CP 3 vol 4 EN final

This Technical Design shall include design interfaces, co-ordination with related systems to ensure that the trains will meet the overall operating, technical and performance requirement

Ben Thanh - Suoi Tien Section (Line 1)

CONTRACT PACKAGE-3:

E&M, ROLLING STOCK, TRACKWORK, MAINTENANCE

VOLUME 4 Employer’s Requirements – Particular Specifications

Contents of Documents

PART 1 ROLLING STOCK

Ben Thanh - Suoi Tien Section (Line 1)

CONTRACT PACKAGE-3:

E&M, ROLLING STOCK, TRACKWORK, MAINTENANCE

VOLUME 4 Employer’s Requirements – Particular Specifications

PART 1 ROLLING STOCK

Chapter Page

1.      INTRODUCTION 1

1.1 GENERAL 1

2 DEFINITION AND ABBREVIATION 3

2.1 DEFINITION 3

2.2  ABBREVIATION 4

3 SCOPE OF WORKS 9

3.1 GENERAL 9

3.2 SCOPE  9

4 GENERAL REQUIREMENTS 11

4.1 GENERAL 11

4.2 QUALITY ASSURANCE PROGRAM 11

4.3 SYSTEM ASSURANCE 12

4.4 RELIABILITY 12

4.5 MAINTAINABILITY AND AVAILABILITY 13

4.6 ELECTRO‐MAGNETIC COMPATIBILITY (EMC) 13

4.7 ENERGY CONSUMPTION VERIFICATION 14

4.8 CAR WEIGHT 14

4.9 DRAWING AND DESIGN 14

4.10 DESIGN LIFE 14

4.11 LIFE CYCLE COSTING 15

4.12 SOFTWARE ASSURANCE AND DOCUMENTATION 15

4.13 PERFORMANCE CALCULATION 15

4.14 MISCELLANEOUS REQUIREMENT 15

5  DESIGN STANDARD 17

5.1 GENERAL 17

5.2 APPLICATION OF STANDARD 17

5.3 DEVIATION FROM STANDARDS 17

6  PERFORMANCE REQUIREMENT 19

6.1 TRAIN FORMATION, PASSENGER CAPACITY & PERFORMANCE 19

7 TECHNICAL REQUIREMENT 23

7.1 CAR BODY 23

7.2 BOGIE  34

7.3 COUPLER AND DRAW GEAR 38

7.4 BRAKE SYSTEM 38

7.5 AIR SUPPLY SYSTEM 41

7.6 PROPULSION SYSTEM 43

7.7 A P S S 45

7.15 TELECOMMUNICATION (ON BOARD) 56

8.   INTERFACE REQUIREMENT 59

8.1 GENERAL 59

8.2 INTERFACE CONTROL 59

9 TESTING AND COMMISSIONING 61

9.1 GENERAL 61

9.2 TEST SPECIFICATION 61

9.3 WAIVER OF TYPE TEST 61

9.4 SUBSYSTEM TYPE TEST 61

9.5 OFF‐SITE AND ON‐SITE TRAIN TYPE TEST 61

9.6 ON SITE TRAIN TEST 61

10 OPERATION AND MAINTENANCE 63

10.1 GENERAL 63

10.2 MAINTENANCE CLASSIFICATION 63

10.3 SPECIFIC REQUIREMENT OF MAINTENANCE 63

11 TRAINING AND KNOWLEDGE TRANSFER 65

11.1 MAINTENANCE STAFF TRAINING 65

11.2 ENGINEERING STAFF TRAINING 65

11.3 SPECIFIC REQUIREMENT OF TRAINING 66

12 TRAIN OPERATION SIMULATOR 67

   APPENDIX 1   SCHEDULE OF DRAWINGS  APPENDIX 2      MAINTENANCE CONCEPT   APPENDIX 3       SUBSYSTEM TYPE TEST AND TRAIN TYPE TEST   APPENDIX 4      MINISTERIAL ORDINANCE CHAPTER 8 SECTION 5 ARTICLE 83         

(1) This document describes the “Ho Chi Minh City Urban Railway Construction Project Thanh - Suoi Tien Station (Line 1)”

Ben-(2) The Tenderers shall propose in full compliance with this specification, general

specification and particular specifications adjoining it

-End of Chapter

A cab in which the train operator’s key has operated to enable control functions, or which the Train Control and Signalling system has activated for ATO driver operation

Cab

A compartment in the cab car where installed full facility and equipment necessary to drive the train in all operating modes

Construction/Installation Design

“Construction/Installation Design” is the name defined in Vietnamese Law for

procurement, manufacturing, construction and installation for E&M, Track work, rolling stock and AFC

Depot access line

Line connecting Suoi Tien Terminal Station and the Depot

Failure

State of train, equipment or part cannot to continue to perform its intended function

A temporary malfunction will not normally be considered a failure provided that:

1) The equipment will resume normal operation automatically following such

malfunction

2) The operational performance of the train is not seriously affected

3) Equipment requiring any form of manual reset to restore normal operation following a temporary malfunction shall be considered to have failed

