No. TS/SC/Train-18/06

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No. TS/SC/Train-18/06

'1611A ◄~q; (~'111Pi4R~,) . . Dated: 08.02.2019

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Sub: Speed certificate for operation of 16-coach formation Train Set named as Train-18 manufactured by ICF/Chennai over Ghaziabad (GZB)-Allahabad (ALO)- Mirzapur (MZP)- Blockhut K (UP & DOWN) Section of North Central Railway up to a maximum speed o( 130 kmph on track maintained to on track maintained as per IRPWM Para 607 (C&M-I Vol.-I) . Ref. : (i) Railway Board letter no. 2018/CEDO/SR/24 dated 28.01.2019. (ii) Railway Board letter no. 2018/CEDO/SR/23(I) dated 28.01.2019. (iii) Railway Board letter no. 2017/M(C)/137/4 dated 29.01.2019.

***** 1.0 The coaches of Train Set under the project named as Train-18 has been manufactured by ICF as per ICF layout drawings and same ICF layouts have been approved by Railway Board vide letter no. 2017/M(C)/137/4 Pt dated 23.02.2018 and allotted separate transportation codes for above coaches. Based on the Railway Board's letter no. 2017/M(C)/137/4 dated 29.01 .2019, it has been decided to issue speed certificate for operation of 16-coach formation Train Set named as Train-18 manufactured by ICF/ Chennai over Ghaziabad (GZB)-Allahabad (ALO)- Mirzapur (MZP)- Blockhut K (UP & DOWN Section) of North Central Railway.

1.1 Tare weight, gross weight & transportation code of coaches of Train Set are given as below:

S. Type of coach Layout Drawing no. Transportation Tare Gross No. code weioht weight 1. Driving Trailer TRAIN 18/DTC/AC-9-0- TS-18/DTC/AC 50.53 t 55.95 t Coach (OTC) 001

2. Motor Coach (MC) TRAIN 18/MC/AC-9-0- TS-18/MC/AC 57.61 t 66.09 t 001

3. Trailer Coach (TC) TRAIN 18/TC/AC-9-0- TS-18/TC/AC 55.58 t 64.06 t 001

4. Non-Driving Trailer TRAIN 18/NDTC/AC-9- TS-18/NDTC/AC 50.89 t 59.37 t Coach (NDTC) 0-001

5. Motor Coach - TRAIN 18/MC/EC/AC- TS- 55.661 t 62.06 t Executive Class 9-0-001 18/MC/EC/AC (MC2/EC)

6. Non-Driving Trailer TRAIN TS- 49.367 t 55.77 t Coach - Executive 18/NDTC/EC/AC-9-0- of 9

No. TS/SC/Train-18/06 Dated 08 .02.2019_Speed Certificate.J 30 kmph

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Class (NDTC/EC) 001 18/NDTC/EC/AC 7. Motor Coach TRAIN 18/MC2/AC-9-0-

(MC2) 001 TS-18/MC2/AC 57.61 t 66.09 t

8. Motor Coach TRAIN 18/MC3/AC-9-0- TS-18/MC3/AC (MC3)

57.61 t 66.09 t 001

16 - coach formation Train Set under the project named as Train-18 manufactured by ICf'./Ch_ennai have been designed for maximum operational speed of 160 kmph on track maintained to C&M- 1, Vol.-1 standard. 2 OTC coaches on both ends are fitted with centre buff~r coupler (CBC) while all other coaches and one side of OTC coach are fitted with

semi perm_anent head and balanced draft gear arrangement. Train Set is equipped with

Regenerative & . Electro pneumatic (EP) brake system (Brake blending). The stainless steel car body 1s provided in these coaches. Train Set has 50% powering. In above

coaches,_ all propulsion equipments are under slung. All coaches are air-conditioned chair car and _inter-connected with fully sealed gangways. All coaches are equipped with fully

automatic plug type sliding doors with retractable/sliding foot step and automatic glass panel touch free IC sliding door.

Brake system:

The brake system fitted on Train 18 is microprocessor controlled Electro Pneumatic (EP)

brake system. The brake system is having microprocessor controlled brake management that controls, manages and diagnoses the brake equipment which is involved in the

braking process and communicates with the Train Control Management System (TCMS) and provide safety and reliability.

