioned in the tender are as follows:
a. Train shall be capable of accelerating to Maximum speed (V1) from 0 kmph in a
maximum of T seconds on level track.
b. Train shall be capable of achieving a minimum an average acceleration of A1 m/s 2
for speed up to V3 km/h subject to limiting jerk rate specified in the tender.
c. The rate of change of acceleration & deacceleration shall be less than J m/s3 under
all normal operating condition. Failure of jerk limiting System Failure of the jerk
limiting system shall not limit braking effort.
d. 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.
e. All the requirements specified shall be achieved when the variation of overhead line
voltage is as per Specifications and Standards. The OHE technical details for 25 KV, 50
HZ single phase AC line by Railway agencies for operation of the train is given below:
Table-3: Details of OHE Line
Sl.No. Description Parameter
1 Nominal Supply Voltage 25 kV (RMS), 50 Hz, single phase, AC
2 Normal variation in supply voltage 19 kV to 27.5 kV (RMS)
3 Voltage range for Train to operate 22.5 kV to 27.5 kV
with full performance
4 Occasional maximum voltage 30 kV (RMS)
5 Occasional minimum voltage 17 kV (RMS)
6 Max. continuous OHE current for 600 A
train

f. RMS current values of traction motor and temperature rise of propulsion equipment
for operation of the train shall be calculated in repeated all-out cycles of D1 KM with
a dwell time of T1 sec up to stabilization of temperatures of all propulsion equipment.
Sometimes Dwelling time is not mentioned by railway authority.
g. The R.M.S. loading of the traction motor with regenerative braking all out running
shall not exceed the continuous rating of the traction motor.

h. Cycle distance is important parameter in calculation of rating of motor and other

propulsion equipment based on the performance requirement as per technical
specification of the tender.

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Rating of motor & Propulsion equipment shall be calculated through simulation

programme. These details shall be defined in other relevant articles.

VI. Braking Performance

a. Train shall achieve a minimum deceleration of DA1 m/s 2 during full-service braking
following the jerk limit.
b. Train shall achieve a uniform full-service braking across the whole speed range from
0 to maximum speed of the train.
c. The full-service brake shall not achieve deceleration of greater than DA2 m/s 2 at any
speed.
d. Train shall be fitted with an emergency brake which can bring the Train to standstill
in less than D2 m when the Train is travelling at Max speed.
e. Specified brake performance shall also be achieved in case of failure of regenerative
braking.

VII. Ride Index

Mean Ride Comfort is also evaluated by Standard method as per EN 12299 for rolling
stocks. Acceptable Mean Comfort Index shall be less than 3.5.
VIII. Regenerative Energy
➢ The regenerated energy for all out running (full traction up to max. service speed
followed by full service braking up to standstill) shall not be less than N% of the
energy consumed during powering at the specified voltage in Table-3.
➢ Acceleration and braking rates and consideration of auxiliary loads shall be
according to the technical specification.
➢ The net energy consumed or regenerated at the pantograph shall be used for
calculating percentage regeneration energy.

IX. Power Factor & Efficiency

➢ Train shall achieve a minimum power factor of 0.98 as measured at the
pantograph. The measurement of power factor shall be governed by EN 50388.
➢ Efficiency for individual propulsion equipment like Traction Transformer, Motor
and converters are specified in technical specification. The Measurement of
efficiency shall be governed by IEC 61287.
➢ Combined efficiency of system is also defined in technical specification of the
tender. Measurement of combined system efficiency should be as per IEC 61377.

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X. Environmental Noise
a. Limits of interior Noise: The noise level inside the Car (passenger areas) 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.
b. 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 centreline 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.
c. Limits of Starting Noise: The limiting value for noise emission of the Cars shall be
Shall not exceed 82 dBA at a distance of 7.5m from the centre line of the track, 1.2m
and3.5m above the upper surface of the rails. The measurement shall be done in
accordance with the standard EN ISO 3095.

XI. Electro Magnetic compatibility Requirement

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

XII. Fire Protection

a. The fire protection on Train shall be designed and constructed in accordance with EN
45545.The applicable Hazard level will be HL 2 for Trains with sitting Cars and HL3 for
Trains with sleeper Cars.

