ToSRTSpec. No.SD-29/2555Rev.10 Tender...

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To SRT�Spec. No.SD-29/2555 Rev.10

State Railway of Thailand

Tender Schedule

1. Tendering Requirements

1.1Bidder shall be or represent a diesel-electric locomotive manufacturer that has overseas supplied� its locomotives. The manufacturer shall have had extensive experience in design and manufacturing diesel-electric locomotives with AC-AC power transmission system especially for overseas main line train operator(s). In addition, the manufacturer shall have a well-qualified manufacturing experiences and ability in the past 15 (fifteen) years in production and supply locomotive of at least- 100 (one hundred) diesel-electric locomotives used in main line and- 20 (twenty) diesel-electric locomotives with AC-AC power transmission system

used in main line and- 1,000 mm or 1,067 mm rail gauge diesel-electric locomotive(s) used in main line

1.2Bidder shall bear in mind that this tender specification is a general one and his offer with only a general statement such as "We complied or will comply", or "We acknowledged" or the like will not be sufficient in the case of parts thereof where full details including maker, brand, type or model, detailed specifications are needed to check whether the offer meets the SRT requirements technically.

1.3Bidder must furnish at the time of his offer with all complete detailed information, comments, data, necessary relevant specifications, pamphlets, catalogues, diagrams, drawings or illustrations, in order that the technical details of his offer will be entirely complete and clear, thus allowing satisfactory evaluation, comparison and adjudication of his offer can be carried out. Additional documents shall not be accepted after tender opening, except they are requested by the SRT.

1.4After tender opening, Bidder must not assume that any information or data supplied by him to the SRT at any time and for whatever purpose is still available to the SRT and must not consequently make any reference to such information in his response to this specification.

1.5The technical offers shall be completed since they must be considered as important documents which if accepted by the SRT shall bind the successful Bidder with whom the order is placed and the contract specification is made accordingly.

IMPORTANT: Failure to complete fully and properly with any of the foregoing requirements of clauses 1.1 to 1.5 ,4 and 5 may result in such a tender not being considered for adjudication.

2. Tender document must be completed, signed and forwarded together with all relevant correspondence, technical offers and documents.

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2.1 Each consignment must consist of all materials necessary for the assembly of complete locomotives, otherwise they shall be considered as undelivered.

2.2 Sub-contractors :

Bidder must indicate name and address of the manufacturers (or sub-contractors) from whom he proposes to order the equipment and parts of the locomotives. Each maker name must be the first standing in the trade. In judging the tender, the name of makers of these parts given by Bidder will be taken into consideration.

3. Spare Parts and Testing Equipment

Bidder is requested to submit a list with itemized prices of recommended spare parts necessary to maintain the locomotive for a period to be recommended by the Bidder, as well as testing equipment of the sub-assembly part of the locomotive. The spare parts prices and testing equipment prices are to be submitted separately.

Spare parts shall be completely finished and fitted ready for use, except when allowance is required to be left for fitting in Thailand.

Spare parts shall be warranted for a period of 3 (three) years from the actual date of delivery in Bangkok, except complete bogie, bogie frame, wheels and axle set and journal roller bearings, diesel engine block, axle gear wheel and traction motor pinion, engine crankshaft traction motor, traction inverter and Microprocessor unit (MPU) control system which shall be warranted for 5 (five) years after the actual date of delivery in Bangkok.

4. Bidder must submit the evidence to proof qualification of the manufacturer as stated in Clause 1.1.

Non-enclosure of supply record and evidence will be treated as non-responsive and will result to the rejection of the bid.

5. Bidder must submit satisfactory letter(s). The satisfactory letter shall be completed from overseas main line train operator who has been using the diesel-electric locomotives.The satisfactory letters shall be stated details about locomotive used i.e. quantity, in-service date, manufacturer, horsepower, axle load, and satisfaction level and signed by authorized personnel of the operator.

Non-enclosure of satisfactory letter with detail as specified will be treated as non-responsive and will result to the rejection of the bid.

6. Bidders are requested to verify that the manufacturers of locomotive and/or main components have the locomotive and/or main component supply record with the tender document for SRT approval. Main line operating record shall be also submitted with the tender document. Bidders shall bear in mind that the responsibility for locomotives including all components is of the main-contractor which cannot refuse to accept this responsibility.

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7. Tender having alterations or erasures or deletions therein isliable to rejection. Should the correction be found necessary, they must be initialed or made on a separate sheet for correction or errata, clearly explained and signed by Bidder.

8. To maintain the standardization of equipment and spare parts, SRT reserves the right to select and purchase the equipment or spare parts which compatibility with the existing equipment or the SRT approved products.

9. English language shall be used throughout for the technical proposal. If not, the tender is liable to rejection.

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SRT Specification No.SD – 29 / 2555 Revision 10

MECHANICAL ENGINEERING DEPARTMENT Page 1STATE RAILWAY OF THAILAND

GENERAL SPECIFICATIONFOR

THE MANUFACTURE, SUPPLY AND DELIVERYOF

DIESEL ELECTRIC LOCOMOTIVESFOR METRE GAUGE TRACK

------------------------------------

1. SCOPE

This specification covers the design, manufacture, supply and delivery for the State Railway of Thailand (to�be�hereinafter�referred�to�as�“SRT”)�of 50 (fifty) complete units of Co–Co (six driving axles) Diesel Electric Locomotive (AC-AC) (to be so henceforth referred�to�as�“locomotives”)

All locomotives shall be built and supplied complete in all respects with all equipment, auxiliaries, fittings and accessories for proper functioning and ready for operating in the SRT’s�network.

The locomotives shall be designed and manufactured fully in accordance with the terms, conditions of supply and specification as described herein.

Bidder must furnish information specifically requested and indicate compliance or otherwise with every individual clause or sub clause of this specification.

If there is any change or changes of the design of locomotives not complying with this specification, complete and detailed information, comments or data in respect of such change or changes must be furnished by the Bidder to prove that such change or changes contribute to the improvement.

2. GENERAL REQUIREMENT

2.1 The locomotives shall be designed and manufactured with emphasis on simplicity, reliability, ease of operation, minimum maintenance and ease of repair and replacement. The major components of the locomotive such as bogie, and electric transmission equipment shall be robust and of the designs which have already been proved successfully in main line locomotive applications supported by actual service record in main line operation of well known railway systems. This must also meet with the satisfaction of the SRT technically.

2.2 The manufacturers of the locomotives as well as of its major components such as engine, transmission system and bogie must have well qualified manufacturing experiences and ability.



2.3 Preference shall be given to standard products which have been produced in sufficient quantity to assure prompt and continuous supply of spare parts at reasonable cost.

2.4 Material, Workmanship, Finish and Interchangeability

2.4.1 Materials

All materials used shall be new and of the best quality. They shall be as specified and shall comply with the tests and requirements mentioned in this specification referred to by the Bidder and accepted by the SRT.

When a definite material is not specified, the material shall be of the best quality normally used for the purpose in good commercial railway practices and shall conform to worldwide proven International Industrial Standards, or the well known railway standards or UIC and must be to the entire satisfaction of the SRT authority.

2.4.2 Workmanship

The workmanship shall be first class and of the highest standard. All parts of locomotives shall be manufactured and finished in a thoroughly workmanlike manner.

2.4.3 Finish and interchangeability

The complete locomotives shall be finished in every respect in the best possible manner. Parts and subassemblies shall be made to insure interchangeability with the corresponding parts and to facilitate assembly. All parts and fitting where necessary for completion of the work are to be supplied, whether mentioned or not in this specification without charge beyond the quoted price offered in this tender.

2.4.4 All the corresponding parts shall be made in appropriate and proper mechanical or pneumatic or hydraulic fixtures and jigs. Templates and gauges shall also be used to insure accurate dimensioning and interchangeable without requiring modification for replacement.

2.4.5 All surfaces of materials to be connected together by bolting shall be cleaned and applied with coats of anticorrosive paint and then be bolted together and by welding shall be welded together and then applied with coats of anticorrosive paint.

All surfaces of metals which are to be painted shall be firstly sand blasted to remove rust thoroughly and then painted with shop primer or anticorrosive paint.

2.4.6 Welding of all components shall be done strictly according to EN15085 or equivalent. For subassembly of locomotive parts, welding shall be performed after the work pieces are properly fixed, according to proper



code and practice. For those important components, such as body, underframe and bogie frame etc., welding shall be performed after the components are properly fixed on jigs. Effective measures shall be taken to protect them against injurious strains which can cause cracks or other defects. After welding, the bogie frame shall be stress-relieved.

Weld pass shall be neat and free from blowhole, crack and slag. After welding, all important or critical welded joints shall be inspected by ultrasonic or magnetic particle or dye penetrate testing.

2.4.7 Riveting work shall be performed with approved fastening system such as Huck or Lock bolt fastener wherever practicable. Bolted holes shall be drilled and reamed to the required diameter if necessary.

2.5 Tolerances and fits shall conform to the standard commercial practices unless otherwise specified in this specification.

2.6 Metric system shall be used throughout. In case English or U.S. system is necessary used, conversion into metric system shall be given.

2.7 Thread parts shall in general conform to ISO standard, except in the case where other standards of thread must necessarily be used to suit special requirement.

2.8 The Manufacturer must prove that they have successfully designedmanufactured, assembled and sold a substantial quantity of Diesel electric Locomotives (AC-AC) as specified in the SRT tender schedule clause 4.

2.9 Bidders shall be required to provide documentary proof of their locomotives performance with regard to RAMS (Reliability, Availability, Maintainability, Safety)

2.10 Bidders shall submit engineering document including methodology, sub-system and system design, compatibility criteria of the main components detailed calculation according to aforementioned principle, quality control and assurance of manufacturing process, raw material control and assurance for SRT approval.

3. DRAWINGS AND MATERIAL STANDARD SPECIFICATIONS

The following drawings and material standard specifications shall form a part of this specification and be incorporated in the design and manufacture of the locomotives.

3.1 Standard material specifications :- Association of American Railroad (AAR) Material Standard- American Iron and Steel Institute (AISI) Specification- The American Society for Testing Material Standards (ASTM)- Federal Railway Administration (FRA)- Japanese Industrial Standards (JIS)



- German Standards of Material and Specification (DIN)- International Organization for Standardization (ISO)- International Union of Railways (UIC)- Australian Standard (AS)- British Standard (BS)- European Standard (EN)- International Electrotechnical Commission (IEC)- Thai Industrial Standards (TIS)

3.2 Drawings:(Appendix 1)

1) Structural &loading profiles in general for single track Dwg.No. 1966–36

2) Wheel contour (Vidura contour) Dwg.No. MM2–2029

3) Arrangements of automatic coupler &draft gear Dwg.No. LV5-2047/7

4) Driving cab (for guidance only) Dwg.No. 5DE1-0001

5) Driver & Driver mate seat Dwg.No. 5DE1-0002

6) Stamping for tyre, Wheel & Axle Dwg.No. LV19-2017/3

7) Brake shoe (for guidance only) Dwg.No.1-4101D4-001/3

8) Pipe coupler assembly (for guidance only) Dwg.No. 5-DE2-0003

9) Battery type TRE 8/6 (for guidance only) Dwg.No. 2D8-003

10) Standard DL 16 Loading for Railway bridge Dwg.No. 1965-26

11) Purachatra plate Dwg.No. D19-2001

12) Wheel (for guidance only) Dwg.No. 339T

4. GENERAL ARRANGEMENT AND CHARACTERISTIC REQUIREMENT

4.1 General arrangement

The diesel electric locomotives (AC-AC) shall be of Co–Co wheel arrangement type of six individual driven axles, having streamline appearance full width body with a driving cab, having right hand side drive position, of the same height and width at each end of the locomotives.

The locomotives shall be equipped with one diesel engine and main alternator supplying current to the traction motors mounted on the individual axles of the locomotives.



The locomotives shall be suitably designed for hauling the passenger and goods train on� the� SRT’s� main� and� branch� lines.� The� characteristic� of� the� SRT’s� lines� and�operating condition are as follow;

4.1.1 Track and its topographic conditions:

- Gauge one metre- Loading gauge under any circumstance

no parts of the locomotivesshall infringe or protrude beyond the SRT loadinggauge shown in the Dwg.No.1966-36

- Maximum gradient of the main line on which locomotive shall be operated 25 per mill

- Maximum elevation of track above mean sea level 650 metres

4.1.2 Track particulars

The track is of metre gauge laid with 50 lb/yd, 60 lb/yd, 70 lb/yd, 75 lb/yd,80 lb/yd, and 100lb/yd rail and canted as follows:

- Wooden sleeper without bearing plates 0or with bearing plates (flat type)

- Wooden sleeper with bearing plates 1 in 40 inwards(inclined type)

- Pre-stressed concrete sleeper 1 in 40 inwards

The track is constructed of either pre-stressed concrete sleepers or wooden sleepers with bearing plates and will impose the following restrictions on Locomotive.