The brake system includes:

Compressed air supply: Compressed air supply is by a Piston type Oil-free air

compressor and air dryer unit. Good quality air ensures performance and reliability of

brake system.

Direct Service Brake: Brake system has an electro-pneumatic, microprocessor controlled

direct service brake through master controller which performs the blending function

depending on the brake demand signal and the dynamic brake performance.

To initiate direct service brake, master controller handle is brought to service braking

zone. In turn, Train Control Management System (TCMS) captures the demanded brake

effort and calculates the available dynamic brake effort on the basis of speed and train

load. This dynamic brake effort is applied in the motor coaches by TCMS. TCMS

simultaneously communicates with Brake Electronic Control Unit (BECU) for additional

braking effort, if required, from pneumatic brake system. BECU transmits the pneumatic

pressure to the Brake Cylinder (BC) of brake calliper. Brake calliper is provided on each

wheel. The arm of the brake calliper has a brake pad and wheel has a brake disc

mounted on its web. On receiving BC pressure, brake calliper arm, having brake pad,

grips the brake disc on the wheel, thus providing friction brake.

Communication redundancy: TCMS captures the brake demand generated by master

controller through RS485 communication protocol. Hard wires electrical communication is

also available between master controller and the TCMS as a redundancy. Hard wired

communication automatically takes over in case of failure of RS485 communication.

TCMS then communicates the total brake effort required, dynamic brake applied and the

required pneumatic brake to BECU through RS485 and also through hard wired

communication for redundancy.

Control redundancy: Each coach is provid~d with 2 se~s of BECU. Each BECU works

independently and automatically take~ _over in ~ase of failure of other BECU and ensures

functionality of failed BECU thus providing 1001/o redundancy.

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No. TS/SC/frain-18/06 Dated 08.02.2019 _ Speed Certificate_ 130 kmph

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Indirect Se:Vice Bra~e: Indirect brake system is a standby brake system. It is used in case _of fai lure of direct service brake system. Indirect service brake is applied by dropping Brake Pipe (BP) pressure though Indirect Brake Handle available on driver desk. When_ Indirect Brake Handle is moved in braking zone, the BP pressure is vented through Indirect Brake Handle. Drop in BP pressure is sensed by the distributor valve mounted on each of the BECU of each car. Distributor valve in turn fills the BC of each of the brake calliper in each car. Friction brake is available on wheel through brake calliper in the same manner as in case of Direct Service Brake. Indirect brake system is fully independent from the direct service brake circuit. The brake system is designed on the "fail safe" principle.

Emergency Brake: Electro-pneumatic, microprocessor controlled Emergency brake is available in Direct Service Brake through master controller. Emergency brake is also available in Indirect Service Brake (Brake Pipe Pressure Control) through indirect service brake handle. Friction brake is available on wheel through brake calliper in the same manner as in case of Direct Service Brake. Emergency brake for Co-pilot and Guard: A Cut out cock is provided to vent Brake Pipe pressure. This will apply emergency brake through Indirect Service Brake System. Load Sensed Brake: In both Direct and Indirect brake system, the brake application is by sensing load of each car to control de-accelaration and jerk. This is achieved by regulating the brake cylinder pressure independently in each car. Wheel Slide Protection (WSP): Wheel slide control is included in the microprocessor based BECU. The BCEU detects the speed of each axle and controls the brake cylinder pressure by regulating the anti-skid valves according to the achievable deceleration based on the available adhesion between wheel and rail. This feature is available in both Direct and Indirect Brake in service as well as in emergency application. Holding Brake: Holding brake is the service brake automatically applied, when the train is standing, the brake is released and master controller in neutral position. Parking Brake: Parking Brake is spring actuated mechanical brake applied when the train is stopped with no power and no pneumatic pressure available. The coaches of Train Set are provided with bogie having fully suspended type of traction motors & bolster less bogie, coil springs in primary suspension and air springs in secondary suspension. The details of bogies of above coaches are given as under: System/ Drawing no. Motor Coach Trailer Coach Driving Trailer coach (OTC) (MC/MC2/MC3 (TC)

& MC2/EC) Bogie General TRAIN18/MC/ TRAIN18/TC/ Driving End (leading) bogie-Arrangement AC-0-0-001 AC-0-0-001 TRAIN18/DTC/ AC-0-0-001,

Trailing bogie-TRAIN18/ OTC/ AC-0-0-002.

