The document provides technical details about the Rajdhani Express train service in India. It was first introduced in 1969 to provide fast connections between New Delhi and other state capitals. The trains have the highest priority on the Indian Railway network and offer air conditioned accommodation. They are hauled by powerful electric locomotives like the WAP-7, which can achieve speeds up to 180 km/hr. The trains include different types of coaches like AC 1st class, 2nd class, and 3rd class to accommodate passengers.

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 INTRODUCTION
Rajdhani express is a passenger train service in India
connecting New Delhi with other important destinations,
especially capitals. Rajdhani express with first introduced in
1969 for providing fast connections 9upto 140 km/hr. Speed
varies depending on particular track selection0 from various
railway station in the capital city of New Delhi to the capital
cities of various states of India. The first Rajdhani Express left
New Delhi station for Howrah Station to cover a distance of
1445 kilometres in 16 hours 55 minutes.
This train gets the highest priority in the Indian Railway
network. They are full air conditional passengers are served
complimentary meals during the journey, depending on the
duration and timing of the journey; these could include lunch,
high tea, dinner, morning tea and breakfast. The Rajdhani
express is built by LHB (LINKÉ HÖFMANN BÜSCH) and is of
EOG (END OF GENERATION) type of coach. However, a
German Company “ALSTHOM” makes the recent coaches.
TECHNICAL DETAILS
 Engine.
 Bogies.
 Couplers.
 Air Conditioning.
 Doors.
 Water supply and disposal.
 Toilets.
 Other equipment.

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 ENGINE
The Sealdah Rajdhani express connects Sealdah and Delhi.
It is the second faster train after Sealdah-New Delhi Duronto
Express on the Sealdah-Delhi sector. It operates as train
number 12313 from Sealdah to New Delhi railway station and
as train number 12314 in the reverse direction. A WAP-7
locomotive regularly hauls the train. Sometimes WAP-5/WAP-
4 locomotives can be seen as an off link.
 WAP-7 It is a moderate speed high power locomotive
developed by ‘Chittaranjan Locomotive Works’ by modifying
the gear ratio of existing WAG 9 class. It is capable of hauling
trains at speed ranging between 140 and 180 km/hr. The WAP-
7 is actually a modified version of the WAG-9 freight locomotive
with modified gear ratios and is set to replace the fleet of WAP
4’s, the most widely used passenger locomotive today. It is
maximum speed rating of 180 km/hr. The WAP-7 has the
highest acceleration figures while hauling mail/express trains.
The WAP-7 can also haul load of 24-26 passenger coaches. It
is also known to haul 18 heavy weight Air-conditioned
coaches. At a trial conducted by Indian Railways, it has
clocked a speed of 184 km/hr. It is the most successful
passenger locomotive on the Indian Railways roster after the
WAP-4. It is used to haul premium trains like Rajdhani Express
and the Shatabdi Express apart from other regular mail/
express trains.
WAP-7 locomotive can deliver 6000hp with regenerative
braking being one of its salient features. The regenerative
braking is deployed on down gradients conserving energy to
the tune of 30-35 percent. It has an inbuilt microprocessor
based fault diagnostic system to make trouble shooting easier.
Another feature of this locomotive is that it eliminates the need
to have separate EOG sets for air –conditioning in long
distance trains hence providing significant amount of saving on
maintenance and running costs. This Technology, Called HOG

3. 48
or ‘’Head On Generation’’, transfers electric power from the
loco’s pantograph to the coaches instead of ‘’End on
Generation’’ in which a power car equipped with diesel
generator capable of generating adequate power of 3-phase
50-cycle+15v/750v AC is provided at either end of the train
rake to supply power.
 SPECIFICATIONS
Manufacturers Chittaranjan Locomotives Works
Motors 3-Phase Squirrel Cage Induction Motor
Voltage 2180V
Current 270/310A
Power 4740KW
Speed 1283/2484RPM
Torque 6330-7140NM
Cooling Forced Air Ventilation
Efficiency 95%
 WAP-5 It is the name of a class of electric locomotive used
by Indian Railways. The first 10 locomotives were imported
from ABB in Switzerland in 1995.Chittaranjn locomotive works
(CLW) Started production in 2000.It was designed to haul 18-
coach passenger trains at 20km/h. It is the first 3-phase
locomotive in India.
Other notable features of this locomotive are the provision of
taps from the main transformers for head end power, pantry