(1) Minimum radius of horizontal curves in:

(i) Main lines 180 m

(ii) Sidings 156 m

(iii) Points and turnouts

- 1:8, 1:10 156 m- 1:12 (70-80 lb/yd rail) 225 m- 1:12 (100 lb/yd rail) 265 m

(iv) For diversion lines laid in case 130 m of emergency

(2) Gauge widening

Curveradius(metres) Gauge widening (mm)160 20 180 18



200 17250 14300 11400 8500 5600 4

>600 0

(3) Minimum radius of vertical curves in running lines : 5,000 m

(4) Super elevation (Cant) of track in running lines maximum : 90 mm

(5) Minimum transition length for cant change

- Train speed greater than 120 kph

1,200e to 1,600e (in general) 10Ve (special case)

- Train speed up to 120 kph

100e (in general)600e (special case)

Where e = super elevation (m),V = Max. operating speed in curve (kph)

(6) Maximum design grade are as follow:-

10 per mil (in general)12 per mil (special case)1.2 per mil (in station yard)

(7) The locomotive hauling a train of 4.8 ton per linear metre shall not produce any effect (Bending moment and Shearing force) on bridges from 2 m to 120m span greater than the standard DL16 loadingas show in SRT Dwg.No. 1965-26.

4.1.3 Climatic conditions in Thailand:

- Maximum temperature of free air outside 45oC- Mean temperature of free air during the year 35oC- Maximum relative humidity 100%- Mean relative humidity 75%- Maximum temperature of rail 60oC- Mean temperature of rail during the year 35oC

4.2 Design and Construction data4.2.1 Maximum axle load in full working order shall not exceed 16 metric tons.

4.2.2 The axle spacing, to be considered that double headed locomotives in full working order with hauling load of 4.8 metric tons per linear meter on



bridge with span up to 120 meters. The spacing between adjacent axles in each bogie shall not be less than 1,650 mm and distance between bogiescenters of one locomotive shall not be less than 10,000 mm.

4.2.3 Wheel diameter on tread, new 914 or 1,067 mm. It shall be base on Dwg. No. 339T as a guidance and condemn limit shall be specified.

4.2.4 Coupler height from center of coupler above top of rail, in working order shall be 850 mm.

4.2.5 Total sand capacity shall not be less than 200 litres.

4.2.6 The engine offered shall have the UIC nominating power not less than 3,045.547 metric horsepower or equivalent to 2,240 kilowatt to achieve the performance and service condition requirements as specified in Clause 4.3. The engine shall be rated at continuous operating condition and biddershall bear in mind that 1 metric horsepower = 75 m-kg per second = 735.5 watts.

4.2.7 Locomotive operating speed :

4.2.7.1 Maximum safe service speed, with new wheel in either running direction, shall not be less than 120 kph.

4.2.7.2 Minimum continuous rated speed at full continuous horsepower input to traction, with half worn wheel, shall not exceed 25 kph. Bidder shall specify the minimum continuous rated speed in the tender.

4.2.7.3 The locomotive shall be designed to operate efficiently at full horsepower input to traction throughout the speed-range from minimum continuous rated speed up to maximum safe service speed.

4.2.7.4 When disabled or failure of power, the locomotive shall be able to be hauled at a speed of not less than 80 kph with the minimum pre-hauling arrangement to be described by bidder.

4.2.8 All auxiliaries shall be driven by mechanical driven or AC motor driven.

4.2.9 Lubricating oil, lubricant and grease used in the locomotive shall be ofcommercial products which at least two (2) brands of compatible product available in Thailand.

4.3 Performances and Service conditions



Under the local climatic conditions in Thailand through the year and normal rail condition, the single locomotive shall be capable of hauling daily trains consisting of

the SRT’s passenger coaches or goods wagons as set forth below:

4.3.1 For passenger trains

- A passenger train with a weight of 550 metric tons trailing load, running on straight level track at a balance speed of not less than 120 kph.

- A passenger train with a weight of 1,000 metric tons trailing load, running on straight level track at a balance speed of not less than 100 kph.

- A passenger train with a weight of 650 metric tons trailing load, running on hilly route up grade with a maximum gradient of 25 per mil, a minimum curve radius of 180 metres and maximum altitude of 650 metres above mean sea level at the train speed above the minimum continuous rated speed of the locomotive as specified in Clause 4.2.7.2. The locomotive under the said trailing load shall be also capable to start from standstill and accelerate on the 25 per mill up gradient.

4.3.2 For goods trains

- A goods train with a weight of 2,100 metric tons trailing load, running on straight level track at a service (sustained) speed of not less than 70 kph

- A goods train with a weight of 650 metric tons trailing load, running on hilly route up grade with a maximum gradient of 25 per mil, a minimum curve radius of 180 metres and maximum altitude of 650 metres above mean sea level at the train speed above the minimum continuous rated speed of the locomotive as specified in Clause 4.2.7.2. The locomotive under the said trailing load shall be also capable to start from standstill and accelerate on the 25 per mill up gradient.

4.3.3 For the purpose of comparing the tractive performance curves of the Diesel Electric Locomotive (AC - AC) offered, the locomotive and car rolling resistanceshall be calculated base on the following empirical formulas viz :

Locomotive :

Rolling resistance :

RL = 2.5 + 0.0004V2 + 0.003V2

Where RL = Rolling resistance of locomotive in kg per metric tonV = Speed in kphF = Frontal area of the locomotive in square metre



W = Gross weight of the locomotive in metric ton

- Starting resistanceAverage starting resistance shall be taken as 7 kg per metric ton

Passenger Train:

Rolling resistance:

RP = 1.56 + 0.0075V + 0.0003 V2

Where RP = Rolling resistance of passenger coaches in kg per metric ton, on level straight track

V = Speed of passenger train in kph- Starting resistance

Average starting resistance shall be taken as 5 kg per metric ton

Goods Train:

Rolling resistance:

RW = 0.97 + 0.0234V + 0.0002V2

Where RW = Rolling resistance of goods wagons in kg per metric ton,on level straight track

V = Speed of goods train in kph

- Starting resistanceAverage starting resistance shall be taken as 4 kg per metric ton

4.3.4 The curve resistance where applied on the gradient part of the track shall be assumed at 1 kg per metric ton.

4.4 The bidder shall submit with tender the following Calculation sheets and performance curves of the offered locomotive (Calculation shall be for both new and worn-off limit wheel) viz:

4.4.1 Speed – Distance – Time acceleration curves on straight level track for each particular train load as specified in Clause 4.3.1 and 4.3.2.

4.4.2 Tractive effort – Speed curve from starting to maximum speed

4.4.3 Balance speed – Trailing load curve for passenger trains and goods trains on level and on 5, 10, 15, 18, 20, 23.5 and 25 per mil gradients.

4.4.4 Tractive effort – Speed curve for passenger trains and goods trains showing the line resistance of the following cases :



4.4.4.1 Tractive effort – Speed curve for passenger trains shall separately show the following:

- Resistance of 550 metric tons trailing load plus the resistance of the locomotive on level track, clearly indicating the balancing speed at 120 kph.

- Resistance of 1,000 metric tons trailing load plus the resistance of the locomotive on level track, clearly indicating the balancing speed at 100 kph.

- Resistance of 650 metric tons trailing load plus theresistance of the locomotive on a gradient of 25 per mil, clearly indicating the balancing speed.

4.4.4.2 Tractive effort – Speed curve for goods trains shall separately show the following:

- Resistance of 2,100 metric tons trailing load plus the resistance of the locomotive on level track, clearly indicating the balancing speed at 70 kph.

- Resistance of 650 metric tons trailing load plus the resistance of the locomotive on a gradient of 25 per mil, clearly indicating the balancing speed

The tractive effort (starting tractive effort included) shall be base on the gross horsepower rating at site condition in Thailand.

4.4.5 Any other required information as specified elsewhere in the clauses of this specification.

4.5 The general arrangement of locomotive with characteristic and particulars, features of the design shall be described and accompanied by necessary drawing showing general arrangement, interior layout etc.

Estimated weight of the whole locomotive,�both empty and in full working order as well as weight on each axle both empty and in full working order and weight of each main equipment shall also be stated and informed. The general drawing shall be as fully dimensioned as possible with the description of weight on each axle both empty and in full working order. All these documents shall be submitted with tender.

5. MAIN FRAME AND SUPERSTRUCTURE



5.1 The main frame and superstructure shall be constructed with high quality steel, designed with ample strength to withstand any stress and to provide an excellent structure to take care of all superimposed loads on actual operation. If possible, the main frame shall be of center girder type. In the event of a conflict between any of SRT requirements or standards identified in this clause, the most restrictive shall govern.

5.1.1 Main frame including any part of body construction shall be designed to form a torsion resisting structure with a rigid support to withstand any stresses which may arise during service lifting or re-railing operation. Windows and door opening at car-body shall minimize stress concentration to avoid fatigue cracks. Structure of locomotive shall be done strictly according to AAR S-580 standard or BS EN 12663 standard. However, all criteria as specified in Clause 5.1.3 - 5.1.5 shall also be conformed.

The design shall be such as to minimize deflection, thereby avoiding the transmission stress to engine bed-plate as well as twisting and bending. The front and rear end plates and headstock, particularly the base area of the coupler shall be of adequate design strength and sufficiently reinforced to avoid damage, as far as possible in collisions.

5.1.2 The underframe and superstructure shall, when assembled on the bogies in roadworthy condition including half fuel and half sand capacity, be the within the following maximum limits:A positive camber of 1.25mm per 1,000 mm of total locomotive length, measured at the ends of the locomotive.A positive camber of 4mm per 1,000 mm of total locomotive width, measured at the extreme outside of the locomotive.

The camber shall be measured with reference to the rail level and with the locomotive on level track.

5.1.3 Shock Load

Unless otherwise specified, the maximum accelerations to which all equipment is likely to be subjected in service shall be according to EN 12663 or equivalent standard

For axle mounted components:

(1) Vertically 20 g*(2) Other directions 4 g*

g* = Gravitation and acceleration of 9.8 m/sec2

5.1.4 Loading Criteria



The underframe shall be designed to withstand the following conditions, with the locomotive fully equipped:

5.1.4.1 A static end force of 100 tons both tensile and compressive, applied at and acting along the centre line of the draft gear without exceeding the safe working stress for any member.

5.1.4.2 A compressive end force of 180 tons applied at the centre line of draft gear without permanent deformation in any member of the locomotive structure.

5.1.4.3 The main frame including any part of body construction shall be designed to form a tension resisting structure with a rigid support for the power plant to withstand an impact load of not less than 180 metric tons at either end coupler level.

5.1.4.4 The locomotive complete with bogies being lifted with one jack placed centrally near the draw gear carrier plate or from the coupler at either end of the locomotive without exceeding the critical design stress for any member with the locomotive supported on the other bogie.

5.1.4.5 The locomotive complete with bogie being lifted from the jacking pads and lifting brackets at the sides of the locomotive, without exceeding the safe working stress for any member. This shall be accomplished with or without the engine hood being fitted.

5.1.4.6 A longitudinal shock load as specified in Clause 5.1.3 applied to any component attached to the underframe, without exceeding the critical design stress for any member.

5.1.4.7 A vertical live load as specified in clause 5.1.3 comprising the weight of all fully serviced components supported by the underframe, without exceeding the critical design stress on any member.

5.1.4.8 A vertical load of 225 kN applied to the coupler at the pulling line, both upwards and downwards, without exceeding the safe working stress for any member.

5.1.4.9 The locomotive complete with bogies being lifted via brackets on the headstocks, using slings with a 600 angle from the horizontal, without exceeding the safe working stress for any member. This shall be accomplished with and without the engine hood being fitted.�Bidder shall demonstrate full detail of the lifting method and all accessories.

5.1.5 Impact Loads



Impact energy in excess of the designed static capacity of the underframe shall be absorbed by yielding of the headstock and draft pocket structures of the underframe.

Anti-collision beams and vertical members shall be provided at each end of the locomotive. Bidder shall be designed these members to withstand a force according to international standard and submits information to SRTfor approval.

5.1.6 The locomotive floor shall consist of the upper plating welded to cross members of the underframe and shall support different equipment. The floor design shall be level throughout and the design shall ensure ease of cleaning, maintenance and replacement of all equipment. It shall be provided to form continuous oil tight flooring with a portion under the power unit arranged to drain all leakage from the engine. Lateral side corridors in the equipment compartment shall have non-skid floor surfaces and self draining. Removable sections shall be provided where required, for access to piping, cables, etc. A drain trap beneath the diesel engine shall be provided to drain all waste liquid towards the drain pipes below the underframe where it is evacuated clear of the traction motors and other equipment under the body. Facilities for changing engine crankcase oil shall be provided.