Maintenance Period

“Maintenance Period” is defined in Section 26 of GS

Mean Distance Between Failure

The average distance travelled by a product between breakdowns

Mean Time Between Failure

The average time a product is available between breakdowns

RAMS standard

IEC 62278 Railway application – Specification and demonstration of reliability,

availability, maintainability and safety Technical Design

“Technical Design” is the name defined in Vietnamese Law for indicate detailed system design including interfaces, performance, quality assurance plan; RAMS Plan, EMC Plan

Third party certification

Certification applied for Safety Assurance Plan and/or RAMS Plan specified in GS and IEC 62278 The third party certification shall be done by the independent body verified

by public authority in accordance with related International Standards

Train Information System

“Train Information System” is an information system using computerized multi data

transmission bus through train to command and control equipment, to monitor condition

of equipment, to log failure data for diagnostic, analysis and maintenance and to

exchange data between train and maintenance equipment at depot and workshop by wire and/or radio

Trail Runs

“Trial Runs” is operation using commercial train diagram to confirm whole railway system performance planned during 3-4 months after dynamic commissioning

2.2 Abbreviation

AC or ac Alternating Current

DC or dc Direct Current

FRP Fibre glass Reinforced Plastic

IGBT Insulated Gate Bipolar Transistor

LAHT Low Alloy High Tensile steel

MLIT Ministry of Land, Infrastructure, Transport and Tourism MOT Ministry of Transportation

O&M Operation and Maintenance

RDT Reliability Demonstration Test RMDT Reliability and Maintenance Demonstration Tests

SAPP Safety Assurance Program Plan SCA State Council for Acceptance SCADA Supervisory Control And Data Acquisition

acceptance testing, delivery to and unloading at site, storage, testing at site, commissioning, Trial Runs and maintenance during the Maintenance Period of rolling stock for 1500V DC The Contractor shall comply with the Employer’s Requirements that rolling stock shall be assembled in Japan and major equipments, components and parts shall be made in Japan

The Contractor shall make the Technical Design for developing and managing the detail design in accordance with the total design concept for 3-car train and future 6-car train This Technical Design shall include design interfaces, co-ordination with related systems to ensure that the trains will meet the overall operating, technical and performance requirements of this specification The Contractor can start Construction/Installation Design after checking and approval by the Vietnam Register (VR)

The Contractor shall make Construction/Installation Design by development and evaluation of the detailed design which shall ensure that all equipment is designed and installed for safe, efficient operation and maintenance It is important that no single failure of any equipment or component shall result an unsafe condition The design also shall ensure the correct functioning and satisfactory interfaces between the car structure, bogies, control systems and equipment such as Signalling and telecommunication systems The Contractor can start procurement, manufacturing, construction and installation after the notice of no objection by the Employer or the Employer’s Representative

3.2.4 Manufacturing

Manufacturing of the cars and equipment shall be carried out under accepted production and certified quality control systems (ISO 9001 latest revision) to specified standards or equivalent standards acceptable to the Employer’s Representative

3.2.5 Delivery

The Contractor shall deliver the completed cars by ship and/or road transport to the Depot and their railing and forming into 3-car train at the Depot

standard A preliminary test plan is to be submitted at the Tender stage The plan is to be submitted within 3 months after the contract award and shall be subject to review by the Employer’s Representative Type testing shall be carried out on all individual items of equipment and on the first train

The commissioning and putting into service of all trains shall be performed by an agreed schedule The test shall also include main line testing for each 3-car train configurations

The Contractor shall submit a comprehensive list of recommended spare parts in accordance with the requirements specified in Volume 3 General Specification

3.2.9 Manuals

The Contractor shall provide the Maintenance, Operation and Training manuals and Parts catalogue as required in Volume 3 General Specification (GS)

3.2.10 Training and knowledge transfer

The requirements of training and maintenance knowledge transfer to the Operation & Maintenance Company (O&M Company) staff of differing grades and skills are specified in

GS This shall be with the aim that the Trains and equipment can be operated, maintained and overhauled by the O&M Company staff

3) The trains shall operate with Automatic Train Operation (ATO) system under the Automatic Train Protection (ATP) Manual driving capabilities is also required In all ATO

or manual operating modes, ATP will remain operative

4) High reliability is essential to the system It may be fatal to stop between stations in tunnel

at the fire or disaster Therefore, train performance should be designed to minimize these fatal risks

5) All materials shall be selected to obtain the maximum strength and reliability balanced against minimum weight and costs All materials and equipment furnished by the Contractor shall be new or of recent manufacture

6) Interface activities exist among Package 1 and 2 and systems provided in Package 3 contract where the systems are mutually dependent or interactive for satisfactory and safe operation The Contractor shall perform all design duties and provide all materials, equipment and labor to ensure the satisfactory operation, at the interface, of the system for which the Contractor is responsible The Contractor shall submit and maintain an Interface Management Plan to the Employer’s Representative for review

4.2 Quality Assurance Program

1) The Contractor shall submit his proposed Quality Assurance Plan (QAP) for review by the Employer’s Representative described in GS

