Metro Manual

File No.
RDSO-UTHS0LKO(MECH)/10/2020-O/o ED/UTHS/RDSO 4
I/6198/2020
GOVERNMENT OF INDIA
MINISTRY OF RAILWAYS
Procedure for Safety Certification and Technical

Clearance of Metro Systems
December 2015
Urban Transport & High Speed Directorate

RESEARCH DESIGNS & STANDARDS ORGANISATION
MANAK NAGAR, LUCKNOW – 226 011
File No.RDSO-UTHS0LKO(MECH)/10/2020-O/o ED/UTHS/RDSO 5
I/6198/2020
Changes in present version (December 2015) of Procedure for Safety

Certification and Technical Clearance of Metro Systems with respect
to previous version of February 2015
S.N. Modification in Edited/Removed/ Authority

Added
1 Ann C-1 Clause 3.2 Item (viii) added for Rly Bd letter no.2010/Proj./
gradients Bangalore/30/4-Vol.II (Pt.) dtd
23.09.2015
2 Ann C-1 Clause 8.1 Para modified to cater Rly Bd letter no. 2011/Proj./
for provisions for MOU/31/1 Vol. I dtd
single track tunnel 26.11.2015
3 Ann C-1 Clause 14 Para added for Rly Bd letter no.2010/Proj./
gradients Bangalore/30/4-Vol.II (Pt.) dtd
23.09.2015
4 Ann C-2 Clause Para modified Rly Bd letter no. 2011/Proj./
4.1(ii) MOU/31/1 Vol. I dtd
18.11.2015
5 Ann C-2 Clause 4.7 Table modified Rly Bd letter no. 2011/Proj./
Table 1 MOU/31/1 Vol. I dtd
18.11.2015
6 Para 9 of page no. 6 Existing para Rly Bd letters no.
renumbered as sub 2011/Proj./ MOU/31/1 dtd
para 9.1 & a new 16.04.2015 &
sub para 9.2 is added 2012/Proj./Jaipur/30/7 Vol
II dtd 10.04.2015
I/6198/2020
Table of Contents
S.No. Description Page

No.
1. General 1
2. Scope 1
3. Overview of the Procedure 1
4. Submission and Scrutiny of Schedule of Dimensions 2
5. Submission and Scrutiny of Documents 2
6. Submission of Test Certificates / Reports 3
7. Oscillation Trials and issue of Speed Certificate 3
8. Condonation 6
9. Maintenance and other Manuals 6
ANNEXURES
Annexure Description Page

No. No.
A Documents required for Rolling Stock - (Rolling Stock - Mechanical) 7
B Documents required for Rolling Stock - (Rolling Stock - Electrical) 9
C1 Technical Standards of Track Structure for Metro Railways 10
C2 Performance criteria of fastening system for ballastless track on 23
metro Railways/MRTS systems (Provisional)
D1 Documents required for traction (OHE/ Third Rail) and Power 28
Supply System at appropriate stage
D2 Documents required for third rail traction system and Power Supply 30
System at appropriate stage
E1 Documents required for various sub-systems of signalling, duly 32
approved by Metro authorities
E2 Provisions to be adopted for signalling & telecommunications 33
systems
F1 Methodology for oscillation trials 34
F2 Criteria for oscillation trials of metro rolling stock 37
G1 Methodology for Emergency Braking Distance (EBD)/Service Braking 39
Distance (SBD) trials
G2 Parameters required for calculation of EBD/SBD & controllability of 43
Metro’s
H Methodology for coupler force trials 44
I Methodology for controllability trials 45
Flow chart for Metro Certification Procedure 48
I/6198/2020
PROCEDURE FOR SAFETY CERTIFICATION AND TECHNICAL CLEARANCE OF METRO SYSTEMS

BY RDSO
1. GENERAL
As per Amendment to Metro Railway (Operation and Maintenance) Act 2009, Indian
Railways have been unambiguously given the responsibility of technical planning and
safety of Metro Systems being implemented in India. Since a number of Metros are
coming up in various cities of India, considering the fact that some technical and safety
related issues can best be dealt with at the planning stage itself, a comprehensive
document has been prepared giving the details of procedure for Safety Certification and
Technical clearance of Metro Systems by RDSO, Ministry of Railways.
2. SCOPE
This is a reference document defining the procedure and the various steps to be taken for
safety certification and technical clearance of Metro Systems being implemented in India.
This will provide guidance to the authorities who intend to plan, construct and operate a
Metro System in India. After deliberations in the Inter-Ministerial Committee on Metro
issues, it was decided with general consensus, that Ministry of Railways should confine its
role to according in principle approvals of broad technology as chosen and proposed by
the metro railway administrations in the following areas:
i. Schedule of Dimensions
ii. Design Basis Report
iii. Track structure
iv. Oscillation trials of rolling stock as required
v. Issue of Speed Certificate
vi. Technology for signalling
vii. Technology for traction
viii. Rules for opening of the metro railway and General Rules
3. OVERVIEW OF THE PROCEDURE
3.1. The complete exercise of Safety Certification and Technical Clearance for
commissioning a Metro System for passenger service is broadly divided into the
following parts:
1. Submission and Scrutiny of Schedule of Dimensions (SOD)
2. Submission and Scrutiny of technical documents like specifications, design and
test certificates.
3. Tests of selected sub-systems.
4. Oscillation trials and issue of speed certificates.
3.2. However, before the actual start of process for Safety Certification and Technical
Clearance, it is advisable that Metro administration keeps RDSO generally informed
about the project developments and starts liaison well in advance. To make this a part
of the system, a copy of the Detailed Project Report (DPR) approved by Ministry of
Railways and Ministry of Urban Development may be sent to RDSO.
3.3. The Metro administration shall submit the required documents to Executive Director
Works (Planning) Railway Board, and also send a copy of the same to Executive
Director, Urban Transport and High Speed Directorate, RDSO, Manak Nagar, Lucknow.
UTHS directorate will co-ordinate within RDSO and with the Metros for scrutiny of
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documents and certification of Metro. These steps have been explained in detail in the
following paragraphs:
4. SUBMISSION AND SCRUTINY OF SCHEDULE OF DIMENSIONS (SOD)
[Expected Time for examination and clearance of SOD - Three months]
Initially Metro Administration is required to submit its SOD for approval. It should
comprise of general alignment and clearances, rolling stock dimensions, kinematic
envelope and structure gauge, clearances at stations and platforms, type of electric
traction and clearances from live parts. If a Metro is being extended, then fresh SOD will
not be required to be approved.
5. SUBMISSION AND SCRUTINY OF DOCUMENTS.
[Expected Time for scrutiny of documents –six weeks]
Metro Administration is required to submit documents, duly approved by Metro
Administration as per annexures mentioned below. Sub-system wise break up of these
documents is as follows:
5.1. Rolling Stock(Mechanical Part):as per Annexure A
5.2. Rolling Stock (Electrical Part): as per Annexure B
5.3. Track: The following documents are required
a) Compliance of Standards for Track Structure and salient feature of Track
Structure adopted by Metro Railways (Annexure C1)
b) Compliance to Performance criteria of Fastening System for ballastless track on
Metro Railways/MRTS and salient feature of Fastening System adopted by Metro
Railway (Annexure C2)
5.4. Traction Installation and Power Supply : as per Annexure D1 and D2
5.5. Bridges and Structures
a. A copy of Design Basis Report (DBR) for viaduct and other bridges duly approved
by the metro authorities is required to be submitted prior to taking up design
work by the Consultant. This shall require approval of Ministry of Railways before
start of physical work.
b. It should include load model, provisions of various Codes and Manuals to be
followed with preference (Justification should also be furnished if other than IRS
Code are proposed to be followed), type of construction material etc.
Notes:
i. A Model DBR has been prepared by RDSO/ MoR and same has been uploaded
on RDSO website. Metros should refer it for preparing their DBR.
ii. RDSO has prepared guidelines for carrying out RSI studies and same has been
uploaded on RDSO website. This may be referred for doing RSI studies.
5.6. Signalling
a. Documents are required for various sub-systems duly approved by Metro
authorities as per Annexure E1.
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b. A Broad description of the systems in line with already approved system of Metro
Signalling System and & telecommunications system is available at Annexure E2.
For Technical clearance, minimum provisions to be adopted for Signalling systems
& telecommunications systems are outlined in this annexure. Deviations, if any,
shall be pointed out clearly.
6. SUBMISSION OF TEST CERTIFICATES / Reports
6.1 The following test certificates are required to be submitted to RDSO for record before
conducting oscillation trial:
6.1.1. Rolling Stock –Mechanical
i. Type test of coupler
ii. Type test of brake system
iii. Type test of wheels and axles
iv. Prototype test of Bogie frame
v. Endurance test of Bearing
vi. Compliance certificate for crashworthiness standard
[Expected Time in scrutiny and examination of these certificates – four weeks]
6.1.2. Rolling Stock– Electrical
Dynamometer car test certificate giving starting and rolling resistance of the
Prototype Rolling Stock and verifying the “tractive effort-speed” and “regenerative
braking effort/speed” characteristics; along with methodology of acquisition of
data and calculation method. If Dynamometer car test is not being conducted for
the rolling stock, then test results by manufacturer for similar test done earlier to
be provided.
[Expected Time in scrutiny and examination of these certificates – four weeks]
6.2 The following test certificates are required to be submitted to RDSO for record
before commissioning of the corridor.
6.2.1. Signal and Telecommunication: Completion report of Integrated Testing and
Commissioning Tests with their results for Signalling/Train Control Systems and Tele
Communication Systems.
6.2.2. Rolling Stock– Electrical: EMC/EMI compatibility test report to be submitted before
commissioning of the corridor.
7. OSCILLATION TRIALS AND ISSUE OF SPEED CERTIFICATEs