5.1.7 For maintenance purpose, the locomotive can be lifted by using lifting jacks or by overhead crane with lifting slings, and the lifting points shall be provided. For rerailing purpose, lifting can be carried out by breakdown crane with lifting slings, and the lifting points shall also be provided.It shall be possible to lift a fully assembled locomotive including bogies by means of jacks or slings without exceeding the safe working stress for any member. Apart from the lifting points jacks or slings shall not contact the bogies or body structure.

Suitable double jacking positions supplied at the junction of the underframe side sill and bogie centre plate transom shall be provided. Either position may shall incorporate an anti-slip surface.

Brackets welded to the headstocks shall be provided to enable a fully assembled locomotive including bogies, to be lifted by means of slings, without exceeding the safe working stress for any member.

Full details of the method of lifting the locomotive by jacks and overhead cranes must be stated in Tender.

5.1.8 The locomotive body shall be of tropical rainproof design with adequate gutters and drain. Rain gutters shall be provided on both sided through the length of driving cab and suitable drainage shall be provided to direct water away from the cab body.



5.1.9 Footsteps with access handles, handrails and any other necessary ports and provision for convenience of operation and maintenance shall be provided.

5.2 Layout and Arrangement

The locomotive layout consists of a full width driving cab at each end with equipment compartments in between. The service walkways can be established either inside or outside the body of the locomotive. All material utilized for insulation and interior finish shall be non-inflammable as far as possible.

In case of air-conditioning unit failure, Special attention is to be given for adequate and through ventilation of driving cabs and equipment compartments to suit tropical conditions with the ingress of dust and dirt shall be minimized and penetration of rain shall be prevented.

5.2.1 Driving cab

Both driving cabs shall have the same dimensions and have been designed and constructed to offer and attractive and safe operating driving cab working space for the driver and driver mate shall be at least as shown in Dwg.No.5DE1-0001. The environment shall ensure controlled fresh air, and damping of sound and vibration. It shall be designed and arranged to provide excellent visibility for driver and driver mate and with a high degree of convenient accessibility and ease of operating for the operating control and equipment. Access to the cabs shall be by means of footsteps and handrails on each side. The driving position shall be on the right hand side when�facing�in�the�direction�of�travel�and�a�driver�mate’s�position�is�on�the�left hand side.

The driving cab shall be ergonomically designed for a crew which will nominally consist of two persons. The driver will operate the brake controller with his right hand and the master controller/power controller with his left hand.

The final cab layout and access arrangement will be developed in consultation with the SRT. This however does not diminish or extinguish any of the obligations of the awarded bidder to meet the performance requirements of this Specification. It is envisaged that the cab will be provided with a desk type console with the control levers mounted flush with the desk and moving in the vertical plane. Equipment layout shall maximize the amount of leg and knee room provided in both the access to seat and seated positions.�No�equipment�shall�protrude�into�the�driver’s�or�assistant’s�leg�space�and�no�sharp�edges�will�be�permitted�in�this�area.

The�driver’s� cab�shall�be�suitably� insulated�against�heat�of� the�sun,�UV,�internal and external noise. Insulation material shall be of a non-flammable type which is neither a health nor environmental hazard.



The awarded bidder shall design the cab structure to provide crewprotection in the event of a collision. The cab sheeting shall be designed to minimize the risk and extent of structural damage and injury to the train crew due to impacts from protruding loading on passing trains, equipment fouling the track, or collisions.

The awarded bidder shall further design the cab structure to protect thecrew in the event of the locomotive rolling over.

The bidder shall nominate the assumptions which he proposes to make in the above conditions and provide details of how the design would provide the desired protection. These requirements are in addition to Clause 5.1.4 and 5.1.5.

The cab layout shall be such as to facilitate the manual exchange of the single line tokens by the crew when running through stations. A holder for the token shall be provided in a position clearly visible to the driver.

Both driving cabs shall have modular or package type air-conditioning unit as specified in Appendix 2 and adequate ventilation shall be provided so that the cab interior does not become excessively hot, a powerful fan and roof ventilators shall be provided. All ventilators shall be so arranged that no rain can enter, whether the ventilators are opened or shut. In order to achieve the best interior condition double roof design for the cab will be allowed if necessary.

Exhaust fumes, odours or drafts must not enter the driving cabs. Particular attention is to be paid to the design of the driving cab which shall be insulated from the heat and noise of the engine room. Double walls, roof with ceiling with adequate suitable insulation shall be provided for the heat insulation and sound proof of the driving cabs.

All cab doors and windows shall be rain proof sealed. The cab door and window sealed shall be such as to render the cab absolutely leak proof during heavy rain. Cab floor shall be non - skid type.

Interior partition (or bulkhead) with access, to separate the driving cabs and equipment room shall be provided. All cabs and primary door handles shall be fitted with emergency inside opening to prevent staff being trapped.

Hatches or flaps that infringe the Rolling Stock Gauge when open must be automatically safely latched to prevent accidental openings during operation if unlatched.

All sub-assembled hatches shall be interchangeable between locomotives.

The mock up of locomotive driving cab shall be made by the locomotive maker at the factory or on an existing similar locomotive and shall be



inspected and approved by SRT inspecting engineers before commencing the construction of locomotives.

5.2.1.1 Windows and doors in the driving cabs shall be as follows:

Locomotive cab access doors and windows shall be sealed against drafts. The sealing system used shall require no attention before the overhaul period, and the doors shall have a positive mechanical stop to prevent seal damage.

(1) Safety glass front window (s), rubber mounted or glued to the superstructure, shall be fitted full width of the cab to provide maximum frontal visibility in the seating and standing position.

The locomotive windscreens must provide undistorted vision, driver safety and weather sealing under all climaticconditions. A laminated design is preferred which is able to resist the entry of a projectile according to UIC 651 when train is traveling of speed 120 km / hr. into the cab.

The outer surface should be resistant to windscreen wiper abrasion and maintain a good residual vision in the event of impact.

The inner surface should be resistant to spalling and pieces which become detached must be small and unlikely to cause driver injury.

The windscreens must comply with UIC 651 or equivalent standard.

(2) Rear Vision Mirrors

Rear vision mirrors shall be provided for the driver on both sides of the locomotive. The mirrors shall be the full height of the side windows and shall have a minimum clear vision width of 95 mm. The mirrors shall be so mounted that they can be turned inwards and retracted when not in use, and shall reflect a clear image, during all operational conditions.If shattered the pieces which become detached must be small and unlikely to cause driver injury.

(3) Front-view cameras

The locomotive shall be equipped one front-view full HD cameras with night vision (IR LEDs), one on each end of the locomotive. The full HD cameras shall be installed together with recorder(s). High volume SATA Hard Drive storage



arrays shall be provided to record event from all cameras. It shall be ensured that is enough for 30 days recording.

(4) Rear-view cameras

The locomotive shall be equipped a pair of rear-view full HD cameras with night vision (IR LEDs), one on each side of the locomotive. The full HD cameras shall be installed together with HD touch screen monitor(s) and recorder(s). The monitor(s)�shall�be�installed�in�the�front�of�driver’s�mate.�He�will keep eyes on the monitor(s) to see the locomotive and a train behind the locomotive. High volume SATA Hard Drive storage arrays shall be provided to record event from all cameras. It shall be ensured that is enough for 30 days recording.

(5) Coupler-view cameras

The locomotive shall be equipped one coupler-view full HD cameras with night vision (IR LEDs), one on each end of the locomotive. The full HD cameras shall be installed together with HD touch screen monitor(s) and recorder(s). The monitor(s)�shall�be�installed�in�the�front�of�driver’s�mate. He will keep eyes on the monitor(s) to see the behavior of the coupler on each end of the locomotive. High volume SATA Hard Drive storage arrays shall be provided to record event from all cameras. It shall be ensured that is enough for 30 days recording.

(6) Safety glass side windows equipped with interior catches or latches shall be fitted at each lateral side of the cab. They shall be arranged so that when windows opened, that driver and driver mate can conveniently lean out for a complete view of the rear of the train and for an easy reach in exchanging a token tablet loop with the locomotive running past wayside station and without impairing their abilities to operate the locomotive operation control equipment. Each side window in the driving cabs shall be fitted with a pull down curtain blind.

All side windows shall comply with strength requirements detailed in F.R.A. Type Test II, A and B or equivalent standard and shall be tinted, with a minimum light / heat transmission of 35% unless otherwise specified.

(7) One opening inward hinged door at each cab side entrance shall be provided. Side opening cab doors shall be double panel construction in steel sheets and frames, and shall be provided with full drop safety glass window on the upper half part. The windows when drop opened shall permit the driver



as well as his mate an easy reach for exchanging of token tablet loop.

The door shall be fitted with inside locking door latch. Individual� “Yale”� type� lock�or�equivalent� lock�with� duplicate�keys shall be fitted to entry door at driver side.

(8) Two bulkhead hinged doors constructed in steel sheets and frame for the access to the equipment compartments. Each door shall be fitted with rubber sealing joints, a fixed glass window at the upper part and door lock.

(9) Hinged panels of adequate size shall be provided on each side of the engine to allow easy access for maintenance purposes. These panels shall be fastened on the outside.

5.2.1.2 Furnishings in each cab shall include the following:

Non flammable or fire retardant material shall be used in the cab interior. Details shall be submitted to the SRT for review.

(1) One (1) driver desk, where the driving instrument and controls are grouped, at the right hand side when facing in the direction of travel, shall be arranged to permit the driver easy operation in standing, seating and leaning out positions without impairing his ability.

(2) One� (1)� driver� mate’s� desk� which� is� the� extension� of� the�driver desk, at left hand side of the cab.

(3) Two (2) seats upholstered in vinyl cloth with back rest, adjustable for height and for moving forwards and backwards, one� for� driver� and� the� other� for� the� driver’s� mate� at� the�opposite side. The seats shall be fixed to the cab floor as near to side windows as possible and allowing forward and backward movement so far as the space permits. The seat shall be similar to Dwg.No.5DE1-0002a padded arm rest shall be provided below the window sill on both sides of each cab.

(4) One (1) additional drop down flap type seats with padded and contoured base and seat back not less than 350mm wide, shall be mounted on the seat cab rear wall for use as required for inspector/authorized people.

The seat shall be of robust construction designed such that there is no possibility of the seat inadvertently collapsing under service conditions and subsequently causing injury to the person sitting on it. The top of the seat padded base shall



be approximately 500 mm above the cab floor. The fixation of the seat shall not obstruct�the�driver’s�mate operation.

(5) Two (2) wide sweep windscreen wipers and washers, at respective front windows for the driver and his mate, and two adjustable sun blind fixed at the upper part of the cab in front of the driver and driver mate. The windscreen wiper shall be so designed as to ensure positive wiper action under all operating conditions with a minimum of maintenance.

Windscreen wipers shall provide a constant speed of wipe independent of prevailing conditions. A minimum of two speeds, intermittent action and automatic parking are required. The wiper coverage of both windscreens must be maximized.

Wiper controls shall be provided at the driver's console.Suitable windscreen washers shall be fitted to both sides of the windscreen. Windscreen washer water containers shall be refillable in their normal location. All taps and water fittings shall be made of non-corrosive materials.

(6) Ceiling or wall electric fans, for the ventilation of the respective driver and his mate. The fan blade diameter shall not be less than 300 mm.

(7) Coat� pegs,� suitable� racks� for� keeping� driver� and� mate’s�luggage, and a locker for the storage of the tool box to be used enroute.

(8) A train time table and document holder, to be installed next to the driver with sufficient illumination.

5.2.2 Compartment for the power unit and any other machinery shall be arranged between the driving cabs at the same height and width with through passage way from one cab to another along both sides of the compartment and with the different groups of machinery is as accessible to the greatest extent as possible. Section of roof shall be removable to permit lifting off the engine, other equipment and auxiliaries. It is also required that individual pieces of equipment shall be removable through access hatches without the need to dismantle such pieces of equipment.

Preference will be given to hatch designs which permit opening with the minimum of labor and allow for vertical removal of main components. The passage way doors in the compartment shall be constructed in steel sheets and frame or equivalent, fitted with rubber seal joint and door lock.

Access shall be provided for crews to inspect the engine compartment during running. The cab and primary access doors shall be fitted with



suitable door locks and catches. Vandal resistant fittings shall be provided at the cab doors to enable locking the use of a standard padlock.

In case there are passageways in the power unit and any other machinery compartment of locomotive, sufficient number of side safety glass windows line with rubber for interior illumination of the compartment by daylight shall be provided.

All equipment in the compartment shall be arranged to allow convenient access to all items from side corridors provided along both sides of the compartment.

A device consisting of several detectors shall be fitted in the engine room compartment to give warning of a fire in the locomotives by means of sound and lights in the driving cab.