4. 49
loads, flexible gear coupling and wheel mounted disc brakes.
Braking systems include 160 KN loco disc brakes, automatic
train air brakes, and a charged spring parking brake.
Some of the units homed at Vadodara shed have air-
conditioning. The production had been paused for a long time
due to an indigenous replacement of the Hearth coupling. Now
the production has resumed with the indigenous replacement.
 SPECIFICATIONS
Manufacturers Chittaranjan Locomotive Works
Motors 3-phase squirrel cage induction Motor
Voltage 2180 V
Current 370/450 A
Power 1150 KW
Speed 1583/3147 RPM
Torque 6930/10000 NM
Cooling Forced air ventilation
Efficiency 96

5. 50
 WAP-4/WAP-4E It is a common electric locomotive used in
India. It is capable of hauling 26 coaches at a speed of 140
km/hr. The locomotive was developed, after a previous class
WAP-1 was found inadequate to haul the longer, heavier
express trains (24-26 coaches) that were becoming mainstay
of the Indian Railways network. It was introduced in 1994.
Electrical are traditional DC loco type tap chargers, driving 6
traction motors arranged Co-Co fashion. This locomotive has
proved to be highly successful, with over 800 units in service
and more being produced. Newer examples have been fitted
with Microprocessor Controlled diagnostics, Static Converter
units and roof mounted Dynamic Brakes.
The class is used to haul the premier Rajdhani and Shatabdi
Expresses at 140 Km/hr. In trials, the locomotive has achieved
a top speed of 169 Km/hr., though Indian Railways limits its top
speed to 140 Km/hr. with a 24 coaches passenger train, the
acceleration time per distances are –
110 Km/hr. – 198 Seconds (4.8 Km)
120 Km/hr. – 260 Seconds (7.5 Km)
130 Km/hr. – 445 Seconds (13.5 Km)
Starting tractive effort – 32000 Kg/force
 SPECIFICATIONS
Manufacturers Chittaranjan Locomotive Works
Voltage 1270 V
Current 1040 A
Power 1160 KW
Speed 690 RPM
Transformer 5400 KVA, 32 taps (Forced oil with Forced Air)
Lead acid battery 50 Cells

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 BOGIES
The FIAT-SIG bogie is a welded H frame type based on the
Eurofima standard. The wheel base is 2560 mm, the wheel
diameter new 915 mm and at maximum wear 845 mm. Main
features of the bogie are primary suspension with articulated
arms and coil springs, secondary suspension of integral flexi coil
type with coil springs and rubber pads on top and bottom, anti-
roll bar, vertical and transverse shock absorbers and anti-
hunting dampers. For braking on each axle two disc brakes with
640 mm diameter, brake cylinders and automatic slack adjuster
are provided.
 ACCUMMODATIONS IN RAJDHANI EXPRESS-
The Rajdhani Express contains 21 coaches in total. The
coaches are as blow-
a.Two Luggage/ parcel cum Generator cum break van one
of which is provided with the guard’s cabin.
b.Two AC Hot Buffet Cars (i.e. pantry cars).
c.Ten AC 3-Tiers (both of which may be increased
according to demand).
d.Five AC 2-Tiers.
e.Two First AC.
The fully are conditioned First AC, 2-tier & 3-tier are used for
passenger accommodation with superior luxurious journey.
The pantry car provides complimentary meals for the
passengers. The power car generates Electrical energy for
supplying power to the coaches. There are five different types
of coaches now we discuss about this coaches -
A.LUGGAGE/PARCEL CUM GENERATOR CUM BRAKE VAN
ONE OF WHICH IS PROVIDED WITH THE GUARDS CABIN-
Indian Railways have 46,038
various types of coach and
around 3000 of new coaches are
being added annually to the
system. There are three-power
supply system as existing over

7. 52
Indian railways to provide illumination, fan, air-
conditioning and other miscellaneous need of electricity
for travelling passengers. This are-
I. SELF-GENERATING (SG) - 2x25 kW alternators for ac
coach and 1x4.5 kW for non-AC coach is mounted
under slung, driven by a pulley-belt arrangement when
driving pulley is mounted on coach axle. Output is
rectified and charges 110 V DC battery for continuous
power supply to AC and non-AC coach. AC load of roof
mounted packaged units is supplied by converting DC
into 2x25 kVA inverters. This system is followed over
trains having a combination of AC and non-AC
coaches.
II. END-ON-GENERATION (EOG) - Two power cars each
equipped with 2x50 kVA DG sets one at each end of the
train supplies 3-phase power at 750 V AC power to
each electrically interconnected air-conditioned coach.
The voltage is stepped down to 3-phase 400v and
supplied to standard voltage equipment on each coach.
EOG system is followed for fully air-conditioned train
like Rajdhani, Shatabdi, Duronto, GaribRath, Premium