7.1. The following types of speed certificates are issued by RDSO.
i. Speed certificate for conducting oscillation trials of the rolling stock by RDSO to
ascertain its maximum speed potential. (Test methodology and criteria for the test
are enclosed as Annexure F1& F2 respectively).
[Expected Time in issuing this certificate – two weeks]
ii. Speed certificate for conducting Emergency Braking Distance trial for the
complete train formation intended to be operated. (Test methodology is enclosed
as Annexure G1 and parameters required are at Annexure G2).
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iii. Speed certificate for conducting COUPLER FORCE, CONTROLLABILITY or any other
special trial. Coupler force trials shall be necessary for sections having sustained
up gradient steeper than 1 in 100. Controllability trials shall be necessary for
sections having sustained gradient steeper than 1 in 100. (Test methodology for
coupler and controllability are enclosed as Annexure H and Annexure I
respectively).
NOTE: These trials may be dispensed with by RDSO, if Metro Authorities submit
adequate details of design calculations and Type test reports of couplers
and brake system certifying their suitability for use in the worst operating
conditions, which shall also include failure of ATP/CBTC.
iv. Provisional speed certificate for operation and regular use of new design of rolling
stock without conduct of detailed oscillation trials. The provisional maximum
permissible speed for new design of rolling stock will be determined on the basis
of design features and data, and where appropriate also on a comparison of the
performance of similar design of stock already in service, generally in line with
Policy Circular no. 6 issued by Railway Board.
v. Interim speed certificate for operation and regular use of rolling stock at the
maximum permissible speed as determined in oscillation trials and based on
norms set by Criteria Committee of RDSO (Annexure F2) and in EBD trials.
vi. Final speed certificate for operation and regular use of rolling stock at the
maximum permissible speed based on norms set by Criteria Committee of RDSO
(Annexure F2), after conduct of oscillation trials over rundown track with worn
wheel profile, as soon as available, and with instrumented measuring wheel
wherever required.
7.2. Prior sanction of CRS for conducting trials
a) In cases where metro line is yet to be opened for public carriage of passengers, prior
sanction of CRS will not be needed for conducting Oscillation, EBD, coupler forces and
other such trials of coaches, mentioned in para 7.1 (I, ii and iii). After issue of speed
certificate by RDSO for such trial, the concerned Metro will submit the documents
already prescribed to RDSO.
b) However, prior sanction of CRS will continue to be mandatory for conducting all the
trials mentioned in para 7.1 (i,ii and iii), where the Metro line has already been
opened for public carriage of passengers and a new design of Rolling Stock is to be
tested or where speed of an existing rolling stock is to be increased. Requisite papers
and certificates will need to be submitted by concerned Metros to CRS for this
purpose.
7.3. For oscillation trial and speed certificate of metro rolling stock as described above, the
concerned metro corporation shall apply to Executive Director (Urban Transport &
High Speed), Research Designs and Standards Organization, Manak Nagar, Lucknow-
226011.
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7.4. Application for getting oscillation trial done shall be accompanied by the following
documents:
i. Performance report of the existing operation.
ii. Full details of the rake composition & section on which trial is proposed.
iii. Joint Safety certificate issued by concerned Metro
iv. Track certificate issued by concerned Metro
v. Bridge Certificate issued by concerned Metro
vi. After issue of Speed Certificate, CRS sanction for conducting the trial, if necessary
in terms of Para 7.2
vii. An Indemnity Bond by the concerned Metro administration indemnifying RDSO /
Indian Railways for damages if any, caused by any accidents/casualties during such
trials.
viii. Any other certificate required as per CRS sanction, if necessary in terms of Para 7.2
7.5. Application for getting special trials done shall be accompanied by:
a. Joint Safety certificate issued by concerned Metro
b. Track certificate issued by concerned Metro
c. Bridge Certificate issued by concerned Metro
d. After issue of Speed Certificate, CRS sanction for conducting the trial, if necessary
in terms of Para 7.2
e. An Indemnity Bond by the concerned Metro administration indemnifying RDSO /
Indian Railways for damages if any, caused by any accidents/casualties during such
trials.
f. Any other certificate required as per CRS sanction, if necessary in terms of Para
7.2
Apart from above, details indicated in annexures G1 and G2 for Emergency /Service
Braking Distance trials, in annexure H for Coupler Force trial and in annexure I for
Controllability trial, following documents will also be required:
7.6. In addition to the above mentioned documents, any other detail required by RDSO
after due examination of the case, shall be intimated to the concerned metro.
[Expected Time in conducting oscillation trial by RDSO – four weeks. Additional 2
weeks for EBD trial and 2 weeks for coupler force trial if needed.]
7.7. For issuing of Provisional / Interim Speed Certificate, following shall be required:
i. Approved Schedule of dimensions (SOD) and condonation letter from Railway
Board for infringements/deviations, if any, from approved Schedule of dimensions
(SOD).
ii. Approval of Track Structure and Fastening System as per Annexure C1 & C2 and
condonation letter from Railway Board for deviations, if any, from approved Track
Structure and Fastening System
iii. Approved Design Basis Report.
iv. In principal approval of Traction System as per Annexure –D1/D2
v. Complete design details pertaining to vehicle dynamics along with drawings of the
rolling stock – As per Annexure A & B
vi. Report of Vehicle dynamics simulation done including Vertical acceleration values,
Lateral acceleration values, Vertical Ride Quality, Lateral Ride Quality, Vertical
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force, Max. Lateral force, Derailment Coefficient (Lateral force/ Instantaneous

wheel load.)
7.8. After receiving speed certificate for passenger carrying rolling stock, Metro
administration shall apply for sanction for the same to the Railway Board/MoR
through Commissioner of Railway Safety of the Circle in whose jurisdiction the Metro
falls, as per the provision stipulated in “Opening of Metro Railway for Public Carriage
of Passenger Rules, 2013” with latest amendment.
7.9. For existing rolling stocks, where there is a case of design modification or speed
enhancement, as defined in “Opening of Metro Railway for Public Carriage of
Passenger Rules, 2013”, with latest amendment, the same procedure, as described
above, shall be followed.
8. CONDONATION:
8.1 Any deviation from the standards prescribed by and acceptable to MOR, either
pointed out by MOR/RDSO or brought to the notice of MOR/RDSO by the Metro, will
be required to be condoned by MOR. For any such condonation Metro will submit
detailed justification each case wise well in advance.
8.2 Any infringement or deviation to approved SOD will also require condonation from
MOR. However, the case is to be processed as under:
i) By Metro through approval of concerned CRS to Railway Board in case of fixed
installations.
ii) By Metro through RDSO and CCRS in case of infringements to SOD by Rolling Stock.
9. MAINTANCE AND OTHER MANUALS
9.1 Before commencement of commercial services, Metro Administrations should ensure

that all the following manuals are in place:
a) Operations Manual
b) Safety Manual
c) Disaster Management Manual
d) Maintenance Manuals of various sub-systems
9.2 The concerned technical Director-in-charge should approve and authenticate 9.1(a) to
9.1(c) of the above listed manuals for use. The maintenance manuals mentioned in
9.1(d) above, are to be submitted by the concerned technical Director-in-charge after
authentication, to RDSO for approval. Manuals mentioned at 9.1 (d) above, should be
got approved from RDSO within Six months of commercial operations.
10. The expected time stipulated is tentative and does not include the time taken by Metros
in providing any clarification asked by RDSO.
*****
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Annexure-A
Documents required for issue of speed certificate of Rolling Stock - (Rolling Stock -
Mechanical)
1. Brake System
i. System description of air supply and brake system, Standards followed.
ii. Train brake calculation and parking brake details.
iii. Emergency braking distance.
iv. Air consumption calculation.
v. Brake and piping diagram.
2. Bogie System
i. System description of bogie.
ii. Drawings and Design Data for Bogie
iii. Finite Element Analysis Report of Bogie Frame.
iv. Fatigue test data of bogie frame and endurance parameters calculations
v. Thermal calculation of wheel.
vi. Axle strength calculation-Powered axles.
vii. Axle strength calculation- Non - Powered axles.
viii. Life rating calculation of axle box bearing.
ix. Suspension drawing and design parameters.
3. Vehicle Dynamic Analysis on Track Data as Specified by Metro Administrations

i. Vehicle model.
ii. Natural frequencies of the suspension.
iii. Stability / safety of bogie
iv. Wheel / track off-loading.
v. Bogie rotational resistance.
vi. Wheel wear index at the tread and flange.
vii. Lateral force and derailment quotient.
viii. Ride index.
ix. Acceleration values of car body and bogie frame.
x. Criteria for assessment of riding behaviour of vehicle.
4. Finite element Analysis of car body structure as per manufacturer

5. Relative movement between coaches/coach and bogie
i. Coupler movement calculation
ii. Gangway movement calculation for specified radius
iii. Calculation of relative movements between coach and bogie on different
degrees of curvature.
6. Passenger Saloon Door description & Drawing for record purpose
7. Coupler – Technical description and drawings.
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8. Fire load calculation and emergency evacuation of passengers

i. Design calculation of Fire load above and below body frame.
ii. Fire Protection System and compliance to relevant International Standards.
iii. Measures for emergency evacuation of passengers.
9. Crashworthy Simulation as per EN 15227 and GMRT 2100
10. Layout of DMC and TC and pay load calculation.
11. Weight particulars of stock.
12. Test Procedure of Brake System, Bogie, Coupler, Wheel & Axle to be given for
information.
i. Brake System
a. Dynamometer test.
b. Brake calliper unit.
ii. Bogie System
a. Static and Fatigue tests of bogie frame
b. Bogie rotational resistance test
c. Oscillation trials
d. Wheel offloading test
iii. Coupler System
a. Test specification of coupler
iv. Wheel & Axle
a. Test procedure of Wheel.
b. Test procedure of Wheel set.
c. Test procedure of Solid Axle.
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Annexure-B
Documents required for Rolling Stock - (Rolling Stock - Electrical)
1. Technical specification on rolling stock covering its electrical sub systems for
information:
2. Following Design Calculations to be furnished for records sake:-
(i) Adhesion calculation
(ii) Gear pinions, analysis of stresses, selection of bearing, gear case and
transmission assembly
(iii) Tractive and braking effort vs speed curves showing balancing speed.
(iv) Curves of efficiency, power factor, frequency, slip as a function of speed.
(v) Traction Motor performance curves.
(vi) Harmonic calculations.
3. Following drawings to be furnished for information :-

(i) Schematic diagram of power, dynamic braking, control and auxiliary circuits
including multiple operations.
(ii) Tractive effort transmission diagram.
(iii) Brake system schematic diagram.
(iv) Drawing showing mounting arrangement of traction motor.
(v) Motor suspension arrangement.
(vi) Power converter cooling arrangement.
(vii) General arrangement for wheel slip detection and correction system.
(viii) Drawings for third rail current collector.
(ix) Air Conditioning arrangement.
4. EMI/EMC compatibility, test plan & results.