The ventilation system of the engine compartment shall provide for a surplusflow of filtered air to ensure that the temperature inside the engine compartment will be close to ambient temperature as possible. Pre-filters should be applied.

5.2.3 Particular problems which shall be avoided

- Leg space too narrow- Difficulty in changing body direction - Difficult access to the seat - Hard seat surface- Difficulty in adjusting seat position- Poor legibility of dials- Legibility of dials for night time driving. (suitable instrument lighting is

essential)- The layout of the emergency switches and associated equipment shall

be such that operation in an emergency situation is unhindered- Unnecessarily irritating features shall be eliminated - Microprocessor and electronic equipment shall be avoided to installed at

the driver desk excepted the drivers display.

ATTENTION: (1) Bidder shall propose the detailed arrangement and mounting of engines, all machineries, equipment and auxiliaries in the compartment with tender.

(2) Bidder shall submit the description of proposed locomotive body and underframe, including thickness, specification and specific grade of materials and dimensions of each member, accompanied by drawings to identify the construction with tender.

5.2.4 Electrical Power and Control Equipment Enclosures

5.2.4.1 The electrical power and control equipment shall be mounted on panels enclosed in pressure ventilated cubicles which are readily



accessible. All control contacts and interlocks must be fitted with dustproof compartment and all wire terminations and connections shall be readily accessible to allow visual and physical checks to be made.

5.2.4.2 All controls required to be accessed by the driver for the start-up and shut down of the locomotive shall be located conveniently in the driving cab.

5.2.4.3 Provision shall be made in the equipment room for the start-up and shutdown of the locomotive by maintenance staff. A switch accessible only to maintenance staff shall be provided to limit the starting of the locomotive for safety reasons. It shall be a three (3) position switch allowing :

(i) normal start/stop of locomotive;(ii) equipment room only stop of locomotive;(iii) full isolation of locomotive starting.

5.2.4.4 To ensure the safety of maintenance personnel, special attention shall be given to the location, security and screening of all high tension and high voltage equipment.

5.2.4.5 There shall be two (2) types of equipment doors or equipment covers fitted to the locomotives and both shall be removable with minimum effort:

(1) Doors covering equipment which is to be accessible to Drivers. Such enclosures shall generally not require a tool to obtain access. Drivers are not regarded as authorized maintenance personnel, and as such, precautions shall be taken to guard them from inadvertent or unauthorized contact with live parts.

(2) Doors covering equipment which is to be accessible to maintenance personnel and not drivers. Where covers are relied upon to prevent inadvertent or unauthorized personnel contact with live parts, they shall be fixed in position in such a manner that a tool is necessary to remove them. The type of tool shall be submitted for review.

5.2.4.6 If electrical compartment doors are located in the cab they shall be designed and sealed to prevent fumes or noise entering the cab.

5.3 Cow Catcher

A cow catcher of robust construction and attractive appearance shall be bolted to the buffer beam at each end of the locomotive. The cow catcher shall be of rigid



design to resist impact with heavy bodies and offer minimum resistance to passage of air. The shape of the cow catcher should suit the general front design.

The minimum clearance between the lowest part of cow catcher and top of rail shall take into account both wheel wear and flexibility of primary and secondary suspensions.

5.4 Bidders shall submit the analysis of stress for the locomotive structure with finite element analysis showing stress distribution and stiffness. Bidders shall also submit loads and constraints for SRT approval. Safety and durability of locomotives during their service life would be substantially considered.

6. FUEL TANK AND FUEL SYSTEM

6.1 Main fuel tank shall be of heavy gauge metallic construction, well baffled, provided with vent pipe or breather with flame arrester and with facilities for draining (with lock), inspecting and cleaning. Total capacity of tank(s) shall be at least 4,500 litres. Exact fuel tank capacity shall be stated in the proposal.

6.2 Main fuel tank shall be firmly positioned under main frame. Filling port for both gravity and pressurized fuel filling from both sides of the locomotive shall be arranged and be accessible from rail level. Arrangement of main fuel tank other than above is acceptable for consideration. Such arrangement shall be submitted with tender and shall meet with the SRT approval.

6.3 Filling pipe shall be of adequate dimensions with vent pipes of adequate capacity to avoid throttling during refueling.

6.4 The filler with locked cap shall be of latest design suitable for connection to existing fuelling equipment. Great care shall be exercised in the design and construction of the main fuel tank in order to prevent fuel oil from leaking through filling port and vent valve while running on curve track with maximum cant of 90 mm.

6.5 Suitable well protected fuel gauge graduated in litres shall be fitted to both sides of fuel tank and visible from ground level. A gauge cleaning access plug must be provided and illumination allowing the gauge to be read at night must be provided.

6.6 Insurance is to be made that adequate supply of fuel is always available at the fuel pumps and that air lock cannot occur. Fuel lines shall be of adequate size and strong pipe arranged for ease of maintenance and to withstand or prevent vibrations. Filters and strainers, fittings and accessories shall be appropriately provided.

7. PIPE WORK AND DRAINAGE



All pipes throughout the locomotive shall be arranged to give the maximum accessibility. Fitting of pipes shall be as simple as possible with facility for easy removal and replacement of parts. Particular attention shall be given to drainage points and connections potentially requiring frequent examination. All draining shall be clear from parts and equipment beneath the underframe.

The manufacture shall locate the piping so that it does not interfere with normal maintenance servicing of other components and equipment.

Piping for the pneumatic group shall be led under the body to both sides of the underframe excepted the stainless steel pipe or non – corrosive pipe.

Pipes are to be well-clamped into position and all joints must be accessible.

8. COUPLER AND DRAFT GEAR

8.1 AAR (Knuckle) type automatic central coupler and draft gear shall be fitted to both ends of locomotive with left and right uncoupler levers (individual uncoupling type). Installation to locomotive shall be such that they can negotiate minimum track curve easily. The coupler height shall be 850 (+10,-0) mm, above top rail level, when locomotive is in working order.

8.2 Capacity of coupler and draft gear shall be suitable for the working drawbar pull of not less than 60 metric tons or a maximum drawbar pull of two locomotives working in multiple, for whichever value is higher.

8.3 Coupling and draft gear shall conform to the following requirements according to the SRT adopted standards:

- Coupler complete set with draft gear shall be designed and tested to suitable for gross trainload of 2,100 tons.

- Automatic coupler of top operating type with E type head and alignment control feature, 11-inch knuckle with AAR-10A contour.

- Material of coupler body, knuckle, lock and coupler yoke shall be of cast steel grade E conforming to AAR specifications M-201 of the latest revision

- Friction draft gear shall conform to AAR standard (with standard pocket gear length of 22 3/8 inches and pocket length of 24 5/8 inches).

- Draft gear or coupler yoke shall be manufactured in cast steel grade E conforming to AAR specification M-201 of the latest revision

- Cheek casting and striker shall be cast steel conforming to AAR specification M-201 of the latest revision. Lower part of the striker that contacts the swivel shank shall be provided with replaceable polymer liner.

- Striker shall be designed with spring coupler supporting.

9. BOGIE

9.1 The bogies shall be of rugged and well proven design in actual main line locomotive operation incorporating all the latest developments. They shall be designed to have superiority with respect to riding qualities, the arrangement and formation of drive to ensure positive control for weight transfers and so for better adhesive weights. They shall be of ample strength and rigidity to withstand all stresses set up in arduous conditions on track. Wearing parts are to be kept to



the minimum and ample wearing surfaces provided. Manganese steel (11–14% Mn) or better material liners should be utilized where appropriate. Both front and rear bogies of all locomotives shall be interchangeable. Bidder shall submit all details of bogie design with tender.

9.2 Wheels and Axles

9.2.1 The wheelset shall be designed with ample strength to suit permissible axle load and incorporating the following features:

- Wheel contour (for full flange) to Dwg.No. MM2-2029- Width of wheel rim(minimum) 135 mm- Distance between inner faces of

wheel rims 927 mm (+0,-2)- Wheel set stamping or making for

identification to Dwg.No.LV19-2017/3- The spacing between adjacent axles

in each bogie shall not less than 1,650 mm

9.2.2 The wheel shall be solid wheel conformed to standard material specification in Clause 3.1. The bidder shall submit detailed description of the wheel with the tender. The condemned limit shall be said and clearly shown on the wheel.

9.2.3 Wheel Flange Lubrication (dry type or better) to be provided to reduce flange wear.

9.2.4 Wheels shall be secured to axles by cold pressing to current standard practice. Tapping and grooves shall be provided so that the wheels shall be removed and repressed by the oil injection method.

9.2.5 Axles shall be made steel forging in high quality and high strength steel, and machined all over with lathe centres be left on. Axle journals shall be thoroughly and highly finished suitable for roller bearing fittings and also the same for other parts applies with bearing for transmission or drive gears. The standard material specification of axles shall be submitted with tender.

9.3 Axle Boxes

The axle box shall be fitted with axle journal roller bearing, self-contained and sealed unit package type according to AAR standard, suitable for railway application e.g. SKF, Timken or FAG makes or equivalent makes subjected to SRT approval. Manufacturer shall submit with tender type and maker of roller bearing.

The axle box assemblies shall be arranged to permit access to the lathe centres without dismounting the axle box. Provision shall also be made for access to the ends of the axles in not less than three places at 120 degree intervals for an ultrasonic flaw detection probe.



9.4 Rail (stone) guards shall be fitted in front of the first pair of wheels at each end of locomotive, with arrangement made to maintain clearance as the wheel wear.

9.5 Static Weight Transfer due to Vertical Track Curvature

Secondary spring rates for the bogie shall be such that the weight transfer due vertical track curvature shall be kept to a minimum. The maximum allowable variation from static axle load on the smallest vertical curve specified in clause 4.1.2. shall not be more than 5% for running lines and 9% for sidings and depots.

9.6 The bidder is required to submit the following information with reference to the bogie offered for this tender.

9.6.1 Number of technically equivalent bogie manufactured, (give detailed technical description).

9.6.2 Number of bogie in 9.6.1 put in main line traction service. Also state names of using railways administrations concerned, year and number of locomotives being installed in service.

10. BRAKE SYSTEM

10.1 The locomotive shall be fitted with compressed air brake system for independent braking of locomotive and train braking. In the train brake mode, the brake

equipment shall enable the locomotive and train brake to be applied or released at the same time or proportionally.

Important features of the brake equipment shall be at least as follows:

10.1.1 Locomotive brakes can be applied with any desired pressure and shall be automatically maintained in the locomotive brake cylinders against normal leakage from them and regardless of variation in piston travel, until released by the brake valve.

10.1.2 The locomotive brakes can be graduated on and off with either the automatic or the independent brake valves.

The brake controller shall be a desk top mounted unit with both Independent and automatic brake levers operating in the vertical plane. All pipe connections shall be made through a pipe bracket to permit the removal of the brake valve for repair and servicing without disturbing the locomotive piping. The brake levers shall be arranged such that a rearward movement applies the brakes. Release position is in the full forward position.

The current settings of brake equipment in use on SRT are as follows:-

Release - 5 barInitial - 4.5 barService range - 4.5 – 3.4 barEmergency - 0 bar



10.1.3 It is always possible to release the locomotive brakes with theindependent brakes valve, even when automatically applies.

10.1.4 Maximum braking force by itself in emergency, insuring stopping distancenot more than 750 metre.

10.1.5 Emergency brake application available at all times at automatic brake valve.

10.1.6 Locomotive brakes can control the trains equipped with air brake system according to UIC specification 540.

10.1.7 Multiple unit operation is possible when two locomotives are coupled together in multiple unit service. In case the multiple locomotives are separated accidentally during operation, the braking system of leading locomotives, the trailing locomotives and the coaches/wagons in the train shall apply instantly. The design shall be ensure that in such case all the locomotives and the coaches/wagon, in the train shall brake firmly without

self-release.

10.1.8 The passenger-freight changeover control shall be provided to work with the air brake trains equipped with air brake system to UIC specification 540.

10.2 An emergency brake application valve for train brake shall be provided at the driver�cab�easily�accessible�by�the�driver�and�the�driver’s�mate.�The�emergency�valve shall allow rapid discharge of brake pipe pressure. The emergency application valve must exhaust under the cab floor using copper pipe and all bends must be kept to a minimum. Elbows must not be used.

10.3 All major equipment of the brake system such as brake control panel, brake valve,and distributor valve shall be supplied from the same air brake equipmentmanufacturer and arranged to suit above requirement. Manufacturer and type of the brake equipment shall be well-known to railway standard practice and shall be submitted with tender. Preference is given to the brand name of brake system that used in the SRT existing fleet. Bidder are requested to submit a statement of accounts of the bidder’s�(or�manufacturer’s)�previous�accomplishment�of�brake�equipment of the same type which have been supplied to other railways within the past five years, stating the name of the said railways and quantity of supplies.