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Chapter 3: System/Subsystem Requirement of the Train

In continuation of understanding complete technical specification, this chapter describes
about System/Subsystem requirement of the train.
Train is combination of different system/Subsystem and shall be designed in a manner to
ensures satisfactory and a safe operation during running of the train.

General Technical requirement of for any System /Subsystem are represented in Following
Diagram:

General Technical Requirement of System/Subsystem

Suitaible IP Protection (IP65, IP67 &

Satisfactory & Safe operation
IP54 etc)

Redundancy to ensure Reliability & Working Under Vibration Condition

Availaibility as per IEC 61373

Operational Hours in a Day/Months Working Under Climatic &

/Year Environmental condition as specified

Material should be Fire Resistance Applicable Fire Hazard Level HL2 or

as per EN45545 HL3 as per EN45545

Safety Integrity Level (SIL) to be

Easy to Maintain defined as per Requirement

RAMS Target to be defined Efficient & Proven System

The System/Subsystem divided based on mounting location & function are of three types: 1.
Roof Mounted Equipment 2. Underframe mounted equipment 3. On board mounted
Equipment

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ROOF & Underframe Mounted Equipment’s

Roof Mounted Roof Mounted Roof Mounted Roof Mounted

Equipment Equipment Equipment Equipment
➢ Saloon HVAC ➢ Pantograph ➢ Saloon HVAC
➢ CAB HVAC
➢ Vacuum Circuit
➢ Saloon HVAC Underframe Underframe
Breaker
➢ GPS/GSM Mounted Equipment Mounted Equipment
➢ AC Earthing Switch
ANTENNA
➢ Brake System ➢ Surge Arrestor ➢ Brake System
Underframe Mounted ➢ Pneumatic System ➢ Line Voltage ➢ Pneumatic System
Equipment ➢ Motorized Bogie Transformer ➢ Motorized Bogie
➢ Traction Motor ➢ Current ➢ Water Tank
➢ Brake System
➢ Pneumatic System ➢ TM filter Transformer ➢ Toilet
➢ TM Junction Box ➢ HT Cable ➢ Water Pump
➢ Bogie
➢ TM Speed Sensor ➢ Saloon HVAC ➢ Traction Converter
➢ APC Receiver
➢ Water Tank ➢ TM Temperature ➢ DC Earthing
Underframe Mounted
➢ Toilet Sensor Switch
Equipment
➢ ATP Equipment’s ➢ Water Tank ➢ Auxiliary
➢ Toilet ➢ Brake System Transformer
➢ Water Pump
➢ Water Pump ➢ Pneumatic System ➢ Press Transducer
➢ Main Compressor
➢ Traction Converter ➢ Bogie & Switch
➢ Battery & Battery
➢ Brake Resistor ➢ Water Tank ➢ Phonic Wheel
Charger
➢ DC Earthing ➢ Toilet Sensor
➢ Auxiliary
Switch ➢ Water Pump ➢ Condition
Transformer
➢ Auxiliary ➢ Aux Converter monitoring
➢ Press Transducer &
Transformer ➢ Transformer
Switch
➢ Press Transducer ➢ Current
➢ Phonic Wheel
& Switch Transformer
Sensor
➢ Phonic Wheel ➢ Auxiliary
➢ Condition
Sensor Transformer
Monitoring
➢ Condition ➢ Press Transducer &
Monitoring Switch
➢ Phonic Wheel
Sensor
➢ Aux Compressor
➢ Condition
Monitoring

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On Board Mounted Equipment’s