2) The Contractor shall develop a Quality Assurance Program which shall operate from contract award through design, manufacturing, testing, approval, warranty and maintenance This program shall be structured in accordance with ISO 9001 or an equivalent and shall ensure that the trains are totally compliant with the specifications and

be entirely suitable for use on the Line-1 system Adequate records of quality assurance controls shall be maintained in a manner to facilitate performance audits by the Employer’s Representative

4.3 System Assurance

4.3.1 General

The System Assurance described in GS covers the requirements for system safety, reliability, availability and maintainability that shall apply to all suppliers, Sub-Contractors and all of the Works

Records of safety management controls of compliance with IEC 62278 (RAMS) shall be maintained

1) The Contractor shall submit his proposed Safety Assurance Program Plan (SAPP) certified by the Contractors internal section independent from design and manufacturing section or third party specialist for obtained the approval of VR described in GS

2) The Plan shall be specifically developed for this Contract and in particular shall address Safety Analysis This shall cover minimizing the magnitude and seriousness of events or malfunctions which could result in injury to patrons or staff and damage to equipment or property, but cannot be eliminated

3) The Plan shall address reliability, maintainability and availability of the trains This shall ensure the train has a high degree of reliability and minimize down time during routine and failure restore

4) The Plan shall include an EMC/EMI Control Plan This shall evaluate and ensure that the requirements in this specification for electro-magnetic compatibility and interference for all appropriate elements of the system are met

5) The Plan shall describe procedures required to perform the specific tasks necessary to achieve safety, reliability and maintainability requirements

6) The Contractor shall carry out the System Assurance activity based on IEC 62278: RAMS standard and submit the comprehensive report with the Internal audit or the Third party certification to the Employer’s Representative for review, and obtain the approval of VR or assist the Employer to get the approval

4.4 Reliability

4.4.1 General

The systems and equipment on the train shall be designed to maximize equipment availability during revenue operating hours and minimize the level, effort and cost of maintenance required

The Contractor shall achieve the reliability target that is greater than 1.12x106 train-km for

The Contractor shall be performed Reliability Demonstration Test (RDT) by quantitative methods achievement of the proposed levels of reliability for the train and proposed specific individual items of equipment in yearly base during the 5 years maintenance period

Reliability shall be monitored during revenue service operation of the trains The Contractor shall collect and collate data on each and every deficiency and failure observed by the Contractor, the Employer’s Representative and O&M Company

4.5 Maintainability and Availability

4.5.1 General

Simplicity of maintenance, operation and emergency procedures, ease of restore/repair of damaged cars and equipment, are most important Availability shall be more than 95 % excluding cleaning work, scheduled maintenance work and not in service operation period The Contractor shall develop a comprehensive maintenance program for the trains

Maintainability Demonstration testing (MDT) shall be conducted on assemblies, components and subsystems by procedures The Contractor shall submit proposal for the MDT verification for approval

The Contractor shall submit a Final Report to the Employer’s Representative for reiew This report shall encompass all reliability, maintainability and system safety demonstration test results The report shall also include all test data, test log summaries and, in the event of a

reject decision, the corresponding corrective actions

4.6 Electro-Magnetic Compatibility (EMC)

1) EMC Control Plan shall be submitted to the Employer’s Representative for review as required in GS

2) The Plan shall include measures to reduce conducted, induced and radiated emissions to acceptable levels as specified by IEC 62236 standards The plan shall specify measures

to increase the immunity of the train and all its subsystems

3) The plan shall specify basic protective measures proposed for all electrical and electronic subsystems and components and specific measures to be adopted for selected subsystems and components

4) The plan shall analyze EMI/EMC impacts on the design of the train, all other train-borne equipment and track-side equipment as well as the general environment Particular attention should also be paid to additional requirements in grounding, bonding, shielding, filtering and cabling arrangements

8) Environmental EMC

The train-borne electronic and electrical equipment shall not produce significant interference with radio, television, tape recorder/players, heart pace-makers, radar, computer systems, magnetic media, portable and cellular telephones, pagers, etc., in the passenger saloon or externally This includes action by static electricity, magnetic field and electric field

4.7 Energy Consumption Verification

The Contractor shall submit the specific energy consumption figures for the condition of a car train set to following operation condition over the whole run with AW3 loading defined in 6.1.2 The energy calculation shall be based on a round trip between Ben Than and Suoi Tien Terminal station

3-(1) Travel Time : equal or less than 29 minutes including dwell time

(2) Dwell time : 30 seconds at intermediate station

The specific energy consumption shall be verified during the testing stage

4.8 Car Weight

1) The Contractor shall seek to minimize car weights and also to place the heaviest equipment

on M Cars to maximize their adhesive weight

2) During the design process the Contractor shall maintain a weight schedule for each car type which shall be progressively updated up to completion of the first train This shall be routinely submitted at intervals to be agreed by the Employer’s Representative

4.9 Drawing and Design

1) Drawings shall be submitted in accordance with an agreed program, as part of the overall design submission procedure in GS

2) The submission, development and approval of the design are an iterative process Sufficient time shall be allowed in the program for this process to be realistically completed