A modular design of brake equipment, with the larger, high capacity valves mounted separate from the control stand shall be supplied. The marking of all components shall be by clearly identifiable labels in English. The noise level in the locomotive cab due to operation of the brake equipment shall be within the limits specified.

10.4 Piping and brake accessories shall be arranged for maximum accessibility for adjustment and maintenance and eventual dismantling of pneumatic equipment. All pipes shall be steel of ASTM STANDARD EXTRA STRONG or similar steel according to DIN 17458 or similar.



10.4.1 All air pipes must be fitted in long lengths bent to contour where necessary.

10.4.2 The use of fitting such as bends and elbows shall be avoided in the interest of fast brake propagation through the vehicle.

10.4.3 The brake pipe shall be nominally straight.

10.4.4 Pipefitting (if use) shall be accessible and capable of being tightened in service, and so arranged for ease of service dismantling.

10.5 Air brake pipe shall be 1-1/4 inch seamless nominal diameter complete with double connections provided at both ends of locomotive. Double end connections of the air pipe shall be placed symmetrically at about 690 mm from center of coupler and about 845 mm above rail level similar to SRT Dwg.No.5-DE2-0003.End connections shall include 30 bends, 1-1/4 inch diameter and 22-1/16 inch long rubber hose with coupling head per UIC 541-1 and 830-1, rubber hose coupling head holders are similar to SRT Dwg.No.5-DE2-0003.

The cut-out cock mounted to 30-degree elbow at air pipe end, shall be a ball type having a snap action to prevent unintentional changing of position or being left half open (or close). Left hand and right hand type cut-out cock shall be installed appropriately. Cut-out cocks for all air pipes shall be located both front and behind the headstocks.

10.6 Each of all wheels at each bogie shall be individually braked by one or two brake shoes with brake force actuated by air brake cylinders. The braking device shall be of Brake Units type which incorporates a built-in brake cylinder and slack adjuster to eliminate brake rigging and maintain even clearance between brake shoe and wheel tread without manual adjustment.

The brake unit shall be fitted to each wheel of the locomotive and shall transmit sufficient equal brake force to the adjacent wheel, to giving a smooth and high braking effect at all wheels without the wheelset skidding.

Renewable brake shoes similar to SRT Dwg.No.1-4101D4-001/1 shall be provided. Bidder shall submit type, maker and detailed arrangement of brake unit fitted to bogies with tender.

Detailed calculations for brake forces along with the brake-rigging diagram will be submitted for approval.

10.7 The parking brake shall also be provided for the braking of locomotive.

A spring fitted air release parking brake shall be fitted capable of holding a locomotive (in full service condition) stationary on a grade of 25 per mil for an indefinite period. The spring parking brake shall be applied to the maximum number of axles as is practicable. The maximum adhesion required shall be less than 7.5%.



An actuation device labeled PARKING BRAKE, ON and OFF, shall be provided on the� driver’s� console� in� the�cab� to� control� the apply and release valves. Manualoperation of the apply and release valves shall also be possible and shall be labeled as for manual actuation. It shall not be possible to manually lock the valves so as to override the operation of the actuation devices. The release and the parking brake shall only be operative in an active cab and shall ensure that momentary operation shall release the spring parking brakes on all coupled locomotives. The status of each spring or manual parking brake shall be indicated in the cab.

The air release position shall be supplied with air from the main reservoir when the�dead�Engine�Device�is�set�at�“NORMAL”.�With�the�dead Engine Device set at “DEAD”�the�greater�of�either�main�reservoir�pressure�or�brake�pipe�pressure�will�be supplied to the air release position.

The parking brake shall fully apply for brake pipe pressures less than 2 bar. The parking shall be capable of being pneumatically fully released by brake pipe pressures above 3 bar. In case of emergency, if locomotive apply the parking brake, it should be release manually through electric pulse valve.

The parking brake unit shall be able to completely release a parking brakeapplication with a maximum of 4.5 bar air supply to the air release portion of the unit for the service life of the unit.

Provision shall be made for a manual quick release, to operated at the actuation, when compressed unit not available

The parking brake system shall have a visual indication, whether It is applied or released (pneumatically or mechanically).

10.8 Corrosion Protection

10.8.1 All bolts, set screws, washers, nuts and studs shall be zinc passivated or stainless steel. The threads on all of the above including studs, set screws and bolts within at brake components shall be treated with a suitable anti-seize/anti-corrosion protection before assembly.

10.8.2 When any brake component is initially assembled, all threads into dissimilar metals and mating surfaces of valve components shall be treated with suitable anti-seize/anti-corrosion compound or equivalent on assembly. All mounting bolts or screw threads shall be treated with the suitable anti-seize/anti-corrosion protection.

10.8.3 Aluminium or aluminium alloy valves or modular brake components shall be fully anodized in accordance with Clause 21.13 of this specification or protected from corrosion by an Alodine coating.



10.8.4 In areas where moving contact exists on the surface of the aluminium, these areas shall be fully anodized as above or suitably sleeved or bushed to reduce wear.

10.9 Dynamic braking equipment shall be fitted on the locomotive. This braking shall be used in combination with train brake. The control for dynamic brake shall be designed for easy operation.

Dynamic braking grids and cooling fans shall be assembled as a unit with in a removable hatch. All sub assembled hatches shall interchangeable between locomotives.

Detailed description of dynamic braking system shall be submitted with tender.

11. AIR COMPRESSOR

11.1 The supply of compressed air for locomotive and train air braking for other pneumatic requirements of the locomotive shall be by the air compressor. The air compressor shall be of well proven reciprocating or screw type. The crankcase of air compressor made of cast steel is preferable. The system as installed shall be removable by crane or forklift with minimal difficulty.

11.2 The total effective output capacity of the air compressors (free air delivery, atm) shall not be less than 6,000 litres per minute at a pressure of 10 bar.

11.3 The preference of the driving system of the air compressor shall be AC motordriven only. The compressor shall be air cooled and mounted in the equipment compartment. Oil spillage trays shall be provided with adequate height to contain the complete volume of crankcase oil for the locomotive standing on track at maximum cant.

The main compressor crankcase oil level indicators shall be so arranged that with the main compressor running an accurate low reading is obtained on track up to a maximum cant of 90mm in either direction. The full reading should be accurate on level track.

11.4 Attention must be paid to the provision of main reservoirs if equipped with automatic drain valves, oil and water separators equipped with automatic drain valves, air dryers, filters, traps, drains, etc., to prevent the ingress of dirt or other foreign matters into the compressed air system, and to permit moisture selectingin the system to be drained away. SRT prefers to have several main air reservoirs in order to collect condensation of water.

Air dryer shall be cold regenerating absorption type with two (2) chambers. The system shall be electronically controlled with integrated oil separator. Automatic deduction of condensate towards dryer entrance shall be provided.



Condensate reservoir tank for the air dryer shall allow separate treatment of condensate with respect to environmental legislation. Condensate reservoir shall be equipped with discharge valve and condensate level control.

11.5 Main and Auxiliary Reservoir

11.5.1 The design pressure for the air reservoir shall be 11 bar. A corrosion allowance of 2 mm is required unless the reservoir are made of non-corrosion material e.g. stainless steel and it is required that the longitudinal joints be back welded internally; backing bars shall NOT be used.

11.5.2 The main reservoirs shall be located where they will not absorb equipment room heat and inspection openings are to be accessible for internal reservoir inspection with the reservoirs installed on the locomotive.

11.5.3 Confirmation of inspection and facility for recording future inspections shall be provided in an area which shall be accessible for visual inspection with the reservoirs installed on the locomotive.

11.5.4 Two safety valves shall be provided, one located adjacent to the compressor, the other located to prevent overcharge from an external source via the main reservoir equalizing pipe.

11.5.5 The safety valves shall be located so as not to be affected by pulsating air or accumulation of foreign matter. If the safety valve is mounted on a branch pipe, the pipe shall be not less than 25mm nominal bore and the length is not to exceed two (2) metres.

11.5.6 Safety valves shall be set and sealed before delivery, and these shall have sufficient capacity to prevent the main reservoir air pressure exceeding 10.8±0.2 bar at maximum compressor output under operating conditions.

11.5.7 Safety valves are to be set to operate at 10.8 ± 0.2bar.

11.5.8 The actual location of the safety valves shall be submitted for review. The capacity of each safety valve shall be stated in the Tender.

11.6 A low oil level or low oil pressure switch shall be fitted to provide fault indication to the driver. This switch shall give accurate indication with the oil level at its safe operating minimum and the locomotive on a track of maximum cant of 90mm in either direction or other protection of the compressor can be proposed.

11.7 Bidders shall provide the following technical data:

(1) Make and model of compressor.(2) Type of drive.(3) Type of coupling.(4) Rated capacity and speed.



(5) The method of unloading the compressor.(6) Guaranteed oil consumption.(7) Minimum safe operating oil level with the compressor mounted on the

locomotive on track with 90 millimetres cant.(8) Maximum operating time for the compressor under the conditions stated

in (7).(9) Service intervals and requirements.(10) A certificate of conformance shall be provided.(11) Details of all tests such as humidity / water content tests shall be

provided.

11.8 The bidder is required to submit the following information with reference to the air compressor offered for this tender.

11.8.1 Number of identical air compressor manufactured up to date.

11.8.2 Number of technically equivalent air compressor manufactured, (give detailed technical description).

11.8.3 Number of air compressor in 11.8.1 and/or 11.8.2 put in main line traction service. Also state names of using railways administrations concerned, year and number of locomotives being installed in service.

12. DIESEL ENGINE

12.1 The locomotive shall be powered by diesel engine suitable for rail traction application in the main line of the SRT with electric transmission.

12.2 The diesel engine shall be of water-cooled, pressure lubricated, single-stage turbocharger, multi-cylinder with one properly balanced cranks shaftarrangement. The engine equipped with 2-stage turbochargers is not accepted.

The diesel engine shall be produced by original manufacturer only. Those manufactured under license shall not be accepted. The engine shall also be of recent standard products, being produced in such sufficient quantities that prompt services are to be ensured and that supply of spare parts is made available at reasonable prices.

The bidder must offer only one model of engine for this tender.

Preference is given to brand name of engine that used in SRT existing fleet.

12.3 The diesel engine offered shall develop sufficient continuous rated horsepower input to the main alternator as specified in Clause 4.2.6 for locomotive performance requirements as specified in Clause 4.3 in this specification and shall be operated at site condition in Thailand as specified in Clause 4.1.3.

The gross horsepower of the diesel engine rated at site condition shall be sufficient for maximum load requirements for traction and all auxiliaries. Power consumed by auxiliary equipment should be detailed. Details of auxiliaries should be stated.



The bidder must submit with tender in details the engine specification, technical data, arrangement, features of the diesel engine and parts and any other information, accompanied by drawings and/or catalogues, etc.

The technical data shall include the following:

(Unless otherwise specified, the operating condition of diesel engine at site condition in Thailand shall be based on mean sea level, 45�C ambienttemperature and 100% humidity).

12.3.1 Gross horsepower under UIC (International union of railway) nominal rating.

12.3.2 Maximum engine rating at site condition in Thailand as follows:

12.3.2.1 Engine gross horsepower ready for operation at site condition in Thailand as specified in Clause 4.1.1 to 4.1.3.

12.3.2.2 Power consumed by auxiliary equipment, stating details for auxiliaries.

12.3.2.3 Net horsepower input to traction alternator for electric transmission (based on gross horsepower at site condition in Thailand)

12.3.2.4 Horsepower output at locomotive wheel rim

12.3.3 Brake horsepower-torque-speed curve at various engine speeds

12.3.4 Fuel consumption in grammes per brake horsepower-hour/ kW - hour, for each engine operating speed

12.3.5 Fuel consumption in grammes per hour when idling

12.3.6 The bidder shall state the specific fuel consumption per traction Horse Power hour of locomotive at full throttle and ¾ throttle for fuel oil specified in Clause 12.4 along with properly published documents.

12.3.7 The fuel consumption tests shall be carried out at the manufacturer's works under the supervision of the SRT's representative.

12.3.8 Brake mean effective pressure, peak firing pressure and exhaust temperature at rated output

12.3.9 Exhaust gas emission standard shall at least conform to US EPA Tier 2or UIC IIIA or EU Stage IIIA. Engine manufacturer shall provide emission certificate.