5. Simulation results for TE, BE, Performance curves for rolling stock for identified section
of Metro.
6. Details of electrical protection system of metro unit, various equipment and their sub-
assemblies.
7. Safety plan and standards followed and references for provenness of major assemblies
and sub-assemblies.
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Annexure- C1
Part-A: Technical Standards of Track Structure for Metro Railways/MRTS
(Compliance to be given)
1. Scope:
To stipulate the desirable technical standards /specifications for track structure for Metro
Railways/ MRTS Systems in the country.
2. Operating Environment:
Track Structure should fulfil generally the following conditions:
2.1 Gauge – Broad gauge- 1676/1673mm (nominal) and standard gauge – 1435mm.
2.2 Rail Seat inclination (slope): 1 in 20
2.3 Speed potential – 110 kmph (max.)
2.4 Static Axle load –20t (max.)
2.5 Design rail temperature range – (-)10 degree Celsius to (+) 70 degree Celsius
2.6 Maximum Curvature and ruling gradient - As specified in SOD
3. Track Structure:
3.1 General: The track structure should fulfil the following requirements:
3.1.1 The track structure should conform to/ satisfy Schedule of Dimension requirement
and other maintenance instructions of Metro systems.
3.1.2 Ride comfort and running safety of track vehicle dynamics should be satisfied.
3.1.3 The track structure should be designed with long welded / Continuously welded rail
on main line track in case of ballasted as well as ballastless track.
3.1.4 The horizontal alignment shall consist of a series of straights joined to circular curves
generally with transition curves. Curvature and cant shall be calculated based on the
train speed for each train type on the section. Compound and reverse curves are
acceptable, provided they are connected by an adequate transition curve.
3.1.5 The vertical alignment should be designed to achieve a smooth profile line with
gradual changes. Changes in the profile should be connected by vertical curves,
which shall be as generous in length as the location allows. Vertical curves including
its transition shall not be located at stations within the length of platform. A vertical
curve within the length of transition and Turnouts is also not desirable. Vertical curve
radius is constrained by the need to limit the vertical acceleration for passenger ride
comfort.
3.2 The technical standards for Track structure deals with the following components-
(i) Rail and Welding
(ii) Sleeper and fastening for ballasted track
(iii) Track slab for ballastless track
(iv) Fastening system for ballastless track
(v) Insulated Glued joint
(vi) Turnout, scissors crossover
(vii) Switch Expansion Joints
(viii) Gradients
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4. Rails and Rail Welding:

4.1 Rails:
4.1.1 For Main line Track:
4.1.1.1 The rail used on main line on curves and approaches of Stations shall be 60E1
(UIC 60), 1080 grade Head Hardened.
4.1.1.2 At other locations on straight line of main line, the use of 60E1 (UIC 60), 1080
grade HH / 60E1 (UIC 60), 880 grade rail shall be decided by Metro Railway
depending upon speed, axle load and other factors pertaining to safety and life
of rail. However on curves with small straight track in between, the 60E1 (UIC
60), 1080 grade Head hardened rail should be continued on straight patches
also.
4.1.1.3 It is essential to have preventive rail grinding arrangements in case 60E1 (UIC
60), 1080 HH rails are used.
4.1.2 For Depot lines:
The rail used on depot lines can be non- head hardened and shall be 60E1 (UIC
60), 880 grade.
4.1.3 Specification:
4.1.3.1 The rail shall be class ‘A’ rails as per IRS-T-12-2009 specification with latest
amendments. However, any suitable length of rail more than 13 m considered
appropriate by metro on consideration of transportation and handling can be
adopted, provided the rails are ultimately welded into long welded rails.
4.1.3.2 The rail shall be manufactured and tested in accordance with IRS-T-12-2009
(with latest amendment). The chosen manufacturers shall be required to
submit their inspection and test plan for approval by Metro railway as per IRS-
T-12-2009. Metro railways will ensure that the inspection and test plan
approved by them strictly conforms to the requirement of IRS specifications.
4.2 Welding of rail:
4.2.1 The welding of rails should conform to Indian Railway specifications and technical
instructions issued from time to time.
4.2.2 The present instructions are contained in following documents:
4.2.2.1 Alumino Thermit Welding:
(i) Indian Railway Standard specifications for Alumino Thermit Welding of Rails
(IRS/T-19 with latest amendments)
(ii) Manual For Fusion Welding Of Rails By The Alumino-Thermic Process : Revised-
2012 with latest amendments
4.2.2.2 Flash Butt Welding:
Manual for Flash Butt Welding of Rails, January 2012 with latest amendments.
4.2.2.3 Special attention is required by metros for provisions of these instructions
regarding procurement, execution of works and areas requiring prior approval/
standardization by RDSO.
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4.3 Ultrasonic Testing of Rail and Welds:

The rails and welds shall be ultrasonically tested in field as per requirement of
concerned specification/ manual/ instructions. The testing shall be ensured as per
provisions of “Manual for Ultrasonic Testing of Rail and Welds- Revised 2012” with
latest amendments. The provisions of “IRS specification for Ultrasonic testing of
Rails/Welds (Provisional), Revised-2012” shall also be followed.
5. Sleeper and fastening for Ballasted track

5.1 Sleepers:
5.1.1 Broad Gauge
The PSC sleepers shall be used in accordance with RDSO drawing no. T-2496 and
specification IRS-T-39 (revised from time to time).
5.1.2 Standard Gauge
PSC sleeper for standard gauge will be designed by Metro Railways following in
principal guidelines of Indian Railway and the same shall be approved by Metro.
5.2 Fastening system:
The elastic fastening system prevalent on Indian Railways shall be used duly ensuring
the Inspection protocol for fastening components laid down for IR.
In case of use of elastic fastening other than in use on IR, prior approval shall be
obtained from Railways.
6. Track slab for Ballastless track

6.1 Track shall be laid on cast in situ/precast reinforced plinth or slab, herein referred to as
the ‘track slab’. The track slab shall be designed as plinth beam or slab type ballastless
track structure with derailment guards. It shall accommodate the base plates of the
fastening system.
6.2 In general, track slab (including sleeper, if any) on which the fastening and rail are to be
fitted shall perform the following functions:
i) Resist the track forces. (Static and dynamic)
ii) Have adequate edge distance of concrete beyond the anchor bolts to provide
resistance against edge failure
iii) Provide a level base for uniform transmission of track/rail forces.
iv) Have geometrical accuracy and enable installation of track to the tolerances laid
down.
v) Ensure drainage.
vi) Resist weathering.
vii) Be construction friendly, maintainable and quickly repairable in the event of a
derailment. The ‘Repair and Maintenance methods’ shall be detailed in a Manual to
be prepared and made available.
viii) Ensure provision for electrical continuity between consecutive plinths/slabs by an
appropriate design.
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ix) Plinth beam or slab of ballastless track should be suitable for embankment or
viaduct or tunnel/Underground structure.
x) Proper design of expansion joints suitable for joints of viaduct structure.
xi) Design should be suitable for curves as per SOD of Metro system.
xii) Design of subgrade/embankment for slab should be furnished to ensure durability
and functional stability in service.
xiii) Design should be suitable and incorporate provision of utilities e.g. cable, wires,
ducts, water channels, etc.
The detailed design calculations of track slab along with detailed structural drawings as
approved by metro authorities shall be furnished for record.
7. Check Rail / Restraining Rail:

7.1 Check rails/ Restraining Rails should be provided on curves on main line where radius is
218m or less on Broad gauge and radius is 190m or less on Standard gauge. The
clearance of check rail/ restraining rails shall be suitably decided after requisite studies.
The detailed design calculations/ studies in this regard shall be furnished for record.
7.2 Check rails/ Restraining Rails shall not be mandatory for curves in depots, yards and non-
passenger lines where speed is not more than 25 kmph. However decision in this
regards may be taken by Metro themselves, based on layout and maintenance
requirement.
8. Derailment Guards
8.1 The derailment guard should be provided inside/outside of running rail on viaduct as
well as in tunnel having multiple tracks and at grade section locations specified by the
Metro railway. For single track tunnel, location for providing derailment guard is given in
note. In tunnels, the derailment guard should preferably be provided inside the track, so
that it permits less sway of coach towards tunnel wall in case of derailment.
NOTE:
Location for providing Derailment Guard in single track tunnel
1. Entry of tunnel: 200 m from tunnel portal outside the tunnel to 50 m inside the
tunnel.
2. Exit of tunnel: 50 m from inside of tunnel portal to 200 m outside the tunnel.
3. In curved track having radius 500 m or less including transition portion but excluding
locations where check rail is provided.
4. Covering locations of all important installations e.g. Location of any sub-station or
hazardous structures inside the tunnel, etc damage to which in the assessment of
metro rail administration can result into serious loss of life or/and infrastructure as a
result of derailment in tunnel.
The above is subject to the condition that metro railway shall carry out the risk
assessment analysis for derailment in tunnels and ensure that the maintenance
practices in the maintenance manual are as per the risk assessment mitigation plan.
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8.2 The lateral clearance between the running rail and the derailment guard shall be 210 ±30
mm. It shall not be lower than 25 mm below the top of the running rail and should be
clear of the rail fastenings to permit installation, replacement and maintenance.
8.3 Derailment guard shall be designed such that in case of derailment:

(i) The wheels of a derailed vehicle under crush load, moving at maximum speed are
retained on the viaduct or tunnel.
(ii) Damage to track and supporting structures is minimum.
The detailed design calculations of derailment guards along with detailed structural
drawings shall be furnished for record.
9. Glued Insulated Rail joint

9.1 Normally glued joint should be avoided.
9.2 Wherever inescapable, G3 (L) type of glued insulated rail joint shall be used as per RDSO
drawing no.T-5843. The glued joints shall be manufactured and tested in accordance
with RDSO’s ‘Manual for Glued Insulated Rail Joints-1998’ with all amendments.
10. Turnouts, Scissors Crossover

10.1 Standards of Turnout:
10.1.1 Main lines:
On main lines, the turnouts and diamond crossing shall be of the following standards:
(i) Standard Gauge
a) 1 in 9 type or flatter turnout (desirable)
b) 1 in 7 type turnout (minimum)
c) Scissors cross-over of 1 in 9 / 1 in 7 type consisting of 4 turnouts and 1 diamond
crossing
(ii) Broad Gauge
a) 1 in 12 type turnout
b) 1 in 8.5 type turnout
c) Scissors cross-over of 1 in 12 type consisting of 4 turnouts and 1 diamond crossing
10.1.2 Depots and Non running lines:
On depot and other non-running lines, the turnouts and diamond crossing shall be of
the following standards:
(i) Standard Gauge
a) 1 in 7 type or flatter turnout
b) Scissors crossover of 1 in 7 type consisting of 4 turnouts and 1 diamond crossing
c) 1 in 7 derailing switches/1 in 7 type symmetrical split turnout
(ii) Broad Gauge
a) 1 in 8.5 type turnout
b) Scissors cross-over of 1 in 8.5 type consisting of 4 turnouts and 1 diamond crossing
c) 1 in 8.5 derailing switches /1 in 8.5 type symmetrical split turnout
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10.1.3 If any Metro railway decides to use sharper angle layout, they should establish the
adequacy of the speed potential of the turnout for the purpose for which it is used
and the negotiability of the turn out by the rolling stock with a safety margin.
10.1.4 The requirement for turnouts as specified in the following clauses shall include
switch devices, crossings and associated check and lead rails as appropriate.
(a) Turnouts (switches, lead, crossings and associated closure & check rails) shall be
suitable for installation on PSC sleepers for ballasted track or concrete slab for
ballastless track.
(b) Turnouts shall be manufactured to allow for installation of continuously welded
track.
(c) Turnout shall be compatible with proposed rolling stock and its operational
characteristics.
(d) The assembly must ensure continuous electrical contact with the train and all the
points shall be operated by electric motors.
(e) The CMS crossing to be used on mainline shall be subjected to explosive
hardening.
(f) All turnouts shall be laid with cant with a rail slope as that of main line towards
centre of track.
(g) All turnouts and their components shall be designed to minimize electrical leakage
from running rails to the ground.
(h) Scissor crossover should be designed for Track centres not infringing SOD.
10.2 Type and geometry of turnout

Detailed design of all turnouts, scissors, and crossover should comply the following
geometrical parameters.
(a) Standard Gauge
(i) 1 in 9 turnout:
The design shall be tangential with a switch angle not exceeding 0°20’00’’. It is
desirable that the radius of lead rail of turnout is not less than 300m. Lead curve of
190 m radius may be laid as an exception. All clearances shall be in accordance with
relevant provisions of SOD.
(ii) 1 in 7 turnout:
The design shall be tangential with a switch angle not exceeding 0°20’00’’. It is
desirable that the radius of lead rail of turnout is not less than 190m. Lead curve of
140 m radius may be laid as an exception. All clearances shall be in accordance with
relevant provisions of SOD.
(iii) Scissors Crossover
The basic geometry of the turnouts of scissors crossover shall be same as that of
corresponding ordinary turnouts as mentioned in clause 10.2 (i) (ii) above.
(b) Broad Gauge

