C&M Vol.-I vide RDSO’s letter no. SD.WDP4.11 dated 05.03.

2002 read along

with amendment letter no.SD.WDP4.11 dated 28.3.2002.

2. Before introduction of these coaches on Indian Railways network, it is

proposed to conduct braking distance trials upto a maximum speed of
130km/h on Howrah-Dhanbad section on a rake consisting of single
locomotive followed by 13 nos. of AC EOG Double Decker Chair Car coaches
fitted with pneumatic suspension at secondary stage on Fiat bogies and 2
nos. of BG LHB Generator Van subject to the following conditions.

2.1 Test Train and Procedure

2.1.1 For conducting braking distance trials, the test special shall consist of one
WAP5/WDP4 locomotive followed by upto 13 nos. of BG AC EOG Double
Decker Chair Car coaches fitted with pneumatic suspension at secondary
stage on Fiat bogies, 2 numbers of LHB Generator Van and one oscillograph
car( optional).

2.1.2 Braking distance trials shall be conducted at a speed of 110 kmph and
130 kmph in empty and loaded condition as per the test scheme.

2.2 Track

2.2.1 The track shall be to a minimum standard of 52 kg rails on sleepers to M+ 7

densities and minimum depth of ballast cushion below sleepers of 250 mm
which may consist of at least 100 mm clean and the rest in caked condition, on
compacted and stable formation.

2.2.2 The track maintenance shall be in accordance with the recommendations

contained in the RDSO’s Report No. C&M–I,Vol.-I. In this connection the
instructions for the maintenance of track on high speed routes circulated to the
Railways under RDSO’s DO letter no. CRA/509 dated 7.7.1971 and approved by
Railway Board vides their letter No. 71/W6/HS/8 dated 27.8.1971 and No.
71/W6/HS/1 dated 21.10.1971 should also be followed.

2.2.3 For track maintained to lower standard than that mentioned above, the Chief
Engineer shall decide the lower maximum permissible speed on the basis of
maintenance condition. In this connection, Railway Board’s letter No.
65/WDO/SR/26 dated 19/20.10.1966 may be seen. 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.

2.2.4 The maximum permissible speed on curves shall be decided on the basis of the
existing provisions of the Indian Railways Permanent Way Manual second
reprint 2004.

2.3 Bridges

2.3.1 The clearance refers to bridges with standard design of girders, slabs, pipe
culverts, piers and abutments, etc. issued by RDSO for BGML, RBG & MBG-
1987 standard loadings. However, the bearings of span 78.8 meters
(effective) designed for BGML standard loading as per RDSO’s drawing no.
BA-11154 should be strengthened by providing two additional anchor bolts.
Page 2 of 6
2.3.2 Superstructures and bearings of non-standard spans including arches and
sub-structures of all bridges are to be examined under the directions of the
Chief (Bridge) Engineer concerned and certified safe by him in terms of
current IRS Bridge Rules, Steel Bridge Code, Concrete Bridge Code, Arch
Bridge Code, Bridge Sub-structure and Foundation Code, etc. read with up to
date correction slips.

2.3.3 This clearance is subject to the following parameters of locomotives, AC EOG

Double Decker test coach and Generator Van:

(A) For Locomotives:

S
Description WAP5 WDP4
No.
1. Max. axle load 19.5 + 2% t 19.5 t
2. Max. tractive effort 26.3 t 27.52 t
Max. braking force at rail level
3. 16.3 t 16.3 t
(regenerative)
CG height above rail level Not exceeding Not exceeding
4.
(As per IA18-01.3) 1393 mm 1830 mm

(B) For AC EOG Double Decker Chair Car Coach

Maximum axle load : 16.25 t

Maximum Braking Force at Rail Level : 6.62 t
(at 3.8 kg/cm2 BC pressure)
CG height above rail level : Not exceeding 1830 mm

(C) Generator van

Maximum Axle Load : 16.5 t

Maximum Braking Force at Rail Level : 6.62 t
(at 3.8 kg/cm2 BC pressure)
CG height above rail level : Not exceeding 1830 mm

2.3.4 Zonal Railways to certify adequacy of existing bridges for permitting rolling
stock based on physical condition of bridges. Bridges shall be kept under
observation as considered necessary by the Chief Bridge Engineer of the
Railway.

2.3.5 Location of bridges on which speed restrictions are imposed shall be notified
by the Railways and incorporated in the working timetable.

2.3.6 Specific restrictions are applicable as mentioned in relevant speed certificate

of hauling single/multiple locomotives issued by RDSO.

2.4 Signaling

2.4.1 Provisions of GR, SR, SEM & all extant instructions issued from time to time
shall be complied with.

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2.4.2 While running through a station, speed of the test train shall be restricted to
the maximum permissible speed as per standard of interlocking provided at
the station.

2.4.3 The driver of the test train and the supervisory official present in the driver’s
cabin shall so conduct the trial run that the speed is regulated and the test
train is able to stop short of a stop signal at danger.

2.4.4 Suitable telephonic or walkie-talkie communication between guard and driver

shall be provided.

2.5 Traction Installation:

2.5.1 The OHE shall have swiveling type of cantilever assembly having the tension
of conductors regulated automatically with a presag of 50/100 mm. The pre-
sag is on the contact wire for a maximum span of 72 m, proportionately less
for smaller spans.
2.5.2 In case of locations where porcelain section insulators are installed on main
line and lie within first 1/10 th and 1/3 rd of span immediately after the OHE
structure and the runners are in trailing direction, the maximum speed shall be
120 kmph. At all other locations where porcelain section insulators are
installed, the speed shall be limited to 80 kmph.
2.5.3 It will be ensured that the cantilevers in the trial section have BFB steady arm
(RI No. 2390) with 25 mm drop bracket assembly (RI No. 2360).
2.5.4 The current collection beyond 100 kmph shall be made through one no.
pantograph fit for high speed operation.
2.5.5 The Railway shall ensure thorough inspection of the trial stretch before
conducting the trials to confirm that OHE adjustments are proper.
2.5.6 In 25 kV a.c. traction area ,the CEE of the concerned Railway shall have to
ensure that the minimum height of contact wire and electrical clearances as
stipulated in provision of Chapter –V and V-A, Electric Traction “Schedule of
Dimension of 1676 gauge (BG) revised 2004” is not violated and strictly
followed to ensure its safe running.”
2.5.7 In addition to the above, the CEE may impose any temporary speed
restrictions on the basis of his personal knowledge and experience of the
OHE and the conditions prevailing on any particular section.

2.6 Rolling Stock

2.6.1 Before starting the trials, CME/CEE of the concerned Railway will certify the
track worthiness and safety of the rolling stocks and will also ensure the
proper maintenance of the stocks.

2.6.2 The Wheel Slide Protection (WSP) device of all the coaches in the rake shall
be functional at the starting station. If the WSP of any coach becomes
defective enroute, the brake system of that particular coach shall be isolated.

2.6.3 Brakes of locomotive and trailing coaches including LHB Generator Van
should be in good working condition during trials.

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2.7 General

2.7.1 All the permanent and temporary speed restrictions in force and those that
may be imposed from time to time due to track, bridges, curves, signaling and
interlocking etc. shall be observed.

2.7.2 Gate man at all level crossings occurring within the test stretch which are not
connected to the station by phone should be informed in advance of the dates
and approx. time of the trials run over the level crossings.
2.7.3 After every test at speeds in excess of the maximum permissible sectional
speed, resumption of public carriage of passengers and freight wagons on
that particular portion of the track may be permitted at the maximum
permissible speed of the section after the section is inspected and certified fit
by an officer not lower than the rank of AEN on the foot plate of a locomotive
or on a motor trolley following the test train. However, wherever, rear window
inspection facility is available on the test train, the officer concerned can do
the rear window inspection on the last run of the test train, in every block of
testing, for certifying fitness of section.
2.7.4 Attention is also invited to the note on “Preparation of Electrical Equipment of
Diesel and Electric Locomotives for high speed operation” circulated with this
office letter no. EL/3.3.15/WAM2/Gr.CON, dated 24-12-1970 and the
locomotive should be attended accordingly as applicable to this class of
locomotive”
2.7.5 The pantograph of WAP5 locomotive in locked down condition and the surge
arrestors infringe the maximum moving dimensions of 1929 over non-
electrified sections. After removing the pantograph pan assembly and two
surge arrestors, the profile will infringe the Maximum Moving Dimensions of
1929 but will be within `X’ class loco profile. For movement of the loco in non-
electrified sections, pantograph pan assembly and two surge arrester shall be
removed and the movement of the Loco shall be cleared by the Railway
concerned as per the extant rules applicable. In non-electrified sections where
Maximum Moving Dimensions of existing `X’ class locos are not permissible,
the movement shall be in accordance with the instructions issued by Railway
Board and other additional instructions issued by the Zonal Railways for the
movement of ODCs. Railway Board have condoned these infringements vide
their letter no. 95/CEDO/SR/18, dated 14.07.1995.