Primary suspension TRAIN18/MC/AC-0-1-001 (Coil Spring) Secondary suspension TRAIN18/MC/AC-9-0-006 (Air Spring)

1.5 Train-18 is fitted with CBC coupler at the ends for hauling with locomotive. Between the coaches, semi permanent couplers are provided for coupling between coaches. Compressive strength of coupler is 1000 kN and Tensile strength is .600 kN. Tractive and braking forces on coupler are very less compared to coupler of a loco hauled trains since Train-18 is with distributed power (Every alternate coach is Motor Coach) and there is simultaneous brake application over the rake utilizing Brake Electronic Control Unit.

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No. TS/<;:rrr-- , • - •· ·

1.6 The detail~d oscillation trials were conducted up to a maximum test speed of 115 kmph ov~r Bareilly(BE)-Moradabad(MB)-Saharanpur(SRE) (UP/ON Line) section of Northern Railway on track maintained to other than C&M-I, Vol. -I standard (Broad Gauge-1676 mm). As per ROSO Trial report No. ROSO/2018/TG/MT-1571/F, Rev.-0, Amendment-NIL dated 07 .12.2018, the data in the report was found well within limit as detailed in Third Standing Criteria Committee Report. Accordingly Final speed certificates for introduction of coaches of 16-coach formation Train set named as Train-18manufatured by IC~/Ch_ennai up to a maximum speed upto 105 kmph over Indian Railways on track maintained to other than C&M-1 Vol-1 standard has been issued vide speed certificate no. TS/SC/Train-18/01 dated 12.12.2018. 1. 7 The detailed oscillation and EBO trials were conducted over SGZ (Shyamgarh)- KOTA-SWM (Sawai Madhopur) section of West Central Railway at maximum speed of 180 kmph and 160 kmph respectively on track maintained to C&M-I, Vol-I standard respectively. As per ROSO Trial report No. RDSO/2018/TG/MT-1573/F, Rev.-0, Amendment-NIL dated 11 .12.2018, the data in the report was found well within limit as detailed in Third Standing Criteria Committee Report. As per ROSO EBO Trial report No. RDSO/2018/TG/MT-1574/F, Rev.-0, Amendment-NIL dated 11.12.2018 is 1052m against the designed value of 11 00m. Accordingly Final speed certificates for introduction of coaches of 16-coach formation Train set named as Train-18manufatured by ICF/Chennai up to a maximum speed upto 160 kmph over Indian Railways on track maintained to C&M-1 Vol-1 standard has been issued vide speed certificate no. TS/SC/Train-18/02 dated 12.12.2018. 1.8 To adjudge the suitability of route of the subjected Train set -18 Confirmatory Oscillograph Car Run (COCR) was conducted between Ghazibad(GZB)-Allahabad(ALD)Ghazibad(GZB) section of North Central Railway up to a maximum speed of 130 kmph. Results are contained in ROSO trial report no. RDSO/2019/TG/MT-1581/F, Rev.0 dated 04.01 .2019, which are found satisfactory. Further To adjudge the suitability of route of the subjected Train set -18 Confirmatory Oscillograph Car Run (COCR) was conducted between Allahabad (ALO)- Mirzapur (MZP)- Blockhut K - Mirzapur (MZP)- Allahabad (ALO) section of North Central Railway up to a maximum speed of 130 kmph. Results are contained in ROSO trial report no. RDSO/2019/TG/MT-1583/F, Rev.0 dated 06.02.2019, which are found satisfactory. 1.9 Railway Board have sanctioned for introduction of coaches i.e. Driving Trailer Coach (Unique Transportation Code TS-18/DTC/AC), Motor Coach (Unique Transportation Code TS-18/MC/AC, TS-18/MC2/AC, TS-18/MC3/AC), Trailer Coach (Unique Transportation Code TS-18/TC/AC), Non Driving Trailer Coach (Unique Transportation Code TS-18/NDTC/AC), Motor Coach - Executive Class (Unique Transportation Code TS-18/MC/EC/AC) and Non Driving Trailer Coach-Executive Class (Unique Transportation Code TS-18/NDTC/EC/AC) of 16-coach formation Train Set named as Train-18 manufactured by ICF/Chennai vide letter no. 2018/CEDO/SR/24 dated 29.01.2019 up to a maximum speed of 105 kmph on track maintained to other than C&MI, Vol-I standard and vide letter no. 2018/CEDO/SR/23(I) dated 28.01.2019 up to a maximum speed of 160 kmph on track maintained to C&M-I, Vol-I standard. 2.0 Based on the above, it is certified that operation of 16-coach formation Train set under the project named as Train-18 manufactured by ICF/Chennai is fit for operation over Ghaziabad (GZB)-Allahabad (ALO)- Mirzapur (MZP)- Blockhut K (UP & DOWN) Section of North Central Railway up to maximum speed of 130 kmph on track maintained as per IRPWM Para 607(C&M-I Vol.-I), subject to the following conditions: 2.1 Rake formation:

The rake of 16-coach formation Train Set under the project named as Train-18 manufactured by ICF/Chennai is comprising of Driving Trailer Coach (OTC), Motor Coach (MC/MC2/MC3), Motor Coach-Executive Class (MC2/EC), Trailer Coach (TC), Non- of 9

2.2

2.2.1

2.2.2

Driving Trailer Coach (NDTC) & N D . . . and Train formation of 16 _ c h ;n~ riving Trailer Coach-Executive Class (NDTC/EC) NDTC +MC+ TC+ MC2/ECo:cN rain Set (16-coaches rake: OTC+ MC+ TC+ MC2 + is given in ICF layout draw· DITC/EC +MC+ TC+ MC2 + MC3 +TC+ MC+ OTC) Ings enc osed. Track

The track shall be to a · · 1540 density and . . minimum standard of 52kg (90UTS) rail on PSC sleepers with consist of t I t minimum depth of ballast c_ushion below sleeper of 250mm, which may f r aT eas 1 ~Omm clean and the rest In caked up condition on compact and stable orma ion. rack maintenance shall be as per IRPWM Para 607 . F~r

11track _maintained to lower standard than that mentioned above the Chief Engineer s a . ~ecide th~ lower maximum permissible speed on the b~sis of maintenance condition. In this connection, instructions issued by Railway Board should also be ~ol~owed. When_ the Chief Engineer considers that the road bed is not compacted or there is improper drainage, he may suitably restrict the maximum permissible speed depending upon the local conditions.

2.2.3 The -~aximum permissible speed on curves shall be decided on the basis of the existing prov1s1ons of the Indian Railways Permanent Way Manual, Second Reprint-2004. 2.2.4 The welds shall be protected by joggled fish plates as per provisions of Para 6.4 and Para 8.1_4 of USFD Manual and Para 6.3 of AT welding manual and other policy instructions of Railway Board. The maintenance of Rails and Rail joints shall be ensured as per Para 250 & 251 of IRPWM. In addition, wherever condition warrants on account of corrosion on rail/weld collar, wear on rail, cupping of welds etc., necessary precautions shall be taken for fish plating/ joggled fish plating. 2.2.5 Zonal Railway may ensure further detailed examination of track as deemed fit based on age cum condition basis, overdue renewal and condition of formation etc. as per provisions of Chapter-Ill of IRPWM-2004 regarding permanent way renewals and may suitably restrict maximum speed of operation based on such examination. 2.2.6 All turnouts shall be fixed heel curved switches laid on PSC sleepers layout with CMS crossings.

2.2. 7 Sleepers on bridges shall be steel sleeper. 2.2.8 All level crossings shall be manned with telecommunication facilities. 2.2.9 Concerned Zonal Railway shall ensure provision of fencing at vulnerable location on need basis.

2.2.10 All the provision laid down by Railway Board through letter no 2014/CE-II/TSC/1 Pt.-1 dated 8th Sep 2016 regarding track structure for speed beyond 11 Okmph and up to 130kmph shall be complied 2.2.11 As hitting any obstruction or even cattle run over may lead to serious repercussions at higher speeds. Therefore,

(a) For speed more than 110 kmph, al~ the ~evel crossings shall be replaced by suitable grade separation (ROB, RUB etc.) in a time bound manner. (b) Railway shall identify regular trespassing locations and to avoid trespassing at these I t' s suitable mechanism such as deployment of RPF personnel, regular ;~~~~~g', providing 2x2 mtr. subway ( for passing farmers along with cattle) etc.

shall be put in place.

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2.2.12

a) (OCR ~eport . be_ referred to by NCR for locations needing attention and subsequent

bre_quend r:nonitonng before considering operation . (The acceleration for above 0.3g eing a vised separately)

b) NCR shall carry out OMS run for acceleration measurements in NDTC/EC and MC/EC coaches . after attention to track in the first commercial run to confirm that the accelerations ·th· 1· · . are w1 in 1mIt at 130 kmph, else suitable speed restriction shall be imposed.

c) Accelera~ion values shall be monitored in NDTC/EC and MC/EC coaches once every 15 days. in the section for first 2 months, or additional time considered necessary by zonal railway, to ensure that track gets attention before high acceleration values are reached.

2.3 Bridges

2.3.1 T_he clearance refers to bridges "Standard Spans" with standard design of girders, slabs, pipe culverts, piers and abutments etc. issued by ROSO for BGML, RBG and MBG-1987 standard loadings. However, the bearings of span 76.2 m (clear) designed for BGML stan?~rd loading as per RDSO's drawing no.BA-11154 should be strengthened by provId1ng two additional anchor bolts.

2.3.2 Superstructures and bearings of "Special Span" ,(designed and constructed by Zonal Railways based on site requirements) including Arches and sub-structures of all bridges (all Standard & Special Spans) are to be examined under the directions of the Chief Bridge Engineer concern and certified safe with respect to current Indian Railway standard codes with up to-date correction slips.

2.3.3 The clearance is subject to the following parameters of Train Set coaches:

2.3.4

2.3.5

2.4

2.4.1 /

(i) Maximum axle load (OTC) = 14.30t

(ii) Maximum axle load (MC, MC2 & MC3) = 16.52t

(iii) Maximum axle load (TC) = 16.00t

(iv) Maximum axle load (NOTC) = 14.84t

(v) Maximum axle load (MC2/EC) = 16.04t

(vi) Maximum axle load (NOTC/EC) = 14.46t

(vii) Max. Tractive effort per axle (MC) = 28.30 kN

(viii) Max. Braking force per axle (OTC) =' 14.75 kN

(ix) Max. Braking force per axle (MC) = 18.00 kN

(x) Max. Braking force per axle (TC) = 16.75 kN

(xi) Max. Braking force per axle (NOTC) = 15.50 kN

(xii) C.G. Height from Rail Level of OTC, = 1.45m, 1.34m, 1.39m &

MC (All variants), TC & NOTC (All variants) 1 .45m respectively

The above clauses have been arrived considering bri_dges ar~ . in physically sound condition. In case the bridges are not in satisfactory phy_s1cal cond1t1on, n~cessary speed restriction to be imposed by concerned Chief Bridge Engineer of Zonal Railway.

Location of bridges on which speed. res~rictions are imposed shall be notified by the

Railways and incorporated in the working timetable.

Signaling . . • • f GR SR SEM & all extant instructions issued from time to time shall be

Provrsrons o , , complied with.

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· No. TS/SC/Train-18/06 Dated 08.02.2019 _ Speed Certificate J30 kmph

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2.4.,,3

2.4.4

2.4.5

2.4.6

2.4._8 V

2.4.9

It is necessary to provide the means/ and last stop signal to its 'ON' ·t· ~rrang~ments to put back the home signal, starter . posi ion 1mmedIately after the passage of the train. Suitable . co~munication shall be provided in the locomotive and guards van for communication between loco pilot, guard and adjacent station master. Track circuiting of all ru · r . electri 11 . . n~ing me from first stop signal to last stop signal for interlo~:ine~~~:~~i'~ti~n~~rlocking and all run through lines (main lines) for mechanical

Approved type of block instrument shall be provided as means of block working . The int~rlocking ~etween signal and points shall be by mechanical/ electrical or electronic. Mechanical/ El~ctrical operation of points and means for locking both switches shall ~e ensured, Mechanical/ Electrical means for lock detection and independent switch detection by the respective signals.