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(i) 1 in 12 turnout
The design shall be tangential with a switch entry angle not exceeding 00 20’00’’. The
radius of lead rail of turnout shall not be less than 410m. All clearances shall be in
accordance with relevant provisions of SOD.
(ii) 1 in 8.5 turnout
The design shall be tangential with a switch entry angle not exceeding 00 20’00’’. The
radius of lead rail of turnout shall not be less than 218m. All clearances shall be in
accordance with relevant provisions of SOD.
(iii) Scissors Crossover
The basic geometry of the turnouts of scissors crossover shall be same as that of
corresponding ordinary turnouts as mentioned in clause 10.2 (iv) & (v) above.
10.3 Operating requirement of turnout, scissor crossover:

Track layout design shall permit trains to operate at maximum capability wherever
possible. Turnouts and crossover shall be selected such that they do not form a
restriction to the operating speed on main line. Switches and crossings shall not be
located on transition curves or vertical curves.
10.3.1 Speed: The turnout shall be designed for the speed on mainline side equal to the
speed as on mainline track. The minimum speed potential of the various turnouts
and scissors crossover on the Turnout side should be as follows:
10.3.1.1 Standard Gauge
(i) 1 in 9 type turnout with 300 m radius (speed potential of 45Kmph )
(ii) 1 in 7 / 1 in 9 type turnout with 190 m radius (speed potential of 35Kmph )
(iii) 1 in 7 type turnout with 140 m radius (speed potential of 25 Kmph )
(iv) Scissors crossover 1 in 9 type with 300 m radius (speed potential of 45 Kmph )
(v) Scissors crossover 1 in 9/1 in 7 type with 190 m radius(speed potential of 35Kmph )
(vi) Scissors crossover 1 in 7 type with 140 m radius(speed potential of 25 Kmph )
(vii) 1 in 7 type symmetrical split turnout (speed potential of 45Kmph)
10.3.1.2 Broad Gauge
(i) 1 in 12 type turnout (speed potential of 50Kmph)
(ii) 1 in 8.5 type turnout (speed potential of 30Kmph )
(iii) Scissors crossover 1 in 12 type (speed potential of 50Kmph)
(iv) Scissors crossover 1 in 8.5 type (speed potential of 30Kmph)
(v) 1 in 8.5 type symmetrical split turnout (speed potential of 40Kmph)
10.4 Technical Specification

10.4.1 General
(a) All the points shall be capable of being operated by electric motors in accordance
with the signalling specification.
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(b) The top surfaces of PSC sleeper/RCC slab supporting rail seat of turnouts and scissors
crossover shall be flat without any cant/slope.
(c) The track form of the turnout shall have uniform resilience as that of the adjoining
track form.
(d) The fixation of turnouts, scissor cross-over on track slab shall be through base
plates/bearing plates.
10.4.2 Rails
1. The rails used in turnouts shall be 1080 grade Head Hardened. However, rails used in
turnouts on depot and other non-running lines may be of 880 grade.
2. The rails used for manufacturing of turnouts shall satisfy the following conditions:
a. The rails shall be manufactured and tested in accordance with IRS/T-12-2009
with latest amendment.
b. The section of rails shall be 60E1 (UIC60) for stock, lead and 60E1A1 (ZU1-60)
/60E1A4 for switch rail.
c. The rails shall qualify as Class ‘A’ rails as per IRS/T-12-2009.
d. The rails shall be with ends un-drilled.
e. The rails shall be of grade 1080HH and be suitable for being welded by alumino-
thermic or flash butt welding technique.
10.4.3 Switches
1. Each switch device shall consist of two stock rails, one left hand and one right hand
and two switch rails, one left hand and one right hand.
2. The switch rail shall be one piece with no weld or joint within the switch rail length.
3. The end of the asymmetrical switch rail shall be forged to 60E1 (UIC60) rail profile
with minimum length of 500 mm. The forged switch rail end shall be suitable for
welding or installation of insulated rail joint.
4. Slide chairs in the switch portion shall be coated with an appropriate special
coating, so as to reduce the point operating force and to eliminate the requirement
of lubrication of sliding surfaces during service.
5. Switches shall provide suitable flange way clearance between the stock rail and the
switch rail with the switch rail in open position (minimum 60mm). The 1 in 12 and 1
in 9 ( with radius of 300 mts) and flatter turnouts shall be provided with second
drive or other suitable arrangement to ensure minimum gap of 60mm at JOH as
well as proper housing of switch rail with stock rail up to JoH. 1 in 8.5, 1 in 9 turnout
(with radius of 190m) and 1 in 7 and sharper turnouts may not be provided with
second drive arrangement, however minimum gap of 60mm at JOH as well as
proper housing of switch rail with stock rail up to JoH should be ensured. The
normal opening of switch at toe of switch shall be kept as 160mm.
6. The switch manufacturer shall include provision for all holes required to main drive
machines, stretcher bars and detection equipment to suit the requirements of the
signalling and switch operating system duly chamfered to avoid stress
concentration at the edge of the holes.
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7. The switches shall be designed with an anti-creep device at the heel of switch to
withstand thermal forces of the CWR track.
8. The switches and all slide chairs shall be same for ballasted and ballastless turnouts.
10.4.4 Crossings
1. All crossings shall be cast manganese steel (CMS) crossings with weldable rails of
minimum 1.2m length undrilled for welding into the overall turnout.
2. The CMS crossings shall be manufactured from Austenitic Manganese steel as per
UIC 866.
3. All CMS crossings shall have welded leg extensions of 60E1 (UIC60) rails. This shall
be achieved by flash butt welding of buffer transition rail piece of suitable thickness
to CMS crossings and rail leg extension.
4. All CMS crossings on main line shall have a minimum initial hardness of 340 BHN.
5. All CMS crossings and their welded leg extensions for all scissor crossovers shall be
suitably dimensioned so as to eliminate the necessity of providing small cut rail
pieces for the purpose of inter-connection. However, the need for providing
insulated glued joints from signalling requirement point of view shall be taken care
of in the design, if required.
6. The provision of rail cant shall be taken care of on the top surface of the CMS
crossing and the bottom surface of all CMS crossing shall be flat.
10.4.5 Check Rails
1. The check rail section shall be 33C1 (UIC33) or similar without any direct connection
with running rails.
2. Check rails shall have the facility for the adjustment of check rail clearances up-to
10mm over and above the initial designed clearance.
3. Each check rail end shall be flared by machining to have minimum clearance of
62mm at end.
4. The check rail connections in turnouts shall be through specially designed bearing
plates / brackets.
5. All the check rails shall be higher by 25mm above running rails. The lengths and
positions of the check rail in diamond crossings shall provide safety and be
compatible with the overall track layout.
10.4.6 Sleeper for Turnouts, Scissor crossover (Ballasted Track)
10.4.6.1 Sleeper shall be of pre-stressed concrete, mono-block, suitable for installation in
track both with and without signalling circuits and with and without
electrification.
10.4.6.2 Sleepers shall be designed to provide a minimum service life of fifty years under
nominal axle load as that of main line for the Metro system. Rail seat pads and
rail clip etc shall be designed to provide a minimum service life of 15 years.
10.4.6.3 The sleeper base surface shall be rough cast while the top and side surface shall
be smooth to prevent retention of moisture and foreign materials.
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10.4.6.4 Sleepers must be suitable for installation by track laying machines and sleeper
insertion equipment of a type used for isolated sleeper laying.
10.4.6.5 The sleeper must be able to transfer all the relevant track forces generated by
train operations and the forces of rail expansion and contraction to the ballast.
10.4.6.6 Design Requirements for PSC Sleepers:
(A) The sleepers should satisfy the following design requirement:
Design Parameters
(i) Rail sleeper fastening – Elastic resilient type
(ii) Spacing of sleepers – 600mm (max) for main line and 650 mm (max) for Depots
and other non-running lines, except at few locations such as near point machine
locations where it may be varied to meet the design requirements.
(iii) Ballast cushion – 300 mm for mainline and 250mm for Depots and sidings
(iv) Ballast profile suitable for LWR/CWR.
Specifications and Drawings (With latest amendment)

(i) Special Cement – IRS T 40 1985
(ii) HTS wire plain and strand – BIS – 1785 (Pt-1) 1983 and BIS 6006
(iii) Polyethylene dowels – Provisional 1997 Drg. No. RDSO 3002 Alt-3
(iv) IRS Specification for Turnout Sleeper T- 45 1996
(v) IRS Bridge code 1982
(vi) Code of Practice for Pre-stressed Concrete IS-1343
(B) The design should satisfy the following additional requirements-
(i) The connections of the slide chairs and bearing plates/special bearing
plates/brackets shall be designed for easy installation and maintenance. All the
fittings shall be suitably designed to ensure full compatibility & also to ensure
interchangeability of slide chairs between ballasted and ballastless turnouts.
(ii) For attaining suitable cant of the rail, as provided on mainline, (excluding crossing
and switch portion), suitably designed pads of appropriate material shall be
provided between rail pad & PSC sleeper. Also fastening system should be
designed to get the desired Toe Load.
(iii) The detailed design of Mono-block PSC sleepers for the turnouts along with structural
drawings shall be checked and approved by metro railways.
11. Switch Expansion Joint-
1. The SEJ for ballasted track shall be laid on PSC sleepers whereas the SEJs for ballastless
track, if required, shall be laid on reinforced concrete slab.
2. The rail section for all SEJs shall be UIC 60, 1080 HH grade as per IRS-T-12-2009.
3. The SEJ for ballasted track shall be designed for a maximum gap of 80 mm.
4. The SEJ for ballastless track should be designed for the maximum gap required as per
design.
5. The ballasted SEJ shall be as per RDSO drawing T-6902 &T-6922.
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6. The ballasted SEJ for BG shall be laid with PSC sleepers as per RDSO drawing T-4149.
For Standard Gauge, PSC sleeper shall be designed such that SEJ to RDSO drawing
along with its bearing plates/chairs may be accommodated for installation of SEJ.
7. Sleepers used for SEJs shall be flat and cant will be provided through CI chair.
8. The SEJ shall be suitable for two way directional traffic.
12. Fastening system for ballastless track:
Provisions contained separately in “PERFORMANCE CRITERIA OF FASTENING SYSTEM
FOR BALLASTLESS TRACK ON METRO RAILWAYS/MRTS SYSTEM” (Annexure C-2) be
referred to.
13. Noise and Vibration
Metro system shall be designed to ensure that noise emitted is well within the
prescribed limits for the particular area. Each Metro system shall specify the prescribed
limits of permissible Noise and vibration parameters as per legal and statutory
requirement of India.
14. GRADIENTS
14.1The maximum grade (compensated) shall be 4%.
Note:
(i) There will be no change of gradient in transition portion of curves.
(ii) The gradient will be compensated for curvature at the rate of 0.04% per degree of
curve.
14.2 Maximum permissible gradient on turnouts
(i) On Ballasted Track 0.25%
(ii) On Ballastless Track 2.5%
Note :
(i) There shall be no change of grade on and within 15m of any turnout on ballastless
track. Similarly, there shall be no change of grade on and within 30 meters of any
turnout on ballasted track.
(ii) In case of turnouts on gradient, there shall be no horizontal curve on and within
15 meters of any turnout on ballastless track and 30 meters of any turnout on
ballasted track.
14.3 TRACK GRADIENT IN PLATFORM
(a) Maximum 1 in 400