On Board On Board On Board On Board

Equipment Equipment Equipment Equipment

➢ Passenger ➢ Passenger ➢ Passenger ➢ Passenger

Information System Information System Information Information System
➢ CCTV & ETB ➢ CCTV & ETB System ➢ CCTV & ETB
➢ Infotainment ➢ Infotainment ➢ CCTV & ETB ➢ Infotainment
System System ➢ Infotainment System
➢ Fire detection & ➢ Fire detection & System ➢ Fire detection &
suppression System suppression System ➢ Fire detection & suppression System
➢ Interior light ➢ Interior light suppression ➢ Interior light
➢ Cab Light ➢ Exterior light System ➢ Exterior light
➢ Exterior light ➢ Disaster Light ➢ Interior light ➢ Disaster Light
➢ Disaster Light ➢ Automatic Doors ➢ Exterior light ➢ Automatic Doors
➢ Automatic Doors ➢ Centralized coach ➢ Disaster Light ➢ Centralized coach
➢ Centralized coach monitoring System ➢ Automatic Doors monitoring System
monitoring System ➢ Electronics Control ➢ Centralized coach ➢ Electronics Control
➢ Diver Desk & Cabinet monitoring Cabinet
Shunting Desk ➢ RMPU control System ➢ RMPU control
➢ TCAS/ATP Panel ➢ Electronics Panel
➢ Electronics Control ➢ Toilet Control Cabinet ➢ Toilet
Cabinet ➢ Gangway ➢ RMPU control ➢ Gangway
➢ RMPU control ➢ ETB Panel ➢ ETB
Panel ➢ PAS ➢ Toilet ➢ PAS
➢ Toilet ➢ Gangway
➢ Gangway ➢ Panto Isolating
➢ Speed Indicating Cock
Cum Recording ➢ Gangway
➢ Event Recorder ➢ ETB
➢ Remote Monitoring ➢ PAS
Unit
➢ Master Controller
➢ Electrical Wiper
➢ Gangway
➢ PAS

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Different System and Subsystem used in train, which is integrated with Train control
management system for smooth, safe & satisfactory operation of the train. Description of the
system/subsystem and their application/uses in the train is mentioned in Table 1:

Table1: Application/ uses of System/ Subsystem in train.

Sl. No. System/Subsystem Application / Uses
Roof Mounted Equipment
1 Pantograph It is mounted on the electrical train and collect current
from one or more contact wires.

In case of DC power supply system, Current collected from

Third rail collector current (TRCC) and mounted in
Underframe.
2 Vacuum Circuit Breaker VCB connects and disconnects the 25kV OHE power supply
(VCB) to the locomotive/EMU/Metro through pantograph.
Vacuum circuit breaker is also used to protect power and
auxiliary circuits of A.C. electric locomotives and electric
multiple units.
In case of DC power supply system, the above function is
carried through High-speed Circuit Breaker (HSCB).
3 Line Voltage Transformer LVT are used to step down the voltage of a system to a level
(LVT) that is considered safe and measuring the line voltage of
catenary.

This signal is used in Traction converter as well as in TCMS

for taking logic decision and operation. This shall be
discussed in details in relevant article of TCMS & Traction
converter design.

It also operates by allowing energy meters to monitor the

operation of electrical connections, which may have a
higher voltage than usual to function correctly.
4. Surge (Lightning) Arrestor lightning arrestors is provided in each Car fitted with a
pantograph and/or traction transformer for protection
against the line voltage transients caused by lightning and
system switching.
5. AC Earthing Switch The Earthing Switch is a manually operated device with
safety interlocking keys, designed to ground electrical
circuit on both side of AC Vacuum Circuit Breaker.
6 Current Transformer Current Transformer is used for measuring the input &
return current to transformer. These signals are used for
Protection against earth fault & Overload. Sometimes it is
also used for Power factor correction & energy calculation
7. Saloon & Cab (HVAC) Heating, Ventilation and Air Conditioning (HVAC) are in are
used to control the temperature inside the saloon & cab
area of the Passenger Train.

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Sl. No. System/Subsystem Application / Uses

8. GSM/GPS antenna GSM antennas are used for wireless data transmission
from 800 MHz to 2.2 GHz standard telecom frequency
bands. These antennas are used to send data to server
through mobile communication.

GPS antennas are used for tracking location & navigation-

based application.
GPS/GSM antennas are used for Passenger Information
System, Coach surveillance system, Remote monitoring
subsystem & condition Monitoring of system.
9, HT cable Assembly HT cable assembly are used for High Voltage connection
(25 kV) between high voltage equipment Pantograph, VCB,
Lightening arrestor, LVT & Transformer.
Underframe Mounted Equipment’s
10. Traction Transformer Traction Transformer is used to step down the primary
Voltage (25 kV) to suitable secondary voltage in the range
of (900V to 2000V) for traction converter application
depending on DC link Voltage.
In case of DC power supply system, Transformer is not
required.
11. Traction Converter Traction Converter is used for converting the single-phase
AC power to Three phase AC power, if output power is
given from three phase induction motor. This converter has
two parts Four quadrant controller & Inverter.