8. 53
special trains. Import of LHB class of coaches from
Germany is provided with the EOG system with a
promise to provide SG system design for indigenous
manufacturing.SG technology given was a complete
failure and Iris still struggling to develop designs for the
last 15 years.
III. HEAD-ON-GENERATION (HOG) - Power is supplied from
the train locomotive at the head of the train. The single-
phase 25kw transformer of the electric locomotive is
provided with hotel load winding which is converted to
three phase AC at 750v using 2x500-kVA inverter and
supplied to the same system as that of EOG. In case of
diesel locomotive, three-phase alternator is mounted on
the traction alternator and feeds the hotel load. This is
the most efficient system as the cost of power is about
25% less as compared to EOG, but the system is still
under development for the last 30 years. The other
class of train namely electrical multiple unit and main
line electrical multiple units employs the same system
for coach lighting. The system is similar to what is
followed in train-set composition of train having a power
unit at head as well as on tail and power the entire load
of the coach for comfort.

9. 54
B.HOT BUFFET CAR OR PANTRY CAR-
Each vehicle is equipped with a pantry for storing cold and
hot meals, which are to be served to the passenger at
their seats. In the gangway between the passenger room
door and the entrance is on one side the pantry and on
the other side the storage area. A double leaf sliding door
and the storage area close the pantry by roller shutters.
On the left side 35 litres water boiler, a sink and racks are
provided. The other side is equipped with three hot cases,
the bottle cooler, the refrigerator and the deep freezer for
the 78 passengers. The storage area gives space for
racks and for the serving trolley.
LIST OF STANDARD EQUIPMENT PROVIDED IN PANTRY
CAR OF LHB COACHES:
C.AC 3-TIERS-
The AC 3 tier is the cheapest of the AC options and the
only discomfort is that instead of being a 2x2seating it is
3x2 seating. It has three tiers of bunks-upper, middle and
lowers on the side and two (upper and lower) along the
other side of the aisle. It is more crowded than AC 2 tier,
SL.
NO.
EQUIPMENT
DESCRIPTION
LOADS
(WATTS)
QUANTITY
(NO.)
TOTAL LOAD
(WATT)
1 Deep Freezer, 230 Lts 400 1 400
2 Bottle Cooler, 90 Lts 200 1 200
3 Hot Case (140 Meals) 1600 1 1600
4 Insect Killer 20 2 40
5 Oven Toaster Grill 1200 1 1200
6 Water Boiler 1 2000/3000 1 2000/3000
7 Water Boiler 2 2000/3000 1 2000/3000
8 Water Boiler 3 2000/3000 1 2000/3000
9 Electric Burner 1 2000 2 4000
10 Electric Burner 2 2000 1 2000
11 Electric Burner 3 2000 1 2000
12 Electric Burner 4 9900 1 9900
13 Refrigerator. 310 Lts 300 1 300
14 Electric Chimney 300 1 300
15 Electric Chimney 300 1 300
16 Electric Chimney 300 1 300
TOTAL LOAD (Watts) with 2.0 kW Water boiler 28540
TOTAL LOAD (Watts) with 3.0 kW Water boiler 31540

10. 55
and it lacks the privacy curtains and individual berth lights
found in AC 2. You are still provided with bedding for
overnight trains. There are also plug points for charging
through they are unreliable at times. The washrooms
have western style WC and Indian Style; they are
normally very clean but depending on how the other
passengers use then their usability decreases.
D. AC 2-TIERS-
Not too different from the AC 1, the AC 2 tier does not
have a lockable door and the additional space for
luggage. However, it is very peaceful way to travel across
India. It is very comfortable and the bedding (pillow,
blanket and bed sheet) are provided. The air conditioning
can fluctuate and so the temperature can very but overall
it is a good experience. For people over the height of 6.2
ft. your legs might stick out of the sleeper. Even in the AC
2 tier, the seats can be pulled down and converted into
seats for daytime use. Each AC 2tier also has a reading
light and common power connections for the four
passengers. The washrooms have western style (WC)
and Indian style they are normally very clean but
depending on how the other passengers use them, their
usability decreases.
E. TWO FIRST AC-
This has an old school train travel charm. A coupe with
four beds, a lockable door and all necessary bedding. The
berths convert to seats for daytime use. AC 1 is a very
comfortable way to travel, although it is found only on the
most important long-distance trains and costs about twice
the price of AC 2. It comes with attendant, who will make
your beds and give you more personalized service. The
windows are slightly tinted and do hamper the view a bit,
but you can see the scenery change as. Each bed has a
reading light and a power connection to charge your
phone, iPods, laptops etc. The washrooms have western
style WC, and are normally equipped with Toilet paper