(b) Desirable Level
Note: There shall be no change of gradient in platform track.
*****
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Part-B: Salient features of Track Structure as adopted by Metro

i) Track
s.no. Components / Items Provisions / Reference
1. Gauge
2. Axle Load
3. Design Speed
4. Rail Section and Grade
5. Rail Specifications
6. Ballasted or Ballastless
7. Rail inclination (Canting of Track)
8. Check Rails provision
9. Provision of Derailment upstand/Guard
10. Horizontal Clearance of Derailment upstand
Vertical location of Derailment upstand w.r.t. Rail
11.
plane
Glued insulated Rail Joint provided?
12.
If Yes , type of GIRL
13 Welding Of Rail (LWR /CWR )
14 Whether SEJ provided? If Yes Type of SEJ
15 Type of welding
ii) Turnouts and switches:

S.N. Components / Items 1 2 3 4
1 Type of turnout , scissors crossovers
(crossing angle)
2 Canted or uncanted
3 Radius
4 Length of switch
5 Type of Switch (Thick web or
otherwise)
6 Switch entry angle
7 Speed potential
8 Location of Use (Main line or Depot)
9 Rail Section used for switch
10 Second drive provided
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iii) Crossing:
Components / Items Provisions / Reference
1. Crossing: Curved or Straight
2. Crossing: Canted or uncanted
3. Length of Weldable length extension
4. Check Rail section
5. Height of Check rail above the rail plane
6. Check Rail clearance at the middle
7. Check Rail clearance at the end
Part-C: Check List of submissions while submitting compliance:
1 Compliance of Part-A
2 Design of subgrade/embankment for slab (Para 6.xii)
Design calculations of track slab /plinth beam along
3 with detailed structural drawings as approved by
metro authorities. (Para 6)
Design calculations/ studies with regard to clearance
4
of Check rails/ Restraining Rails. (Para 7.1)
Design calculations of derailment guards along with
5 detailed structural drawings shall be furnished for
record. (Para 8)
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Annexure-C2
Part-A: Performance criteria of fastening system for ballastless track on
Metro Railways/MRTS system (Compliance to be given)
1. Purpose and Selection:
1.1 The performance criteria define the performance standard of fastening system for
ballastless track of Metro Railway System. Apart from other things, the fastening
system is required to moderate vibration and noise transmitted through the rail and to
reduce the track stiffness and the impact on the track structure, so as to obtain the
parameters as detailed in the ensuing paragraphs.
1.2 A new fastening system, which is fully compliant to performance criteria and not
approved by MoR can also be used by Metro Railways/MRTS system as they are free
to choose fastening systems for ballastless track complying with this performance
criterion. The detail of such fastening system used shall be submitted to MoR and the
same shall be kept in observation by MoR for a period of 2 years under service
conditions in association of Metro Railways/MRTS system. The Performa for the
monitoring performance shall be advised by MoR to concerned Metros Railways/MRTS
system. After successful performance for 2 years, Metro Railways/MRTS system shall
process for approval of MoR for further use of fastening system.
1.3 The fastening system already approved by MOR as per previous performance criteria
for ballastless track dated 21.5.2010 will not require fresh clearance as per this revised
criteria and any of these systems can be used by Metro/ MRTS systems.
1.4 In case Metros Railways/MRTS system opts for a new fastening system for ballastless
track which is not fully compliant to these performance criteria, they will approach
MoR for approval before finalizing the use of fastening system.
2. Operating Environment:
Fastening system is expected to perform generally in the following conditions:
2.1 Gauge –Broad Gauge, 1676/1673mm (nominal) and standard gauge – 1435mm
2.2 Speed potential – 110 kmph(max.)
2.3 Rail section - 60kg(UIC)/60E1, 90 UTS/110 UTS
2.4 Static axle load – BG & SG – 20t(Max)
2.5 Design rail temperature range – 10 degree Celsius to +70 degree Celsius
2.6 Curvature and gradient will be specified in SOD.
2.7 Rail seat inclination (slope) – 1 in 20
In addition, the client Railway may specify any other operating condition such as
support spacing etc.
3. Ballastless Track Structure:

Track shall be laid on cast in situ/pre-cast reinforced plinth or slab, herein after referred to
as the ‘track slab’. The track slab shall be designed as plinth beam or slab type ballastless
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track structure with derailment guards. The track slab dimensions and the clearance
between rail and derailment guard shall be sufficient to accommodate the base plates of
the fastening system and to facilitate easy and convenient replacement of the fastening
system. The clearance between rail and derailment guard shall be within the range
provided in Annexure-C-1.
In general, track slab on which the fastening and rails are to be fitted shall:
i) Resist the track forces.
ii) Have adequate edge distance of concrete beyond the anchor bolts to provide
resistance against edge failure.
iii) Provide a level base for uniform transmission of rail forces.
iv) Have geometrical accuracy and enable installation of track to the tolerances laid
down.
v) Ensure adequate drainage
vi) Resist weathering
vii) Be construction friendly, maintainable and quickly repairable in the event of a
derailment. The ‘Repair and Maintenance methods’ shall be detailed in the ‘Track
Maintenance Manual’ to be prepared and made available before the line or a portion
of a line is opened for traffic .
viii) Ensure provision for electrical continuity between consecutive plinths/slabs by an
appropriate design.
4. Performance Requirement of Fastening System:

4.1 General
i) The fastening system shall be designed to hold the two rails of the track strongly to
the supporting structure in upright position by resisting the vertical, lateral and
longitudinal forces (including thermal forces) and vibrations.
ii) The fastening shall be with a proven track record. The fastening system should have
satisfactory performance record of minimum three years in service in regular
revenue operation on ballastless track on any two different established railway
systems (except exclusive freight tracks) for a length of at least 5km in each metro
having speed potential of at least 80 kmph & design axle load 16T irrespective of
wheel profile and rail section. In this regard, supplier should submit certificate of
performance from user railways administration including proof of use of the
fastening system. The supplier has also to submit a certificate that the components
of fastening assembly are having same material and specification in case the proven
system is having different rail section and wheel profile along with details of test
results as per test plan of Table 1.
Note: For any metro system having design axle load <16T, the above criteria shall be
applicable for the axle load for which the metro system is designed.”
iii) The fastening shall provide insulation to take care of return current of traction
system.
iv) Fastening should satisfy the required performance norms as stated in para 4.2, 4.3,
4.4, 4.5, & 4.6.
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4.2 Following are the technical performance requirements of fastenings:

The Fastening shall
i) Have design service life of 30 years in general. However, its components such as
rubber pad, rail clip etc. can be designed for 300 GMT or 15 years whichever is
less. Anchor bolts or studs used for fixing base plate to the concrete should not be
required to be replaced during service life. Its components must not suffer any
degradation during service life to a degree so as to affect the performance and
safety of the track. Full service life is to be attained under the following
conditions:
a) Atmospheric ultra violet radiation.
b) Proximity of track up to 10m from salt water source.
c) Contact with oil, grease or distillate dropped from track vehicles.
ii) Permit quick and easy installation and replacement with special tools.
iii) Be capable of vertical adjustment during service life upto 12mm using shims.
iv) Permit the attainment of the following tolerances when installed, and later during
service.
Installation Maintenance
Sl Parameter
(mm) (mm)
1 Gauge +2,-1 +4,-2
2 XL on straight track ±1.5 ±5
3 SE on curved track ±1.5 ±3
4 Vertical alignment over 20m chord ±3 ±6
5 Lateral alignment over 20m chord on ±2 ±6
straight track
6 On curves-variation over the ±2 ±5
theoretical versine on 20m chord
4.3 Anchor bolts/studs used for fixing the bearing plate in concrete shall have splayed
ends. Detailed calculations for the number of anchor bolts required on tangent and
curved tracks shall be furnished by the supplier and approved by the Metro system
4.4 For all the fastening components as per approved assembly, the supplier shall furnish
detail drawings, specifications and inspection& test plan to the Metros. Metros to
ensure that components are supplied as per drawings & specifications.
4.5 The supplier should furnish the ‘Installation and Maintenance Manual’ which shall be
approved by the Metro system.
4.6 Any change in component subsequent to the approval of the fastening system by MoR
shall be permitted only for specific requirement of the metro. MoR approval of such
changes shall be processed by metro with specific recommendations enclosing test
report of the component / whole assembly with detailed justification.
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4.7 The rail fastening system shall be tested to the following specifications (Table 1) for
different technical parameters and should meet the acceptance criteria as mentioned
in the following table. Test report of the reputed independent institute / laboratory
will have to be submitted. The testing is to be done for Cat B as specified in EN-13481-
Part-I 2012 & EN-13481-5 :2012 with rail section to be used in proposed system if
other design particulars are meeting the requirement of Cat –B.
Table-1
Test Plan for Fastening system (bonded & non bonded) for Ballastless Track
(As per provisions of latest EN 13481-1:2012 & EN 13481-5:2012)
Technical Test Acceptance
S.N. Remarks
Parameters Method criteria
1 Longitudinal EN-13146-1-2012 7kN (min) This has to be tested
rail restraint before repeated load
test
2 Vertical static EN-13146-4-2012 35 kN/mm (max) No sliding, yield or
stiffness of cracking is allowed for
complete the fastener parts.
fastening
assembly
3 Dynamic/static EN 13481-5-2012 1.4 (max) Ratio is calculated by
stiffness ratio dividing the dynamic
stiffness to static
vertical stiffness.
4 Clamping force EN-13146-7-2012 18kN (min) This has to be tested
Perrail seat before repeated load
test
5 Electrical EN-13146-5-2012 5kΩ (min) Higher value may be
resistance specified if required by
Metros for track circuit
6 Effect of severe EN-13146-6-2012 The fastening assembly -
environmental shall be capable of being
conditions dismantled, without
failure of any component
& reassembled using
manual tools provided
for this purpose after
exposure to the salt
spray test.
7 Effect of EN-13146-4- 2012 No wear or deformation -
repeated loading
7A On Vertical static EN-13146-4- 2012 Variation ≤ 25% of No sign of bond failure/
stiffness the initial value fracture/slippage
7B On Longitudinal EN-13146-1- 2012 Variation ≤ 20% of the Except the rail and
rail restraint initial value fastener, no sliding,
yield or cracking is
allowed for fastener
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Technical Test Acceptance

S.N. Remarks
Parameters Method criteria
parts.
Longitudinal load/
deformation curve shall
fall in the envelope of
upper and lower limit
which is to be submitted
along with the report.
7C On Clamping EN-13146-7-2012 Variation ≤ 20% of the -
force initial value
Part-B: Salient features of Fastening System
S.N. Components / Items Provisions in Metro
1. Brief description of fastening system