4.10 Design Life

1) The minimum design life of the cars shall be 30 years

2) Main structure of rolling stock such as car body, bogie frame, etc shall ensure the design life without any specified maintenance

The Contractor shall submit a Software Assurance and Documentation Plan as required in

GS for the Employer’s Representative’s review The Plan shall indicate the methods and procedures for software documentation The Plan shall apply to all computer software programs supplied as part of the works The Contractor shall ensure subsequent compliance and conformance to the approved plan for all of his systems including functional, performance and interface requirements, software descriptions, source listings, data listings, flowcharts, software protection and security and configuration control documentation Special attention shall be accorded to operating software with implications on safety to personnel and system operation

Energy consumption, speed/time/distance curves shall be provided for above running simulation Specific energy consumption figures shall be provided in Wh/ton/km Performance characteristic curves for motoring and braking based on the running simulations shall be submitted for review as part of the Tender They shall show the relationship of tractive effort (kN/train) versus speed (km/h) Line current shall be indicated for these curves as appropriate

stored, without equipment degradation under the environmental conditions prevailing in Vietnam as defined in the GS

5) The effect of increased temperatures due to solar radiation onto the car body and equipment and heat produced during operation of the said equipment under the environmental condition as specified in GS shall not result in degradation of either equipment performance or reliability

6) To provide maximum train availability, all equipment shall incorporate easily interchangeable modules and PCBs to the maximum possible extent to minimize down time in the event of failure or malfunction

7) All replaceable components within equipment modules, shall be physically freely interchangeable between cars

8) All interchangeable modules and PCBs shall be labeled and mechanically fool proof designed in such a manner as to make it unable to insert any such module and PCB into any position other than its correct location on the chassis

9) ID numbers shall be provided for all component, equipment and part installed on rolling stock ID numbers and serial numbers shall be provided for all major components of the cars to identify and to trace the particular component Lists of ID numbers and serial numbers shall be submitted by the Contractor

10) Provision for future expansion of fleet and modification shall be proposed based on the operation plan mentioned in System Operation Plan in GS

11) When 6-car train came and some modification works were required, the modification works shall be minimized

- End of Chapter –

Requirements with technology of the state of the art and internationally recognised standards and designed for safe efficient operations in elevated and underground railway conditions In detail design stage, the Contractor shall provide the list of applicable standards for the Employer’s Representative's review and their appropriate translation to Vietnamese to assist the Employer to obtain the approval of VR

5.2 Application of Standard

Principal standards specified in relevant section and clause shall be applied to rolling stock for use the following phases:

(1) Procurement, Design and Manufacturing; and

(2) Testing and Commissioning

5.3 Deviation from Standards

Deviation from the specified standards is permissible under conditions that deviation can achieve equivalent level of safety and performance to the specified standards The Contractor shall define the Deviation and support by appropriate technical justification

The contractor shall obtain the approval of VR or assist the Employer to obtain approval for applied standard

- End of Chapter -

6.1.1 Train Formations

The 3-car trains shall consist of two or more than two motor cars for redundancy design when one motor car failed Leading cars at both ends shall have driving cabin at the end When 6-car train came in future, additional three cars will be inserted in the existing 3-car fleet Newly built train will

be 6-car fleet including more than four (4) motor cars Examples are shown in below, but not to

be limited:

Motor car with Cab + Trailer Car + Motor Car with Cab : Mc - T - Mc

Motor car with Cab + Motor Car + Trailer Car with Cab : Mc - M - Tc

Motor car with Cab + Trailer Car + Motor Car + Motor Car + Trailer Car + Motor car with Cab

Mc - T - M - M - T - Mc Motor car with Cab + Motor car + Trailer car + Motor car + Motor Car + Trailer car with Cab

Mc - M - T - M - M - Tc

1) To minimize energy costs shall be placed on achieving practical designs of minimum weight whilst meeting all specified structural and performance requirements

2) The several car weights for design purposes are referred to as AW0 to AW3 inclusive as noted below with all weights being on a per car basis These are established for an average individual passenger weight of 60kg

AW0 : Without passengers but otherwise complete and ready for operation AW1 : AW0 + seated passengers

AW2 : Peak load: AW1+ standing passengers at a density of 6 persons/m2

AW3 : Full load: AW1+ standing passengers at a density of 8 persons/m2The minimum number of seated passengers shall be 147 and full load shall be 930 on 3-car train

3) The allowable AW0 of 3-car train shall be less than 105 t

The allowable axle load shall be less than 16 t

6.1.3 Performance

The train shall satisfy the performance requirements stated below and in section 7 Technical requirements

(2) Braking 1650 V DC 3) The Contractor shall propose formula used for the calculation of train running resistance 4) Wheel diameters shall be taken as :

New 860mm Fully worn 780mm

5) Performance calculations shall be based on half worn wheels, except where otherwise stated

6) Annual running km by each train is planned as 132,000km

7) Track parameter

Track gauge: 1435mm

Running rail type: UIC R54 Minimum main line horizontal curve radius: 300 m Minimum main line vertical curve radius: 2000 m Minimum depot access line horizontal curve radius: 160 m Minimum depot horizontal curve radius: 100 m