11. 56
(But it is always better to carry your own). They are
normally very clean well maintained.
 COUPLERS-
The automatic centre buffer coupler of AAR tight lock type at
the coach end has a support frame, which provides an anti-
climbing protection. The coupler can be opened from the side
by a lever. The design allows the use of screw coupler instead
of centre buffer coupler. Therefore, a fixing plate for buffers is
also provided. The inter-vehicle coupler for the supply of the
750V from the generator car is located below the under-frame.
Due to the moving situation, four brake hoses are to be used
at the coach end, which is brought to two hoses behind the
coupler.
 AIR CONDITIONING-
Each coach is equipped with two compact roof-mounted air-
conditioning units which have a cooling capacity of
approximately 2x22.5 KW and a heating capacity of 2x6 KW
and which are controlled by a microprocessor. The operating
voltage of the unit is 3 phase, 4.15 V, 50Hz. Each unit has 2
refrigerants circuits with hermetic refrigerant compressors with
Copper pipes and Aluminium fins, evaporators and condenser
fan.
BASIC TERNINOLOGIES
KILO CALORIE- It is defined as the amount of heat added to
raise the temperature of one Kg of water by 1 Degree
Centigrade.
BTU- It is defined as the amount of heat to be added to raise
the temperature of 1 pound of water by 1 Degree
Fahrenheit.
SENSIBLE HEAT- It is that heat which when applied to a
body, results in a raise of its temperature. It is the heat,
which is sensed by a thermometer.
1 kilo calorie = 3.97 BTU

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LATENT HEAT- It is that heat which when applied merely
changes the state of substance, whether solid, liquid or gas
without causing any change in its temperature.
ENTHALPY- It is a calculated property of a vapour, which is
defined as “Total Heat Content”. It is the sum of the sensible
heat and latent heat.
CRITICAL TEMPERATURE- There is a certain temperature for
every liquid or gas, which is called its critical temperature.
When a gas is above its critical temperature, any amount of
increase in pressure cannot liquefy it. When the
temperature is below its critical point, the gas can be
liquefied without lowering its temperature, by merely
increasing the pressure.
 AIR CONDITIONING OF RAILWAY COACHES-
Passengers in a railway travel are adversely affected by
infiltration of air unpleasantly laden with dust due to open
windows. This is more so in case of high-speed passenger
carrying trains. Secondly, for a tropical country like India, the
temperature varies from 46ºC during summer to 2ºC during
winter. Air conditioning of railway coaches is necessary for the
maximum comfort and well-being of passengers in a railway
travel. In keeping with modern trend, air conditioning of coaches
for upper class travellers and lately even for lower class travellers
have been introduced by the Indian Railways.
Latent heat of fusion of ice – 80 K.cal/kg.
Latent heat of evaporation of water – 538.75 K.cal/kg.

13. 58
 REQUIREMENTS OF RAILWAY COACH AIR CONDITIONING
SYSTEM-
 Supplying clean fresh air at a controlled uniform
temperature.
 Catering within the confines of the Railway carriages to the
continuously changing number of passengers.
 Providing for heating as well as cooling on a train that travels
through areas of widely differing climate during its journey.
 Operation of the equipment from power generated, stored
and controlled on the train.
 AIR CONDITIONING EQUIPMENT OF RAILWAY COACHES-
This consists of the following-
o Evaporator.
o Compressor.
o Condenser.
o Gauge panel.
o A/C control panel.
o Air Duct.
o Refrigerant piping & joints.
o Wiring.
o EVAPORATOR UNIT- The evaporator unit consists of a
thermostatic expansion valve, a heat exchanger, a resistance-
heating unit and centrifugal blower driven by a motor. The
thermostatic expansion valve controls quantity of high-pressure
liquid refrigerant and allow expanding to a lower pressure
corresponding to the load demand. The expanded refrigerant
passes through the distributor into the heat exchanger consisting
of finned copper tubes. The return air from the air-conditioned
compartment (75%) is mixed with fresh air transferred to the cool
refrigerant causing cooling of the air and the evaporation of the
refrigerant inside the tubes. The cooled air is led through the
ducting to the various compartments and diffused by means of air
diffusers filters are provided in the fresh air and return air path to
eliminate dust. When the outside ambient temperature is very

14. 59
low, heater is switched on according to the setting of the
thermostats.
o COMPRESSOR- The refrigerant vapour drawn from the
evaporator is compressed by means of a multi cylinder-
reciprocating compressor and compressed to a pressure ranging
from 10 to 15kg/Cm2
according to the load demand. The work
done due to compressor raises the temperature of the refrigerant
vapour.
oCONDENSER- The condenser serves the function of extracting
the heat absorbed by the refrigerant vapour in the evaporator and
the heat absorbed during the compression process. The
condenser consists of a heat exchanger, which is forced-air-
cooled by means of two or three axial flow impeller fans. The
refrigerant vapour is liquefied when ambient cool air is passed
through the heat exchanger. The refrigerant liquid leaving the
condenser is led into the liquid receiver from where it proceeds
to the expansion valve on the evaporator. The liquid receiver is
a cylindrical container, which contains a reserve of the refrigerant
liquid. A dehydrator and filter are also providing to ensure that
the refrigerant is free from moisture and dust particles.
oGAUGE PANEL- Gauge panel consists of pressure gauges (HP,
LP, and OP) and pressure cut outs to protect the compressor
against, (a) High pressure, (b) Low pressure and (in) low oil
pressure.

15. 60
oA/C CONTROL PANEL- The control of the air-conditioning
system is achieved by means of air-conditioning control panel.
The design of the various elements in the control panel takes into
account the system safety requirements. The safety
requirements for the operation of the A/C system are listed as
under-
(a) The working of blower fan of the evaporator and the
blower fan of the condenser has to be ensured before the
compressor starts functioning.
(b) Suitable protection to ensure adequate lubrication of
compressor to avoid piston seizure.
(c) The excessive pressure on the discharge side of the
compressor (High Head Pressure) should be avoided.
(d) The suction pressure should not be lower than 0.7kg/Cm2
to prevent frosting of the evaporator.
(e) The compressor motor has to be soft started to limit the
sudden in rush of starting current.

16. 61
(f) A suitable interlock
has to be provided to
ensure that heater is not
on, when the compressor
is working.
(g) A low voltage
protection for
compressor motor to
ensure that voltage does
not go below 10 volts in
order to avoid undue
drain on battery.
(h) The blower fan has to come ‘ON’ before the heater comes
‘ON’. Over load protection and short circuit protection for all
electrical circuits. The A/C control panel incorporates all the
above safety requirements.
o AIR DUCT- The air conditioning system includes three air ducts
as follows-
A Fresh air duct.
B Main air duct.
C Return air duct.
Actually, there is no separate return air duct provided in A/C
coaches. In the case of A.C two tier coaches and A.C. chair car, the
return air is drawn through the return air filters directly from the
nearest compartment. In 1st
class A.C. coach, the corridor acts as
return air duct and the return air is drawn through return air filters
located at the corridor ceiling near the first compartment
A FRESH AIR DUCT- This is provided at the rate of two per AC
plant. It is mounted on the sidewall just below the roof
evaporator unit. There is an opening in the sidewall with louver
hinge door arrangement and with the provision to house a
fresh air filter. The fresh (inlet) air duct has been designed with
damper valve to control the quantity of fresh air to be drawn
into the compartment. This arrangement has been
standardised for all types of air-conditioned coaches.