2 Axle load
3 Speed potential
4 Drawing and their numbers
5 Specifications and their numbers
Any variation for straight and curve portion?
6
If yes, give detail
7 Vertical stiffness of complete fastening system
8 Service life of fastening system.
Reference of Railway Board’s approval for
9
proposed fastening system.
Part-C: Check List of submissions:

1 Compliance of Part - A
2 Sets of drawings (two numbers)
3 Performance record of fastening system
4 Test report of fastening system.
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ANNEXURE-D-1
Documents required for record for traction (OHE) and Power Supply System at appropriate
stage.
1. Details of General Arrangement of OHE duly approved by Metro Authorities.
General arrangement Drawing pertaining to the followings:
a) Catenary Wire, Contact Wire, Aerial Earth Wire, Buried Conductor, Buried Rail,
Booster Transformer, Return Conductor.
b) Cantilever Assemblies, Droppers, Schedule, Jumpers.
c) Insulated Overlaps, Un-insulated Overlaps.
d) Turnouts & Crossover arrangements.
e) Anti-Creep Arrangement. Termination, Anchoring Arrangement (along with Auto
Tensioning Device).
f) Feeding and Sectioning Arrangement including Traction Feeding Diagram.
g) Position and details of Neutral Section.
2. Basic Design Data approved by Metro Authorities related to followings:
a) Pre-sag of Contact Wire at mid-point.

b) Gradient of Contact Wire (Relative and Absolute).
c) Tension length, Spans, Stagger.
d) Height of Contact Wires in Tunnels Bridges and in Open Routes.
e) Wind Load & Seismic zones.
f) Electrical Clearances (Longitudinal/ Lateral & Vertical - Static & Dynamic).
g) Sweep zone of Pantographs & Panto pressures.
3. Design Details approved by Metro Authorities related to following:
a) Typical Drawing of OHE at Support i.e. at Mast, Portal etc.

b) Earthing Drawings for Viaduct/Tunnel (Typical).
c) Earthing Design for Receiving/Auxiliary Sub-stations (RSS & ASS) (Typical).
d) Typical Drawing of Cantilever Arrangement for Single Bracket, Multiple Bracket and
Fittings.
e) Make wise Drawing of Stay Insulator, Bracket Insulator, Tensioning Insulator, Disc
Insulator, Section/ Core Insulator, Post Insulator, Operating Rod Insulator. (These are
one time design and are not repeated for every project/section. Specifications showing
Electro-mechanical characteristics can be submitted once for every Project).
f) Conceptual Drawing for traction Return Current including longitudinal continuity and
integral transfer links.
g) Design Calculations, Simulation, Drawings for Earthing and Bonding (including Earth
Conductors and connection).
h) Simulation report of Electromagnetic Interference current including the effect of
Booster Transformer and Return Conductors.
i) Detail of Feeder Protection
(i) Protection of Phase Gaps/Neutral Sections,
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(ii) Extension of Power in case of emergency
4. Details of Power Supply Arrangement duly approved by Metro Authorities related to

followings:
a) EIG application with following:

i. Details of Power Drawl from the Power Grid.
ii. General Arrangement Details of Sub-stations
iii. Protection Philosophy and relay setting calculations.
iv. Earthing Arrangement for the Power Supply Installations (Traction/ Non-
Traction Power Transformer, Switching Posts).
v. Equipment details.
b) Power Supply Simulation with Electric Loads for peak traffic and under extended feed
conditions.
c) Sizing of Transformers, Conductors, Bus-bars, Instrument Transformers.
d) Details of Insulating Oils along with their class and technical details.
e) References for proven-ness of various Assemblies/ Sub-assemblies/ Equipments used
in Overhead Traction Equipment.
5. EIG Report.
6. Conceptual scheme of Supervisory Control and Data Acquisition System.
7. Safety Circulars, Procedures for grant and cancellation of Permit to Work.
8. Submission of test Certificates of Equipments:-

a) Type Test of Insulators,
b) Type Test of Contact & Catenary Wire,
c) Type test of Booster Transformer, if any.
d) Type Test of Traction Transformer,
e) Type Test of Protection Relays,
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ANNEXURE-D-2
Documents required for record for third rail traction system and Power Supply System at
appropriate stage.
1. Details of General Arrangement of Third Rail Traction System duly approved by Metro
Authorities. General arrangement drawing pertaining to the following:
a) Third Rail,
b) Bridgeable & Non-Bridgeable Gaps,
c) Third Rail Ramps at Turnouts,
d) Mid Point Anchor,
e) Expansion Joints,
f) Insulated Joints (IJ),
g) Third Rail Brackets,
h) Power Feed Assemblies,
i) Splice Assemblies,
j) Vertical & horizontal clearances of Third Rail,
k) Feeding and Sectioning Arrangement including Traction Feeding Diagram.
2. Basic Design Data approved by Metro Authorities for the followings:

a) Third Rail Characteristics, Material & Electrical Properties,
b) Third Rail current carrying capacity & Temperature Rise,
c) Electrical resistance,
d) Peak Current Temperature Rise,
e) Short Circuit Level,
f) Third Rail Bracket Spacing,
g) Horizontal & Vertical Clearances of Third Rail,
h) Shroud for Third Rail,
i) Third Rail mounting insulator.
3. Design Details for Third Rail System approved by Metro authorities should also be given for
records as under:
a) Design calculations of Third Rail, Bracket, Insulated Joints, Expansion Joints,
Ramps, Third Rail current carrying capacity & Temperature Rise
b) Thermal Expansion,
c) Conductor Rail Deflection,
d) Bracket Loading Calculations,
e) Bracket mechanical Validation,
f) Bracket Welding Validation,
g) Design Calculations for traction Return Current,
h) Design Calculations for Earthing and Bonding for Receiving Substation, Traction
Substation and Auxiliary Substation Calculations of Electromagnetic Interference /
Electro Magnetic Compatibility,
i) Bridgeable & Non-Bridgeable Gaps,
j) Extension of power in case of emergency.
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4. Details of Power Supply Arrangement duly approved by Metro Authorities for the following:
a) Details of Power Drawl from the Power Grid.

b) General Arrangement Details of Sub-stations. Documents shall adhere to latest Indian
Electricity Rules & Statutes in force.
c) Protection Philosophy, Engineering Details along with calculations for High Voltage
Circuits, Low Voltage Circuits and Transformers which shall include Traction and non-
Traction loads.
d) Power Supply Redundancy for all loads (Traction and Non-Traction Loads)
e) Earthing Arrangement for the Power Supply Installations (Traction/ Non- Traction
Power Transformer, Switching Posts.)
f) Earthing, Bonding and Stray current mitigation, monitoring and control
g) Philosophy, Stray Current Control, EMC Validation Arrangement for Power Supply
Installations (Traction/Non Traction Power Transformation, Switching Posts.)Power
supply Simulation with Electric Loads for peak traffic and under extended/diverted
Feed.
h) Power supply Simulation/Calculations with Electric Loads for peak traffic and under
extended/diverted Feed as case to case basis.
i) Short Circuit Levels unbalance, Voltage Drop Calculations.
j) Sizing of Transformers, Conductors, Bus-bars, Instrument Transformers, Surge
Protection.
k) Details of Insulating Oils along with class and technical details.
l) Details of Auxiliary Power Distribution including transformation details from grid to
point of consumption, layout of Auxiliary Power Lines, Redundancy and Protection.
m) References for proven-ness of various Assemblies/ Sub-assemblies/ Equipments used
in Third Rail System.
5. EIG Report.
6. Details of Supervisory Control and Data Acquisition System.
7. Declaration of Safety Policy, Procedures for grant and cancellation of permit to work.
8. Submission of Type test certificates applicable to Third Rail system as under:

a) Third Rail including assembly and accessories,
b) Power Cable, DC Cable, Control Cable & Optical Fibre Cables,
c) Rectifier Traction Transformer,
d) Auxiliary Transformer,
e) DC Equipments (Rectifier, HSCB Panel, BY Pass Panel, Dis-connector Switch, Short
Circuit Device at Sub Stations, Negative Return Panel),
f) Sandwich Bus-duct,
g) C&R Panels,
h) Switchgear Panels,
i) SCADA & Related Equipments,
j) Battery, Battery Charger, UPS,
k) Alternating Current Distribution Board and Direct Current Distribution.
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ANNEXURE - E1
Following Documents are required for various sub-systems of signalling, duly approved by
Metro authorities at appropriate stage.
Following Documents are required for various sub-systems of signalling, duly approved by
Metro authorities at appropriate stage.
1. Independent Safety Assessor's **assessment of vital signalling equipment like CBI, ATP,
track detection system etc. (all the items being used for vital functions shall be covered).
Regarding ATO & ATS if provided ISA** certification shall be done to required safety level
as decided by metro.
2. Submission of the following:
(a) Relevant system details as may be necessary to give full particulars of principle of
Operations and safety features incorporated for CBI, ATP, Track Vehicle Detection etc.
Including ATO/ ATS, if provided.
(b) Report of EMI/EMC interface with rolling stock/traction, as applicable for track
Detection, on-board and other related equipments.
(c) Typical schematic of earthing/ bonding of signalling equipment.
Final comments of RDSO regarding technical planning and safety shall be forwarded to
Metro within 28 days, after the receipt of final sets of documents.
3. Verification and validation and certification by the ISA** of adherence to SIL-4 process from
design to testing and commissioning stages of signalling system, including application data
of vital equipment for the Signalling system. This shall include hazard analysis, its
mitigation and acceptance of the same by competent authority for the concerned Metro
Railway.
Note:
i. Documents listed in Sr. No. (1) & (2) shall not be required in case there is an
extension to an existing fine incorporating no new type of signalling equipment.
ii. Also documents listed in Sr. No. (1) & (2) shall not be required-if an equipment
having same hardware and software version and approved earlier by Railway board is
already in use on any Metro in India, however, safety and operational performance
shall be submitted by Metro authorities for the equipment from user of
metro/railways who are using the same equipment.
iii. ** “Independent Safety Assessors (ISAs):
a) After RDSO notifies a panel of approved ISAs, Metro Rail authorities shall select
an ISA from the approved panel for their Metro systems.
b) Till such time RDSO forms the panel of approved ISAs, Metro Railways shall
submit the credentials of ISAs identified /appointed by them to RDSO for
scrutiny.”
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Annexure-E2
PROVISIONS TO BE ADOPTED FOR SIGNALLING & TELECOMMUNICATIONS SYSTEMS
It may be noted that the given criteria is based upon systems already adopted by the existing
Indian Metros. However, in case Metro Authorities are adopting a new technology, then the same
shall be advised and in principle concurrence of RDSO should be obtained in principle.
Signalling systems
SN Description Minimum requirement