Rectifier based converter is used for converting single

phase power to DC power, if output driving power to train
is given from DC series Motor

Inverter based converter is used for converting DC power

into three phase AC power, if output driving power to train
is given by 3 phase induction motor. This converter is used,
when input power is given by DC power supply system.
12. Auxiliary Converter Auxiliary Converter is used for converting the single-phase
AC power to Three phase 415 VAC power, this converter
has two parts Rectifier & Inverter. All the auxiliary system
installed in train gets power from Auxiliary converter.

The AC auxiliary system shall be galvanically isolated from

the traction power system and the DC battery system.
13. Traction Motor (TM) Traction motors are used in electrically powered railway
vehicles Locomotive & electric multiple units as well as
vehicles with electrical transmission systems (diesel-
electric locomotives, electric hybrid.

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Sl. No. System/Subsystem Application / Uses

14. TM Speed sensor TM Speed Sensors are used to measure the rpm of traction
Motor. These inputs are used to determine the train speed
and traction converter control.
15. TM Temperature Sensor TM temperature sensors are used to monitor the winding
temperature of Traction motor. These inputs are used for
tripping of traction Inverter in case of temperature of
motor exceed the limit.
16. TM air Filter Traction motor cooling is provided with self or forced
Ventilation. Air Filter is provided to remove filter dust from
sucked air from outside.
17. Main Compressor with Air The compressed air system shall ensure delivery of the
Dryer compressed air complying with the air quality class.
The Main compressor motor is 3-phase AC motor suitable
for working from the 3-phase output of the Auxiliary
converter or independent inverter.
The air delivered to the pneumatic system should be clean
and dry, free from water vapor, oil and particles by the Air
Dryer.
18. Auxiliary Compressor A 110 volts DC battery operated auxiliary compressor set
having sufficient capacity is provided for feeding the
auxiliary air reservoir for operation of the pantograph and
main circuit breaker, during the preparation of the Train for
service.
19. Water Tank & Water Pump Water tanks of defined capacity is provided, coaches are
provided with suitable water pumps for supply of water to
lavatories in Cars.
20. Pneumatic System Pneumatic System is responsible for providing sufficient air
supply to Brake System, Pantograph, VCB and Doors
Through Main Reservoir pipe & Brake Pipe. Air Supply
provided into MR & BP through compressor.
21. Brake System The brake system is of proven design, which has worked
successfully in long-distance high-speed passenger Trains.
The brakes are pneumatic or Electro pneumatic brake.
22. Brake Resistor When line is non receptive during braking, Then the
generated power is dissipated across the brake resistor.

A smooth changeover between the re-generative brake

and the friction brake is achieved. This smooth changeover
is achieved even in the event of failure of the overhead line
or when passing through neutral sections.
23. Pressure Transducer & Pressure transducer and pressure switch provided for
Pressure switches monitoring & control of MR, BP, Brake Cylinder, Air spring,
Auxiliary Reservoir, Parking brake, Door pneumatic lock,
pantograph control, VCB control pressure etc.
24. DC earthing switch A discharging and an isolation DC Earthing switch is
provided to facilitate the maintenance personnel with a

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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.
25. Condition Monitoring of Condition monitoring system monitoring Health of the axle
Bogie bearings, Running Gear Hunting Detection, Running Gear
Derailment Detection, Deflated / broken Suspension
Monitoring
26. RFI Reader (ATP) RFI Reader is underframe mounted which reads the RFI tag
installed on the track.
27. Phonic Wheel Sensor Phonic wheel sensors mounted on the axle of the bogie of
the train. Sensors signals are used for Speedometer, Wheel
slide protection, Condition Monitoring, Roll Back and safe
speed detection
28. APC Receiver APC receiver is used for neutral section detection and it is
underframe mounted,
29. Auxiliary Transformer Auxiliary transformer converts 3 phase ac power to 110 Vac
and 230Vac. Output power is used for Pantry, socket,
reading light and UV light protection in HVAC system.
30. Toilet The Coach is having environment and user-friendly toilets
(Bio Toilet with Vacuum Evacuation) systems of a modular
design, spacious and easily maintainable.
31. Bogie A bogie is a framework that carries a wheelset, attached to
a vehicle—a modular subassembly of wheels and axles.