17. 62
B MAIN AIR DUCT-The conditioned air from the evaporator unit is
blown into the main air duct by means of two centrifugal blower
fans driven by a motor with double extended shaft. The air is
distributed to each compartment in the case of 2-tier sleeper
coach and full AC 1st
class coach through adjustable diffusers.
In the case of chair cars, the conditioned air from the main air
duct is distributed along the hall through longitudinal apertures
suitably set at factory. The main air duct has been provided
with central diagonal partition making it two independent taper
ducts so that the diffused air of both plants influences each
compartment. Further air distribution to the entire
compartment is maintained at constant velocity. The cross
section of the main air duct has been designed in such a way
that air velocity inside the duct shall not be higher than 350
metre/min. In order to reduce turbulence and noise due to air
motion in the duct. For the same reason the main air duct has
been connected to evaporator outlet by means of an
intermediate transition duct made of fire resistance canvas to
prevent transmission of noise produced by the bowler unit.
The aperture of air diffuser has been designed to deliver that
required quantity of air into the compartment at a velocity not
greater than 25 metre/min. This diffuser is provided with a
knob to deflect the air to the required angle. By the above
arrangement, the air velocity inside the compartment obtained
is between 6 metre/min to 12 metre/min (0.1 metre/sec to 0.2
metre/sec) at the fresh level of the passenger.
o REFRIGERANT PIPING AND JOINTS- The refrigerant piping
consists of the suction line (from the evaporator outlet to
compressor inlet), discharge line (from compressor outlet to
condenser inlet) and liquid line (from the liquid receiver to the
inlet side of expansion valve), connections to the gauge panel
from the compressor delivery side (high pressure side), low
pressure side and from the compressor crank case. The
lubricating oil connections are also part of the piping system.
Only copper pipes to specifications BS: 2017 – 63, C – 106 Sec
– 3 are used. Many pipelines are jointed with couplers or elbows

18. 63
by means of silver brazing whereas joints to various components
as if gauges pressure cut outs, hand shut off valves, expansion
valve, strainer etc. Are connected by means of flare joints to
facilitate easy removal of the above elements for replacement
and inspection.
o WIRING- All wiring has been done by means of multistranded
PVC insulated copper cables to specification. ICF/Elect./857. All
cables have been laid on steel tough/conduits for easy
maintenance and prevent fire hazards. Crimped types of
connections have been adopted throughout. All the terminal
boards are of fire retardant FRP material, Reliability of wiring has
been made very high.
 DOORS-
The entrance doors are made of the same steel as the car
body shell. They are flash with the sidewall to allow easy car –
washing. The handholds and three fixed steps are provided to
enter the coach. The door inward opening to the entrance area
is covered from inside with a FRP panel. Above the door is an
entrance light. The entrance steps are closed by a foldable
cover are inside handhold allows easy entry and exit. An
ashtray is also provided.
 WATER SUPPLY AND DISPOSAL-
They are two
connected fresh water
tanks, which are made
of stainless steel, with
a total capacity of 1370
litters for the three
toilets. The water level
is indicated on one
tank on each side. The
filling can be made
from both sides by one

19. 64
filler for both tanks. Three intermediate water tanks, each with
a capacity of 30 litters, are made of stainless steel are located
about the toilets. Two centrifugal pumps located in a stainless
steel casing at the under frame supply the water to the tanks.
One of the 415 V pumps is always kept running, while the other
is kept on standby. After each switch off the other pump will
work.
Below each toilet a 40 litters wastewater tank is provided in
which the toilet waste is collected when the coach is at
standstill. It gets open with a pneumatically operated sliding
valve when a defined speed is reached. The junction box for
the inter-vehicles coupler is visible.
 TOILETS-
The coaches are equipped with “Controlled Discharge
Toilet System” (CDTS) by the means of which system, a toilet
in the coach would become functional only when the speed of
the coach crosses 30 Km/hr, which is said to help in avoiding
the soiling of the track at the railway station. Both oriental
(Squat) and western styles of toilet are provide. One side of

20. 65
the toilet is provided with the washbasin with water tap and
sensor button, a soap dispenser, a mirror, a ashtray and a
waste bin. On the other side there is the toilet itself, a water tap
with a mug, a hand hold, the toilet paper holder and the sensor
button for the toilet flash. The window in the toilet can be open
in the open hub. The toilet those are off folding type to use the
available space to an optimum.
 OTHER EQUIPMENTS-
On the outside wall of the toilet, a waste bin and a fire
extinguisher are located. The fire extinguisher on the power
panel end is filled with carbon dioxide, the one on the other end
with water. The vestibule is of UIC rubber type. The vestibule
door is a double leaf stainless steel sliding door. On the left
side the socket of the local 415 V, supply is located. A 60 KVA
transformer with copper winding transformers the power is
given by the generator can from 750 V to 415 V. All brake
control equipment is centrally located in a brake container. A
main brake pressure reservoir of 125 litters and a service
pressure reservoir of 75 litters are provided.