1. Type of Signalling Cab Signalling, CATC (ATP, ATO, ATS). ATP and ATS are
essential, ATO is optional.
2. Back up Signalling Line side (CLS) at entry and exit at all interlocked stations.
3. Interlocking EI with built-in block working facilities
4. Train control system CATC(ATP, ATS, ATO optional)
5. Type of Track Circuits Coded Audio Frequency Track Circuits (AFTC)
6. Point machine
i) For Main Line i) Non-Trailable high thrust, high performance point machine
ii)For Depot ii) Trailable high thrust, high performance point machine
7. Redundancy in cab 1+1(hot standby)

equipment for ATP (Cab
Sig.)
Telecommunication systems
SN Description Minimum requirement
1. Tele Integrated system with OFC, Train Radio, CCTV, Centralized clocks, PA
communication system, with the additional provision that Train Display Boards at
stations should also be integrated in the system. Regarding Train Radio
system, it should be fully digital and duplex system, the standards
may be chosen based on techno-economic considerations.
2. Positive Train Provided with interface between ATS and Train Radio
Identification
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Annexure – F1
METHODOLOGY FOR OSCILLATION TRIALS
Oscillation trial is conducted on a new or modified design of rolling stock, which is proposed
to be cleared for running on Metro track. The purpose of oscillation trial is, thus, acceptance
of a railway vehicle by conducting dynamic behavior tests in connection with safety, stability
and quality of ride.
The conduct of Oscillation trials is, generally, guided by ‘Policy Circular No.6’ issued by Railway
Board and Standing Criteria committee‘s report as applicable at the time of trial, along with
the trial scheme given by the Design Directorate.
1. Test Train formation and Runs:

The test train shall consist of at least 1 unit/ consist having one prototype
representative coach of each type. The oscillation trial runs shall commence from the
provisional speed/speed as laid down in the speed certificate issued for trial and
increased in increments up to maximum test speed or up till running is safe whichever is
lower. The increase in speed will be authorized by the officer in charge of the trial on
the basis of results of preceding runs.
The trial is conducted in empty and different loading conditions. Additionally, in case of
Rolling stock with air springs, the trials are also conducted for air springs in inflated and
deflated conditions.
2. Instrumentation:
Unless otherwise required by the design directorate, the free end bogie of the vehicle
will be instrumented. The prototype will thus be the last vehicle, of each type, in the
formation. The Test Vehicle will be instrumented by testing directorate as per the test
scheme, if required by welding suitable plates at the required locations. The following
Transducers may be used for the trial:
(1) Accelerometers
(2) Optical displacement Sensors/String Pot displacement Sensors/LVDT
(3) Pressure Sensors.
(4) Optical Speed Sensors/ Wheel pick up device.
(5) GPS.
(6) Inclinometers/Gyroscopes
(7) Any other transducers required for the trial.
3. Data Acquisition/ Analysis:
Data is acquired by using a Digital data acquisition system, connected to the transducers
provided on the prototype vehicle as given in para 2. Band pass filter of 0.4-10 Hz of
fourth order is used. RI is calculated for 200m blocks. Speed being constant, time taken
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for 200m for each speed is calculated and according samples are taken for RI evaluation.
Sampling rate used is 200 samples /sec.
The following parameters are recorded/calculated for evaluation:
SN Parameter Conditions & method

1 Maximum vertical acceleration on Measured on Car Floor of Car body as near
Coach Body to bogie Centre as possible. Maximum
value should not exceed the prescribed
2 Maximum Lateral acceleration on limit
Coach Body
3 Maximum Dynamic wheel Maximum value of loading/unloading,
Loading/ Unloading - ∆Q/Q ratio calculated from spring deflection, should
not exceed the stipulated value.
4 Maximum Value of RI Calculated on the basis of acceleration
values recorded as above (SN-1 & 2) as per
ORE C-116 para 2.1(2a) (using FFT method
with Zero padding) , should not exceed the
specified value
5 A general indication of stable running characteristics of the carriage as
evidenced by the movement of the bogie on a straight and curved track, and
by the acceleration readings and instantaneous wheel load variations/spring
deflections.
6 Damping factor Using wedge of 18 mm thickness. For
evaluation by design directorate
7 Bogie Rotation and Lateral By Measuring Lateral displacement
Movement w.r.t Car body between Bogie frame and Car body.
Recording must establish that the bogie
can move without undue constraints.
8 Safety of running By measuring Lateral accelerations on
Bogie Frame. Evaluation by simplified
method as given in Para 10.1.3.1(4) of UIC-
518 of October -2005
9 Derailment Coefficient (Y/Q) over Derailment coefficient, if required, worked
a period of 1/20th second out in the form of ratio between the
lateral force (Y) and the instantaneous
wheel load (Q) continuously over a period
of 1/20th second, measured by a
measuring wheel.
Note: 1. Safety certifications shall be done on the basis of tests at SN- 1 to 5 and 9,
other tests are for investigation purposes only.
2. As per decision by Inter-Ministerial Committee item no. 9 is to be reviewed by
the Criteria Committee of RDSO
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Band pass filter of 0.4-10 Hz is used. RI is calculated for 200m blocks. Speed being
constant, time taken for 200m for each speed is calculated and according samples are
taken for RI evaluation. Sampling rate used is 200 samples /sec.
4. Facilities to be made available by Metro:

The Metro shall make the following facility available for conducting of trial:
(i) Competent Crew for operating the Test Special.

(ii) Prototype test rake, made suitably fit for trial, for instrumentation and trial
runs.
(iii) 220V AC Power supply on board the test special.
(iv) Instrumented Measuring wheel, if required.
(v) Facility for fixing/mounting for instrumentation, including Welding equipment
and manpower, if required.
(vi) Any other facility as required by the officer in charge of the trial for the
conduct of the trial.
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Annexure – F2
REVISED CRITERIA FOR OSCILLATION TRIALS OF METRO ROLLING STOCK
Please click on link to see the revised criteria

https://rdso.indianrailways.gov.in/works/uploads/File/Revised%20Criteria%20for%20Oscillation%20tr
ials%20of%20Metro%20Rolling%20Stock(1).pdf
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Annexure – G1
METHODOLOGY FOR EMERGENGY BRAKING DISTANCE TRIALS
Emergency Braking trial is conducted on a new or modified design of rolling stock, which is
proposed to be cleared for running on Metro track. The purpose of Emergency Braking trial is,
to determine braking characteristics of test train, under load conditions with different modes
of operations.
1. Test Train formation and Runs :

The test train shall consist of at least 1 unit/ consist having one prototype
representative coach of each type. The trial runs shall be conducted at the maximum
speed proposed for operation. The trial is conducted in different loading conditions with
dry and wet condition of the rail.
2. Instrumentation:
Unless otherwise required by the design directorate, the free end bogie of the vehicle
will be instrumented. The prototype will thus be the last vehicle, of each type, in the
formation. The Test Vehicle will be instrumented by testing directorate as per the test
scheme, if required by welding suitable plates at the required locations. The following
Transducers may be used for the trial:

(2) Temperature Sensors
(4) GPS.

provided on the prototype vehicle as given in para 2. Sampling rate used is 20 samples
/sec. The following parameters are recorded/calculated for evaluation:
STATIONARY TESTS
Following parameters are to be found -
 Initial charging time

 BP charging time after complete draining of AR.
 Brake propagation rate during full service and emergency application
 Brake Application and Release characteristics different application mode.
 Any other test specified by design directorate in trial scheme.
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CONDUCTING THE TEST
During stationary test, Continuous pressure records of the following air spaces are made
on time basis during stationary tests-
Driving Brake Pipe (BP)

Motor/TC
Brake Cylinder (BC)
Main Reservoir (MR)
Auxiliary Reservoir (AR)
DTC Brake Pipe (BP)
Brake Cylinder (BC)
Driving Brake Pipe (BP)

Motor/TC
Brake Cylinder (BC)
The pressure recordings are made with different positions of Driving Cab brake handle
order to evaluate various brake characteristics detailed in the test scheme. Before
commencement of the stationary test, the following checks / settings are made on the
train –
 The brake pipe pressure is at as specified.

 The brake cylinder pressure of the locomotive is set to specified value when brakes are
applied through drivers automatic brake handle
 The percentage operative cylinders during stationary test are kept 100%
INITIAL CHARGING OF MAIN RESERVOIR
Before start of the initial charging of main reservoir, the engine is shut down and the air
reservoirs are completely drained out by opening the drain cocks. Time taken to charge
the MR from zero to maximum pressure is noted with engine running at idle notch.
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LEAKAGE RATE
After the pressure in MR and BP is stabilized at the maximum value, the lead /trial switch
is turned to lead ‘cut-out’ position, for putting the pressure maintaining feature of
automatic brake out of action to check the leakage in train line brake pipe. Continuous
record of MR, BP and FP is taken for 5 minutes to get the leakage rate.
BRAKE APPLICATION
The brake pipe is charged to stabilize for 2 minutes. Using the Master controller handle in
the driving Cab, brake is applied and continuous record of various parameters is done.
Brake application time for 95% of BC pressure build-up, from the instant of brake
application, is worked out to get the brake application time.
BRAKE RELEASE TIME
Release time is defined as the time interval between the driver puts his brake/Master
controller handle in release position to the instant the brake cylinder pressure reduces to
0.4 kg/cm².
BRAKE APPLICATION FROM LAST VEHICLE AND SIMULATED TRAIN PARTING
The test train is charged for brake pipe pressure of up to designed value and allowed to
stabilize for 2 minutes. Brake application is made from the Last Vehicle.. The train parting
simulation is done by opening the angle cock from first, middle and rear Vehicle of the
train and various parameters are recorded to get an idea of the extent of indication to the
driver.
RUNNING TESTS
The following brakes are available on the train
 Emergency brakes (controlled by the Master Controller and the push Button)
 Parking Brake (Controlled by parking brake toggle switch)
 Pneumatic auto Train Brakes (Controlled by a switch)
 Regenerative/Rheostatic Brake and EP Brakes (Controlled by master controller
through Electronic control.
Emergency Brake:
Under following emergency conditions data are also recorded
1. Through Anti wheel skid device

2. Through emergency stop push button
3. Through Auto Brake controller
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4. Operation of Dead man device

5. Guard’s direct emergency brake handle
CONDUCTING THE TEST
For measurement of braking distance, an Optical speed sensor/wheel revolution pick up

device is mounted on one axle of the coach for measuring the distance travelled.
The speedometer fitted in the cab is used for guidance in regulating the train speed. The
actual speed at the instant of brake application is, however, determined from that
recorded by DAQ.
Suitable locations on level track, free from gradient and curve, are pre-selected.
Emergency /full service brake application is made, from driver’s automatic brake handle
from the driving cab, followed by emergency brake application.
Before commencement of running test, the test train is examined and the following is
ensured -
 The pressure setting of the brake pipe of the Driving cab is at design value.
 All audible leaks are arrested


runs.
(iv) Facility for fixing/mounting for instrumentation, including Welding equipment
(v) Fitment of Speed sensor/wheel pick-up device on the vehicle.
(vi) Simulation of wet rail conditions during trial.
(vii) Tapping’s for fitment of pressure sensors in the brake system as required.
Any other facility as required by the officer in-charge of the trial for the conduct of the trial.
NOTE: This test procedure is only for general guidance. Nomenclature of various sub-
assemblies may be different from those used in this document. Also there may be minor
differences in brake systems on different Metros.
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Annexure-G2
Parameters required for calculation of Emergency Braking Distance (EBD), Service Braking
Distance (SBD) & controllability of Metro’s
1. Type of rolling sock and its composition.