A bogie may remain normally attached or be quickly

detachable. It may include a suspension component within
it. Bogie also has brake callipers and brake disc.

Bogies are of two types- Motorized and Non-Motorized

Bogie
32. Battery and Battery Low maintenance Explosion proof batteries of adequate
Charger capacity is provided on each Basic Unit to feed the
equipment for at least for certain duration in the event
OHE supply is not available. Nominal voltage of the battery
shall be 110 V.
Battery supply is also used to start the train circuit & TCMS.
On Board Mounted Equipment’s
33. Passenger Announcement A GPS based Passenger announcement and information
& Information System system (PIS) is provided for automatic announcement and
the display of destination information on displays
throughout the Train in Three languages and also capable
of making pre-recorded announcements (both audio and
visual) by manual triggering from main communication
panel if positional information is not available.
Under such circumstances, messages is operated
automatically for the route from the TCMS information.

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Sl. No. System/Subsystem Application / Uses

Messages and announcements are triggered based on
distance travelled and door operation
34. Car surveillance System The Passenger Car Surveillance System shall Consists of an
(CCTV) IP based close circuit television (CCTV) network,
surveillance cameras, Network video recorder, Memory
and HMI on the driver desk.
35. Emergency Talk Back Unit Train is provided with emergency talk back unit, Which is
( ETB) provided near to the door for communication between
Passenger and Driver/Guard in case of emergency
Situation.
36. Infotainment System Suitable Wi-Fi based infotainment system with associated
display units are provided, which is accessible for all
passengers as per good industry practices.

The system is suitable for rolling stock application. It should

be possible for uploading pre-loaded content for the
complete Train set from a centralized location.
Wi-Fi based system have provision of internet support,
which can be enabled whenever the system is connected
to external internet service.
37. Fire Detection & Train is equipped with automatic fire/smoke detection
Suppression Unit system. In the event of detection of a fire, the system is
having different levels of response and minimize the
spread of fire as per standardized global practice.
Once fire is reached at critical level, then there is provision
to suppressed the fire by using aerosol based fire
suppression system.
38. Interior Light Train is provided with LED based interior light, which is fed
from Auxiliary converter and Battery System. Interior light
Consist of emergency light, Reading Light and night light.
39. Exterior light Exterior light is also led based light, which is fed from AUX
converter and Battery Supply.
Exterior light consists of Headlight, tail light, Marker light
flasher light, PAS light etc.
40. Disaster light Separate self-contained disaster management LED type
Emergency light units, having inbuilt primary/rechargeable
battery to provide battery backup for 12 hours are installed
in the train.
These lights are automatically switched ON in the event of
non-availability of battery supply due to parting of Cars or
derailment of Train.
41. Automatic internal & All coaches are provided with Automatic internal doors duly
External Doors segregating saloon (passenger) area and doorway vestibule
areas.

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Sl. No. System/Subsystem Application / Uses

Each Car has exterior plug type doors with sensitivity of obstacle
detection. Opening of closing of the doors is controlled through
TCMS & door control unit (DCU).
42. Centralized Coach Each Driving Car have provision for Centralized Coach
Monitoring System Monitoring System (CCMS) for monitoring, recording and
control of the air-conditioning and Bogie condition monitoring
and other faults. .
43. Driver Desk and shunting Driver desk & shunting desk consists of HMI, Push button
Desk switches, LED lamp, master controller, horn, ATP autobrake
controller etc; Which enables Loco /Train Pilot to drive the
train smoothly.
44. Train Collision Avoidance Train is provided with TCAS/ATP system , which monitor the
system (TCAS)/ Automatic train speed, location, track id, rail signals continuously.
Train Protection (ATP) TCAS takes decision, if any critical situation arises like
crossing red signal, two trains approaching on the same
track, over speeding etc;
45. Gangway All coaches are inter-connected by fully sealed gangways
so that passengers can move from one coach to other with
ease.
46. Master Controller A combined master cum brake controller, integrated into a
single unit is provided in each Driving Cab.

The master cum brake controller is 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.

Master Controller sensors output to TCMS may be

analogue or digital
47. Electrical wiper The wiper serves to clean the windshield of the driving
coach at the front. Wiper works by removing oil, dust,
rainwater, and dirt that get stuck to the windshield.
48. Passenger Alarm System All Cars is having Passenger Alarm Signal (PAS) handles for
(PAS) providing information to driver.

All Users shall be able to contact the Loco Pilot/Guard by

activating an emergency alarm signal handle to stop the
Train and receive assistance.
49. Speed indicating cum The Train is provided with speed indicating-cum-recording
Recording equipment in each cab.

The equipment has feature for indicating and recording

kilometres 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

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Sl. No. System/Subsystem Application / Uses

50. Event Recorder Event recorder is like black box recorder , which monitor
critical events, signal, Video & audio recording and
registration data continuously and stored in crash
protected memory.
51. Remote monitoring unit The Event data, registration data and signal data
continuously monitored & recorded & send to central
server for analysis & predictive maintenance.
52. Electronics control cabinet These cabinet consists of Ethernet Switches, Relays, MCBs,
& RMPU control Panel Contactors, sensors, cables, PCBs and Control cards of
TCMS, BCU, RMPU, PAPIS, CCTV, Infotainment, FDS
53. IV Coupler & Jumper cable IV coupler & Jumper cable assembly are used for electrical
Assembly connection between two coaches.

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Chapter 4: Technical Requirement of Roof mounted System/Subsystem of the Train

In continuation of understanding complete technical specification, this chapter describes
about technical requirement of roof mounted System/Subsystem of the train.
1. Introduction:
Roof mounted System mainly deals with the High Voltage Equipment, which are used to
Collect power from overhead catenary line and this power is used for propulsion and auxiliary
system. some of the equipment’s are used for measuring and protection purpose for High
Voltage System.

In addition to that, Saloon and Cab HVAC provided on the roof for conditioning the
temperature of Saloon area and cab area. GSM/GPS antennas are also provided on the roof
for better connectivity of signal. These antennas are used for Passenger Announcement &
Passenger Information System (PAPIS) and Remote Monitoring System. Diagram for
System/Subsystem Mounted on the roof is shown in the Fig 1.

Fig1: Roof mounted System/Subsys

2. List of System/Subsystem mounted on the roof are shown below

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1. Pantograph 6. AC Earthing Switch

Now,
2. Vacuum Circuit Breaker (VCB) 7. Current Transformer
3. Line Voltage Transformer 8. HT Cable
4. Surge (Lightening) Arrestor 9. Saloon HVAC
5. GPS/GSM Antenna 10.CAB HVAC
technical Requirement of roof mounted
System/Subsystem mentioned above are described below:
I. Pantograph
The pantograph is located on the roof of the train and collects the electricity needed to
power the train. Since pantographs make direct contact with the overhead power lines in
order to obtain electricity, their usage environment is always changing due to the speed
of the train and external weather conditions. Parts of pantograph is shown in Fig 2.

Fig2: Main Parts of pantograph

Pantograph Requirement is decided based on the following technical / Design Parameter:

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Table-1: Technical / Design Parameter of pantograph

Technical/ Design Description
Parameter
Speed Pantograph is selected based on speed:
High or Low speed
Overhead Catenary Pantograph is selected based on height of OHE line:
Height Normal Reach or High Reach Pantograph
Rated Voltage The Pantograph is designed for a voltage at which it will operate.
Refer Table 2 for Details of 25 kV single phase OHE line.
Rated Current at Rated current is defined as average Value of the current for 30
Standstill minutes by pantograph.
Maximum Current at Maximum Value of current withstood by pantograph for specific
Standstill time at standstill condition
Rated current in Rated current in running condition is defined as the continuous
running condition current Transfer by the pantograph
Static Contact Force The Force exerted by the collector head in upward direction on
Overhead catenary line.
Total Contact force Total contact force is defined as the sum of Static Contact force
and Aerodynamic uplift as specified in IEC – 62486 for running
train.
Upper Operating It is defined as the vertical distance between Upper surface of
Position contact strip and Mounting plane on top of the insulator, the
pantograph is raised to the Highest level at which it is designed
to collect current.
Lower Operating It is defined as the vertical distance between Upper surface of
Position contact strip and Mounting plane on top of the insulator, the
pantograph is raised to the lowest level at which it is designed
to collect current.
Maximum Extension Maximum extension of pantograph can be defined as the
of Pantograph vertical distance between Upper surface of contact strip and
Mounting plane on top of the insulator.
Working Range It is defined as the difference between Upper Operating Position
Height & Lower Operating Height.
Lock down height It is defined as the vertical distance between the pantograph
mounting plane on the top of insulators and the upper surface
of the contact strips or any other part of the pantograph
structure if higher.
Pantograph is in not operated condition.
Mounting Provision Mounted on four insulator or it should be specified with proper
mounting distance between insulators

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Technical/ Design Description

Parameter
Raising Time to full It is the time between operation of Magnet Valve (Panto Up)
extension and the instance carbon strip is touching the OHE line.
This is different for Normal Pantograph and High Reach
Pantograph.
Lowering Time to It is the time between operation of Magnet Valve (Panto down)
Lock down height and the instance Pantograph reaches to Lock down height.
This is different for Normal Pantograph and High Reach
Pantograph.
Bow Head Profile As defined in the technical specification. Shown in Fig 3.
Collector head & Length, width & height of collector Head and Length & material
Contact strip of carbon strip is defined. It is shown in Fig 4.
Minimum Working Minimum working pressure shall be defined in technical
Pressure specification
Standard IEC 60494-1, IEC 60494-2
Weight Approximate Weight has to be defined in technical specification
Overreach detection The pantograph is having auto drop function to drop the
(ORD) or Maximum pantograph automatically when excessive height is detected
Extension Detection (ORD).
(MED) This feature will protect the pantograph & OHE damage.
Auto drop Detection The pantograph is also having auto drop function in case of
(ADD) worn current strip or damaged pan head (ADD)
Maximum Electrical Maximum electrical resistance between Contact strip and
resistance power take off should be 2 milli ohms for Normal Pantograph
and 10 Milli ohm for High reach pantograph.
Maximum Limit of Maximum Limit of electrical loss should be defined.
electrical loss
Distance Between Distance Between two pantograph is decided based on neutral
Two Pantographs section negotiation & speed of the train. This is governed by EN
50367/ IEC 62486.
Distance between two pantograph is not applicable for
designing of pantograph. However, this parameter shall be
taken care in design of the train.

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Fig3: Pantograph main working Parameters

Table-2 is showing electrical parameter of single phase 25kV AC Overhead line.
Table-2: Details of OHE Line
Sl.No. Description Parameter
1 Nominal Supply Voltage 25 kV (RMS), 50 Hz, single phase, AC

2 Normal variation in supply voltage 19 kV to 27.5 kV (RMS)

3 Voltage range for Train to operate 22.5 kV to 27.5 kV
with full performance
4 Occasional maximum voltage 30 kV (RMS)
5 Occasional minimum voltage 17 kV (RMS)
6 Normal Variation in frequency ± 3% (48.5 Hz to 51.5 Hz)
7 Max. continuous OHE current for 600 A
train Note: This is total current drawn by
the train, not by pantograph.

Pantograph rated current is

calculated based on actual loading
condition.

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This section only defines the Technical/ Design requirement for selection of pantograph,
not control function of pantograph. Technical requirement of other system/subsystem
mounted on roof shall be defined in subsequent articles.
Control philosophy of pantograph is part of Train control management System, which
includes the following:
a. Auxiliary compressor control based on pantograph Pressure monitoring
b. Pantograph pressure monitoring
c. Pantograph Up / Down Control
d. Auto drop detection & protection
e. Overreach detection & protection
f. Pantograph Override switches
g. Panto Bouncing
h. Line voltage detection etc;
The above control function shall be mentioned in relevant articles/ Videos.

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