S curve: R164.6 m (24.6m long) -straight R100m (8m long)-straight

2.1m-R164.6m(24.6m long) 6.1.3.2 Train Performance

1) The train shall be capable of 110 km/h on clean, dry, level, well maintained tangent, track

on elevated section, and 80 km/h in tunnel section with half worn wheels, and uniform AW3 loading throughout the complete train Even on elevated section, maximum speed will be limited as 80 km/h under rigid suspension catenary

2) Propulsion performance requirements shall be met as follows with all train loading from AW0 to AW3 inclusive

3) Maximum acceleration up to current limit : more than 0.92m/s2

4) Electrical Braking Requirement:

(3) The full commanded rate, both service and emergency, shall be achieved with no assistance from electric brake, for any passenger load from AW0 to AW3 inclusive (4) The service braking force shall be adequate to hold AW3 loaded train on 35/1000 gradient on main line It shall also be adequate to stop an AW0 train moving down a 45/1000 gradient on the Depot access line

6) Propulsion and Electric Brake Requirement :

(1) Defective traction equipment capability

The propulsion and regenerative braking systems shall be capable of sustaining at least one round trip with one of the motor cars in 3-car train or two of the motor cars in 6-car train inoperative, making all station stops with AW3 load

(2) Push-out capability

In Restricted Manual mode, an AW0 loaded fully operative train shall be able to start and accelerate another defective AW3 loaded train up a 35/1000 gradient for a distance

of 800m and then proceed for a next station The healthy train shall thereafter be able

to push the defective train with loading reduced to AW0 to the depot

6.1.3.3 Parking Brake Performance

The parking brake force shall be adequate to hold empty train on gradient less than 3/1000

6.1.3.4 Accuracy of Station Stopping

Trains shall be capable of consistently stopping to within ±350mm of the designated station stopping point with service braking in Automatic Train Operation (ATO) mode

- End of Chapter –

3) The most up-to-date, proven design and manufacturing technologies, as presently used

in the railway rolling stock industry, shall be employed to produce a minimum weight which shall ensure fitness for the intended purpose

4) Car body material is made of stainless steel or aluminium alloy as main structure

5) Internal width of car body shall be optimized to reduce feeling of congestion and to maximise the capacity

6) Maintainability and recyclability of all equipment should be considered

7) Equipment should be designed to be fireproof so as to meet the requirement of operation 8) Comfort (lighting, noise, temperature, etc.) of the passengers should be considered 9) Particular attention must be given to eliminating any potential causes of corrosion reliably in the rolling stock design

10) Water pocket must be avoided as well as contact corrosion resulting from the use of different type of metals

11) The car body including doors and windows shall be watertight under all operating conditions including passage through a train washing plant Except for those produced

by the ventilation system, no draught from the train exterior shall be discernible at any operating speed

12) Water deflecting gutters shall be installed on the roof along the entire side of the car The gutter shall be continuous to ensure controlled drainage at the corner of the car The gutter design shall ensure that water will not spill over the gutter onto the car body side

or onto the platform when the train is braking into a station

13) The car body and the door threshold at the doorway shall be minimized

14) Jacking and lifting points shall be provided for normal maintenance operation The location of jacking points shall be conformed to the depot facility

15) In addition to the jacking and lifting points above, emergency jacking and lifting points shall be provided at four corners of each car to allow lifting of the car under emergency situation, including a derailment

(1) between coupler face : Leading car : 20750 mm, Intermediate car : 20000 mm (2) car body overall length : Leading car : 20250 mm, Intermediate car : 19500 mm 2) Car body width: 2950 mm

3) Roof height: 3,655 mm (above top of rail (TOR) excluding pantograph and air-conditioning

unit) 4080mm (above TOR to roof including air-conditioning unit) 4) Floor height: 1,150 mm above TOR

5) Bogie centre distance: 13.800 mm

6) Number of side door for passengers: 4 doors per side

7) Door opening: Width: 1300 mm, height: 1850 mm

1) The car body design shall be proved to meet the strength requirement in accordance with JIS E 7105 car body structure test method or internationally recognized standard

2) All load cases shall be evaluated by detailed calculation and finite element analysis (FEA) Differences between car body of each car structure shall require analysis and test

3) The car body and attachment shall be capable of withstanding the load cases in accordance with JIS E 7106 or internationally recognized equivalent standard including

490 kN (50tf) longitudinal compressive load and 343 kN (35tf) longitudinal tensile load at the centre line of coupler without causing measurable permanent deformation to any part

of the car structure

4) Emergency jacking, with both bogies attached, one end of the car supported by the bogie and other end supported at one emergency jacking point The vertical load shall be 1.2 times of the tare weight

5) The design load cases shall be submitted to the Employer’s Representative for review 6) The vertical deflection of the car body under any vertical load from AW0 to AW3 shall not hinder the normal operation of the saloon and the cab side doors