12.4 The diesel engine shall be capable of working satisfactorily, with minimum wear and minimum maintenance, with diesel engine fuel (Up to B20) as follows:

12.4.1 Specification of bio-diesel (B7, B10 and B20) fuel



PropertiesSpecification of bio-diesel (Limits)

Test method

B7 B10 B20

Specific Gravity @ 15.6/15.6°C(min-max)

ASTM D 1298

0.81-0.87 0.81-0.87 0.81-0.87

Flash Point, °C (min) ASTM D 93 52 52 52Water content, mg/kg (max) EN ISO

12937

300 200 300

Viscosity, Kinematic @ 40°C (min-max)

ASTM D 445

1.8-4.1 1.8-4.1 1.8-4.1

Carbon Residue on 10% Distillation Residue, %wt (max)

ASTM D 4530

0.30 0.30 0.30

Ash, % weight (max) ASTM D 482

0.01 0.01 0.01

Pour Point, C (max) ASTM D 97 10 10 10Sulphur Content, %wt, ASTM D

26220.005 0.005 0.005

Cetane Number

ASTM D 613

ASTM D 976

50 50 50

Copper Strip Corrosion, Classification (max)

ASTM D 130

No.1 No.1 No.1

90% Vol. Distillation temp. C (max) ASTM D 86 357 357 357Oxidation Stability, hrs EN 15751 35 35 35Colour (hue) Visual Yellow Purple RedMethyl Ester of Fatty Acid, % Vol. (min-max)

EN 14078 6.6-7 9-10 19-20

Lubricity, mm (max) CEC F-06-96

460 460 460

Additive (if any) Approved by Department of Energy Business

12.4.2 Specification of lubricating oil (for guidance only)

The oil currently used in SRT is of SAE 40 grade, meet API service classification CF/SF and MIL-L-2104 D including the following requirements:

Properties Test method Limits

Kinematic viscosity @ 100�C, cSt (min - max) ASTM D 445 14 – 17

Viscosity index (min) ASTM D 2270 95

Flash point, COC, �C (min) ASTM D 92 230

Pour point, �C (max) ASTM D 97 -15

Total base number, mg KOH/g (min)ASTM D 664 or ASTM D 2896

10

Sulphatedash, %wt(max) ASTM D 874 1.3

Water content, %vol(max) ASTM D 95-83 0.05



12.4.3 Bidder shall submit in details the specification of lubricating oil suitable for the proposed diesel engine. Bidder must furnish at least two brand names of applicable lubrication oil available in Thailand, which conforms to above lubricating oil specification.

12.5 The diesel engine shall be equipped with all accessories for its complete and efficient functioning and shall include the following devices:

12.5.1 The engine speed electronic governor

12.5.2 Engine protective devices:

12.5.2.1 Engine protective device against low lubricating oil pressure.

The engine shall be protected against abnormal drops in lubricating oil pressure by a pressure switch or sensor that shuts down the engine and cuts out the traction circuits.

12.5.2.2 Engine protective device against high lubricating oil temperature.

The engine shall be protected against abnormal increase of lubricating oil temperature by a thermostat or sensor that returns the engine speed to idling.

12.5.2.3 Engine protective device against over speed

The engine shall be protected against over speed by a device arranged according to engine maker design. It shall at least include:- Rapid shutdown of engine by cutting off fuel supply or both

fuel supply and charged air to the cylinders.- Cutting out of main alternator excitation.

12.5.2.4 Engine protective device against low water pressure and low water level.

The engine shall be protected against abnormal low pressure in the cooling water system by a pressure switch or sensor that shuts down the engine and cuts out the traction circuits.

The locomotive shall also have a device to prevent the engine from being started if the cooling water level is too low and to shut down the engine if the water level drops below a safe limit in service.

12.5.2.5 Engine protective devices against overheating

The engine shall be protected against abnormal increase of temperature of the cooling water by a thermostat or sensor that automatically returns the engine to idle speed.



The above faults (item 1-5) shall be indicated by the illuminating of the corresponding warning light on the driver control desk and cause and audible signal in each driving cab.

If there is any added or deducted of engine protective device, bidder shall prove that it contributes to the improvement

12.5.3 Efficient filtering of the fuel oil and efficient lubricating oil filters shall be provided. Bidder must describe the filtering system and its effectiveness of the lubricating oil and fuel oil system of the diesel engine.

12.5.4 Electric starter shall be accomplished by current from storage battery or capacitor. Starting and stopping of the engine shall be done from each driving position.

12.5.5 All intake air to the engine shall be efficiently and thoroughly filtered by primary and secondary filter system. It must be ensured for the efficient (with practical) filtering of air for the engine to keep minimum wear of pistons, piston rings and liners.

Information of the offered filtering system including the construction and layout of all components as well as the filtering efficiency of both primary and secondary filters must be furnished with tender. The maximum air flow, flow rate at 1/3 power and at idle through these filters shall be stated in the tender.

The engine air filtration system shall be fully described and an easily accessible point must be supplied to measure the pressure at the outlet of the filter. Allowable pressure drop must be stated. The engine air intake location must be arranged to be as high as practicable from the ground to ensure that the air drawn in will initially be as dust free as possible.

12.5.6 The exhaust system should incorporate the exhaust silencers to suppress the noise to a reasonable level without affecting the engine efficiency under all conditions of speed and load. The maximum noise level shall conform to Clause 28.4.4. The�temperature of exhaust gas before entering

the turbocharger shall be kept lowest, preferably not exceeding 600�C when operating at site condition in Clause 4.1.3. Bidders are requested to clearly elaborate this point in their offers.

12.5.7 Provision to prevent the ingression of rainwater through the exhaust and air intake pipe. Drainpipes shall be fitted where required to drain off any rainwater that may enter the engine piping system.

12.5.8 All draining shall be clear from parts and equipment beneath the underframe. The manufacturer shall locate the piping so that it does not interfere with normal maintenance servicing of other components and equipment.



12.5.9 The turbocharger must be readily removable through a roof hatch, as a complete assembly.

12.5.10 An oil filler pipe attached on each side of the engine crankcase of at least50 mm bore with a spring loaded or magnetic sealing cap shall be supplied for the purpose of topping up engine oil. A dipstick is required on each side showing full and low, both running and stopped.

12.6 The bidder shall supply with tender information and statement regarding the type of engine to be offered on the following:

12.6.1 Number of identical engines manufactured up to date.

12.6.2 Number of identical engines in clause 12.6.1 being used for rail traction in main line locomotives. State names of user railway administrations, year and quantity supplied.

12.6.3 Number of technically equivalent engines manufactured by the same maker up to date.

13. COOLING SYSTEM

13.1 The cooling water circuit shall be of pressurized system. The cooling equipment shall be of adequate capacity for all the cooling requirements, designed to permit continuous operation under full load condition as well as under 45�C maximum ambient temperature with water temperature be thermostatically controlled. The radiator capacity shall include at least 25% margin to take into account of any reduction in efficiency of the radiator elements inner and outer surface. The cooling system shall be designed to operate under pressure at all times.

13.2 The cooling radiator shall be of robust design, compact and suitably mounted for easy cleaning, repairing and replacing. Cooling elements shall be well protected. It is preferred that radiator tubes be mechanically bonded to the seat plate. Solder joints in this position will not be considered.

Cooling air inlet shall be arranged as high as practicable from the ground to ensure that the air drawn in will initially be as dust free as possible.

The engine cooling water flexible connections shall be of metallic construction and the type proposed must be submitted for review in accordance with Clause 22 before fitting to locomotive.

Fan(s) to supply cooling air shall be preferably driven by Mechanical direct drive or Hydrostatic drive or AC Motor and shall be well balanced, carefully aligned, arranged to insure automatic regulation of cooling water temperature to suit all phases of working.

The fan / radiator combination shall be capable of dissipating 125% of the total heat rejected by the engine and oil cooler, at full load, under the climatic



conditions detailed in Clause 4.1.3. Aluminium or aluminium alloys shall not be used in the engine cooling water system. The engine and ancillary water cooling system shall be compatible with the use of water treatment to SRT Specification.

13.3 Radiator water filling device shall be arranged for under pressure filling and fitted to both sides of the locomotive accessible from rail level. An additional gravity filling from top of radiator shall be provided. Any other suitable arrangement will be considered. Provision shall be made for the complete drainage of the system. Indication of the coolant level, full and low, both running and shut down shall be provided.

13.4 Heat exchanger for engine lubricating oil and charged air cooler shall be integrated in the engine cooling water circuit.

13.5 Any recommendation for cooling water treatment shall be submitted with tender. If use of patent chemical is suggested, more than one brand of different origin should be recommended. SRT is now using DCA 4L or Nalco 8539 for cooling water treatment.

13.6 Great care shall be exercised in the design and construction that all equipment and devices, which are lubricated by grease or oil, shall not be fitted at the area inside the cooling unit room or under the cooling unit.

13.7 Bidder shall state the�expect cooling water temperatures at inlet and outlet of radiator when the engine is at 100% load in Thailand. The inlet temperature shall not exceed 95 � C at 100% load.

According to Clause 13.7, there will be verification test in Thailand after the

locomotive has been in service for 3 months.

14. ELECTRIC TRANSMISSION EQUIPMENT

Equipment shall be easy to maintain and remove, without the need to strip large amounts of superstructure or other equipment. Consideration shall also be given to the provision of a safe working environment with regard to access to equipment.

Rotating electrical traction equipment shall be designed and tested to IEC 60349 or IEEE 11 or equivalent standard. Equipment shall have at least H class insulation, or better, and an insulation temperature index to IEEE 304(1) or IEC 60085 in conjunction with IEC 60216 for an evaluation criterion of 20,000 hours endurance.

All equipment must have nameplates with serial numbers, etc. clearly stamped for maintenance staff to easily read during routine maintenance.

The preferred grease for use in electrical rotating equipment bearings shall have a high level of inhibitors to prevent moisture contamination and corrosion. High oxidation stability is also required. The greases used will be required to last to at least the overhaul period, without breaking down.



Bearings used in traction motors, drive units, etc shall have a full description of life/load designs, and an explanation of bearing designations used.

All power units complete with Main Alternator, Auxiliary Alternator, Rectifier Modules, Inverter Modules, etc and all AC-AC Traction Motor shall be subject to type test and running test. These test shall be carried out by SRT or SRT Inspecting Engineer (s) in accordance with specific requirement. Necessary instrument, Gauge and labor required for this purpose shall be provided by manufacturer free of charge.

SRT or SRT Inspecting Engineer shall have the right to dismantle of any assembly/part for inspection and shall have the right to reject any part/unit, which does not comply with this specifications or standard.

14.1 Main Alternator and Traction Motor

14.1.1 Main alternator and traction motor shall be suitable for main line diesel electric locomotives, and shall be able to operate under tropical climatic conditions at any rail speed above the minimum continuous rated speed without the temperature rise of the machine exceeding the normal maximum values (as to be recommended by maker).

14.1.1.1 The main alternator shall be coupled directly to the diesel engine and deliver a three phase alternating current.

The arrangement will allow the alternator to be removed from the engine, while the engine is in the locomotive.

Clean and dry air supply shall be used for cooling of the main alternator. Oil fumes must be prevented from entering the main alternator compartment. The main alternator exhaust air must not be re-circulated.

14.1.1.2 Traction motors shall be alternating current motor (AC motor) and have rating capacity, not only to meet with the required performance for locomotive as specified but also with sufficient margin allowed to ensure dependable and efficient operation of the locomotive. All traction motors in each bogie shall be connected in parallel. Axle control or bogie control is accepted.

Traction motor protecting device shall be provided as required by the bidder's traction control schemes.

It shall be possible to disable motor speed signals from traction motors which are cutout. It shall be possible to cut out traction motor(s) or bogie without affecting the control of motoring of the locomotive. The remaining motors shall not be subjected to overload.

The traction motor shall preferably be a nose- suspended type mounted to the axle by roller bearings. Other design of traction



motor suspension system could also be offered for SRT consideration. In any cases, sufficient details shall be submitted.

The traction motor shall preferably be a nose-suspended type mounted to the axle by roller bearings. Other design of traction motor suspension system could also be offered for SRT consideration. In any cases, sufficient details shall be submitted.

It shall be possible to stack motors without incurring damage to any part. Lifting lugs shall be supplied to allow lifting of the motor by overhead crane. Safety lugs shall be provided to ensure that the motor will not fall on the track should the nose suspension arrangement fail.

The traction motors shall be efficiently cooled with filtered air which is free of dust, diesoline and oil, with air outlet openings fitted with meshing and located such that ingress of water and other contaminants is precluded.

Traction motors must be so designed that the locomotives can pass through at least 75 mm of stagnant water above rail level at 5 kph, when wheels are down to minimum diameter.

Traction motors should, without attention other than preventative maintenance run to at least the overhaul period as specified.

The design of the bogies must allow for the ready removal of traction motors if axle mounted, from below without the need to lift the locomotive. Removal of the traction motor by drop downis acceptable.

Adequate space shall be provided for ease of connection and disconnection of traction motor cables and for servicing and inspection of the traction motors and associated components whilst the locomotive is assembled on the bogies.

Traction motor leads shall be adequately retained to prevent fouling of the bogie or underframe equipment. Care must be taken to locate the leads so that maintenance is made as easy as possible.

A traction motor terminal box shall be used for the termination of traction motor cables. The method of termination shall be submitted for review. Soldered lugs are not acceptable.

Cable connections shall be clearly marked to prevent incorrect connection.



Traction motors are to be painted externally for ease of identification. Colour to be advised to the awarded bidder. The motors are to be painted with enamel paint of good heat and chemical resistance.

14.1.1.3 The traction motor pinion and axle gear case seal design shall achieve minimum leakage.

The gear case design shall have large opening(s) for easy access for topping up with lubricant and shall provide a simple and quick method of checking the quantity of lubricant.

Lubricant shall be a commercial product which at least three (3) brands compatible product available in the Thailand. Breathers,seals and labyrinths used on gear cases shall not allow ingress of dust or other contaminants.

The lower half of the gear box case shall be designed to facilitate ease of separation.

High pressure steam or hot water, as well as degreaser, will be used to clean bogies periodically and all seals, labyrinths and breathers shall be designed to prevent moisture enteringbearings, greases and lubricating oils.

Pinions are required to be considered as part of the traction motors for warranty and reliability purposes.

Gears/pinions shall require minimum or no maintenance for at least the overhaul interval.Details of all equipment and control system for AC drive system shall be submitted with tender.

14.1.2 Main alternator and traction motor shall be provided by original manufacturer only. The manufacturer shall have a well-qualified manufacturing experiences and ability in the past 20 (twenty) years in production and supply electrical rotating machines for railway applications of at least. Bidder must submit the evidence to proof qualification of the manufacturer as stated above. Those manufactured under license shall not be accepted.

The bidder is strongly requested to describe technical description and specifications of the said electric transmission equipment offered including its component parts, also stating their capacity rating (current-power) in complete details and any characteristic curves and features.

14.1.3 The bidder is required to submit the following information with reference to the main alternator offered for this tender:



14.1.3.1 Number of identical or similar family main alternators manufactured up to date.

14.1.3.2 Number of technically equivalent main alternators manufactured, (give detailed technical description).

14.1.3.3 Number of main alternators in 14.1.3.1 and/or 14.1.3.2 already used for main line railway service. Also state names of using railway administrations concerned, year and number of locomotives being installed in service.

14.1.4 The bidder is required to submit the following information with reference to the traction motor offered for this tender.

14.1.4.1 Number of identical or similar family traction motors manufactured up to date.

14.1.4.2 Number of technically equivalent traction motors manufactured, (give detailed technical description).

14.1.4.3 Number of traction motors in 14.1.4.1 and/or 14.1.4.2 put in main line traction service. Also state names of using railwaysadministrations concerned, year and number of locomotives being installed in service.

14.1.5 The bidder shall submit with tender the following:

14.1.5.1 Traction alternator performance curve

Load current of traction alternator-terminal voltage at various speeds (combined characteristic curve of engine & alternator efficiency at rated output of main alternator with load regulator).

14.1.5.2 Traction motor performance curve

14.1.5.2 Overall efficiency curve at various speeds (input to traction alternator – output at wheel rim)

14.2 Traction Control System

14.2.1 A well-proven and reliable traction control system to obtain the most efficient use of equipment shall be incorporated, preferably incorporating on board microprocessors for control functions, traction power regulation, adhesion management, monitoring and diagnostic display purposes.

14.2.2 This control system must be so arranged that starting of locomotive from rest shall be soft and smooth, and that engine power shall be fully utilized throughout total speed range of locomotive. A safety-locking device shall also be provided to protect the reversible direction while the locomotive is in motion.



14.2.3 Protection shall be given by the system against overloading of diesel engine in case of one or more engine cylinders fail to deliver their normal rated output.

14.2.4 The bidder is required to submit with tender technical description of the offered control system conforming to the above requirement, describing the arrangement, features, operating characteristic of the whole system. The record of experience of the offered system in actual main line service should be submitted.

14.2.5 The bidder is required to submit the following information with reference to the traction control system offered for this tender.

14.2.5.1 Number of technically equivalent traction control systemmanufactured, (give detailed technical description).

14.2.5.2 Number of traction control system in 14.2.5.1 put in main line traction service. Also state names of using railways administrations concerned, year and number of locomotives being installed in service.

14.3 Traction Motor Blower

14.3.1 Suitably AC motor driven traction motor blowers shall be provided. They shall be of suitable arrangement to supply clean filtered air for ventilating traction motors with appropriate ducts and connections. Mechanical drive is preferable.

14.3.2 The blower shall be of ample capacity, using anti-friction bearings. The amount of air blown into the traction motors shall be arranged to suit the loads on the motors at all operating conditions and the discharge of the hot air leaving them shall be so arranged as to minimize stirring dust along the railway track.

14.3.3 Bidder shall submit with tender arrangement and description of blower installation of the system, designed capacity, type and make.

14.4 Automatic Anti – Wheel Slip Device

The automatic anti-wheel slip devices shall be provided to detect and correct wheel slip. The device shall have high sensitivity in detecting the least possible different of the speed of wheels. The control of wheel slip on each bogie shall be made independently from each other; the required slip function to be elaborated further shall be exerted only on the slipping power plant.When wheel-slip occurs, the system shall provoke the following:

- Sanding operation- Warning indicator



- Automatic reduction of tractive effort.

When wheel-slip has been overcome, the warning bell and warning light shall be cut out, sanding stopped and main alternator excitation re-established, it shall be then possible to increase the engine speed as required.

14.5 Protection Against Short Circuits

The protection devices shall be as follows:

14.5.1 Ground protection in the power circuit equipment, if a ground occurs in either propulsion system, the main alternator excitation, dynamic brake circuit and traction circuits are to be cut out, and the engine in the affected system returns to idle speed. The fault shall be indicated at the driver’s�desk and the alarm bell shall sound in the driving cab.

14.5.2 Circuit breaker on the earthling connecting of the low voltage circuit visual indication is given for earth fault.

14.5.3 Earth fault protection shall be provided to protect traction, dynamic brake auxiliary and battery circuits.

14.5.4 The fault indication system shall indicate the presence of positive or negative earth faults. A facility shall be available to disconnect the earth fault protection circuitry.

The different control and lighting circuits shall be protected by fuses or circuit breakers.

14.6 Speed Limitation Protection

The safety device to protect train from running exceeding 45 kph and 55 kph in hilly section, and 120 kph maximum speed shall be provided. When the train/locomotive overrunning the restricted speed the device shall perform the safety function through the following manners:

- Warning light illuminates and audible signal sounds in driving cabs- The engine speed turning to idle- Main alternator excitation to be cut out- Emergency braking to be applied automatically

Bidders are requested to clearly elaborate this protection in their offers.

14.7 Dynamic Brake System

Dynamic braking resistors, blowers and the necessary controls shall be provided. Extended range dynamic brake shall be provided.Suitable interlocking shall be provided which shall prevent the operation of the locomotive brakes while the automatic air brake on the locomotive is in use and



the dynamic brake is engaged, except where the air brake is used in emergency. Sufficient time delay shall be provided following exit from dynamic braking to ensure that the locomotive air brake cannot be applied while residual dynamic braking is present, except when the air brake is operated in emergency.

Provision shall be made for isolation of the dynamic brake feature without isolating the automatic air brake.

Adequate protection of the dynamic brake shall be provided.

Provision shall be made for the driver to manually isolate the dynamic brake if required.

The maximum dynamic brake capacity shall be available through as wide a speed range as possible.

The power to dynamic brake switching sequence shall incorporate an automatic time delay.

The dynamic brake resistors shall be force-ventilated such that temperature shall not exceed the rating of the resistors.

If the ventilation air is lost to the brake grid due to a fault condition such as the brake grid blower circuit breaker tripping, the current flowing in the brake grid shall be immediately reduced to and remain at zero until such a fault condition is cleared. If dynamic brake over temperature protection is to be provided by temperature sensors only, then it shall be proven that under worst case operating conditions, loss of ventilation cannot cause any damage to the dynamic brake due to the thermal delay of the sensors.

It is required to have the capability of full self load-box function with minimum set up required. Bidder shall be submitted the associated material for the SRT approval.

The bidder can propose the regenerative braking system for consideration.

15. AUXILIARY ELECTRICAL EQUIPMENT AND LIGHTING

15.1 The electrical machines shall be of well-tried and tested design, from which trouble free service shall be expected.Insulation suitable for humid tropical conditions shall be provided throughout.

15.2 Protection against fuel oil, lubricating oil, water, dust and moisture must be provided for all electrical equipment and components.

15.3 All electrical rotating machines installed in the locomotive shall be designed to operate with their respective continuous ratings.

15.4 The voltage supply of the control system, auxiliary machines, lighting etc. shall be stated in the tender. The 24 or 75 V DC supply is preferable.



15.5 Auxiliary Inverter shall be provided for convert the DC power to AC power for the auxiliary load on locomotive.

15.6 Battery

Heavy duty storage batteries for the locomotive shall be suitable designed with high efficiency and adequate capacity for starting, lighting and other purposes necessary for the controls of the locomotive as the manufacturer designs. They shall be housed in well-ventilated boxes and shall be easily accessible for inspection. Batteries shall be located external to the engine room and cab. The battery compartment must be oil and waterproof to prevent fuel oil, engine oil or water getting into the batteries and be adequately drained. The battery boxes shall be made of stainless steel or suitable material recommended by bidder and shall have sufficient size for batteries type TRE 8/6 as shown in SRT Dwg.No.2D8-003, and shall be accessible for loading batteries with fork lift truck or similar mechanical device and the interior shall be coated with acid resistant material.

Source of charging current shall be supplied by auxiliary inverter. Arrangement shall also be provided for charging the batteries from an external source. Battery voltage and capacity shall be stated in the tender.

A main battery switch or circuit breaker shall be provided convenient to the driver, to isolate the electrical equipment from the battery.

Two fuses or a double pole circuit breaker shall be provided in an oil and waterproof electrical box on the side of the battery box, to provide isolation and protection for the battery box.

Preference will be given to low maintenance Ni - Cd batteries.

In the event of charger failure, a battery charged at least 80% capacity will be capable of supplying excitation, control and safety systems for a period of two (2) hours to enable clearing the locomotive off a section.

The locomotive shall be provided with facilities to enable it to be safely started from an external source, including an adjacent locomotive, without damage to any equipment. This facility shall be easily accessible from both sides of the locomotive, preferably near the main battery switch.

15.7 Electric Lighting

15.7.1 Headlight

Two headlights, 50 watts (minimum) each of Xenon type or better, shall be mounted at each end of the locomotive. They shall be mounted centrally at roof top level. A dimmer switch or low beam switch shall also be�provided�on�the�driver’s�instrument�panel.

15.7.2 White marker light



Two white marker lights, 35 watts (minimum) each of Xenon type or better, controlled by individual switch in each driving cab shall be mounted at each end of the locomotive and shall be fitted to the left hand and right hand side at the same level as red marker lights and shall be arrange between red marker lights.

15.7.3 Red marker light

Two red marker lights, 3 watts (minimum) each of LED type, controlled by individual switch in each driving cab shall be provided one at the left hand and the other at right hand side of each end of the locomotive.

15.7.4 Illumination

Adequate illumination shall be provided inside the driving cabs (ceiling light), power plant compartment and any other interior parts of locomotive. Power sockets shall be distributed throughout the locomotive for plugging in the inspection lamp.

15.7.4.1 Instrument Lighting

The� driver’s� control� instrument� panel� shall� be� sufficiently�illuminated so as to allow driver/driver mate to distinguish the position of all control gears and switches in total darkness with all other cab lights extinguished. The source of illumination shall be shielded so that it is not visible, either directly or by reflection, to the driver/driver mate.

Gauges shall be fitted with anti-glare face glass. All gauges shall be so positioned that there is no reflection of gauge illumination onto the windscreen or windows.

All gauges and instrument lights shall be controlled by the one switch. L.E.D. type indicator lights are preferred

An adjustable dimmer control shall be provided for a range of illumination levels from zero to full brilliance. Provision shall be made to dim gauges light and display. Warning, etc indicators shall not be affected.

The switches for lighting control with inscription or nameplates shall�be�suitably�grouped�and�placed��on�the�driver’s�instrument�panel.

15.7.4.2 Step and Ground lights

Lighting shall be provided to illuminate all steps, bogies and the surrounding ground and cab area.



15.7.4.3 Interior cab lights

Interior cab lights shall be provided and easily accessible to both driver�and�driver’s�mate.�Lighting shall provide a minimum level of 100 Lux and shall illuminate all controls without reflection.

Wherever possible, interior cab lighting fittings shall be located on the horizontal or near-horizontal surface of the cab ceiling.

A timetable light and switch shall be provided on both sides of each cab to provide sufficient lighting for reading purposes. These lights shall be provided with sufficient adjustment to allow accurate aiming of the light on the timetable clip area.