2.7.6 BG AC EOG Double Decker Coaches infringes clauses 29, 9, 19(b), 20(b), &
30 of Chapter IV (A) and diagram No.1D of IR BG Schedule of Dimensions,
Revised 2004. These infringements of BG AC EOG Double Decker coaches
have been condoned by Railway Board vide their letter No.
2010/CEDO/SR/11, dated 11.05.2010. The clearance between kinematic
profile and fixed structure as recommended by RDSO’s letter nos.
CT/DHS/3/Coaches dated 11.03.2010 and MC/CB/AC/DD dated 12.03.2010
must be ensured by railway. Further the Zonal Railways must ensure the
removal of the existing infringements due to the new design of BG AC EOG
Double Decker Coach as per RDSO’s letter nos. CT/DHS/3/Coaches dated
11.03.2010 and MC/CB/AC/DD dated 12.03.2010.

2.7.7 LHB generator van with 23540 mm length over body and 12340 mm
maximum distance apart between any two adjacent axles infringes clause
13(b), 16, 17 19(b), 20(b), 21(b), 22 and 32(b) of Chapter IV A of BG
Schedule of Dimensions, 1973 Reprint. These infringements of LHB coach
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 were condoned by Railway Board vide their letter no. 97/CEDO/SR/3, dated
07.02.1997.
2.7.8 The profile of EOG Oscillograph car LHB Variant coach is same as that of
LHB AC EOG Variant Coaches (Other than ACCN) with 23540 mm length
over body and 12340 mm maximum distance apart between any two adjacent
axles infringes clauses 13(b), 16, 17, 19(b), 20(b), 21(b), 22 & 32(b) of
chapter IV (A) of BG Schedule of Dimensions, 1973 Reprint. These
infringements of LHB AC EOG variant coach had been condoned by Railway
Board vide their letter No. 97/CEDO/SR/3, dated 07.02.1997.
2.7.9 The design of WDP4 locomotive infringes clauses 11 (ii), 12, 13 and 17 of
Chapter IV (C) of the BG Metric Schedule of Dimensions, 1973 Reprint.
Railway Board have condoned these infringements vide their letter No.
2001/CEDO/SR/18 dated 23.8.2001.
2.7.10 BG AC EOG Double Decker Coaches should not run on the platform line at
speed of 75 kmph and beyond.
3. It is certified that test special as indicated in para 2.1.1 may be permitted to
conduct braking distance trials on section indicated in Para 2 upto 130 kmph
subject to the conditions specified above.
4. Necessary CRS sanction alongwith Track certificate, Bridge certificate and
joint safety certificate for conducting this trial may be obtained at the earliest
and communicated to Director General (Testing), RDSO, Manak Nagar,
Lucknow -226011.
DA: 1. Rly. Bd.'s letter No. 201 0/CEDO/SR/11, dated 11.05.2010.
2. RDSO Drawing Nos. CSC-1779, CSC-1780

(Rajiv Vishnoi)
SR. Executive Director Standards (Motive Power)

Copy to:

1. The: Secretary (Mech., Elec. & Engg. IG)

Railway Board, Rail Bhawan,

New Delhi - 110 001

2. The General Manager (Elect./Optg./Mech./S & T)

i. Eastern Railway, Fairlie Place, Kolkata - 700 001
ii. East Central Railway, Hajipur - 844 101

DA: 1. Rly. Bd.'s letter No. 201 0/CEDO/SR/11, dated 11.05.2010.

2. RDSO Drawing Nos. CSC-1779, CSC-1780

~~
(Rajiv Vishnoi)
Sr. Executive Director Standards (Motive Power)

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