7.1.3.1 Under Frame and under floor equipment mounting

1) Structure is made of stainless steel or aluminium alloy as main structure

7.1.3.2 Roof Structure

1) Structure is made of stainless steel or aluminium alloy as main structure

2) Car roofs and associated structure must be adequate to support the air-conditioning units and pantograph The roof structure must be adequate to support staffs walking on it to maintain roof mounted equipment without damage

3) Roof surface shall be required electrical insulation

4) Provision must be made for effective soundproofing and thermal insulation,

5) The insulation material to be used must be protected against water absorption and fire retardant

7.1.3.3 Side structure

1) Structure is made of stainless steel or aluminium alloy as main structure

2) Outer surface of side panel shall be easy to clean

3) Provision must be made for effective soundproofing and thermal insulation,

4) The insulation material to be used must be protected against water absorption and fire retardant

7.1.3.4 End structure

1) Structure is made of stainless steel or aluminium alloy as main structure

2) Outer surface of side panel shall be easy to clean

3) Provision must be made for effective soundproofing and thermal insulation,

4) The insulation material to be used must be protected against water absorption

5) Depend on the ergonomic front end design requirement; other material such as fibre reinforced plastic may be used as front end mask Fibre reinforced plastic shall be fire retardant

7.1.3.5 Floor

1) The proven floor covering shall provide a continuous, flat, smooth and non-slip surface

2) The floor covering material shall be a polymer material or similar and shall have a good appearance, fire resistance and be hard wearing

3) The appearance of the floor covering material shall be maintained without the need for polishing, waxing or chemical treatment

shall integrate propulsion and auxiliary equipment into the car body design to the maximum extent, using an optimum number of pre-wired, piped and tested modules Routine maintenance and inspection will be carried out from the sides and underneath of car Equipment box covers shall be provided with simple secure locking devices, complete with easily visible markings to indicate locked position The size and weight of the cover shall be removable by one person Equipment shall preferably be housed on slide-out trays for easy access and removal Covers shall be so designed that in the event of failure of the locking devices in service, covers shall remain captured and shall not infringe the vehicle gauge

3) All under floor mounted rotating machinery shall be fitted with resilient mountings to eliminate transmission of mechanical vibrations to the car body

7.1.3.7 Roof mounting equipment

1) Package type air-conditioning units shall be mounted on the car roof These shall be housed

in suitable water tight wells in the car roof structure

2) Pantograph, main fuse and arrester shall be mounted on Motor car roof

3) Roof mounted equipment shall be installed as double insulated

Drawings of Interior Finish and Equipment shall be submitted with samples of colours and patterns of interior materials to the Employer’s Representative for review

All equipment and panel shall be designed not to harm passengers in any case

7.1.4.1 Ceiling and wall

1) Ceiling shall be made of inflammable material and easy cleaning and containing cooling duct, air diffuser, lighting attachments etc

2) Passenger compartment wall lining shall be made of inflammable, easy cleaning and cosmetic panels

7.1.4.2 Seat, Grab Poles and Strap Hanger

1) Seat shall be of cantilever type which will be arranged longitudinally

2) Seat shall be made of FRP as the Employer’s requirement

3) There shall be sufficient space in front of the seats for standing passengers

4) Strap hanger and vertical and horizontal grab poles shall be provided for standing passenger safety

4) Illuminations shall be achieved at the nominal low voltage power supply voltage

5) Exterior light lens assemblies shall be sufficiently robust to resist the impacts of flying object ６）Lighting bulbs, tubes and attachments for maintenance shall be chosen materials that can be procured in Vietnam

3) The light fittings shall be fitted with translucent diffusers, which shall be retained by a means to allow quick and easy replacement of the fluorescent tubes during maintenance, but shall be locked to prevent opening by passengers The diffusers shall have a smooth finish for easy cleaning Light fittings and the diffusers shall be the fire resistance

4) The numbers and spacing of the tubes shall be such as to achieve a minimum lighting level of 300 lux over the whole saloon area, measured at a height of 0.85m above floor level

5) The Contractor shall propose emergency lighting (at least 20% of fluorescent lighting) arrangements which shall provide adequate illuminations for a fully laden train to guide passenger to the emergency detraining doors

6) Emergency Lighting

The following lighting circuits shall remain functional for at least 60 minutes under

Two headlights shall be provided on each end of the train Each headlight lamp shall be

of an intensity which permits the driver to view the track ahead and shall be able to provide “high” beam at distance of 100 m and “low” beam at a distance of 30 m in front of the train (leading cab car) Switch to change the intensity shall be installed on driver’s console within position for easy operation

Power supply for the head lights shall be individually 110 VDC for each other

2) Taillights

(1) Two red tail-lights shall be provided on each end of the train

(2) Tail-lights shall be activated on the rear cab of a train wherever headlights are activated on the front cab

(3) Tail-lights can be activated even when the head light of the car activated in shunting mode Switch to change shunting mode shall be installed on driver’s console

(4) LED tail-light shall be proposed to minimise train down time for renewing light bulbs (5) Power supply for the tail-lights shall be individually 110 VDC for each other

3) Door open light

Each car shall be fitted with door open lights The door open lights shall be clearly visible

to platform staff on elevated station The door open light shall be illuminated whenever any saloon doors are detected not in the fully closed position on that car

7.1.5.4 Cab light

1) General cab lighting shall be adjustable from the driver’s console; the illumination shall be

at least 100 lux when measured 1,000 mm above the floor at the longitudinal centre-line 2) An on-off switch shall be provided for the cab light

1) Windows shall consist of fixed and opening window

2) Saloon window shall be mounted flush as much as possible with the exterior of the car body

3) All side windows shall be safety glass pane in accordance with JIS R3213 or equivalent standard

each side Door clear opening shall be more than 1300 mm wide and more than 1850

mm height

2) Each door leaf shall have a window All door windows shall be safety glass and flush to the door panel on both the inside and the outside to prevent potential finger traps on door opening Door windows shall be replaced without dismantling the door leaf

3) The door shall be sealed against draught, water and noise

4) Door operation mechanism shall be pneumatic single cylinder, double acting operation, single unit electromagnetic valve, and belt type double opening mechanism The Alternatives may be proposed

5) The door operating mechanism shall be housed above the doorway lintels The complete mechanism shall be modular and mounted on a rigid frame so that it can be adjusted in-situ for alignment, and be removed as an integral unit from the car

6) Doors shall be controlled from train-line signals actuated by door control buttons or switches by the driver

7) Opening and closing time shall be adjustable in the range of 1.5 to 4 seconds The end of stroke shall be damped or cushioned to reduce impact and minimize possible injury to passengers

8) Door closing and opening time shall be adjustable All doors on the train shall fully open within 2.0 to 2.5 seconds from the initiation of the open door command All doors on the train shall fully closed within 2.5 to 3.0 seconds from the initiation of the door close command

9) Close actions shall be accompanied by audible chime following announcements of the closing cycle

10)  Each pair of saloon door shall be provided with interlock switches incorporated in the Door Control Circuit to prove that doors are closed When the Door Control Circuit is not proven closed, train movement shall be inhibited

11) The control of the saloon doors shall be interfaced and interlocked with PSD and ATO system

12) All doors shall equip with an obstruction detection system The system shall be sensitive

to detect the block with a 20mm width and 40mm depth between the leaves The interlock switches shall detect the positions of door leaves and such that the train cannot start movement until all saloon doors are in the fully closed position

13) Doors manually locked out feature shall be provided This operation will switch off that particular door control unit

7.1.8 Cab Side Door

1) There shall be a cab side door on both sides of the cab The doors shall be manually operated hinged doors to open inside It shall be capable to open from track level

2) The cab side doors shall be opened from the outside using a key and from the inside without using any key

3) The cab side doors shall be positively retained in the closed position under all operating conditions

4) The doors shall be sealed against draught, water and noise

5) The door shall be positioned such that access to the cab is free from any obstruction The clear door opening width shall be minimum 500mm wide

6) The door shall have a window opening downward with balancer

1) Gangway with door shall be provided at each end except with cab side, The door shall be fire resistance

2) The window shall be provided on the door for supervise next car The window panel shall

be fire resistance and safety glass in accordance with JIS R3213 or equivalent standard 3) Door closing device and opening retainer shall be provided

4) Clear door opening width shall not be less than 900mm for consideration of easy and safe passing of wheelchair

7.1.11 Cab front end door

1) Manually operated cab front end door shall be fitted for emergency evacuation

2) The door shall be used for the controlled evacuation of passengers to track level

sealed and be without floor protrusions Dirt traps shall be minimized to prevent accumulation of litter in the bottom well of the bellows Litter shall be easily removable without disconnection of gangway

3) The gangway shall maintain its performance and remain stable over the full range of relative vehicle movements in normal operation The gangway movement shall cater for all conditions of track, difference in maximum wheel wear from one vehicle to the other, also differences in floor height from one vehicle to the other due to loading conditions or secondary suspension failures

4) The width and height of gangway shall be suite car end door width and height for wheelchair passing easily and safely

5) Material of gangway pleats shall be fire resistance

6) The bellows or safety devices shall be provided to minimize the gap between adjacent cars and the station platform so as to prevent persons from falling into the gap between the platform and the bellows

7.1.13 Cab

7.1.13.1 General

1) The cab space shall be maximized consistent with the other requirement The cab shall

be the full width of the rolling stock and fully enclosed

2) The design of the cab environment shall allow for comfortable and ergonomic operation for all drivers

3) The cab driving position shall be on the right hand side of the cab

4) The cab design shall maximize outward visibility such as observation of track area, station platform area and wayside signal within the depot

5) The Contractor shall propose layout drawing of cab and console equipment

7.1.13.2 Cab interior and equipment

1) The cab shall be finished as the same levels as the saloons The design shall prevent the collection of dirt

2) The cab shall equip following equipment and devices, but not be limited to:

(1) fully adjustable driver’s seat;

(2) console desk with mode selector, master controller, brake controller, TIS monitor display, speed meter, pressure gauges, indication panels, ATO/ATP change switches, light adjuster, switches etc.;

(8) warning devices;

(9) electrical control panel such as relay panels and switch panels;

(10) pantograph control switch;

(11) horn switch or pedal;

(12) sun visor; and

(13) fire extinguisher and other safety related devices

Above equipment and devices shall be suitably arranged for one man operation of train and considered to prevent miss-operation Also these dummy equipment and devices shall be incorporated into mock-up and reviewed by the Employer’s Representative

7.1.13.3 Cab exterior and equipment

1) Windshield wiper

Externally mounted wind screen wiper and washer unit shall be provided which shall be accommodated two speed operation and manual operation Wiper controller shall be located on the operator console and opposite side of cab locker

The final console layout shall be approved by the Employer’s Representative

2) The controls and principal indicators on the console shall be installed, but not be limited to:

(1) ATO start controls push button;

(8) train system alarms and master fault/status indicators;

(9) emergency push button/switch

(10) communication and radio control panel; and

(11) windshield wiper controller

7.1.13.5 Master Controller

1) Separated powering and braking controllers or combined powering and braking controller with dead-man feature shall be provided The controller shall be ergonomically designed and positioned and shall be subject to approval by the Employer’s Representative

2) The brake controller shall be fitted with an emergency brake position The position shall

be designed to prevent accidental selection of emergency brake

3) The controller shall be mechanically interlocked with the mode selector The interlock shall ensure that no unsafe condition can occur for all mode of operation

4) The Master Controller shall be able to be locked and unlocked only with the mode selector in the “OFF position” via the Master Key

7.1.13.7 Switch panels and indication panels

Switch panels and indication panels that will be operated during train by operator shall be arranged on console or adjacent to console but they will not be operated during train shall be grouped and located behind the cab partition

7.1.13.8 Train born ATO/ATP controller and Radio communication controller

ATO/ATP controller and radio communication controller shall be interfaced with train control system and installed in cubicle with security lock Installation requirement such as

environmental condition, mounting method and EMI protection etc shall be coordinated with system supplier

the information for passengers

2) The Contractor shall propose a colour coding, artwork, nomenclature and content for signs for the Employer’s Representative’s approval

3) The language of signage shall be both Vietnamese and English

7.2 Bogie

7.2.1 General

1) The bogies shall be of a proven design and constructed to continue in service, under normal operating conditions for at least 30 years During the period, there shall be no major rebuild, repair or strengthening of any bogie structural members The Contractor shall provide evidence to support this proposal and submit to the Employer’s Representative for review, by reference to previous design and service experience, of the suitability of the proposed bogie

2) The characteristics of the suspension shall give a low transmission of vibration to the car body and minimise both impact and vibration noise The Contractor shall provide details

of the suspension characteristics together with explanations concerning its suitability with regard to car ride quality, avoidance of resonant frequencies, damping of oscillations and satisfactory operation

3) The bogie shall manoeuvre short and tight curve in Depot with any adverse effect

4) Motor and trailer bogie shall have interchangeable components where possible The bogie frame shall be designed, if possible, to be interchangeable between motor and trailer bogie

5) The bogie shall be compatible with the wheel machining equipment including under floor wheel lathe without the need for removal of bogies or disassembly of any parts from the bogie or the car body

6) The design shall allow for lifting the car body with bogie

7) The design shall provide a means for easy shimming to compensate for wheel wear 8) Elastomeric suspension shall have a means for easy shimming to compensate for sag or creep

9) Shims required for compensation for bogie construction tolerances shall be welded in place

7) Wheel tread profile: compatible with UIC 54 rail profile

8) Max operation speed: 110 km/h on elevated, 80 km/h in tunnel section

1) The bogie structure shall be designed to recognize standards such as which are to be declared by the Contractor and submitted to the Employer’s Representative for review This declaration shall explain and qualify the load cases used to design the bogie structure

2) The Contractor shall carry out Finite Element Analysis (FEM) The FEM shall take into considerations of worst case combination of loading and operating conditions The Contractor shall also declare all parameters used in the FEM This shall be submitted to the Employer’s Representative for review

3) The bogie frame shall withstand any dynamic loads imposed by the forces acting on the frame without exceeding the fatigue endurance limit at 10 million cycles for the bogie frame materials

4) The Contractor shall perform static load, accelerated fatigue life and track testing to confirm the validity of the calculations and demonstrate that the bogies are fit for purpose

1) All components shall be service proven in railway service in similar operating and environmental conditions

2) If a spring fails, irrespective of its loading, the car shall be retained in safe, stable configuration for all track conditions, at any speed up to the design speed

3) The longitudinal primary suspension shall be designed to permit the axles to adopt a radial alignment on curves of horizontal radius

4) The degree and rate of settling of the suspension, if any, shall be such that the settling will have no adverse effect on the overall performance of the car, and that any necessary adjustment after settling is minimized

5) Vertical and lateral damper shall be provided

6) The height compensation system shall maintain the floor height, under all conditions between unload and maximum load of the normal floor height,

7) The levelling system shall provided specified height Each car levelling system shall