2. Brake rigging diagram including tare & gross weight, brake power, rigging & cylinder
efficiency, no. of brake cylinder, maximum brake cylinder pressure (Automatic &
Independent) of individual rolling stock.
3. Coefficient of rolling resistance for individual rolling stock (Values of a, b & c in
equation a+bV+cV2 (Kg/T) where V is speed in kmph).
4. Type of brake system.
5. Time lag in brake application (Automatic & independent).
6. Emergency & service brake application time of individual rolling stock (Automatic).
Also brake development time during independent application.
7. Brake development time in leading, first trailing car & last car in case of emergency
and service application.
8. Type of brake rigging (Single shoe, clasp type, TBU or disc brake), brake block &
brake block area.
9. Curve of coefficient of friction (Instantaneous & average).
10. Percentage of operative cylinders in train.
11. Speed of operation & amount of maximum down gradient
12. Dynamic brake effort curve for individual power car.
13. Maximum brake cylinder pressure during automatic (Emergency & service) &
independent brake application for different type of cars.
14. No. of wheels in individual rolling stock & maximum allowable heat input (Kw) in
wheels during controllability.
15. Maximum amount of BP pressure and drop in BP pressure during different stages of
automatic brake application & maximum BC pressure corresponding to each stage
of application.
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Annexure - H
METHODOLOGY FOR COUPLER FORCE TRIALS
Coupler Force trial is conducted on a new or modified design of rolling stock, which is
proposed to be cleared for running on Metro track for sections having sustained up gradient
steeper than 1 in 100. The purpose of Coupler Force to measure the coupler forces under
different operating conditions of a train of newly designed coaches. This test is done to
ensure that the coupler forces do not exceed the design limits under actual operating
conditions.
The conduct of Coupler Force trial is, generally, guided by the trial scheme given by the Design
Directorate.

The test train shall consist of at least full train length, which is proposed to be run. The
trial runs shall be conducted at the maximum speed proposed for operation. The trial is
conducted in loaded conditions.
2. Instrumentation:
Unless otherwise required by the design directorate, the coupler between the 1st and
the 2nd vehicle will be instrumented. The prototype will thus be the last vehicle, of each
type, in the formation. The following Transducers may be used for the trial:
(1) Pre-calibrated strain gauged coupler

(2) Strain gauges
(4) GPS.

provided on the prototype vehicle as given in para 2. Sampling rate used is 20 samples
A pre-calibrated strain gauged coupler is fitted on the test vehicle between first and
second coach and coupler forces and the speeds are recorded under the following
operating conditions -
 Starting of fully released train using maximum tractive effort followed by the alarm
chain pulling from last coach after 15 seconds of start
 Starting of fully released train using maximum tractive effort followed by guard’s
van valve application after 15 seconds of start
 Alarm chain pulling from last coach when the train is running at the maximum
permissible speed
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runs.
(iv) Facility for fixing/mounting for instrumentation, including Welding equipment
(v) Fitment of speed sensor / wheel pick- up device on the vehicle.
(vi) A pre-calibrated strain gauged coupler, along with calibration certificate, as per
test requirement.
(vii) Fitment of pre-calibrated strain gauged coupler in the test rake.
(viii) Any other facility as required by the officer in charge of the trial for the conduct
of the trial.
assemblies may be different from those used in this document. Also, there may be minor
differences in brake systems and other features related with coupler force trials on
different Metros.
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Annexure -I
METHODOLOGY FOR CONTROLLABILITY TRIALS
Controllability Trial is conducted on a new or modified design of rolling stock, which is
proposed to be cleared for running on Metro track sections having sustained up gradient
steeper than 1 in 100.
The purpose of Controllability Trial is, to determine the controllability of the train on gradient
section and temperature increase of the wheel/brake block, under load conditions with
different operating conditions.
The conduct of Controllability Trial is, generally, guided by the Test scheme given by the
Design Directorate.
The test train shall consist of full train length which is proposed to be run. The trial runs
shall be conducted starting from the minimum speed up to the maximum speed
proposed for operation and on the maximum gradient sections. The trial is conducted in
maximum loading conditions with dry and wet condition of the rail.
2. Instrumentation:
The Test Vehicle will be instrumented by Testing Directorate as per the test scheme. The
following Transducers may be used for the trial:
(2) Temperature Sensors
(4) GPS.
Data is acquired by using a Digital data acquisition system, connected to the
transducers provided on the prototype vehicle as given in para 2. Sampling rate used is
20 samples. The following parameters are recorded/calculated for evaluation:
STATIONARY TESTS as per Annexure H

RUNNING TESTS
Following are to be determined -
 Braking distance on maximum gradient section on application of emergency brakes.
 Controlling of train with brake application and dynamic brakes within prescribed B.P.
drop.
 Wheel/Brake disc and Brake block / brake disc temperature.
 Dynamic current of the driving current.
 Holding of train with Independent driving cab brakes.
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CONDUCTING THE TEST

For measurement of braking distance, a Optical speed sensor/wheel revolution pick up
device is mounted on one axle of the vehicle for measuring the distance travelled.
The speedometer fitted in the cab is used for guidance in regulating the train speed. The
actual speed at the instant of brake application is, however, determined from that
recorded by DAQ.
Independent driving cab brakes are worked in conjunction with train brakes and Suitable
locations on maximum gradient track are pre-selected. The brake block and disc
temperatures are also recorded along with dynamic current in the driving cab. The wheel
temperature and BP pressure drop should be within prescribed limits for safe operation.
The Emergency / full service brake application is made, from driver’s automatic brake
handle from the driving cab, followed by emergency brake application in conjunction with
dynamic brake application. The EBD should be such that train running at maximum
permissible speed can be stopped short of signal after sighting the stop signal. On
stopping on the maximum gradient section, the holding test of the train with
independent driving cab brakes, with train brakes in released position, shall be carried
out. A number of such readings are taken, depending on the section length.
Before commencement of running test, the test train is examined and the following is
ensured -
 The pressure setting of the brake pipe of the driving unit is at specified value.
 All audible leaks are arrested.
i. Competent Crew for operating the Test Special.

ii. Prototype test rake, made suitably fit for trial, for instrumentation and trial runs.
iii. 220V AC Power supply on board the test special.
iv. Fitment of Speed sensor/wheel pick-up device on the vehicle.
v. Simulation of wet rail conditions during trial.
vi. Tapping’s for fitment of pressure sensors in the brake system as required.
vii. Any other facility as required by the officer in charge of the trial for the conduct of
the trial.
assemblies may be different from those used in this document. Also there may be
minor differences in brake systems on different Metros.
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FLOW CHART FOR METRO CERTIFICATION PROCEDURE
1. Submission of DPR to MoR
Submission of clarifications
and/or revised DPR
If OK Otherwise
MoR sends comments on
DPR to MoUD
Communication of MoUD sends a Copy

Approval of DPR by MoR
Approval to of approved DPR to
MoUD
2. Submission of SOD and DBR (Design

Basis Report) to RDSO through MoR Submission of revised SOD and
clarifications on DBR, if any, to
RDSO through MoR
Scrutiny of SOD and DBR in RDSO and
communication to MoR
MOR sends comments on SOD

If OK Otherwis
and DBR to Metro Operators
Approval of SOD and DBR through MoR
3.
Submission of documents to RDSO/MoR as per annexures
Submission of clarifications or
revised docs. to RDSO
RDSO sends comments and

If OK Otherwise
Suggestions on docs. to
4
Scrutiny and examination of test certificates as the manual
48
I/6198/2020
5 Issue of speed certificate by RDSO for conducting speed Trial
If Metro line already opened If Metro line yet to

for Public Carriage of be opened for Public
Passengers Carriage of
Metro applies to CRS /CMRS

for sanction for conducting
oscillation trial
Sanction of CRS /CMRS for

conducting oscillation trial
6. RDSO conducts oscillation & EBD trials
RDSO conducts coupler force, controllability and/or any other special

test, if required
RDSO issues interim speed certificate for regular use of rolling stock
Metro applies for sanction of Rolling Stock to MoR through CRS
Sanction of MoR /Railway Board of Rolling stock
Action to be taken by the Metro Administration for Opening of

Metro, as per “Opening of Metro Railway for Public Carriage of
Passenger Rules, 2013” with latest amendment.
49

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File No.

Procedure for Safety Certification and Technical

Urban Transport & High Speed Directorate

Changes in present version (December 2015) of Procedure for Safety

S.N. Modification in Edited/Removed/ Authority

S.No. Description Page

Annexure Description Page

PROCEDURE FOR SAFETY CERTIFICATION AND TECHNICAL CLEARANCE OF METRO SYSTEMS

7. OSCILLATION TRIALS AND ISSUE OF SPEED CERTIFICATEs

force, Max. Lateral force, Derailment Coefficient (Lateral force/ Instantaneous

9.1 Before commencement of commercial services, Metro Administrations should ensure

3. Vehicle Dynamic Analysis on Track Data as Specified by Metro Administrations

4. Finite element Analysis of car body structure as per manufacturer

8. Fire load calculation and emergency evacuation of passengers

9. Crashworthy Simulation as per EN 15227 and GMRT 2100

10. Layout of DMC and TC and pay load calculation.

11. Weight particulars of stock.

Documents required for Rolling Stock - (Rolling Stock - Electrical)

3. Following drawings to be furnished for information :-

4. EMI/EMC compatibility, test plan & results.

4. Rails and Rail Welding:

4.3 Ultrasonic Testing of Rail and Welds:

5. Sleeper and fastening for Ballasted track

6. Track slab for Ballastless track

7. Check Rail / Restraining Rail:

8.3 Derailment guard shall be designed such that in case of derailment:

9. Glued Insulated Rail joint

10. Turnouts, Scissors Crossover

10.2 Type and geometry of turnout

(b) Broad Gauge

10.3 Operating requirement of turnout, scissor crossover:

10.4 Technical Specification

Specifications and Drawings (With latest amendment)

14.3 TRACK GRADIENT IN PLATFORM

(a) Maximum 1 in 400

Note: There shall be no change of gradient in platform track.

Part-B: Salient features of Track Structure as adopted by Metro

ii) Turnouts and switches:

Part-C: Check List of submissions while submitting compliance:

1. Purpose and Selection:

3. Ballastless Track Structure:

4. Performance Requirement of Fastening System:

4.2 Following are the technical performance requirements of fastenings:

Technical Test Acceptance

Part-B: Salient features of Fastening System

S.N. Components / Items Provisions in Metro

1. Brief description of fastening system

Part-C: Check List of submissions:

General arrangement Drawing pertaining to the followings:

2. Basic Design Data approved by Metro Authorities related to followings:

a) Pre-sag of Contact Wire at mid-point.

3. Design Details approved by Metro Authorities related to following:

a) Typical Drawing of OHE at Support i.e. at Mast, Portal etc.

(ii) Extension of Power in case of emergency

4. Details of Power Supply Arrangement duly approved by Metro Authorities related to

a) EIG application with following:

6. Conceptual scheme of Supervisory Control and Data Acquisition System.

7. Safety Circulars, Procedures for grant and cancellation of Permit to Work.

8. Submission of test Certificates of Equipments:-

2. Basic Design Data approved by Metro Authorities for the followings: