Final Draft Tor For LRV Procurement.

STATEMENT OF REQUIREMENT SECTION 6.
Contents
1. STATMENT OF REQUIREMNET........................................................................1
1.1. BACKGROUND.........................................................................................................1
1.1.1.Introduction.........................................................................................................1
1.1.2.ERC Objectives and the National Railway Network of Ethiopia 1
1.1.3.Description of the Project 1
1.1.4.Main Technical Standards for Railway 1
1.2. DEFINITION..............................................................................................................3
1.3. STATEMENT OF REQUIREMENTS........................................................................3
1.3.1.General Requirements.........................................................................................3
1.3.2.Objectives of the contract 3
1.3.3.Scope of work 3
1.3.4.General Description of Contractors Scope of Work 4
1.3.5.List of Goods and Related Services 4
1.3.6.Delivery and Completion Schedule 5
1.3.7.Technical Specifications and Compliance Sheet 6
1.3.8.General Requirements 8
1.3.9.Drawings.............................................................................................................9
1.4. OTHER REQUIREMENTS........................................................................................9
1.4.1.List of partners and Suppliers 9
1.4.2.Past project experiences of undertaking such large projects 9
1.4.3.Technical capacity of the suppliers firm 9
1.4.4.Key Personnel and Supporting Staffs 10
1.4.5.Capacity Building Requirements 10
1.4.6.Reporting Requirements 12
2. TECHNICAL SPECIFICATION.
3. LIST OF SPARE PARTS, CONSUMABLE MATERIALS AND TOOLS
i
STATEMENT OF REQUIREMENT SECTION 6
1. STATMENT OF REQUIREMENT
1.1. BACKGROUND
1.1.1. Introduction
The Government of the Federal Democratic Republic of Ethiopia (FDRE) has
unleashed the Economy by issuing a free market policy in 1992. Following the
economic liberalization policy, the government has earmarked a huge proportion of
the national budget towards improving the infrastructure network of the country.
In order to satisfy the demand of the economy for bulk cargo transport and passenger
transport services at bare minimum cost and to be competitive in the international
market, the government has established Ethiopian Railways Corporation (ERC) by
Regulation Number 141/2007 of the council of ministers of FDRE.. The management
of the corporation is managed by Board of Directors and the CEO appointed by the
office of the prime minister of FDRE. The government has given due attention for the
expansion and provision of a reliable, affordable and environmentally friendly railway
transport system in the country.
1.1.2. ERC Objectives and the National Railway Network of Ethiopia

The ERC Key objective is to develop an integrated and efficient railway transport
system in order to ensure competitive and affordable transport for freight and
passengers in the FDRE at an affordable tariff structure. ERC has been expanding its
project management organizational structure which permits it to fully manage the
development of the planned National Rail Network from concept to implementation.
1.1.3. Description of this Project

ERC has constructed a Light Rail Transit phase 1 Project for Addis Ababa City with
two corridors namely North-South Line and East-West Line. The light rail project has
total length of around 31.025km, Both lines share common section of around 2.662km
from Stadium to St.Lideta station. On these two lines there are 39 passenger stations
of different types.
1.1.4. Main Technical Standards (detail specification are attached)
1. Vehicle type: 70 % low-floor articulated 6-axle modern trams with on board ATP
configuration.
2. Track gauge: 1435 standard track gauge
3. Number of main tracks: North-South Line and East-West Line with share a
common section
4. Maximum Operation Speed : 70 km/hr
5. maximum speed: 80km/hr
6. Horizontal curve minimum radius: 50m in main line and 30m in the depots 1
respectively.
7. vertical curve minimum radius: 1000m respectively
8. Traction type: electric traction
9. Rated traction power: 2 130kw
PROCUREMENT OF LIGHT RAIL VEHICLES, SIMULATORS AND RELATED SERVICES ERC |
10. maximum gradient: 55

11. Car body weight: 44t
12. Seating capacity: 65
13. Signalling System: automatic blocking system

1.2. DEFINITION
ERC Ethiopian Railway Corporation (Owner)
1.3. STATEMENT OF REQUIREMENTS
1.3.1. General Requirements

ERC has constructed Addis Ababa Light railway transit phase 1 project and started
operation. The Corporation intends to procure additional Light rail vehicles for the
smooth execution of Operational activities.
1.3.2. Objectives of the contract

The objectives of this procurement is
To purchase additional Light rail vehicles for Transport Services.
To ensure and capacitate local engineers and technicians to participate in

inspection and maintenance of LRV vehicles and related products.
To supply Simulators those are required for training purpose of Train-Drivers.
To Train Train-Drivers, operators, LRV maintainers, and managers on the

efficient use & maintenance of mainline vehicles and simulators.
1.3.3. Scope of work

The supplier shall provide Light rail vehicles that accommodate expected volume of
traffic compatible with the existing East-West and North-South line of Addis Ababa
Light Rail Transit phase one project which is already under operation.
The supplier should also propose in support or against the proposals provided by the
procuring Entity so that a better option would be set in place. Moreover, the Supplier
should see all round information pertaining to the local working conditions such as
weather conditions, Vertical and Horizontal Railway Geometric conditions, Aesthetics
of Equipments, Dimensions, in conformance with UIC dynamic (Structure) Gauge
profiles and assure compatibility with the existing East-West and North-South line of
Addis Ababa Light Rail Transit phase one project which is already under operation.
Before production of the Equipments, the Supplier should present the final design of
the Light rail vehicles to ERC.
The work consists of furnishing engineering, procurement and construction services

complete in all respects including all field and office works in accordance with the
highest standard of the engineering profession. The supplier shall provide all required
1
personnel for the completion of the assignment. The work shall be carried out with the
appropriate standards, and shall cover but not be limited to the aspects outlined in
these terms.

1.3.4. General Description of Contractors Scope of Work

The principal elements of the Contractors work are:-
Design and Manufacturing of Light rail vehicles
Supply Tools,special tolos, Equipment, test equipment, technical data and

service, spare parts and consumable materials based on the attached list of
items for spare parts and consumable materials but not limited to which is
required for maintenance of the Light rail vehicles
Provision of Temporary Works required for the test and commissioning of the
Light rail vehicles.
Construction of any Permanent Work related to the above services as
instructed by the Procuring Entity
Train ERCs operators and maintenance personnel on the proper use of the
supplied Vehicles and maintenance Equipments.
Start-up, testing & commissioning and handover of the above cited Vehicles
and accessories to the Procuring Entity.
The descriptions given in the above bullet points are outline descriptions only. Such
descriptions do not include or give full descriptions of all materials or other items to
be supplied or all works and services to be executed by the Supplier in order to fulfill
his obligations in accordance with the Contract.
1.3.5. List of Goods and Related Services
Ite
Description of Goods
m Unit of
or Related Service
No Quantity Measure
Total = 41
1 Light Rail Vehicles as per the Attached
specifications (but not limited to) For East-West For North-
line = 21 South line = 20 Pcs
2 Simulators as per the specifications

reach on an agreement between ERC
and the supplier. 1 at Ayat depot Set
1
Spare Parts, consumable materials
3 and tools for items as per attached
annex.

4 Training required for the proper use,

operation and maintenance of the Light
Rail Vehicles and associated
equipments. The training package
should be proposed by the Supplier and
approved by the Corporation. 1 Package
N.B.: All goods and materials to be incorporated in the goods be new, unused, and of the most
recent or current models, and that they incorporate all recent improvements in design and
materials, unless provided for otherwise in the contract which is compatible with the
existing system of Addis Ababa light Rail Transit phase 1 project which is under
operation.
The commodity specific conditions are attached and will form an integral part of any
resulting contract.
1.3.6. Delivery and Completion Schedule

The delivery or completion period shall commence from the date of contract award.
Refer to Inco terms in the Special Conditions of Contract for the interpretation of the
delivery period. The supplier should provide, in his technical proposal, the Delivery
and Completion Schedule of the LRV, equipments, Tools, Spareparts, consumable
materials, machineries and training using Gantt chart.
Delivery
Item
Description of Goods Completion Delivery
Numb
or Related Service period Point/Site
er
(days/wks/month)
kality
1 Light rail vehicles as per the specifications Depot/Ayat
4 Months Depot
2 Simulators 4 Months Ayat Depot
3 Spare Parts and Consumables lasting three

years of operation organizing them in ware kality
house with efficient warehouse Depot/Ayat
management system. 4 Months Depot
To be specified
during
3 Training
1 Month before contract
Delivery negotiation 1

1.3.7. Technical Specifications and Compliance Sheet
1. Procurement Reference Number: -----------------------------------
Column b states the minimum technical specification of the item(s) required by the
Procuring Entity.
The Bidder is to complete column c with the technical specification of the item(s)
offered and to state whether the offered items comply or do not comply giving
details of the areas of non-compliance.
Item No. Technical Specification of items Compliance of specification

required offered
including applicable standards
a B C
The compliance specification
Light rail vehicles as per the may be amended later if the supplier
1
specification described hereunder proposes a different vehicles to the
specified here under; and if it is
accepted by the Procuring Entity.
Rated Voltage DC 750V
1.1
Range of voltage variation DC 500 ~ 900V
1.2
Track Gauge 1435mm
1.3
Train Formation -Mc+Tp+Mc
1.4
Axle Arrangement Bo-Bo
1.5
Axle Load 11t (1+3%) t
1.6
Maximum Speed 70km/h
1.7
Minimum radius of Horizontal Curve 50m
1.8
Length of car body 30000mm
1.9
Width of car body 2650mm 1
1.10
Height of vehicle floor from top of 380mm
1.11
rail(low floor area, new wheel and empty
load)


1.12
rail(exit and entry areas, new wheel and
empty load)
1.13
rail(raised floor area, new wheel and empty
load)
Wheelbase (power bogie) 1900mm
1.14
Wheelbase (Unpowered bogie) 1800mm
1.15
Clear height of passenger compartment 1980mm
1.16
Wheel diameter(new wheel) 660mm
1.17
Side doors of passenger compartment Four pairs per side
1.18
Clear opening of passenger 1300 1860
1.19
compartment door(Width height):
Electric Brake Regenerative brake
1.20
ATP
1.21
Coupler length 1500mm
1.22
Coupler height 450mm
1.23
Fixed wheelbase Mc= 1800mm
1.24
Tp= 1900mm
Wheel diameter 660mm(new wheel)/

1.25
580mm(full wear)
Axle box bearing Taper roller bearing unit
1.26
Motor car drive mode Double reduction gear
1.27
Brake rigging Disc brake + magnetic track
1.28
brake
Suspension Primary rubber spring
1.29
Secondary steel spring
Damping Secondary lateral oil damper +

1.30
secondary oil vertical damper
2 Simulators with all necessary parts Suppliers are required to

include technical support and the
details specification which is 1
compatible with the existing
system for the Corporations
approval.

The detailed technical evaluation will examine the technical specification of the items
offered in column c and determine or verify whether this meets the minimum
specification required in column b. Suppliers must complete column c or the proposal
will be rejected. Suppliers are required to include authenticated technical
literature to support the details provided in column c.
1.3.8. General Requirements

The supplier should submit technical and financial proposals based on the
requirements stipulated in the Statment of Requiremnet. The supplier is urged to
propose a technical proposal that is innovative and that suit the current conditions of
the the Addis Ababa Light Rail Transit Phase 1 Project Which is under operation,
country and the project corridor in particular. The supplier should take special care to
the following characteristics.
Strength Characteristics: as the Light Rail Vehicles(LRV) will be the first
impression of modern railway of the country, they should meet the best
strength requirements and it should be comprised of best components from the
railway industry so that major maintenances would be avoided and the
supplier would get best credit & accolade out of the product in the future and
the product should be compatible with the current system of Addis Ababa
Light Rail Transit phase 1 Project which is under Operation.
Performance Characteristics: the Light Rail Vehicles and associated
equipments should have high rate of reliability. As the railway route is traffic
intensive. To continue being the best & chosen transport system, the LRV
should always be in work. That means they should reduce downtimes and
major fall backs and the product should be compatible with the current system
of Addis Ababa Light Rail Transit phase 1 Project which is under Operation.
Aesthetic Characteristics: as the LRV will be the first impression of modern
railway of the country, their body should have good appearance beside their
aerodynamic profile. The colour of the LRV should the same with the Existing
LRV of Addis Ababa Light Rail Transit phase 1 Project which is under
Operation. Logo should be placed at an appropriate place and in appropriate
size so that it will be visible from most angles and the product should be
compatible with the current system of Addis Ababa Light Rail Transit phase 1
Project which is under Operation.
Economic Consideration: the primary purpose of cost of products thereby
reducing cost of projects and to use the full capacity of both East-West and
North-south line of Addis Ababa Light Rail Transit phase 1 project. Hence, the
supplier should make his best efforts to reduce the cost of manufacturing and
the selling price of the items under discussion and the product should be
1
compatible with the current system of Addis Ababa Light Rail Transit phase 1
Project which is under Operation.
The supplier in his technical proposal should reflect the following

Approach, Methodology and Work Plan of manufacturing of the goods
Local and International partners and parts and components Suppliers list
pertaining to manufacturing of the goods
Key personnel and supporting staffs required for execution of this particular
contract
Past project experiences of undertaking such extra large projects
Technical capacity of the suppliers firm
1.3.9. Drawings
Procurement Reference Number:
List of related Drawings
Drawing number Drawing name Purpose
The procuring entity shall approve the drawings submitted by the Supplier with its
technical proposal.
1.4. OTHER REQUIREMENTS
In addition to the requirements stipulated in this section the supplier shall submit a
proposal incorporating
1.4.1. List of partners and Suppliers

The supplier list and describe the capacity of Local and International partners and
parts and components Suppliers list pertaining to manufacturing of the goods. The
supplier may show the MoU, contracts and agreements he has signed with this
partners and suppliers to strengthen credibility of the partnership.
1.4.2. Past project experiences of undertaking such large projects

The supplier should present its Organisation and Experience in the form Table shown
below. 1
1.4.3. Technical capacity of the suppliers firm

The supplier should present the list of total:

Human labour differentiating with job title, position and experience (the
supplier may show only the management staffs if the number of personnel is
huge)
List of equipments and machineries he has
List of manufacturing departments, sections and unit
The supplier may use a table like shown below:
Table 1
S.N. Description Job Title Position Experience

1.
2.
Table 2
Similarly the equipments may be presented as in table below.
S.N. Equipments and Purpose Year of
Machineries Manufacture
1
.
2
.
3
.
1.4.4. Key Personnel and Supporting Staffs

The supplier should show the key personnel required for the design and
manufacturing of the vehicles. The key personnel allocated for this specific project
should be presented with respective man-months. The project team should generally
comprise, design engineers, production engineers, production foreman, etc.
1.4.5. Capacity Building Requirements

Corporate capacity Building
The supplier shall provide a reliable technical support for ERC in full or in part of
parts manufacturing spare parts and consumable materials , sub-assembly, assembly,
test and commissioning works. The supplier shall by virtue of the transfer design,
manufacturing, assembly, test and commissioning capabilities to ERC the production 1
of parts of spare parts, tools and consumable materials in kality and Ayat depot.
The supplier shall provide trainings to staffs of the Procuring Entity in 4 levels

i) Trainings to Management Staffs
Basic concepts on the design, manufacturing,test, commissioning, and maintenance of

the mainline, LRV vehicles, and simulators. The training shall be sufficient enough to
monitor procurement, test and commissioning of the LRV vehicles and Simulators in
this bid.
The attendants of this training shall be senior, Middle and Basic Management levels
and the training may be tailored to suit such categories.
ii) Trainings to Operators
Detailed concepts on operation of the mainline LRV vehicles and simulators. The
training shall be sufficient enough to, inspect, test, commission, and operate the LRV
vehicles and Simulators in this bid.
The attendants of this training shall be Train Drivers, Conductors, Yard Masters, etc.
The trainings shall focus on:
Types and feature of different types of LRV vehicles systems
Use of LRV vehicles and Simulators
Operational guidance and standards related to the LRV vehicles and

Simulators
Technicians from senior, middle and basic management levels shall attend and the
training may be tailored to suit such categories.
iii) Trainings to Maintenance Personnel
Detailed concepts on maintenance of the LRV vehicles and simulators. The training
shall be sufficient enough to inspect, test, commission, and maintenance the LRV
vehicles and Simulators in this bid.
The attendants of this training shall be Maintenance Technicians of all levels and the
training may be tailored to suit such categories, the trainings shall focus on:
Basic LRV vehicles and Simulators maintenance principles 1
Scheduled Maintenance for LRV vehicles and Simulators
Light Breakdown Maintenance for LRV vehicles and Simulators

Overhaul Maintenance for LRV vehicles and Simulators
iv) Training to Train-Drivers & Trainers
A standard training for one hundred thirty six (136) train drivers shall be arranged by
the supplier. The above trainee train drivers shall be tested for international
qualification certification. After completion of the training and being certified, a short
term on the job in-country training shall be conducted by a certified instructor in order
to master the local rail network.
Detailed concepts and skills of Train - Driving for Drivers nominated by the Procuring
Entity. The training shall be conducted on the Addis Ababa Light Railway Transit
service Corridor and depots.
The training shall first be conducted on the Simulators provided by the Supplier for
enough period of time proposed by the supplier and;
The second string of training shall be conducted on actual LRV vehicle and train set
on the Addis Ababa Light Railway Transit service Corridor and depots.
The third string of training shall be conducted for Drivers Trainers. Train Driver from
the second string of training shall be evaluated and the best of them shall be provided
with Drivers Trainers training. The Trainers shall be acquainted with all concepts and
skills on the use and operation of Simulators and training of drivers on the simulators.
The attendants of this training shall be passenger Train and simulator. The trainings
shall focus on:
Level 1 Driver Training (Drivers)
Level 2 Driver Trainers (Drivers)
Troubleshooting Simulators faults.
1.4.6. Reporting Requirements

The supplier will submit two copies each of the following reports to ERC:
a) a brief monthly report highlighting the progress made and main developments
1
during the month reported, and the problems that need to be brought to ERC's
attention, should be reported to ERC by the third week of every month;

b) a detailed progress report should cover all aspects of the manufacturing work,
covering the progress made and on a cumulative basis, program of work,
difficulties encountered and assistance needed, if any;
c) a final report that will summarize all manufacturing activities and their results
on completion of the manufacturing.
The supplier may propose a better reporting scheme in his technical proposal.

2 .TECHNICAL SPECIFICATION

East-west and North - South Line (Phase I) Light Rail

Project of Addis Ababa, Ethiopia
Technical Specifications of Vehicles

May 2016
Table of Contents
Chapter 1 Main operation conditions 4
Chapter 2 Basic technical conditions of vehicles 7
Chapter 3 Traction and electrical brake system 18
Chapter 4 Vehicle control and diagnosis system 26
Chapter 5 Electric System in Cab 32
Chapter 6 Passenger saloon electrics 40
Chapter 7 Auxiliary Power Supply System 48
Chapter 8 Brake system 51
Chapter 9 Air conditioning and heating system 60
Chapter 10 Carbody and interior decoration 65
Chapter 11 Door system 72
Chapter 12 Bogie 76
Chapter 13 Reliability, availability and maintainability 82
Chapter 14 Test and acceptance 87
Chapter 15 Technical Documents and Drawings 101
1
Chapter 16 Training and Quality Assurance 106

Appendix & Fig
Appendix 1 Definitions and abbreviations
Appendix 2 Mainly Applied Standards List
Fig. 2-1 Train Formation
Fig. 2-2 Sectional View of Vehicles
Fig. 2-3 Vehicle Artist Schemes
Chapter 1
Main Operation Conditions
1. General
LRV shall be suitable to the Works of the East-west and South-north lines in
Addis Ababa (Phase I), total length of main lines is around 31.025km, where
the East-west main line is around 16.998km long; the South-north main line
is around 16.689km long. Both lines share the same section of around
2.662km in the urban areas.
Vehicles are 70% low floor modern LRV with maximum operating speed of
70km/h.
2. Natural environment in Addis Ababa region
Altitude: 2500m
Ambient temperature: 0+29.7
Average daily highest temperature in years: 25.5
Average daily lowest temperature in years: 6.1
Average relative humidity in years: 95%
Average annual rain fall: 1000-1600mm
Maximum daily rain fall: 47mm
3. Conditions for use of vehicles
3.1 The vehicles shall be able to operate under the ground, on the ground or on 1
elevated lines. It is ensured that the vehicles be able to safely operate at lower
speeds with Grade 8 wind (20.7m/s) when operating on the ground and
elevated lines and that the empty vehicles be able to safely park on the lines
with Grade 9 wind (24.4m/s).
3.2 The vehicles shall be maintained and checked inside the on-ground depot and
parked outside the depot.
3.3 The vehicles shall be shipped by sea and transported by road to the depots.
3.4 The vehicles shall be manually operated and returned back.
3.5 The local natural environment conditions of the manufacturer of the vehicles
shall be considered.
4. Main parameters of lines
4.1 Track gauge: 1435mm
4.2 Minimum radius of horizontal curve:
Mainlines between sections 50m
Yard line 30m
4.3 Minimum radius of vertical curve: 1000m
4.4 Maximum gradient: 55%
4.5 Type of rails for main lines and depot: 50kg/m
Maximum superelevation: 120mm
Inclination at rail bottom: 1/40
Main lines and auxiliary lines adopt No.7 switches, the lines at yards
adopt No.3 and No.7 switches.
4.6 Axle load: 111+3%t
4.7 The vehicles adopt right-side running rules.
4.8 Platform parameters
Platform height: 300mm
From platform edge to centerline of the line: 1420mm
5. Power supply
Rated voltage: DC 750V
Range of voltage variation: DC 500900V
Way of current collection: by catenary
Height:
Height of contact line for ground sections from top of rail is generally 4500 to
5400mm.
Height of contact line for underground sections from top of rail is generally 1
4040mm.

Chapter 2
Basic technical conditions of vehicles
1. Vehicle type and train formation
The vehicles shall be 70% low-floor articulated 6-axle modern LRV, consisting
of three modules, bi-directional driving. Two tramcars shall be able to operate
with double heading.
Train formation: Mc+Tp+Mc
Mc module: motor car with drivers cab
Tp module: trailer without drivers cab and with pantograph
+: articulation device
-: Hidden folding coupler
2. Main dimensions of vehicle

Length of car body: 30000 mm
Height of vehicle roof from top of rail (excluding pantograph): 3700 mm
Maximum width of car body: 2650mm
Height of vehicle floor from top of rail (low floor area, new wheels and empty
load) 380 mm
Height of vehicle floor from top of rail (exit and entry areas, new wheels and
empty load) 350 mm
Height of vehicle floor from top of rail (raised floor area, new wheels and
empty load) 900 mm
1
Wheelbase (power bogie) 1900 mm
Wheelbase (unpowered bogie) 1800 mm
Clear height of passenger compartment 1980 mm

Wheel diameter (new wheel) 660 mm

Wheel diameter (Max. wear) 600 mm
Side doors of passenger compartment four pairs per side
Clear opening of passenger compartment door (width x height): 13001860
mm
3. Seating capacity of vehicles

Seating capacity is given in following table:
Number of passengers (persons) Seated Standing Total
Seats (AW1) 65 0 65
Seating capacity (AW2) (standing: 6

65 189 254
persons/m2)
Overload capacity (AW3)(standing: 8

65 252 317
persons/m2)
4. Vehicle weight
Weights of vehicles are given in following table.
Loads Carbody weight Passenger weight Total weight
Empty vehicle (t) 44 0 44
Related Passenger
44 15.24 59.24
capacity (t)
Overload capacity
44 19.02 63.02
(t)
Axle load 111+3%t
Note: Take 60kg as average weight of each passenger.
5. Main technical indicators

5.1 Speed 1
Maximum operation speed: 70 km/h
Average travelling speed: 20km/h (average dwelling time of 30 seconds at
each station)

Operation speed during car wash: 3~4 km/h

5.2 Average acceleration
Under rated load and rated voltage on straight and dry track, with half-worn
wheels, average acceleration is as below:
Vehicle speed from 0km/h to 40 km/h 1m/s2
Vehicle speed from 0km/h to 70 km/h 0.5m/s2
5.3 Average braking deceleration
Under rated load on straight and dry track, with half-worn wheels, average
deceleration from maximum vehicle operation speed of 70 km/h until stop is as
below:
Maximum service brake deceleration: 1.1m/s2
Emergency brake deceleration: 2.0m/s2
5.4 Longitudinal vehicle jerk rate: 1.0 m/s3
5.6 Fault operation and rescue capability
Within range of permissible adhesion, under related passenger capacity and
working conditions, with loss of 1/4 power, vehicles should be able to complete
a round trip as normal and return to depot.
With loss of 1/2 of traction power, empty vehicle should be able to continue the
operation until it reaches deport in case of failure.
One empty vehicle should be able to bring another empty vehicle, stopping on a
maximum slope (uphill) with failure, to depot.
5.7 Noise
1External noise
Equivalent noise level outside the vehicle, measured where it is 7.5m from
centerline of track and 1.5m from top of rail, when vehicle is running at
52.5km/h in open area above the ground along long seamless rails on gravel
ballast through free sound field within horizontal and straight sections:
80dB(A)
Equivalent noise level outside the vehicle, measured where it is 7.5m from
centerline of track and 1.5m from top of rail, when vehicle is parked on
horizontal and straight line with gravel ballast in free sound field while
auxiliary equipment is working normal: 69dB(A)
2Internal noise
Noise level at the center inside of a vehicle, measured where it is 1.5m above 1
floor, with the vehicle operating at a speed of 52.5km/h on straight tracks:
75dB(A)
5.8 Ride quality of vehicle should be 2.5.

5.9 Coefficient of derailment of vehicle should be 0.8
6. Fire protection and safety

6.1 Fire protection
The vehicles shall be designed to have perfect fire protection performance to
prevent fire occurrence to a maximum extent. The vehicles shall be designed
and manufactured with materials and components to be selected in compliance
with requirements specified in DIN5510 or other equivalent standards.
Wires and cables to be used on vehicles shall be halogen free low-smoke flame-
retardant or halogen free low-smoke fire resistant cables.
None of materials that are flammable (e.g. wood) or produce toxic gases during
burning should be used on vehicles. Materials to be used on vehicles should be
non-inflammable and fire proof materials. In addition, relevant evidence
showing compliance with the corresponding fire protection requirements shall
be submitted at design liaison stage.
6.2 Safety
The vehicles shall have safety surveillance functions for all doors.
The drivers console shall be equipped with pushbuttons for safety brake and
deadman.
The passenger compartments and drivers cabs shall be equipped with a number
of fire extinguishers suitable for electrical equipment and greases, located
where they are easily accessible.
The on-board high voltage electric equipment shall be equipped with personal
safety specific protective measures.
Vehicles should be provided with surge arrestors.
Emergency unlocking devices for doors shall be equipped inside compartments.
7. Requirements of vehicles for vibration and shock
7.1 Vibration
Standard IEC61373 should be complied with in longitudinal, lateral and
vertical directions.
7.2 Impact
IEC 61373 should be complied with. All equipment on vehicle should be able 1
to withstand maximum impact acceleration of 3g g=9.8 m/s2 in any
direction without permanent damage or deformation.
8. Moisture protection

All electromechanical equipment on the vehicles shall be adaptive to climatic

conditions prevailing in Addis Ababa region. Selection or design, test and
acceptance should be conducted following such requirement.
Insulation materials of the electric equipment shall be subject to anti-fungus
treatment, and equipped with protective measures against rodent.
Mechanical equipment should be equipped with reasonable measures against
corrosion.
9. Main systems and components of vehicles
9.1 Electric traction and brake system
9.1.1Electric traction system is VVVF controlled AC transmission system.
9.1.2 The torque control of traction motor is vector control.
9.1.3 The power element of VVVF inverter is IGBT, a heavy duty power electronic
element.
9.1.4 Electrical brake includes regenerative brake and resistance brake. Electrical
brake system has skid/slide protection functions to prevent skid/slide in a
quick and effective manner and make utmost of wheel/rail adhesion.
9.2 Requirements of brake system
9.2.1 Vehicles are provided with micro-computer based analog electro-hydraulic brake
system to offer service brake (including function for electro-hydraulic
blended brake), emergency brake, safety brake and parking brake which will
be executed through electrical brake, hydraulic disc brake and magnet track
brake.
9.2.2 The vehicles shall have fail-safe brake system.
9.3 Auxiliary power supply system
9.3.1 Auxiliary power supply of the vehicles consists of static inverter, DC power
supply and battery group. Each vehicle shall be equipped with two auxiliary
power supplies with sufficient output capacity needed by vehicles under all
load conditions.
9.3.2 Static inverter shall adopt microcomputer control and self-diagnosis function.
Power element to be used is IGBT, a heavy duty power electronic element.
9.4 Vehicle control and monitor system
9.4.1 Vehicle is provided mainly with network based control, supported by hardwired
control. In addition to vehicle communication network, operation and safety
specific control should also be provided with hardwired redundancy.
9.4.2 Vehicle control shall meet the requirements of manned driving and double- 1
heading for two vehicles.
9.4.3 System is provided with functions for automatic collection, recording and
display of information related to vehicle operation and failure. Data can be
read and printed by the reader. Data can be retained for at least 30 days after
power interruption.
9.4.4 System should offer high level of resistance to interference and have high
reliability.
9.5 Vehicle public addressing and passenger information display
9.5.1 Vehicle public addressing shall have following functions:
Automatic broadcasting of station names and precautions
Artificial broadcasting of station names and precautions
Intercom between cabs at both ends; intercom between individual cabs of
vehicles for double-heading
Alarm and intercom within passenger saloon
9.5.2 Passenger information display system consists of LCD display, LED display and
corresponding equipment, and supplies passengers with quality video
information and necessary operation specific messages.
9.5.3 Passenger compartments and drivers cabs shall be equipped with video
surveillance systems.
9.6 Vehicle ventilation and air conditioning
All ventilation and air conditioning units of the vehicles shall be uniformly
controlled by train operator during operation of the vehicles.
Minimum volume of fresh air supply: volume of fresh air per capita in drivers
cab not less than 30m3/h; volume of fresh air per capita in passenger
compartment not less than 20m3/h (only during ventilation). Volume of fresh air
can be controlled independently, and can be turned on and off separately.
9.7 Car body and internal outfitting
9.7.1 The materials used for car body are mixtures of stainless steel and aluminum
alloy. Carbody structure has a life time of 30 years. Car body materials shall
be selected in compliance with the related standards.
9.7.2 Layout of drivers cab: all units inside drivers cabs adopt modular design and
are easy to install. All operation devices shall be arranged with ease of
operation by train operator.
9.7.3 Right side of car Mc is provided with drivers cab doors.
9.7.4 Four pairs of access doors shall be provided at each side of passenger saloons of
vehicle. The doors should be microcomputer controlled electric sliding and
plug doors.
9.7.5 Gangway shall be provided between car bodies. The strength and structural
design of gangway shall be designed to enable passengers to walk freely 1
throughout passenger compartments of vehicles.
9.7.6 Hidden folding couplers and draft gears shall be provided at both ends of
vehicle.

9.8 Bogie
9.8.1 Welded or cast steel frame of high strength should be adopted. Under normal
conditions, frame should have lifetime of not less than 30 years.
9.8.2 Bogie has two suspension systems
9.8.3 Brake rigging of vehicles is electrically operated hydraulic brake system,
partially with function for parking brake.
9.8.4 Power bogie is provided with sanding device.
9.8.5 Traction motor is suspension mounted on bogie frame.
9.8.6 All wheel sets and traction motors of motor cars should be interchangeable.
9.9 User software
Installation CD-ROM will be provided for all user software for the vehicles,
along with software necessary for debugging and maintenance by users. There
should be no limitation to use (number of computers to be used and number of
setups in computers) of above user software during operation and repair of
equipment under this project. No encryption dog or user license should be
used. Software upgrade or update should be backed up by corresponding
instructions and program.
10. Related standards and interchangeability
10.1 Related standards
Design, manufacture and tests of the vehicles and materials to be used shall
comply with the standards of the Peoples Republic of China as well as IEC,
UIC, DIN, JIS, EN and ISO standards
10.2 Interchangeability
Traction motors and electrical boxes on the vehicles as well as main parts, main
components, valves, switches and electronic circuit boards contained in the
boxes should offer good interchangeability.
11. System of unit
It is mandatory to use international system of units (metric system) in the
design and manufacture of vehicles, parts and components (except for pipe
threads for sealing).
12. Identification
12.1 Vehicles and all equipments mounted on the vehicles shall bear product
identifications indicating name of products, serial numbers, types, basic
parameters, ex-factory date and manufacturer.
12.2 The equipment projecting electric shock risks shall be clearly identified with 1
safety signs.
12.3 Literature for the identifications (except for name of manufacturer) shall be in
English and have good corrosion performance.

12.4 Logo designated by end customer shall be placed on the external surface of car
body where appropriate. Details of design shall be confirmed at the design
liaison stage.
13. Vehicle mockup
13.1 Vehicle suppliers shall submit artist schemes proposed on interior and exterior of
vehicles for section by the Owner and end customer.
13.2 Vehicle suppliers shall submit 1:20 vehicle mockups during the execution of the
project.
14. Attached figures

Fig. 2-1 Illustration of train formation
Fig. 2-2 Section view of vehicles
Fig. 2-3 Artist effect picture of vehicles

Chapter 3
Traction and electrical brake system
1. General
Traction system includes traction inverter, brake resistor and traction motors as
key electrical equipment, as well as high voltage electric equipment such as
pantograph, main circuit breaker, and surge arrestor.
Basic principle of the traction system: Pantograph shall collect current from the
catenary of DC 750V. It is connected to the traction inverter via high speed
circuit breaker (HSCB). The switching on/off of the main circuit of traction
system shall be controlled by HSCB. Each MC car shall be equipped with a
traction inverter for supplying power to the two traction motors on local bogie.
Traction motor is subject to axle control.
The traction system shall have complete diagnosis functions, and is provided
with protective measures against corresponding failures.
Regenerative brake should be preferably applied as service brake for vehicles.
Role of regenerative brake should be utilized to a maximum extent and return
energy back to power network. In case of insufficiency in regenerative braking
force or failure of regenerative brake, resistance brake will be automatically put
into service for compensation.
2. Main circuit
Illustration of main circuit of traction system is shown in below figure:
Illustration of main circuit of traction system.

Illustration of main circuit of traction system

Train shall be equipped with two motor bogies and one trailer bogie, each
traction inverter shall be able to power the two traction motors on one bogie.
Traction motor shall be self-ventilated 3-phase asynchronous traction motor.
Resistance brake will be used to convert electrical energy into heat when
regenerative brake is inoperative. It is mounted on the roof and cooled by
natural ventilation.
3. Power supply
Power supply Overhead catenary
Supply voltage DC 750V
1
Range of voltage variation DC 500900V
4. Traction and brake performance
Maximum operation speed: 70km/h

Structured vehicle speed: 80km/h

Under seating capacity and rated supply voltage on straight and dry track, with
half-worn wheels, mean startup acceleration should be as below:
040km/h 1m/s2
070 km/h 0.5 m/s2
Under seating capacity and rated supply voltage on straight and dry track, with
half-worn wheels, mean brake deceleration of the vehicle from maximum
operation speed until stop should be as below:
Average deceleration with service brake: 1.1 m/s2
Average deceleration with emergency brake: 2.0 m/s2
Longitudinal jerk rate Vehicle: 1.0 m/s3
5. Vehicle fault operation and rescue capability
Within range of permissible adhesion, under seating capacity and working
conditions, with loss of 1/4 power, vehicles should be able to complete a round
trip as normal and return to depot.
With loss of 1/2 of traction power, empty vehicle should be able to continue the
operation until it reaches deport in case of failure.
One empty vehicle should be able to bring another empty vehicle, stopping on a
maximum slope (uphill) with failure, to depot.
6. Main traction equipment

6.1 Traction converter box
Traction inverter mainly consists of line contactor, IGBT inverter and chopper
power unit, logic control unit and filter capacitor. The role of it is to convert DC
voltage into 3-phase AC voltage with variable voltage and variable frequency,
which will drive the traction motor to put vehicles into operation (motoring),
and will convert the 3-phase AC voltage of traction motors into DC voltage to
be fed back to the catenary (regenerative braking).
Provision should be provided that traction converter shall be able to withstand
sudden variation to input voltage, and should be protected against input
overvoltage, input under voltage, output over voltage, overheat failure, output
overload and overcurrent, open phase and short circuit.
6.2 Main performance parameters
Rated input voltage of main circuit: DC 750V 1
Rated input voltage of control circuit: DC 750V

Range of input voltage of control circuit: DC 16.830V
Rated traction power: 2130kW
Cooling: forced air cooling
One traction converter should drive 2 sets of traction motors.
Traction converter
6.3 Brake resistor box

Resistor should be used when traction inverter is under resistance braking to
deplete energy generated by traction motor in braking mode.
Main performance parameters
Resistance value: 1.55 ohm(20)
Range of variation to resistance value of brake resistor:+7%/-5%
One traction inverter is provided with 1 brake resistor cabinet housing 2 groups
of brake resistor modules.

Brake resistor
6.4 Traction motor
Traction motor should be 3-phase squirrel cage asynchronous traction motor,
and cooled by self ventilation.
Traction motor is applied for vehicle traction and braking. Motoring is supplied
by traction inverter. Traction motor drives the axles through gear transmission
unit. Braking is supplied by traction motor. Energy is fed back to power
network through brake chopper module (regenerative braking) or such energy
is depleted by brake resistor (resistance braking).
Main performance parameters
Rated power: 130 W
Number of phases: 3
Number of poles: 6
Rated voltage: AC 3X500V
Rated current: 210 A
Rated frequency: 71 Hz
Rated rotation speed: 1800 r/min
Maximum rotation speed: 4377 r/min
7. High voltage equipment

7.1 Pantograph
Each TP car of vehicles should be installed with one pantograph.
Under all track conditions, pantograph should have good and stable
contact with catenary.
All exposed elements which are easy to wear and damage should be
1
easily replaced.

For operations on roof, pantograph shall be mechanically locked up.

Touch on switches for raising/lowering pantograph or pantograph body
shall not cause the pantograph to rise.
Main technical parameters
Nominal voltage: DC 750V
Rated working current: 1050 A
Operation speed: 70km/h
Lowering height: 31010mm (including insulator)
Minimum working height: 38010mm (including insulator)
Maximum working height: 2400 100

0 mm (including insulator)
7.2 High speed circuit breaker

High speed circuit breaker shall be able to provide protection of the traction
inverter on motor vehicles, and shall be use for traction loops only. Operation
of high speed circuit breaker shall be triggered by the traction inverter or
overcurrent trigging devices.
Rated voltage: 1000 V
Rated current: 1000A
Short circuit current: 30 kA
Mechanical response time: 2 ms
Type: Single pole DC based electromagnetic control, natural
cooling
1
7.3 Surge arrestor
Surge arrestor shall be used to prevent damages to the insulation of electric
equipment due to external over voltages other than from outside vehicles and
over voltage due to operations by mistake.

Nominal discharge current: 20kA (8/20s)
Maximum residual voltage: 2100V (1kA), 2400V (10kA), 2640V
(20kA)
Surge arrestor
Chapter 4
Vehicle control and diagnosis system
1. General
Overall principle of designing TCMS system for light rail project in Addis
Ababa, Ethiopia should be based on network control supported by vehicle
hardwired control. TCMS shall perform the function of vehicle operation status
monitoring and fault diagnosis while involving with vehicle control. However,
hardwired control shall be applied for vehicle operation in case of failure of
network so that vehicles will not fail to operate or safe operation should not be
affected. Meanwhile TCMS shall have function for double-heading control,
which can automatically initiate vehicle formation for 2 vehicles.
2. System composition
Train network bus is divided into train bus and vehicle bus.
Train network control system is on-board computer network system, consisting
of central control unit (CCU), remote digital input/output unit (RIOM), display
unit (IDU), double-heading gateway (TBC), train network bus.
Vehicles at two ends are provided with central control unit (VCU) and display
unit (IDU).
3. Principle and functions 1
3.1 Description of functions
Train Control and Monitor System shall perform control, monitoring, fault
diagnosis and operation records for train traction system, auxiliary power

supply system, brake system, PIS system, door and air conditioning systems. In
addition, it shall be able to provide operational guide to crew, and technical
support to maintenance staff. Train network control system shall have following
main control functions as below:
Traction system
1) Transmission of motoring and braking command: TCMS shall collect the

traction control signals sent by the drivers controller, including command
for direction of travelling (forward, backward, non-direction),
motoring/braking command (motoring, braking, and traction inhibition)
and levels.
2) Control of operation modes (car wash mode, reverse operation)
3) Wheel diameter setup
4) Monitoring of traction system status: reception of status signal sent by
traction controller
5) Monitoring of display of failure of traction system
6) Monitoring of status of communication with TCU
Brake system
1)Transmission of motoring and braking command: control signals sent by

TCMS to BCU: motoring/braking command (motoring and braking) and brake
levels.
2)Initiation of brake system self-inspection
3)Monitoring of status of brake system: reception of status signal sent by brake
system controller, including load signal, axle speed, status of brake and release,
status of holding brake, status of emergency brake, status of skid/slid and
feedback on hardwired control signal
4)Monitoring of status of sanding air supply
5)Monitoring of status of brake system
6)Monitoring of status of communication with gate valves of brake system
Auxiliary system
1) Monitoring of status of ACU communication

2) Clock synchronization
3) Status signal of ACU to be received from TCMS: input voltage, output 1
voltage, output frequency, output current, battery voltage and failure
code
4) Failure signal of ACU to be received from TCMS: overvoltage of filter

capacitor, output overvoltage, output over current
Passenger information system
1) Station setting: departure station, terminal, current station setting

2) Monitoring of status of PIS system communication
3) Monitoring of status of passenger alarm on each vehicle
Air conditioning system
1) Monitoring status of air conditioning system

2) Setup of operation mode for air conditioning
3) Setup of target temperatures for cooling and heating
4) Control of air conditioning startup sequence
5) Maintenance staff shall be able to transmit commands for operation
modes of air conditioning to air conditioning system via the display unit
of TCMS.
6) TCMS shall receive status signals and fault signals of air conditioning
controller, which should be displayed on dedicated screen of display
unit.
Door control system
1) Monitoring of status of door controller

2) Monitoring of door opening and closing and failure status
3.2 Train network bus
Vehicle for Addis Ababa, Ethiopia is an articulated six-axle modern tram car
made up of three modules. The vehicles can drive in both directions. Two tram
cars may be operated in a double-heading manner. Control and Monitor System
of the train is structured of buses at three levels, namely train bus, vehicle bus
and equipment bus. Train bus is used for coupling of tramcars, which is
realized by CAN Powerline bus in compliance with UIC 556. Vehicle bus is
main body of management system network that is realized through CANopen
network in compliance with IEC 61375-3-3. For equipment, RS232 bus is
introduced. The communication protocol will be defined through discussion
with the equipment manufacturer. 1
VCU unit performs network management of CANopen bus and vehicle control
and provides the function of data recording. The RIOM rack provides
input/output of digital and analog signals. TBC module is the gateway between

CAN Powerline bus at train level and CANopen bus at vehicle level. Double
heading between vehicles is realized via TBC. IDU display unit is human
machine interface between driving personnel and maintenance personnel.
3.3 Fault diagnosis and failure record
Function for train failure diagnosis is performed by VCU in Mc car. The
Diagnosis System is used for identification and processing of failure
information as well as output of failure information. All diagnosis information
and train failure information can be provided to the whole unit. In this System,
VCU receives failure information from subsystems, along with relevant data
and the corresponding time. System is able to store data in case of power
failure and data retention should be at least 30 days. Information of operating
for at least 72 hours can be recorded. In case of insufficient storage capacity,
the latest information will overwritten by new information
Train Failure Diagnosis System is an important part of TCMS system. The
diagnostic function of Failure Diagnostic System of TCMS can assist the train
operator and maintenance personnel at work. In case of any failure, it will
prompt the driver to take appropriate actions and will enable the maintenance
personnel to find out and resolve the failure easily.
Failure of train will be displayed in text form to the driver on IDU. Therefore,
the information at time of the failure will be sent to VCU via CANopen bus.
VCU adds the date and time to equipment failure code and the failure
information will be displayed on IDU.
On VCU, each and every text message is allocated with a failure code. Failure
will be evaluated based on different failure categories. Failure category and text
message will be displayed on IDU. In addition, train operator can obtain from
IDU the instructions on operation that he must carry out
Each reported failure should include following information:
Time of failure occurrence
Car number
Location of failure
Failure code
Train speed
1
Catenary voltage
Operation command by train operator

Failure information can be stored in the Train Network Control System and
stored data can be transferred to a PC for detailed analysis of the failure data.
3.4 Human-machine interface
For ease of operation and application by train operator, crew and maintenance
staffs, a display unit is provided inside cab of pilot car. Language for human-
machine interface of the display is English.
Operation and indication should include following:
Information of status of normal train operation and indicative data
Information of failure diagnosis and alarm indication
Chapter 5
Electric systems in cab

1. General
Cabs are located at both ends of the train.
Equipment in the cab should be arranged in a scientific and reasonable manner
and in compliance with UIC 651 or equivalent standards. All units in the cab
should incorporate modular structures that will ease of installation, replacement
and maintenance.
Arrangement of the cab should meet ergonomic requirements. Train operator
should be able to observe clearly all instruments, indicator lamps and
information indication at the drivers desk.
Train operators when seated can conveniently and clearly outlook track, signal,
catenary and platform ahead.
Arrangement of the cab can not only provide train operator with clear field of
view but also ease of operation. Field of view of train operator is illustrated as
below:

All signal lamps in the cab have different colors based on signal indication of
different nature. Main signal lamps are arranged at the drivers console for easy
recognition by train operator. Main indicator lamps are located at drivers
console for easy observation and recognition by train operator.
Control switches of different types in the cab should be of the identical type
insofar as possible. Arrangement of the switches will be consistent with the
logic sequence of the drivers operation to facilitate the drivers operation and
prevent operation by mistake. All control equipment and display equipment for
daily operation are located on the driver's console. Reset or isolating control
equipment is located in the cab where they are easily accessible for operation.
Material of surface of driver console and lettering should be wear resistant,
easy to wash and will not discolor.
Sound signals from stereo in the cab will be clear and melodious. Different
sound signals should differentiate from each other by different sounds.
Important alarm information will be triggered along with light indication for
easy distinction by train operator.
Onboard equipment and associated switches will be integrated in designing the
location. Consideration should be given to equipment layout and switch
operation.
Drivers cab should be equipped with electrical wiper and sun visor, which
should be durable and easy to repair. Equipment mounting should ease of 1
maintenance and replacement.
Equipment in the cab should be identified with labels printed in English.
Literature on the label should be clear and durable.

Drivers cab should be provided with fire extinguisher.

Interior of the cab should be spacious and designed aesthetically.
2. Principle of equipment layout in the cab
For easy operation by train operator, main control equipment in the cab will be
arranged at the drivers console insofar as possible, and distributed reasonably
in an ergonomic manner so that the driver in the seat can have easy operation.
The power switch for the cab is located inside the electric control cabinet.
Drivers console is in the front of cab and designed in compliance with UIC
651. Design of the drivers console should take into consideration durability
and aesthetics. Top of drivers console should be made of materials that are
resistant to wear, durable and can be cleaned easily. The surface will not
discolor after long-term use.
All types of operating handles, switches and land/wireless telephones will be so
mounted as to facilitate the drivers operation and use.
Whether at elevated section or aboveground section, driver in the seat should
be able to see value indicated on control instruments and indicator lamps at the
driver's console 500 mm away without any dazzle. In addition, reflection by
side windows against instrument, light indicator and lights in passenger saloon
should be avoided. Details of above solutions will be confirmed at design
liaison stage.
Switch for electric whistle is installed inside drivers can and electric whistle is
mounted outside the cab.
3. Cab layout
3.1 Layout of electrical equipment in the cab

As core of train control, drivers cab, including traction system, PA system,
CCTV system, radio, train control system and control unit of brake system,
should be provided with good human-machine interface that will provide train
operator with intuitional, simple and safe environment, thereby ensuring train
safety and comfortable operations.

Equipment description
1. Driver console
2. Windscreen wiper
3. headlight and taillight
4. Sun visor
1
5. Terminal indicator
6. Loudspeaker
7. Ceiling lights

8. Electrical cabinets
3.2 Driver console surface layout
Interior of driver console are mounted main units for CCTV, PA and wireless
system, brake module, system maintenance port, thermostat for electrically
heated glazing.
1) Main unit of PA system is core control unit of PA system, and
implements automatic broadcasting, semi-auto broadcasting, artificial
broadcasting, train operation intercom and emergency intercom in
cooperation with remainder of PA equipment.
2) Main unit of CCTV system is core unit of CCTV system and can
implement CCTV image storage and move to CCTV screen. Access and
processing of images stored in main unit can be possible when special
software is applied.
3) Maintenance port of system provides for connection for subsystem
commissioning.
4) Thermostat for electrically heater glazing functions to regulate
temperature of electrically heated glazing/
Pushbuttons at drivers console are arranged as below:


3.3 Control cabinet

Electrical cabinets for cab for project in Ethiopia have taken in to due
consideration local climatic conditions. All equipment, structures and electrical
components should be able to operate and maintain under such climatic
conditions and deal with higher temperatures and harsh humidity in short term.
They are featured with high level of mechanical strength, simple structures,
reasonable cabling and easy mounting and removal. Control panel, RIOM and
other equipment are mounted in limited space in full compliance with
EN50121-3-2 in term of electromagnetic compatibility.

Chapter 6
Passenger saloon electrics

Passenger saloon electrics include passenger information, video monitor and
lighting system.
1. Passenger information (PIDS)
Passenger video system consists of LCD based passenger information system
and passenger saloon monitor system and LCD System for station name and
location display.
Protective cover of LCD display is made of special glass that offers resistance
against impact and wear.
3.1 System composition
Passenger information and PA system consists of following items:
- Train operator to passenger PA
- Digital audio PA at standstill
- Inter-cab communication and cab to outside PA
- Section indication
- Indication of information of passengers in passenger saloon
- Emergency call
Provision should be made that automatic passenger PA, artificial PA, train
operator intercom, train operator to outside PA, call between passenger and
train operator, running time indication, information of direction and
information of arrival station should be made possible.
3.2 Basic functions of system
Functions for passenger information and PA include automatic PA, artificial PA,
intercom between train crew, cab to outside PA, call between passenger and
train operation, running time indication, information of direction and
information of stopping.
Automatic PA
Operation of startup keys on the panel inside control box can make
announcement of next station based on preinstalled audio file. When departure
station is set up, each piece of information to be broadcast will be broadcast
one after another.
Artificial broadcasting 1
Train operator in the active cab can make broadcasting to passengers and
outside of the train in PA mode. In course of manual PA, automatic
broadcasting will be interrupted.

Train operator intercom

Two-way conversation between two train operators at pilot car and end car can
be realized through portable interphone. Conversation will not be transferred to
passengers
Emergency passenger alarm
Passengers in passenger saloons can send alarm to train operator using
emergency alarm in passenger saloon. When alarm call is engaged, train
operator can have two-way conversation with passengers.
Wireless communication
Driving control center should be capable of communicating with train operator
through on board wireless equipment. All on board equipment and all
communication equipment can work in a coordinated manner without causing
interference.
Indication of passenger information
Advertisement, greetings and name of next stations together with audio
broadcasting and other information can be indicated on information display in
passenger saloon. Information to be displayed can be adjusted on maintenance
computer. The Tp car set 2 LED display, the Mc car set 2 LCD display.The
layouts and the dimension in gigure as below:
The LED display
The layout of the LED display
The dimension of the LED display

LCD display
The layout of LCD display

Train destination, shunting and return-to-depot can be indicated on terminal
display at car end. Information to be displayed can be modified through
maintenance computer.
The Mc car set he determinal LED display, the Mc car set 2 LCD display. The
specific effect in figure as below:
The determinal LED

display
The dimension of the determinal LED display
1
2. Video monitor system
Mc car is installed with two video cameras for monitoring of interior of
compartments. Video cameras in lieu of rear view mirror will be installed
outside the cab. Such rear view video camera consists of external video camera,
monitor, split-screen display and power supply.
Image recorded by video camera will be collected and transferred to split-

screen display where the number of images to be displayed can be regulated.
For example, all images can be displayed on the monitor at the same time, or
they can be displayed one after another.
Rear view video system is intended for monitoring image outside the train only.
However, it cannot store information.
a) A 10.4" LCD is installed in the cab to have live monitoring of passenger
saloon. Monitoring picture can be one image or more images. When
LCD is in single-image mode, images of passenger saloon will be set to
circulate automatically based on duration of circulation. Duration of
circulation can be adjustable between 1 and 30 seconds or image can be
manually switched to another, thereby focusing the monitoring picture
on a particular area inside passenger saloon. As blinking due to image
changeover will interfere with driving, it is allowed when all monitoring
pictures are displayed at the same time.
b) CCTV module inside the cab can make digital compression of video
data and store live data in sequence of video camera position and time
(duration of recording can exceed 12 hours). Such recording can also be
initiated by passenger alarm. Such system is able to record the images
10 minutes before the alarm.
c) Color/black can be changed over automatically. In case of certain
incident, illumination inside passenger saloon can be lower than 1.2 lux.
In such case, video camera inside passenger saloon will be color/black
and enter into auto mode. When illumination exceeds 1.2 lux, it will
release color image. However, when illumination is below 1.2 lux, but
limited to 0.1 lux, it will release black and white image.
d) When video camera is equipped with adjustable lens, position of video
camera, aperture and focal length can be controllable to follow the
object.
Details of solutions as above should be confirmed at design liaison stage.
3. Lighting system
Vehicle lighting system includes lighting inside the vehicle, side lamp,
headlight, taillight and direction signal light.
3.1 Lighting inside the car
Fluorescent lamp band is adopted as interior lighting for cars. Lamp
tubes should be fluorescent and 36W (DC24V) and 18W (DC24V). 1
Lamp band layout inside passenger saloon is given in figure as below.
Fluorescent lamp is used as emergency light inside the car. Such
lamps form lamp band with lamp band inside passenger saloon.

Emergency lamps are located at doorway and arranged staggered.

Lighting for passenger saloons are subject to central control.
Emergency lights and lighting for passenger saloon are independently
controlled.
Mean value for lighting intensity at floors nearby seats and 800mm
above the floor should not be less than 200 lux. Minimum value
should not be less than 150 lux (without any illumination available
outside car)
Emergency lighting: In case of interruption of normal power supply,
emergency lighting should be available with illumination 10 lx.
Lighting system should be capable of withstanding vehicle
acceleration and vibration.
Ceiling lamps should be installed in the cab.
Instrument lights should be made available at driver console. For
normal operation, illumination at central floor inside the cab should
be 3~5 lux. Illumination level at driver console should be 5~10 lux. In
addition, lighting units with high intensity should be provided to
accommodate indoor equipment inspection and maintenance.
Lighting should be arranged to avoid shade projected on driver
console, and to prevent reflected light from hurting eyesight of train
operator. Illuminance should comply with EN 13272: 2001.
Lighting fixtures should be resistant to vibration, impact and
humidity.
3.2 Lighting outside the car

Headlight
Left and right headlights are installed at end of each unit and mounted
on adjustable lamp seat. Their positions are adjustable in horizontal and
vertical directions. Headlights can be turned on while train is in motion
and controlled through interlock system.
Halogen lamps
Headlights can be adjusted to project strong or dim light, for remote and
nearby illumination. When weather conditions offer clear vision
(without any other lighting), illumination 100m ahead of the vehicles 1
should not be less than 2 lux (including inside of linear tunnel)
Headlights can be switched over between higher beam and lower beam
using the switch.
Headlights can be replaced from outside the vehicle.
Taillight
Two-color taillights are installed at front and end of vehicles, next to the
headlight.
When battery is engaged, stopping lamp is lit. When train is ready to

departure, stopping lamp inside activated cab will extinguish. Stopping
lamp at the end will be lit.
Taillight can be replaced from outside the car.
During braking, light intensity of taillight should be 150% of normal

level of taillight.
Direction signal light
Yellow blinking direction signal light should be provided at front of end

module and both sides of middle cars. Direction signal light should be
manually controlled.
When train changes direction, direction signal lights at the same side
should be blinking simultaneously.

Chapter 7
Auxiliary Power Supply System

Auxiliary power supply system includes auxiliary inverter and batteries.
Auxiliary inverter supplies AC380V and DC24V to vehicles and charges the
batteries. When high input voltage of DC 750V is not available (auxiliary
inverter not working) for vehicles, it also supplies vehicles with control power
and emergency power supply.
1. Auxiliary inverter
Auxiliary inverter mainly consists of line contactor group, IGBT inverter power
unit, 3-phase isolation transformer, logic control unit and filter capacitor. It
functions to convert 750 VDC into 3-phase 380VAC (with N line for supplying
220 VAC) which will be supplied for auxiliary equipment of vehicles.
Similarly, it will also convert 750 VDC into 24 VDC to be supplied as control
power supply for vehicle control systems and all equipment.
There are totally two auxiliary power supply systems throughout the train.
Power supplies for auxiliary systems are directly connected in parallel. Each
auxiliary power supply system can directly supply power to AC bus on the train
and supply auxiliary power of 380VAC throughout the train. In case of failure
of one auxiliary inverter during operation, it will automatically disconnect
output contactor of auxiliary inverter and isolate AC vehicle bus from such
auxiliary inverter. All AC loads on the train will be supplied by remaining
auxiliary inverter through AC bus on the train. In such case, failure signal will
be provided by faulty auxiliary inverter or auxiliary loads on the train will have
degraded operations through TMS.
1.1 Main loads for auxiliary system
AC loads
- Traction converter fan

- Cab air supply unit
- Passenger saloon air conditioning
DC loads
- Lighting inside the car 1

- External lighting
- Brake system
- Air supply system
- PIS system
- Battery
- Passenger saloon air conditioning
- Trainborne wireless communication equipment
- Trainborne fare collection equipment
1.2 Electrical parameters for auxiliary systems
Auxiliary AC power supply
Rated capacity: 35kVA

Input voltage: DC 750V
Range of voltage: DC 500V900V
Output voltage: 3-phase: 380V; single phase: 220V
Output frequency: 50Hz1%
Auxiliary DC power supply
Main electrical parameters for the charger

Output power: 24V/8kW
Accuracy of voltage: 24V3
Ripple coefficient: 5
Auxiliary power supply system includes auxiliary inverter control unit for
output of logic control signal of auxiliary power supply system, to control the
operations of auxiliary inverters and charger, to respond to all operation
commands and to execute controlled operations of auxiliary power supply
system based on special characteristics. For external communication, it is
connected with vehicle network through CANOpen. It is connected with local
PC or portable unit through serial ports for downloading of program and data,
recording and online converter commissioning.

Auxiliary inverter
2. Battery
Battery should be sized to retain door control, emergency lighting, external
lighting, trainborne safety devices, PA and communications in operation for
duration of not less than 30 minutes in case of vehicle failure.
Type: Ni-Cd battery
Capacity: 60 Ah
Rated voltage: 1.2V/cell

Float charging voltage: 1.45~1.55V/cell

Chapter 8 Brake system

1. General
Brake system for LRV with 70% low floor incorporates advanced, well-proven
and reliable products already installed for practical applications. Such brake
system is suitable for mounting and operation on vehicles with 70% low floor.
Train brake system complies with standard EN13452 for relevant level.
1) Brake system incorporates modular design with simple interface to meet
requirements of modern brake system. It is equipped with electric brake,
hydraulic disc brake and track brake, which are independent of each
other.
2) Components are concentrated with sufficient spacing in-between for
easy replacement and removal of components. Components should be
replaced without removing adjacent units. Components requiring
frequent maintenance should be mounted close to vehicles. Test
connections and interfaces for hydraulic and electrical applications
should be easily accessible. Their connection should not require
removal of pipes or lines on the train.
3) Train brake system is microprocessor based analog hydroelectric brake
system incorporating monitor terminals for self-diagnosis and failure
recording. Such system can offer service brake (including blended brake
for electric brake and hydraulic brake), emergency brake, safety brake,
stopping brake, substitute brake in case of failure of electric brake and
parking brake. Each bogie is equipped with an independent brake
control device that will receive brake command from train control unit.
4) Service brake is applied by electric brake and hydraulic friction brake.
Safety brake is applied by hydraulic friction brake and magnetic track
brake. Emergency brake is applied by electric brake, hydraulic friction
brake and magnetic track brake.
5) Brake rigging is disc brake, partially for parking brake. It can
conveniently execute manual release of parking brake (including hand
pump release and mechanical release).
2. Main technical parameters
Average brake deceleration (maximum vehicle operation speed: 70km/h) of
vehicles from maximum operation speed to stop on straight and dry track under
seating capacity, with half-worn wheels:
Average deceleration for service brake: 1.1 m/s2 1
Average deceleration for emergency brake: 2.0 m/s2

Longitudinal jerk rate of vehicle: 1.0 m/s

One empty vehicle should be capable of bringing another faulty and empty
vehicle parked on a maximum slope to depot.
When emergency brake is applied by ED + EH + MG, brake response time by
ED and MG is 0.6s. Brake response time by EH is 0.8s.
Number of passengers and weight:
Condition Number Approximate Passenger Total (t)

of carbody weight (t) weight (t)
passengers
AW0 0 44 0 44
AW1 64 44 3.84 47.84
AW2 254 44 15.24 59.24
AW3 317 44 19.02 63.02
Note: Take 60 kg as average weight of each passenger; tare weight of vehicles

44t

Total
Number of individual cars
for
Item Equipment Unit Remarks
each
description Mc Tp Mc
train
Motor car brake
1 Set 1 1 2 There
electronic
should be
control unit
some
adjustment
through
negotiation
Trailer brake
2
electronic 1 1
control unit Set
Hydraulic unit
3 Set
1 1 1 3
Accumulator
4 Set 1 1 1 3
Pump control
5 Set 1 1 1 3
module
Hydraulic brake
6 Set 1 1 1 3
pipe assembly
Air supply for
7 Set 1 1 2
sanding
Sand box (right)
8 Set 1 1 2
Sand box (left)
9 Set 1 1 2
Sanding control
10 Set 1 1 2
module
Sanding pipe
11 Set 1 1 2
assembly
Hand pump
12 Set 1 1
Brake calipers
13 Set 2 4 2 8
Brake disc
14 Set 2 4 2 8
Magnetic track
15 Set 2 2 2 6
brake device 1
Load sensor
16 Set 2 2 2 6
Speed sensor
17 Set 4 4

3. Brake system description
4.1 Overview of brake system
Abbrevi Type Mounting place

ation
ED Electric brake, M1 + M2
Generally depending on load Motor bogie for M1 + M2
EHM Hydraulic Brake of Motor M1 + M2

Car Motor bogie for M1 + M2
EHT Hydraulic Brake of Trailer TB1
Car Trailer bogie for TB1
MTB Magnetic track brake M1 + M2 + TB1
Sanding M1 + M2
Sanding device
Motor bogie for M1 + M2
4.2 Brake pattern
Brake system
service Emergency Safety Stopping Holding Parking
brake brake brake bake brake brake
(Maxi
mum)
ED-Brake X X - - - -
EHM-Brake - X X X X X
EHT - Brake X X X X X -
MTB - Brake - X X - - -
Sanding - X X - - -
Note: X indicates way of brake application in such brake mode.
4.4 Service Brake
Service brake will be activated when driver controller is in brake position.
Brake setpoint is linearly proportional to handle position. ED brake is major 1
brake type for motor car and takes precedence over EH brake. Regenerative
brake is applied preferably as electric brake. Energy generated by regenerative
brake will be preferably absorbed by adjacent cars along the line. When energy
absorption by adjacent cars along the line is not possible, such energy will be
absorbed by brake resistor. When train brake cannot be satisfied by ED brake
under all speed and load conditions, EH brake of trailers will furnish extra
brake based on blended functions. At low speeds (up to 5km/h), electric brake
will descend while hydraulic brake will ascend. However, total braking force
remains unchanged. Service brake is limited to load correction and jerk. Wheel
slide protection is activated.
4.5 Service Substitute Brake
When one or more ED brakes have failure, EH substitute brake will be applied
on motor car with faulty ED brake. Train will apply corresponding brake based
on setup procedures. BCU will calculate remainder of braking force. If
necessary, EH brake on trailer will be activated.
4.6 Stopping Brake
ED brake operates within speed range between Vmax and Vtakeoff. When
speed is below Vtakeoff, EH brake will take over deceleration force from ED
brake while retaining braking force constant. Stopping brake is part of service
brake.
4.7 Holding Brake
It will start when vehicle speed is below about 1 km/h. In such case, BCU will
set up stopping procedure of trailer car. Maximum braking force of spring to be
applied on motor car will be set up by VCU through electronic control unit.
When no signal is given for holding brake at vehicle speed less than
Vmin=1km/h, and brake signal is set up (HW or data bus), BCU will apply
holding brake without signal Set_HB_CAN.
4.8 Releasing the Holding Brake
For release of holding brake, signal Set_HB_CAN must be reset.
Reset_HB_CAN and driver signal (HW and data bus) must be set up. Only
when there is sufficient tractive effort to avoid vehicle fallback, can it be
permitted that signal Reset_HB_CAN can be set up.
4.9 Emergency Brake (ED + EH + MG brake)
For emergency brake, ED brake for motor car and EH brake and magmatic
brake for trailer will operate simultaneously. Emergency brake is not limited to
jerk after load correction. For ED brake and EH brake, wheel slide protection is
operative.
4.10 Safety Brake
In case of safety brake, ED brake is not operative. EH brake is applied by
safety brake valve inside hydraulic equipment. There is no limitation to jerk or
load correction. There is no wheel slide protection either. Electronic brake
control units (BCU) on trailer and Electronic brake control units on motor car
will monitor safety brake.
4.11 Parking Brake 1
Parking brake is provided to prevent train at standstill from coasting. This is

realized by turning off power supply to following equipment:
- Electronic brake control unit (BCU) of Trailer
- Electronic brake control unit of motor car
- Parking brake valve inside hydraulic equipment of motor car
- Safety brake loop
- Application of spring loaded brakes on motor car
4.12 Load Signal
Load signal is sent to BCU from VCU through data bus. It includes all braking
mass of whole train (including rotating mass). BCU will continuously read such
signal. In case of failure of data bus communication, BCU will take default
loads.
4.13 Coordination between electrical brake and hydraulic brake
Insufficiency in electrical brake will be complemented by hydraulic brake.
4.14 Wheel Slide Protection
Slide protection of trailer is realized by hydraulic brake system. Slide
protection of motor car is realized by electrical brake system. Slide protection
function will be operative in case of service brake and emergency brake.
4.15 Parking brake release
Auxiliary hydraulic release to be applied by hand operated hydraulic

pump.
When vehicles are to be moved away, connect manual release pump to

Tee valve using pipeline and fittings. Release the parking brake on
motor bogie.
Auxiliary mechanical release
For vehicle maintenance, parking brake calipers can be released using

socket spanner (e.g. the one used for brake pad replacement in
workshop).
4. Magnetic track brake
Each motor bogie is installed with two magnetic track brakes. Magnetic brake
is operative in case of emergency brake and safety brake. Once activated,
magnetic brake is pressed against rails due to its magnetic force, thereby
applying braking due to friction between magnetic track and rail.
5. Sanding system
In case of emergency brake, safety brake and coasting under motoring and 1
braking, sanding system will be able to execute sanding automatically to
increase wheel and rail adhesion, thereby maximizing tractive force and
braking force.

Chapter 9
Air conditioning and heating system

1. General
LRV for Addis Ababa are provided with air conditioning and ventilation
systems to provide fresh and cooled air for both passengers and train operator.
Air conditioning unit has built-in heating unit, which will make car inside
comfortable in winter. Parameters of air conditioning system will be designed
in compliance with TB/T1804-2009 Air condition unit for railway passenger
car
2. Basic requirements of air conditioning system
Each train set will be installed with two sets of air conditioning units. All air
conditioning units should be identical and interchangeable.
Air conditioning unit is provided with fresh air outlet that has water
retaining louver. It is also provided with device for fresh air preheating
and filtration in winter.
Minimum fresh air volume: For cooling or heating, fresh air volume
inside passenger saloon should not be less than 10m3/h per capita. For
ventilation only, fresh air volume inside passenger saloon should not be
less than 20m3/h per capita. Fresh air volume inside the cab should not
be less than 30m3/h per capita.
Exhaust unit should be installed for each train set considering air exchange for
drivers cab and passenger saloon.
Ventilation unit should be installed in drivers cab to satisfy required amenity
for drivers cab.
Refrigeration system of air conditioning unit should have guaranteed sealing
performance. Refrigerant leakage is not permitted.
Air conditioning system should be complete with protections.
Under full cool mode of air conditioning system, noise level underneath air
return vent and 1.5m from floor covering should not be higher than 69dB(A).
Air duct is made of materials that offer acoustic and thermal insulation. Design
of air duct should be optimized to reduce wind resistance. Static pressure air
duct should be used to ensure even air distribution, without dead area.
Condensate from air conditioning unit can be smoothly discharged through
drainage pipe. It should be guaranteed there is no condensate deposition at both
outlet and inlet of air conditioning unit. 1
3. Heating unit
Each unit is built with electrical heater that is provided with temperature
protection device.
Electrical heater should be arranged underneath driver console in the cab.
4. Cab air supply unit
Drivers cab is installed with separate air supply unit to the satisfaction of
required amenity for drivers cab.
Air conditioning units adjacent to drivers cab will deliver already conditioned
air into drivers cab through separate air duct. Volume of air at air outlet can be
multi-level adjustable. Direction of air flow is also adjustable. Air supply can
also be directly blown towards seated train operator.
Air volume from air conditioning unit inside the cab is divided into three levels.
Maximum air volume is 550m3/h.
5. Performance requirement of air conditioning unit
5.1 Rated air volume
1) Air volume for passenger saloon: Air volume by each unit should not be
less than 4000m3/h considering permissible dust resistance on the
strainer.
2) Fresh air volume for passenger saloon: For cooling and heating, fresh
air volume by each unit should not be less than 1300m 3/h considering
permissible dust resistance on the strainer. For ventilation, fresh air
volume is 2600 m3/h.
5.2 Refrigerating capacity of each air conditioning unit: 25 kW. When ambient
temperature is 29.7, it can be guaranteed that temperature inside passenger saloon
will not be higher than 27. Relative humidity is 65%.
5.3 Electrical heater
Air conditioning unit is built with electrical heater.
5.4 Startup
When operating voltage is 90% of rated voltage, air conditioning unit can start
as normal.
5.5 Air conditioning unit is protected against overload, short circuit, over voltage,
under voltage, open phase and air compressor overvoltage.
5.6 Noise
Under nominal working conditions, noise level of air conditioning unit should
comply with standard TB/T1804.
6. Main components of air conditioning unit
6.1 Air compressor unit
Air compressor incorporates hermetic vertical turbo compressor 1
Air compressor is protected against overload, ground, open phase, under

voltage and over voltage.

Air compressor is provided with protective device against high and low
voltages.
6.2 Fan
Fans of air conditioning unit comply with relevant standards.
Fan motors of air conditioning unit comply with relevant standards.
Ventilation fan is provided with low noise centrifugal fan, and protected
against overload, short circuit, under voltage and open phase. It can
operate in humid environment.
Condenser fan is low noise waterproof axial fan, and protected against
overload, short circuit, under voltage and open phase. It can operate in
humid environment.
6.3 Throttling device
Throttling capillary tube or expansion valve should be applied.
6.4 Refrigerant
Environment friendly refrigerant R407C is applied.
6.5 Evaporator and condenser
Both evaporator and condenser are structured with copper tube and
aluminum fins.
Frames of evaporator and condenser are made of corrosive resistance

materials that have sufficient rigidity and strength.
Drainage pipe has sufficient inclination necessary to discharge condensate

or rainwater.
6.6 Casing of air conditioning unit is made of stainless steel without any coating.
6.7 Fresh air strainer should be made of metallic mesh with long life. Strainer for
mixed air should be made of non-woven fabric in compliance with fire standard
DIN5510.
7. Control mode
Air conditioning unit is controlled by microcomputer. Temperature inside
passenger saloon can be controlled either following external temperature or by 1
respective temperature controller. In addition, it has functions for self-diagnosis and
failure recording.
Air conditioning unit has different operation modes: auto cooling, auto heating,
ventilation and stop. Available states of operations include pre-cooling, full cooling,
half-cooling, pre-heating, full heating, half-heating, ventilation, cooling, power failure
and degraded power supply. For full cooling, two air compressors of the unit will be
in operation. For half cooling, only one air compressor is operating. For automatic
operation, air conditioning unit will automatically adjust temperature inside passenger
saloon following external temperature. Fresh air valve will turn off for pre-cooling
(heating) so that temperature inside the car can quickly reach setpoint.
When train is in normal operation, train operator will execute centralized
control over all air conditioning units throughout the train.
Chapter 10
Carbody and interior decoration

1. Composition of carbody structure
Carbody mainly consists of welded structure supported by stainless steel frame.
Roof incorporates mixed structure for steel and aluminum.
Carbody mainly consists of 2 Mc and 1 Tp modules. Such three modules are
linked through articulation. Carbody steel structure complies with standard EN
12663 for static strength and fatigue strength for car type P-IV. Welding
complies with EN 15085. Life cycle of carbody steel structure should not be
less than 30 years.
1.1 Carbody components
Module for MC car
Module for MC car mainly consists of front end module, underframe, roof,
sidewall and end wall. Front end module is bolt mounted onto carbody.
Underframe is welded onto sidewall and end wall. Roof is divided into steel
module and aluminum module. Steel module and aluminum module are bolt
connected. Roof steel module is welded onto end wall and sidewall. Aluminum
module is bonded to roof. Exterior wall panel of sidewall is bonded using
composite materials.
Module for Tp car
Module for Tp car mainly consists of underframe, roof, sidewall and end wall.
Underframe is welded onto sidewall and end wall. Roof is divided into steel
module and aluminum module. Steel module and aluminum module are bolt
connected. Roof steel module is welded onto end wall and sidewall. Aluminum
module is bonded to roof. Exterior wall panel of sidewall is bonded using
composite materials.
1.2 Carbody strength and rigidity
Carbody steel structure should have strength in compliance with EN 12663 for
P-IV car types. Carbody steel structure should be so designed that vehicle
should be able to operate for minimum 30 years without permanent
deformation or damage due to normal or abnormal stress. Design of carbody
structure should be subject to simulate analysis by finite element method, and
calculation.
In addition to simulation analysis by software and calculation of carbody, static
strength test will be conducted immediately after completion of steel structure
of the first train. Such static strength tests include vertical load test, car end
compression load test and 3-point support test. Such test is intended to check
actual strength of carbody.
2. Composition of interior decoration

Proposed design of interior decoration of tram cars should accommodate ride
comfort and mental receptivity and ensure rationality, humanization and easy
maintenance of vehicle structure. Interior decoration of passenger saloon
should be simple, elegant, aesthetic, bright, mellow and modern provided
complete functions are ensured. In addition, good lighting should be matched
with color layout while focusing on demands of different passengers and caring
for vulnerable groups.
Interior decoration of tram cars include inside ceiling, end wall panel, floor
covering, vertical cover plate, cab partition, partition door, seats in passenger
saloon, wind screen and handrail, disabled area and fire extinguisher. Fire
performance should be designed in compliance with DIN 5510. All used
materials should be rugged, long-life, easy to clean or replace and resistant to
graffiti.
2.1 Roof assembly
Inside roof mainly consists of ceiling light band, air supply grille, middle
ceiling, side sheathing in window zone and side sheathing in door area.
Materials should be selected in compliance with fire standards applicable for
vehicles, rugged and easy to clean.
Side sheathing in window area and door area should be accessible for
equipment maintenance.
2.2 Interior decoration of side wall
Sidewall is divided into two parts: interior wall panel and vertical cover plate.
Semi-enclosed emergency release and emergency alarm will be made available
on vertical cover plate for use in case of emergency.
2.3 Floor and floor covering inside passenger saloon
Floor inside passenger saloon is structured with polyurethane rubber. Floor is
covered by PVC floor covering. Polyurethane rubber floor is bonded to steel
structure of underframe, thereby offering good damping and acoustic
insulation. PVC floor covering is bonded to polyurethane rubber floor, and has
a minimum life cycle of 15 years. It is 2.5mm thick and can offer good
resistance to compression, tension, fire, skid, heat, sound, vibration, acid,
alkaline and wear. Stable performance of materials can be guaranteed under
application temperature of 40. Edges between floor covering and steel
structures should be properly sealed with waterproof adhesive.
2.4 End wall panel
B end and A end of car Tp, and A end of car Mc will be installed with end wall
panel. Middle section of end wall panel is provided with handrail. End wall
panel is made of fiber glass reinforced plastics. Handrail at the end is made of
stainless steel tube and has brushed surface.
2.5 Cab partition
1
Drivers cab partition has a composite structure incorporating aluminum
honeycomb panel, aluminum sheet and aluminum sections. Drivers cab is
provided with partition door.
2.6 Seats in passenger saloon
Passenger saloon is provided with longitudinal seats. Seats are made of
polyester FRP. Their surfaces have gel coat. Appearance is simple, fashionable
and easy to clean. Seats should be shaped to satisfy ergonomic requirements.
2.7 Draught screen and handrail
Draught screen and handrail should be provided at low floor area in car Mc.
Draught screen is installed with tempered glass, which offers high strength, and
wear resistance in compliance with GB 18045-2000 Safety glass for railway
vehicles
2.8 Layout of area for disabled
To help disabled to ride in cars, dedicated area for disabled has been arranged
within low floor area in car Mc. Area for disabled mainly includes lumbar
support, disabled handrail and wheelchair holder
2.9 Fire extinguisher
Fire extinguishers will be installed behind seats in car Tp. Their performance
and capacity should comply with relevant standards
2.10 Windows
Windows are installed with safety glazing resistant to scratch, UV radiation,
heat and sound. Windows should demonstrate good water-tightness and can be
quickly replaced to reduce maintenance work. Windows should have larger
sizes insofar as possible provided carbody strength is guaranteed.
Windows should be mounted and designed to withstand pressure difference
between interior and exterior and accommodate all requirements for operations
at 70 km/h. It should be ensured, glazing would not be pushed inside of
passenger saloon. Sealing adhesive to be used will not be affected during
normal car wash.
Side windows of passenger saloons can be partially opened for ventilation.
3. Vehicle coupling system
Coupling system includes coupler, articulation system and gangway.
3.1 Coupler and articulation system
3.1.1 Coupler
Both car ends are installed with concealed folding coupler and draft gear and
articulation device is provided between modules so that two cars are ready for
double-heading operation.
Coupler and draft gear should be capable of absorbing impact energy
effectively and cushioning the impact. It can operate with coupling speed of
5km/h without permanent deformation.
Coupler height: 450mm; coupler length: 1500mm 1
Coupler is capable of executing automatic coupling once coupler heads come

into contact. Vehicles can be manually uncoupled. Electrical circuit can be
manually engaged. Electrical circuit is connected using jumper cable.

Provision should be made such that couplers can accommodate vehicle
coupling and uncoupling at sections with minimum curve radius. In addition,
the operations should be easy and coupling is reliable.
Provision should be made such that couplers can withstand the force to be
generated between rescue vehicle and vehicle under rescue at slope in case of
application of emergency brake.
Transition coupler should be provided to realize quick connection with rescue
locomotive.
When not in use, coupler and draft gear can be folded and hidden inside cover
plate at car end.
3.1.2 Articulation
Articulation device between modules within vehicles should incorporate well-
proven structure that consists of articulation unit and metallic spherical bearing.
Articulation unit is made of high strength metal casting that functions as
connector or supports the weight. Metallic spherical bearing is motion node for
articulation so that articulation can have more flexibility.
Articulation device can have relative movement. Its horizontal angle of rotation
and longitudinal angle should be capable of negotiating minimum curve radius
and vertical curve radius.
Damper systems are installed at both sides of lower articulation to cushion the
vibration in longitudinal, vertical and lateral directions.
1 2 3
Fig. 1 Articulation configuration

1 4
Fig. 2 Lower articulation configuration
1 Fixed articulation, 2 resilient articulations, 3 free articulations, 4 Damper

3.2 Gangway
Gangways between modules of vehicles incorporate internal and external
diaphragms to ensure comfort and safe passage for passengers. They offer
extremely high level of rain protection, wind resistance, hail protection, dust
proof, thermal insulation and acoustic insulation.

Chapter 11 Door system
Side doors for passenger saloon are double-leaf electrically operated sliding
doors. Side doors for cab are single leaf manual sliding door. Door layout is
given as below and there should be adjustment on the door compare with the
existing system(currently in place in AALRT) and the adjustment shall be
presented for the Employers approval:
Position A: Double leaf manual sliding door

Position B: Double-leaf electrically operated sliding door, provided with
internal emergency release
1 Side door of passenger saloon
1.1 General
Doors for passenger saloon are double-leaf electrically operated sliding doors.
Door systems to be selected are well proven products that have been
successfully demonstrated in service operation of similar transit systems in the
world. Door system should be designed to retain high level of reliability. Door
mechanism should be easily accessible for maintenance within the car. All
components should be easily accessible and easy to maintain and adjust. The
design life of the system will be 30 years.
Electrical control unit of doors incorporates microprocessor based motor drive
unit.It is featured with self-diagnosis and failure recording and can
communicate with train bus network. In addition, it can execute door control
through train bus network.
1.2 Main functions
Open/Close door: including door status indication
Secondary buffer when opening and closing the door
Personal/object pinching protection (door will be re-opened when

1
obstruction is detected)
Door failure cutoff

Door emergency unlock
Door bypass function
Train crew key switch (one door at each side of each car)
Failure indication, diagnosis and recording; recorded data can be read
by the reader
Self-diagnosis
Zero speed protection
Single door maintenance and commissioning
Sound and light prompt for Open/Close door
Properly closed door detection
1.3 Main structure

Side doors for passenger saloon mainly consists of following components:
drive elements, door panel components, door frame with sealing, lockup
device, emergency ingress device, emergency exit device, door control unit.
1.4 Main performance and parameters
Clear width: 1300(0,4)mm
Clear height 1900(0,10)mm
Supply voltage DC24V30%~+25%
Time to open/close door 3 0.5s
Open/close door delay 2.54.0s, adjustable
1
Force to properly close door: 150N
Minimum detectable object: 2560mm (width X height)

Noise level when opening/closing door 68dBA
Door identification Door has identification number
2 Cab side door

Cab side door is Double leaf manually operated sliding door. For better
utilization, each pilot car is provided with two cab side doors.
Doors should be opened by special key from outside. Doors can be opened by
the handle from inside the car.
Clear width of door is about 560 mm. Clear heights should not be less than
1800mm.

Chapter 12 Bogie
1 Main technical parameters
Maximum operation speed 70km/h
Maximum test speed 80km/h
Axle load 111+3%t
Track gauge 1435 mm
1800mm
Fixed wheelbase 1900mm
1800mm
Wheel diameter 660mm (new wheel)/580mm
(full wear)
Axle box bearing Taper roller bearing unit
Motor car drive mode double reduction gear
Brake rigging Disc brake + magnetic track
brake
Suspension Primary rubber spring
Secondary steel spring
Damping Secondary lateral oil damper +
secondary vertical oil damper
2 Basic structure
1
Motor bogie is fixed axle bogie. Trailer bogie is independently rotated
wheelset bogie. Under normal working conditions, frame has a life cycle of 30
years. The same type of bogie could be interchangeable.
2.1 Power bogie
Bogie is structure of bolster, full side bearing, outter-side axle box and fixed
axle wheelset, and is mounted underneath module Mc at both end of car. It
mainly includes frame, wheelset, primary suspension, secondary suspension,
traction assembly, driving unit, brake unit and auxiliary devices. For details of
designed structure of power bogie,
2.1.1 Frame
Bogie frame adopts welded structure, incorporating steel plates and cast steel
parts.It is mainly consisted of side sill, cross beam and end sill. Critical
bearing area is monobloc casting part that will reduce quantity of welds and
improve frame strength.
Frame is designed and calculated in compliance with UIC615-4, EN13749 and
VDV152.
Frame is welded and examined according to EN 15085. After welding, frame
will be subjected to tempering to eliminate residual stress due to welding.
2.1.2 Wheelset
It is structure of fixed axle wheelset and outter-side axle box, mainly including
resilient wheel, axle, and axle box and bearing unit.
2.1.3 Primary suspension
Primary suspension is structure of chevron metal rubber spring , mounting
between frame and axle box. Primary hanger link mounted on the frame will
enable the wheelset to be lifted up along with bogie.
2.1.4 Secondary suspension
Secondary suspension is applied to side bearing to bear weight of car body.It
mainly consists of bolster, secondary spring, vertical damper, lateral damper,
side bearing, lateral rubber stop, secondary hanger link and load sensor.
2.1.5 Traction assembly
Traction assembly mainy transfer longitudinal force and lateral force between
bogie and carbody, consisting of central traction seat and double traction bars.
2.1.6 Driving unit
Driving unit consists of traction motor, gearbox, hollow shaft and star
coupling. Gearbox is structure of double reduction and parallel-axe gears. One
end of traction motor integrated with gearbox is suspended on cross beam of
bogie frame. The other end is suspended on end sill.
2.1.7 Brake unit
Brake unit includes hydraulic disc brake and magnetic track brake. Hydraulic
disc brake calipers offer parking function.
2.1.8 Auxiliary devices 1
Auxiliary devices include ground device, flange lubrication unit, rail cleaner,
fender, hydraulic pipe, sanding pipe and so on.
Flange lubrication unit is arranged to reduce flange wear and extend wheel
reprofiling interval. Flange lubrication unit is dry type flange lubrication.
Ratio is 1/3 of the quantity of axles. Details of configuration are given in
following figure.
2.2 Unpowered bogie

Bogie is structure of inner-side axle box and independently rotated wheelset,
and is mounted underneath Tp module in middle of car. It is mainly consisted
of frame, independently rotated wheelset, primary suspension, secondary
suspension, traction assembly, brake unit and auxiliary devices.
2.2.1 Frame
Frame is H shaped welded structure, and is welded of casting and square
boxes. Designed, calculated, welded and examined criterions are same as
power bogie frame.
Independently rotated wheelset and primary suspension
To reduce height of floor for Tp module, wheelset is applied to independently
rotated structure. Conventionally fixed axle is cancelled. U shaped axle
bridge with recession in the middle is used to connect two wheels. Wheels are
resilient rubber wheels. Primary spring is tapered metal rubber spring.
2.2.2 Secondary suspension and traction assembly
Secondary suspension is non-bolster structure. Secondary spring directly
supports carbody. Its structure layout is similar to that of secondary suspension
of power bogie.
Traction assembly consists of double traction bars arranged at both sides of
bogie. Traction bars are designed to have the same structure with power bogie.
2.2.3 Brake unit and auxiliary devices
Brake unit includes hydraulic disc brake and magnetic track brake.
Auxiliary devices include wheel fender, ground device and speed sensor.
3 Dynamic performance
Ride index W2.5
Ride comfort and safety of vehicles are comply with UIC 518 or other
international or national standards.
4 Strength calculation
1
Strength of bogie frame is calculated in compliance with UIC615-4, UIC515-4
or EN13794 or other international or national standards.

Chapter 13
Reliability, availability and maintainability

1 Reliability
1.1 Vehicle suppliers will carry out design and manufacturing following mutually
agreed to standards to ensure high product reliability.
1.2 Allowance will be reserved in the design of electrical circuitry and elements.
Elements selected in the design must satisfy quality requirements. 1
1.3 System should be designed to the principle of fail-safe. Electrical circuitry

should be designed such that any failure of the circuit will cause indirect
damage to any other systems to a minimum level.

1.4 All circuitry, element and equipment should be designed to incorporate
products, which have been successfully demonstrated through operation by
railway or relevant equipment.
1 Operation reliability
2.1 Classification of operation failure
Operation failures include service failure, behind schedule failure and
maintenance failure
2.2 Service failure
Service failures are those that cause train not to continue with commercial
operations or impose significant impact on commercial operations, including:
Rescue: that is, anther train is required to bring the faulty train to depot
Dropping: This requires immediate passenger evacuation. Train leaves station
and requires component replacement before further operation, or train returns
depot empty.
Not check out of depot: Improper function of certain part on the vehicle
causes the vehicle not to be able to operate along scheduled line, and requires
other vehicles to provide service operation instead.
2.3 Behind schedule failure
Behind schedule: Vehicles stop on the line for more than 3 minutes due to
failure, as has significant impact on commercial operation.
2.4 Maintenance failure

Faults from jobbing and train fault detection: Vehicle failures detected by train
operator during operation and those detected by maintenance staffs
2.5 target for reliable vehicle operation:
Service failure: MTBF for each car: 6000 h
Behind schedule failure: MTBF for each car: 3000 h
Failures from jobbing and train fault detection: MTBF for each car: 150 h
Vehicle reliability is calculated using following formula:
Vehicle MTBF (service failure and behind schedule failure) = (total of mileage
over the year/travelling speed)/ number of yearly failures
MTBF for vehicle (service failure and behind schedule failure) should be
1
greater than 100,000 km (Evaluation will be made since 366 th day after
acceptance)
2 Maintainability

For better MTBF, MTBR and vehicle availability, design concept for
maintainability and reliability should be reflected in the design.
3.1 Maintainability requirements

3.1.1 Whenever possible, components should be easily removed and assembled
without using special tools.
3.1.2 Components and module components to be used on the vehicles should
demonstrate good interchangeability.
3.1.3 Electrical requirements
Doors of all electrical boxes and cubicles should have sufficient opening
necessary for repair of internal equipment.
Connection modules and components to form electrical connection wires

should have good quality and reliability. Quick connectors and fasteners
should be used as much as possible.
For all modules and replaceable components, such as relay and contactor,
their mounting position should be identified (corresponding to the codes given
in electrical circuit) in a permanent, clear and discernible manner.
All equipment should be designed for easy repair. Protective guard should be
provided in place for the elements which might be replaced during repair and
damaged during replacement.
All light indicators, switches, circuit breakers or other repair-specific

indicators should be easily accessible.
Status indicator should be provided for all independent systems in addition

to failure indication system.
3.1.4 Mechanical requirements

All mounting components should be standardized as much as possible.
Sharp corners and burrs should be possibly avoided within the reach of
maintenance.
3 Report on demonstration of reliability, availability and maintainability

1
Vehicle suppliers should within one month of warranty period submit report
on demonstration of reliability, availability and maintainability, including
relevant documents and calculations, demonstrating all reliable targets have

been reached.

Chapter 14
Test and Acceptance

1 General
1.1 The owner is entitled to send its personnel to vehicle supplier factory to
participate in factory acceptance of vehicles.
1.2 Vehicle suppliers will provide the owners personnel, free of charge, with
necessary working conditions such as offices, tools and transportation and will
inform them of the detailed plan and schedule in advance.
1.3 Vehicle suppliers will respond, as soon as possible, to any queries raised by
the owners personnel.
1.4 The owners personnel are entitled to check the contents of commissioning
tests. The owner should give 5-day written notice of the visit or inspection to
vehicle suppliers so that vehicle suppliers will have time to prepare for the
place and product for inspection to be conducted in a safe manner.
2 Test
2.1 Routine test
Routine tests on the vehicles will be carried out according to the relevant
items given in section 2.7 of Vehicle Performance Index: Test and
Acceptance.
2.2 Type test
Type tests on the vehicles will be carried out according to the relevant items
given in section 2.7 of Vehicle Performance Index: Test and Acceptance
2.3 Site installation, commissioning and test at vehicle supplier premises
2.3.1 Components, equipment, systems and materials to be used for the vehicles
may be used on the vehicles only after they are inspected by the relevant
department of vehicle suppliers.
2.3.2 Vehicle suppliers should carry out relevant performance tests on the vehicles
on completion of vehicle installation, including static commissioning,
dynamic commissioning and type tests on the vehicles.
2.3.3 Vehicle suppliers should submit test reports
2.4 Tests to be carried out at the owners premises
2.4.1 When the first train arrives at the owners premises, relevant routine tests will
be carried out followed by type test provided necessary infrastructure and
servicing equipment are available in place, such as signaling, track and 1
servicing depot.
2.4.2 Relevant routine tests will be carried out when massive vehicles arrive at site
of end users.

2.4.3 Type test on vehicles at owners premises should be proposed by vehicle
suppliers and organized by the Owner.
2.4.4 When pre-acceptance fails to be completed for the reasons on Owner side
within 2 months of type test on users premises after initial train arrives, it will
be deemed such pre-acceptance is qualified.
2.4.5 When pre-acceptance fails to be completed for the reasons on Owner side
within 1 month of routine test on users premises after massive trains arrive, it
will be deemed such pre-acceptance is qualified.
2.5 Vehicle suppliers will present the latest type test reports for any equipment and
system that have been already successfully applied, as well as standard
products that are already released for serial production.
2.6 Vehicle tests
Vehicle Performance Index: Test and Acceptance
Load condition
Test Type of test
No. Tests description and
Empty Seating type routine Remarks
condition overload (test location)
car capacity test test
Test report to
Test on breaking be provided

capacity of HSCB by vehicle
suppliers
1 Protection tests
Test on
Test report to
protections
be provided
(including VVVF
by vehicle
system and SIV
suppliers
system)
2 vehicle

Static tests Insulation test manufacturer
Static test on
Auxiliary Power
System
Power supply test Vehicle

with one auxiliary manufacturer

power supply
cutoff Uses
premises
Test on abrupt 1
load variation to
auxiliary power
supply

Load condition
Test Type of test
Static test on
Traction Control
System
General
Vehicle
performance test
3 Operation test manufacturer
on traction and
brake Uses
premises
General Vehicle

performance test manufacturer
Test on vehicle
4 control and Vehicle
monitor system Full performance manufacturer

test Uses
premises
5 Traction/brake Startup Vehicle

performance acceleration test; manufacturer
test or uses
Condition: start
premises
point is main
circuit and live.
Maximum
operation speed
test
Average
travelling speed
test

Load condition
Test Type of test
Braking
deceleration test
(electrical and
hydraulic
coordination)

Condition: start
point is main
circuit and handle
sends out brake
command
Jerk test: to be
conducted at

highest level of
traction/braking
Electric braking
Electrical brake deceleration test
Vehicle
6 performance
manufacturer
test Regeneration
load interruption
test
Slope climbing
test on vehicles

with loss of 1/4
and 1/2 power
Fault operation Users
7
capability test premises
Operation test on
vehicles with loss

of 1/4 and 1/2
power
One empty
vehicle rescues
8 Rescue slope another empty Users 1
startup test vehicle stopping premises
on the maximum
slope

Load condition
Test Type of test

Test on slip/slide
protection of
Skid/slide Electric Vehicle
9
protection test Traction/Brake at manufacturer
following
condition: top of
rail wet with
water
10 Hydraulic
brake test Vehicle
Sealing test on
manufacturer
Brake System
Vehicle
manufacturer
Pressure test on
hydraulic brakes
at all levels
Users
premises
Test on brake
deceleration and
braking distance
at maximum
initial speed Vehicle
(service brake manufacturer
and emergency
brake). The Users
starting point is premises
the moment when
the master handle
gives the braking
command
Parking brake test Vehicle

on the section manufacturer 1
with maximum (simulation)
gradient
Users
premises

Load condition
Test Type of test
Forced release

test

Test on brakes at
Electrical and all levels and test Vehicle
11 hydraulic brake on changeover manufacturer
test between brakes at
Users
all levels
premises
Vehicle
Inspection and manufacturer
test on emergency
Users
brake
premises
pushbuttons
12 Safety device
inspection and
test Vehicle
manufacturer
Inspection and
test on alarm
devices
Users
premises
Slide protection
Vehicle
Hydraulic test on brake
manufacturer
13 brake coasting system at
protection test following
condition: top of
Users
rail wet with
premises
water
Operation
inspection and
function test
Vehicle PA and Sound intensity Vehicle
14 information should be manufacturer 1
system test distributed evenly Users
within passenger premises
saloon without
any dead zone.
Load condition
Test Type of test
Test on Users
15 minimum
premises
curve radius to
be negotiated
Measure noise
level inside
passenger saloon
and cab when
vehicle is at
standstill. Vehicle
16 Vehicle noise
Measure noise manufacturer
test
level inside and
outside passenger
saloon and cab
when vehicle is in
motion
Vehicle
manufacturer
17 EMC test
Users
premises
Passenger
saloon Vehicle
18
illumination manufacturer
test
Vehicle
According to manufacturer
19 Ride index test
GB5599
Vehicle
20 Vehicle
manufacturer 1
weighing test
21 Test on
Vehicle
vehicles to
Load condition
Test Type of test
negotiate the manufacturer

clearance
Vehicle
22 Rain test manufacturer

Noise test Vehicle
manufacturer
Test on
Ventilation and operations of
air control system
23
conditioning
test Combination test
on HVAC unit Vehicle
with Control manufacturer

System on
completion of
vehicle
Vehicle
Door
manufacturer
opening/closing
and status
indication of door
Users
opening/closing
premises
24 Door test Test on door

Users
opening and
premises
closing
Door test Vehicle

manufacturer
Vehicle
Headlight manufacturer 1
25 illumination
test Users
premises

Load condition
Test Type of test
Vehicle
Jacking test manufacturer
Vertical jacking
26 with bogie; Users
Jacking test
Vertical jacking premises
without bogie
Users
Re-railing test
premises
Sudden power
failure during
Power
vehicle motoring Test report
27 interruption
or electrical for traction
test
braking, and then system
restoration
Check safe
vehicle operation
Vehicle Users
28 on actual lines for
dynamics test premises
compliance with
UIC 518
Static: check It is also

contact pressure acceptable
Dynamic: Check when vehicle
Current
the contact suppliers
collection
29 between present test
performance
pantograph and reports for
test
catenary at pantograph of
highest vehicle the same
speed types.
Note:
1
1. Type tests: Tests to be carried out on the first vehicle;
2. Routine tests: Tests to be carried out on all vehicles;
3. refers to the acceptance item

4. Inspection and tests to be carried out on the users premises; the user is
to provide necessary facilities and give cooperation;
5. Tests given in the table above are to take place according to relevant
standards such as IEC61133 and GB/T14894.
6. Combined test on the vehicle with the communication and signaling
systems will be specified separately
Chapter 15
Technical Documents and Drawings

1 Basic Requirements
1.1 Vehicle suppliers will provide the owner with technical documents, manuals
and drawings necessary for service operation, maintenance and repair of
vehicles. The technical documents, manuals and drawings provided are able to
detail the performance, principle, structures and dimensions of the vehicles
and their components as well the model numbers, specifications and technical
parameters of the equipment and components so that it will be possible for the
owner to maintain and repair trains and their components. 1
1.2 All technical documents, manuals and drawings as provided by vehicle
suppliers will be in English and metric units will be used.
1.3 Final technical documents, manuals and drawings shall be well defined and fit
for retention.
2 Drawings
2.1 Vehicle suppliers will provide the owner with the drawings necessary for
maintenance of the vehicles.
2.2 Dimensions and tolerance in drawings for assembly should meet the owner's
requirement for maintenance and repair.
2.3 For electric circuits, necessary circuit diagrams, wiring diagrams and lists of
conductors will be provided in order to meet the owners requirement for
trouble shooting
2.4 For brake system, schematic diagram and piping diagram will be provided.
2.5 Assembly drawings, test rules and drawing of consumable parts will be
provided for mechanical, pneumatic and electrical equipment to meet users
requirement for servicing and assembly.
2.6 The drawings will meet integrity requirements and include following:
List of Drawings;
General drawings, component assembly drawings and component drawings;
System layouts and layouts of main components;
Dimensional and installation drawings of main components;
2.7 Service and Maintenance Manual
Vehicle repair procedure and directions for installation, removal, assembly and
disassembly of components will be provided in the Manual, mainly including
the following:
The Manual covers the following: The Manual provides the train maintenance
personnel with instructions in respect of maintenance, inspection, service
operation, repair and adjustment of the trains;
The Manual details the contents and requirements for various levels of
maintenance of the vehicles;
Measures to be taken in case of train failure to operate within certain period
will be described;
The Manual should be provided in English.
3 Technical documents
Technical documents to be provided by vehicle suppliers include the
following:
Maintenance manuals for vehicles and main equipment;
Type test reports for vehicles and main equipment;
Routine test reports (certificates of conformity) for vehicles and main 1
equipment;
Vehicle resume
Technical documents should be provided in English.
4 Delivery of Technical Documents, Manuals and Drawings
No. Description of documents Date of delivery