In the normal single phase 25KV AC electrified section where electric locomotive is used provi~io~s given in Para 22.6, 22.7, 22.8, 22.9 & 22.10 of SEM Pt.II regarding maximu~ perm1~s1ble length of track circuits, signal feed, maximum permissible length for operation of Point motor, use of block instruments and use of track circuits such as DC Track circuit/ AFTC shall be complied by the Railway. All level crossing gates within station limit should be manned and interlocked with station signals. All manned level crossing gates outside station limit should be interlocked depending on the classification of the level crossing. Multi aspect colour light Signaling (MACLS) with two distant signals or automatic Signalling shall be provided. If two distant signals are provided, the distant (outer most) signal shall be located at a distance of not less than 2 Km in rear of the home signal. The inner distant signal (existing distant signal) can be retained at its present distance in rear of the existing home signal. This shall also be applicable to the IBS and the interlocked level crossing gates located in the block sections.

2.4.1 0 Where automatic Signaling is not provided, means for verifying complete arrival of train by provision of block proving by Axle counter (BPAC) is necessary on high density routes and for stations provided with central panel interlocking as per SEM-Pt-I ,chapter-VII, para 7.131 ,section -M ,addendum & corrigendum slip no.6

2.5

2.5.1

2.5.2

2.5.3

2.5.4

2.5.5

Traction Installation: The 25 kV AC OHE shall have swivelling type Cantilever Assembly having tension in the conductors, regulated automatically with a presag. The presag of 50/100 mm is on the Contact Wire for a maximum span of 72 m, proportionately less for smaller spans. In case of locations where 25 kV AC Porcelain Section Insulators are installed on main line and lies within first 1/10th and 113rd of the span, immediately after the OHE structure and the Runners are in trailing direction, the maximum speed s~all be 120 kmph. At all other locations where 25 kV AC Porcelain Section Insulators are installed, the speed shall also be limited to 80 kmph. It is recommended that the cantilevers in the section should h_ave BFB steady Arm (RI No. 2390) with 25 mm Drop Bracket Assembly (RI. No. 2390) 1n~tead of tubular Steady Arm (RI No. 2520). Bent steady arm at overlap locations shall continue.

· h II be made through 2 nos. of pantographs of 16 car formation The current collection s a (as per drawing).

h contact wire of turnout OHE is 50 mm above the In overlapping zone,_ e_nsure that Ht e ver at 1 Om from obligatory structure towards contact wire of mainline OHE. owe '

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2.5.6

2.5.7

2.6

2.6.1

turnouts the vert ical difference in the h . . mm. This is particularly important f f e~ght of two contact wires shall not be less than 30 or acing turnouts. In 25 kV AC traction area the CEE f . height of Contact Wire and I t . f the Railway sh~II have to ensure that the minimum and V-A, Electric Traction ~ ;chnca cleara~ces a_s stipulated in provisions of Chapter -V 2004' with latest Addendu c edu_le of D1me~s1o_ns of 1676 mm gauge (BG) revised ensure its safe runn·1 m & Corrigendum Slips is not violated and strictly followed to ng .

In addition to above the ch· f El · . an tern ora , . I~ ectncal Engineer of the concerned Rai lway may impose S Y t' ~

0~Y speed r~stnction on the basis of personal knowledge experience of the

ec iona E and the field conditions prevailing on the particular section . Rolling stock

~:;ore operatic~, PCME of the concerned Railway shall certify track worthiness and ety of the rolling stocks and they shall also ensure proper maintenance of the roll ing

stocks.

2.6.2 All _typ~ of . brake systems including regenerative brakes of all the coaches shall be maintained In good working order during operation .

2.7 General

2.7.1 All ~he permanent and temporary speed restriction in force and those imposed from time to time due to track, bridges, curves, signal ing and interlocking etc. shall be followed .

2.7.2 Zonal Railways shall ensure that the pay load in the Train Set coaches should not exceed more than 4.38t for Driving Trailer Coach (OTC), 6.4t for Motor Coach (MC/MC2/MC3), 6.4t for Trailer Coach (TC), 6.4t for Non-Driving Trailer Coach (NDTC), 4.32t for Motor Coach - Executive Class (MC2/EC), and 4.32t for Non-Driving Trailer Coach - Executive Class (NDTC/EC).

2.7.3 The profile of Driving Trailer coach (OTC), Motor Coach (MC), Trailer Coach (TC) and Non-driving Trailer coach of Train Set infringes clause nos. 14, 25 & 29 of chapter IV (A) of IRSOD (BG), revised 2004. Railway Board has condoned the infringement vide letter no. 2018/CEDO/SD/RS/10 dated 14.11 .2018.

2.7.4 Stretches of existing weak formations (where permanenUtemporary speed restriction is imposed), if any, shall be planned to be rehabilitated/strengthen first before permitting higher speed.

2.7 .5 Zonal railways should also plan subways at suitable location to avoid trespass and ensure effectiveness of fencing provided.

2.7.6 The visibility at level crossing should be as laid down in IRPWM/Railway Board's instructions. All requirements pertaining to level crossing as laid down in IRPWM/Railway Board's instructions should be fulfilled to ensure safety at level crossing . Drainage of the level crossing and adjoining track should be in good condition .

2.7.7 Railway shall ensure provision of sturdy fencing at vulnerable location on need basis for operation upto 130 kmph.

2.7.8 Action to be taken for relocation/modification of engineering signals in consultation with S&T and OHE department of Zonal Railways

2 A p 6 1 2 of Revised Policy Circular-6 dated 31.10.2018, trains will be introduced •7

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inst~!rse~~~n~ ~t the speeds as per provision of General Rules 1976- Rule 4.08 1(a).

2. 7 .1 O System of emergency e~acuatiof n of passeng:~s :re~s~:c::~I ~~~c~~;ins~~f/~~~ I a~~ accidents shall be available rom passeng · prominently displayed inside the coaches.

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No. TS/SCffrain-18/06 Dated 08.02.20 19 _ Speed Certificate - I30 kmph

2. 7. 11 Railway shall ensure that adequate maintenance facil ities along with safety critical spares

are available.

2. 7.12 Railway shall deploy qualified and dedicated staff for the maintenance of Train-18

coaches.

2. 7.13 Railway shall deploy competent electrical and mechanical personnel on board so that

any issue arising enroute can be suitably addressed.

1. (i) ICF layout drawing no. TRAIN18/DTC/AC-9-0-001 , TRAIN18/MC/AC-9-0-001 ,

TRAIN18/TC/AC-9-0-001 , TRAIN18/NDTC/AC-9-0-001 , TRAIN18/MC/EC/AC-9-0-001 ,

TRAIN18/NDTC/EC/AC-9-0-001 , TRAIN18/MC2/AC-9-0-001 & TRAIN18/MC3/AC-9-0-

001.

2. ICF bogie general arrangement drawing nos. TRAIN18/MC/AC-0-0-001, TRAIN18/TC/

AC-0-0-001, TRAIN18/DTC/AC-0-0-001 & TRAIN18/DTC/AC-0-0-002.

3. Suspension Diagrammatic Arrangement drawing no. TRAIN18/MC/AC-9-0-006

4. (i) Railway Board letter no. 2017/M(C)/137/4 Pt dated 23.02.2018

(ii) Railway Board's letter no. 2018/CEDO/SD/RS/10 dated 14.11 .2018

(iii) Railway Board's letter no. 2017/M(C)/137/4 dated 11.12.2018.

(iv) Railway Board's letter no. 2018/CEDO/SR/23(1) dated 28.12.2018

(v) Railway Board letter no. 2018/CEDO/SR/24 dated 28.01.2019.

(vi) Railway Board letter no. 2018/CEDO/SR/23(1) dated 28.01.2019.

(vii) Railway Board letter no. 2017/M(C)/137/4 dated 29.01.2019.

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No. TS/SC/Train-18/06

Documents

Transcript of No. TS/SC/Train-18/06