Quantity
Preliminary issue: at time of
delivery of first batch of
Vehicle Instruction Manual vehicles 4 sets
1
(Operating Manual) Official issue: at time of 7 sets
delivery of the last vehicle
batch

Technical Specifications of the vehicles 4 sets
2 vehicles, main components and
systems Official issue: at time of 7 sets
batch

Maintenance manuals of vehicles vehicles 4 sets
3
and main components Official issue: at time of
7 sets
batch
Preliminary issue: within

one month after completion
Type test report for vehicle and of test 4 copies
6
main components Official issue: within two
months after completion of
7 copies
test

vehicles 4 sets
11 Drawing package
Official issue: at time of
7sets
batch
To be provided along with 1 set for 1

14 Vehicle resume
each new vehicle each vehicle
Note: the deliver should be both in soft and hard copy

4.1 If necessary, vehicle suppliers will provide amendments to the data in order to
keep the drawings and technical documents updated constantly.
Chapter 16
Training and Quality Assurance

1 Training
1.1 General
Vehicle suppliers will organize technical training for relevant personnel of end
user and provide necessary technical document for training so that the trainees
will be able to operate the vehicles and conduct routine maintenance.
1.2 Way of training
Two ways of training will be introduced: teaching in classroom and field
practice.
1.3 Training requirements
Training shall be carried out at vehicle suppliers and the final user
respectively. Purpose of whole training is to familiarize the trainees with the
vehicles delivered. After training, end user should be able to operate, inspect,
maintain, test and use the vehicles.
1.3.1 Vehicle suppliers will provide training materials (English version) to the users.
All training materials will be provided in the format of CD-ROMs and
printout.
1.3.2 Clear objectives will be defined for each of the training and specified training
effect will be achieved. Corresponding assessment and evaluation methods
will be available and certificates will be issued to qualified trainees.
1.4 Everyone and each trainee must follow strictly training specific safety rules.
During training, vehicle suppliers will provide the trainees with relevant test
instruments, tools, working clothes and safety appliances.
1.5 Training will take place at location of vehicle suppliers and at site.
1.5.1 Training courses will be taught mainly at locations of vehicle suppliers and at
site. 1
1.5.2 Train operators will be trained at the location of vehicle supplier, at site and at
the time of commissioning and test on initial train.

1.5.3 Details of training schedule, contents and location will be jointly determined
during execution of the project.
1.6 Training to take place on end users premises
1.6.1 Training will be carried out on completion of site commissioning of initial
train.
1.6.2 Training contents should include explanation and practical operation which
will enable the trainees to be be familiarized with the equipment and to have
basic skills needed for maintenance and services. Following ,but not limited
to, will be emphasized:
System test and fault finding and handling
Work procedure for removal and installation of main components, instructions
and adjustment;
Operation of special tools
1.6.3 Prior to training, education will be provided to the trainees on safety rules.
Labor protection appliances will be prepared for the trainees for particular
courses.
1.6.4 Vehicle suppliers will provide necessary training facilities, including training
place, trainers office and accommodation and organizational management of
trainees.
1.6.5 Details of training schedule and place will be determined between both parties
during execution of the project.
1.6.6 For trainings to be take place at location of vehicle suppliers, details of
training and time should be determined by both parties.
2 Quality Assurance
2.1 Warranty period
Warranty period for each vehicle will end on the three years since issuance
and signature of pre-acceptance certificate for this vehicle.
2.2 Quality management system
Vehicle suppliers will establish a documented quality management system
according to ISO 9001:2000 quality management system, IRIS management
standard and EN 15085 welding quality system, demonstrating full process
from product design, development, production and service.
Quality goal of the project: Product shall meet the Contractual requirements.
Quality target of the company shall be satisfied (Occurrence to quality
accidents at hazardous levels or higher: 0; Occurrence to batch return and
batch quality incident: 0; Supervised and verified conformance rate of
product: 100%; one-time delivery pass rate: 90%; Ratio of quality loss: 0.3%); 1
Customer satisfaction (mainly for quality issues): over 85%; Monthly
occurrence to quality issue with vehicles delivered out of factory: not more
than 1 (Major problem is not permitted.).
Level of documents for quality management system is as below (including
following levels):
Level 0: Quality Manual
Level 1: Quality Plan and Quality Control Plan
Level 2: Procedure documents under quality management system
Level 3: Operating instruction
Level 4: Quality record
For compliance with quality requirements, vehicle suppliers should have complete
management provisions and management processes according to IRIS Management
Manual. Vehicle suppliers should own a measurement office for inspection and
calibration purpose as well as a metering system. In addition, they should have a
laboratory at national level and conforming to ISO 17025. Skilled workers at vehicle
suppliers, such as welders, should hold relevant qualification certificates and are
subject to qualification control required for the job. At vehicle suppliers, existing plant
buildings, painting shop and lines for bogie, car body and assembly line should be
able to accommodate production program under this project. Loop test line and
dynamic commissioning depot within plant area of the company can render sufficient
support for commissioning and tests under this project. During manufacturing, new,
updated and rebuilt equipment and process equipment should be planned according to
Process Program for the Project of Ethiopia.
Inspection and acceptance of vehicles and all the components will be carries out
according to design drawings and technical specifications as approved and issued.
Vehicle suppliers will retain all original records of quality inspection and acceptance
for checking and handling;
Vehicle suppliers will continuously update quality control, inspection, acceptance and
test techniques when appropriate.
General Note: The new LRV vehicles should be compatible with the
existing System on track side and control center signaling & communication
technologies of both East-West and North south line of Addis Ababa Phase 1
project including all necessary on-board Electro-mechanical divice like on
board ATP instalation and Configuration. All the above listed detailed
specifications are subjected to change by the Procuring Entity, as necessary, and
the Supplier shall provide its comments towards the specification and if
necessary it shall provide an optimized specification that is in line with the
currently running vehicles for Procuring Entitys approval.
Appendix 1 Definitions and abbreviations 1
Appendix The appendix refers to all pages whose titles are appendixes which
are attached after bid and constitute one part of bid.

GB China National Standard
TB China Railway Industry Standard
DIN Germany Industrial Standard
EN Europe Standard
ISO International Organization for Standardization
UIC International Union of Railways
IEC International Electro technical Commission
EMC Electromagnetic Compatibility
CCTV Closed circuit Television
LCD Liquid crystal display
PAS Public address system
PIS Passenger information system
RAMS Reliability, availability, maintainability and safety
Train Train: Marshalling of one or multiple system cars which are
coupled together as one set of cars to run.
Car Car: one single passenger-transport unit which is able or unable to
operate independently.
ED Electric brake
EHM Hydraulic Brake of Motor Car
EHT Hydraulic Brake of Trailer Car
MTB Magnetic track brake
ATP Automatic Train Protection
LRV Light Rail Vehicle
Appendix 2 Mainly Applied Standards List
Implementation
No. Code Name Remark
Date
1 EN 50126-2000 Railway Application: The 2000.05.01

Specification and
Demonstration of Reliability, 1
Availability, Maintainability
and Safety (RAMS)

Implementation
Date
2 ISO 3095-1975 Acoustics -- Measurement of 1975.09.15

Noise Emitted by Railway
Vehicles
3 ISO 3381-1976 Acoustics-Measurement of 1976.02.01

Noise Inside Railway
Vehicles
4 ISO 13920- Welding -- General

1996 Tolerances for Welded
Constructions -- Dimensions
for Lengths and Angles --
Shape and Position
5 UIC 651 Layout of Drivers cabs in 2002.07

Locomotives, motor car,
Multiple Unit Trains and
Driving Trailers
6 IEC 61133- Test Methods for Electric 1992.11 Car body,

1992 Locomotives on Completion brake, air
of Construction and Before conditioner
Entry into Service and
electrical
application
7 IEC 61373- Railway Applications - 1999.1

1999 Rolling Stock Equipment -
Shock and Vibration Tests
8 DIN 5510 Preventive Fire Protect in 1988.10.01 Application

1
Railway Vehicles in carbody
and
equipment

Implementation
Date
9 GB/T 5599- Railway Vehicles-- 1986.09.01 Test bogie

1985 Specification for Evaluation
the Dynamic Performance
and Accreditation Test
10 EN 12663-2000 Railway Applications - 2000.09.15

Structural Requirements of
Railway Vehicle
11 EN 10088-1995 Stainless Steel 1995
12 EN 573-3-2003 Chemical Composition of 2003

Aluminum and Aluminum
Alloy
13 EN 755-1997 Aluminum and Aluminum 1997

Alloy Profile
14 UIC 564-1 Coaches Windows Made 1990.01.01

From Safety Glass
15 GB18045-2000 Safety Glass for Railway 2000.06.01

Rolling Stocks
16 TB/T 1451- Technical Specifications of 2001.12.01

2001 Electrically Heated Glass for
Locomotives and Electric
Multiple Units (EMU)
17 TB/T 1804- Air Conditioning Units of 2004.04.01

2003 Railway Coaches
18 TB/T 2433- Test Methods of Air 1994.07.01

1
1993 Conditioning Units
Applications in Railway
Coaches

Implementation
Date
19 UIC 515-4 Passenger Rolling Stock - 1993.01.01

Trailer Bogies - Running
Gear - Bogie Frame Structure
Strength Tests
20 EN 50124 Railway Applications 2001.12.01

Insulation Coordination
21 EN 50153-1997 Railway Appliances - Rolling 1997.05.15

Stock - Protective Provisions
Relating to Electrical Hazards
22 EN 50155-1996 Railway Transportation 1996.09.15

System Application Electric
Equipment Used on Rolling
Stocks
23 EN 50207-2001 Railway Applications - Power 2001.04.01

Converters for Rolling Stock
24 EN 50121-3-2 Railway Applications 2001

Electromagnetic
Compatibility Part 3-2:
locomotive , Apparatus
25 IEC 60529- Degrees of Protection 2001.02

2001 Provided by Enclosure (IP
Code)
26 IEC 60077 Railway applications - 1999

Electric Equipment for
Rolling Stock
1
27 IEC 60571- Electronic Equipment Used 1998

1998 on Railway Vehicles

Fig 1. : Vehicle Artist Schemes for the North-South line

Fig 2. : Vehicle Artist Schemes for the East-West line

Fig 3. Seats in passenger saloon

Passenger saloon is provided with longitudinal seats
All Seating arrangement should be in

longitudinal seats pattern

3.LIST OF SPARE
PARTS, CONSUMABLE
MATERIALS AND TOOL

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STATEMENT OF REQUIREMENT SECTION 6.

1.1.2. ERC Objectives and the National Railway Network of Ethiopia

1.1.3. Description of this Project

10. maximum gradient: 55

PROCUREMENT OF LIGHT RAIL VEHICLES, SIMULATORS AND RELATED SERVICES ERC |

ERC Ethiopian Railway Corporation (Owner)

1.3. STATEMENT OF REQUIREMENTS

1.3.1. General Requirements

1.3.2. Objectives of the contract

To ensure and capacitate local engineers and technicians to participate in

To Train Train-Drivers, operators, LRV maintainers, and managers on the

1.3.3. Scope of work

The work consists of furnishing engineering, procurement and construction services

PROCUREMENT OF LIGHT RAIL VEHICLES, SIMULATORS AND RELATED SERVICES ERC |

1.3.4. General Description of Contractors Scope of Work

Supply Tools,special tolos, Equipment, test equipment, technical data and

1.3.5. List of Goods and Related Services

2 Simulators as per the specifications

PROCUREMENT OF LIGHT RAIL VEHICLES, SIMULATORS AND RELATED SERVICES ERC |

4 Training required for the proper use,

1.3.6. Delivery and Completion Schedule

2 Simulators 4 Months Ayat Depot

3 Spare Parts and Consumables lasting three

PROCUREMENT OF LIGHT RAIL VEHICLES, SIMULATORS AND RELATED SERVICES ERC |

1.3.7. Technical Specifications and Compliance Sheet

1. Procurement Reference Number: -----------------------------------

Item No. Technical Specification of items Compliance of specification

PROCUREMENT OF LIGHT RAIL VEHICLES, SIMULATORS AND RELATED SERVICES ERC |

Height of vehicle floor from top of 350mm

Wheel diameter 660mm(new wheel)/

Damping Secondary lateral oil damper +

2 Simulators with all necessary parts Suppliers are required to

PROCUREMENT OF LIGHT RAIL VEHICLES, SIMULATORS AND RELATED SERVICES ERC |

1.3.8. General Requirements

The supplier in his technical proposal should reflect the following

PROCUREMENT OF LIGHT RAIL VEHICLES, SIMULATORS AND RELATED SERVICES ERC |

Approach, Methodology and Work Plan of manufacturing of the goods

Technical capacity of the suppliers firm

Procurement Reference Number:

List of related Drawings

Drawing number Drawing name Purpose

1.4. OTHER REQUIREMENTS

1.4.1. List of partners and Suppliers

1.4.2. Past project experiences of undertaking such large projects

1.4.3. Technical capacity of the suppliers firm

PROCUREMENT OF LIGHT RAIL VEHICLES, SIMULATORS AND RELATED SERVICES ERC |

List of manufacturing departments, sections and unit

The supplier may use a table like shown below:

S.N. Description Job Title Position Experience

1.4.4. Key Personnel and Supporting Staffs

1.4.5. Capacity Building Requirements

PROCUREMENT OF LIGHT RAIL VEHICLES, SIMULATORS AND RELATED SERVICES ERC |

i) Trainings to Management Staffs

Basic concepts on the design, manufacturing,test, commissioning, and maintenance of

ii) Trainings to Operators

Types and feature of different types of LRV vehicles systems

Use of LRV vehicles and Simulators

Operational guidance and standards related to the LRV vehicles and

iii) Trainings to Maintenance Personnel

Basic LRV vehicles and Simulators maintenance principles 1

Scheduled Maintenance for LRV vehicles and Simulators

Light Breakdown Maintenance for LRV vehicles and Simulators

PROCUREMENT OF LIGHT RAIL VEHICLES, SIMULATORS AND RELATED SERVICES ERC |