Care shall be taken to ensure that the timetable lights cause distraction�to�the�driver’s�and�driver’s�mate’s�vision.�The�switches�are to be within ready reach� of� the� driver� and� driver’s� mate�respectively.

15.8 Locomotive Radio

Locomotive radio shall be provided for each driving cab at suitable location within the driving cabs. The radio shall be within hand reach from the seat of driver or driver’s�mate�and�without�standing.�The�system�shall�be�compatible�with�existing�SRT telecommunication system. The antenna cover of the external antenna radioshall be provided for protection from being hit by objects�around the railroad.

Detailed description of such system shall be submitted with tender.

15.9 All warning lights specified in this specification shall be displayed by LED.

16. CABLE, WIRES, CONDUITS AND TERMINALS

All insulated cables and wires shall be of approved makes and conform to the current international standards, and shall be properly insulated for tropical condition in Thailand. The type of cable selected shall be specially suitable for service condition specified.

All cables used for power, control and domestic circuits shall be performance and properties at least as follow:

- Railway or rolling stock applications- Conductor : Tinned fine copper strands according to VDE 0295 or IEC 60228

,Class 5- Electron-beam cross-linked technology- Fire performance for rolling stock according to BS 6853 (Ia,Ib,II) or DIN 5510

(1-4) or NF F16-101 (C/F0) or EN 50264-1 (All)- Fire retardant according to EN 60332-1-2 or IEC 60332-1-3



- Low smoke density according to EN 50268-2 or IEC 61034-2- Halogen free according to EN 50267-2-1 or IEC 60754-1- No corrosive gases according to EN 50267-2-2 or IEC 60754-2- No toxic gases according to EN 50305 or NFX 70-100- No fire spreading according to EN 50266-2-4 or IEC 60332-3-24- No fluorine according to EN 60684-2 (if applicable)- Oil and fuel resistance according to EN 50305 or EN 60811-2-1 or EN 50264-

3-1- Ozone resistance according to EN 50305 or EN 60811-2-1- Low fire load according to DIN 51900 (if applicable)

Preference is given to brand name of cable that used in SRT existing fleet such as LEONI, HUBER+SUHNER and LAPP KABEL.

Cables used for special purposes, e.g. high temperature situations, shall be submitted for review.

All cable shall be provided redundancy system for part of radio equipments such as power supply, leased line etc. Auxiliary and control wiring should be run separately from power wiring. Location of power cabling runs must be submitted for review, but in all cases must be readily accessible. At no stage, is the recommended temperature rating of a cable to be exceeded in any installation.

All cabling to removable hatches, covers and hoods shall include suitable plug and socket fittings to facilitate rapid removal. Cables enclosed in rigid conduit, which run between cabs, may be terminated at junction boxes, provided terminals are easily accessible.

Negative wires from similar circuits shall be connected separately to a common link that is separately connected to the main negative in order to simplify the detection of individual earth faults.

The bidder shall include in his tender a copy of the standard practice for installation of wiring and cabling that he proposes to use for this contract.

Each cable or wire shall be tagged and labeled and shall be properly arranged in oil and water-proof metal duct or rigid conduit. The conduits are to be well clamped to avoid vibration. The layout of cables shall ensure accessibility for inspection and replacement.

All wiring shall be subject to strict test. Inspection and insulation test shall be carried out according to standard specification.All wires and cables shall have enough loops at terminals to provide for future cut-backs.

Junction boxes for control cables shall be designed in such a manner as to provide for orderly termination of wires, ready accessibility for fault rectification or testing and efficient sealing against entry of dust, water and oil. All wiring and wiring looms must be neatly arranged and particular care shall be exercised in the positioning and bracing



of wiring looms to prevent cables from chafing on metal edges and from being placed under tension when connected to opening doors, etc.

Particular care must also be taken to properly secure all terminations and to perform all crimping operations in accordance with the appropriate standards.

Cable ducts and conduits shall be fitted with removable covers to facilitate inspection and repair. The covers shall effectively seal the ducts against the ingress of oil, water and other contaminants.

17. OPERATING CONTROLS AND DRIVING EQUIPMENT

17.1 Microprocessor, Control and Power Electronics

The MPU (Micro Processor Unit) control system shall be provided in the locomotive, which has such functions as constant power excitation control (with auxiliary power transfer function), logical control, resistance braking characteristics control, control for preventing wheels from slipping and dynamic sliding, inspection, protection functions and fault diagnosis and display functions for every system of the locomotive. The TFT color liquid crystal display screen is also selected for use. The MPU (Micro Processor Unit) control system is of advanced technology, good performance and credible structure.

17.1.1 Microprocessor and electronic equipment shall be designed and manufactured to operate in a traction environment and to at least IEC/EN BS9000 and IEC 60529, IEC 60077, IEC 62236, IEC 61373, IEC 60571or equivalent standard.

17.1.2 A proven package of electronics should be provided. A failure rate of less than 0.1% of any of the major electronic components (e.g. PCB, SCR) on a locomotive, per year is required.

17.1.3 Generated harmonics, ripple current, inrush current, etc shall not adversely affect other equipment.

17.1.4 Equipment shall be designed to operate continuously in the climatic conditions stated and avoided to install at the driver desk.

17.1.5 Electronic assemblies shall preferably be constructed as plug-in units. Boards and plugs shall be keyed to prevent wrong insertions.

17.1.6 The need for adjustments of electronics shall be avoided. Assemblies or cards of the same part number shall preferably be interchangeable without any adjustments.

17.1.7 Electronics shall be immune to the effects of portable radio transceivers with a power output up to 10W in the normal bands used in railway yards i.e. citizen band 27 MHz, VHF 150-170 MHz and UHF 450 MHz.



17.1.8 Suitable warnings shall be provided near the electronic equipment advising of possible damage to electronics due to electrostatic charges.

17.1.9 All circuit modules are provided with test points at the face of the module to permit trouble shooting and qualification of the module. Test points are to be provided to enable maintenance staff to measure various parameters monitored by the electronics, without the need for extension boards. At least the following test points shall be provided.-

(1) traction motor currents(2) locomotive speed(3) engine revs(4) 0V signal reference

The circuit modules can carry out all control functions such as throttle response, power control, working condition control, generator excitation adjustment, wheel slip control, wheel over-speed protection, transition, sanding and many other protective and backup functions.

17.2 Control gear shall comprise the electrical/electronic, electro-pneumatic or combination of these. Associated interlocks shall be arranged to ensure that locomotive operating is not possible without requisite air pressure.

Contactors and relays shall comply with IEC 60077 or the relevant IEEE Standards or equivalent standard where applicable. Full use is to be made of proven static components wherever feasible, with due regard to adequate temperature ratings.

All switches and switch plug combinations shall be protected to at least IP55, unless other written permission is gained. Switches shall be mounted down for OFF.

All contactors, relays, switches, reversers etc must be clearly identified by nameplates firmly secured on the base frame. The method of securing shall be submitted for review.

17.3 All controls, gauges; instrument, etc. in the driving cab shall be arranged suitably for right hand side drive in�the�simplest�manner�for�driver’s�operation�within�easy�reach and range of vision from his seated position and permitting of unrestricted view of the track in the direction of travel. All controls, gauge, instruments and its equipment shall be installed and provided complete with the locomotive in dust and moisture resistance steel compartments. Accessibility to devices, cables and junction boxes for inspection and replacement shall be facilitated.

Gauges and instruments shall be well illuminated and marked in Metric System, with English lettering and Arabic numeral and show the respective functions with inscription in English.

17.4 The following shall be provided in each driving cab at least:



- Master controller - Diesel engine start and stop devices- Driver’s�brake�device,�for�right�hand�manipulation- Emergency brake valves for the actuation of air braking- Speed Indicator (compatible with ATP system)- HD Rear-view touch screen monitor- Coupler-view touch screen monitor- Air conditioning – including switch and�thermostat�controls�on�driver’s�console- Ventilation – natural (direct) and the air- conditioning unit- Rubbish receptacle- Windscreen wipers and washers- Warning horns- Portable fire extinguisher- Timetable light - Log book holder- Retractable clothes hooks – 3 in cab- Footrests each side- Token holder in a position clearly visible to the driver- Rack�suitable�for�keeping�driver’s�and�mate’s�luggage- Locker for the storage of the tool box to be used enroute- A train timetable and document holder, to be installed next to the driver with

sufficient illumination- 220 V. socket

Instrument and gauge

- Electronic speed indicator and event recorder shall be install at both driving cabs. The speed indicator must be support and compatible with Automatic Train Protection System (ATP) in Clause 17.11. Speedometer shall be read in kilometre, from 0-140 km/hr or more. The speed recorder offered shall also incorporate the supplementary recording component to register the brake application and throttle operation during operation. The registration of speed limit switch in Clause 14.6 shall be made separately or incorporate with brake application or throttle operation.

- Tractive / braking effort indicator - Diagnostic display panel- Engine lubricating oil pressure gauges (bar)- Engine tachometer- Duplex air brake gauge (in bar) for brake cylinder parameter- Brake pipe and main reservoir air pressure gauge (in bar)- Alternator ammeter- Alternator voltmeter- Traction motor ammeter- Battery charge and discharge ammeter- Battery voltmeter- Actual fuel consumption rate(in liter per kilometer, liter per kilometer per

metric ton, liter per minute and liter per minute per metric ton)- Level of fuel tank remaining on both sides(Digital)



- Real-time remaining distance to run the locomotive before the fuel runs out off (in kilometer)

- Others as to be recommended by Maker- Added or deducted of instrument and gauge shall be recommended by Maker

Warning indicator

Warning lights and alarm bell or buzzer for the following events:

- General electrical defect- Low lubricating oil pressure- Low engine water pressure- Low engine water level- Fire on engine- Wheel slip- High engine water temperature- High engine water lubricating oil temperature- Over speed of diesel engine- Battery charging defect- Wheel slip- Main alternator excitation defect- Locomotive over speed- Parking brake applied - Low main reservoir pressure- Low oil level or high oil temperature of air compressor. (s)- Others as to be recommended by manufacturer

The�warning� lights�shall�be�provided�at�the�driver’s�control�desk.�Cab�equipment�

shall also include in following instruments:

- Automatic vigilance push button- Sanding push button- Air horn control levers for driver and his mate- Deadman’s�foot�pedal�situated at�floor�level�beneath�the�driver’s�desk

Following instruments shall be located at proper conspicuous place(s):

- Engine hour meter indicating the actual hour of service of diesel engine.- Engine speed- Supercharge air pressure- Others as to be recommended by manufacturer

NOTE : No instruments shall be mounted directly on the engine unless this is quite unavoidable, in any case they shall be on resilient mounting.

17.5 Vigilance Device



Vigilance and deadman control shall be provided at each cab. The device shall be of well-proven type and make. The system shall not be neutralized by inadvertent or willful blocking of the pedal or hand control in the depressed position. The device shall be arranged to interrupt traction power after a set time delay, idling the engine and automatically applying the brakes. It shall be possible to reset the system during the setting time period by any of the following actions:

- Releasing the vigilance pedal and depressing on it at once- Pushing� and� releasing� the� vigilance� reset� switch� located� on� the� driver’s�

control desk- Moving the main handle of master controller- Operating a whistle valve- Depressing a sanding push button switch- Application of the automatic brake valve

An audible warning is also required. Flashing indicator lights shall be provided. White lights which are easily visible in bright daylight shall be provided on both the�driver’s�and�driver�assistant’s�sides.�A�single�blue�light located centrally above the windscreen shall be provided for night use. These lights shall be provided with switching for white/blue and dim/bright operation.

Detailed description of the vigilance device and control shall be submitted with tender.

17.6 Multiple Unit Control

17.6.1 The locomotive shall be equipped with multiple unit control equipment for multiple operations. The arrangement shall allow operation from any driving position of the leading locomotive.

17.6.2 Multiple-unit control shall at least consist of the following functions:

(1) Simultaneous engine stopping(2) Engine speed control(3) Running direction control(4) Traction control(5) Brake control(6) Safety control(7) Sanding control(8) Compressor synchronous control(9) Simultaneous fault indication for every event said in this

specification(10) Others necessary recommended by Maker

17.6.3 The compressors of coupled locomotives shall ensure the compressed air supply for the train assembly.



During the automatic braking the trailing locomotive shall be braked by compressed air. With direct air braking the trailing locomotive shall also be braked from the leading locomotive independently by automatic brake.

17.6.4 Wiring and other end connections shall be so arranged that the locomotive can be coupled in any running direction and order without affecting the driving operation.

17.7 Master Controller

The Master controller configuration shall provide suitable control handles for performing the following functions:

1) Power output2) Dynamic brake3) Reverser – locomotive direction

Appropriate interlocking of the control handles shall be incorporated to ensure safe operation of the locomotive.The upper surface of the housing shall be smooth and provide comfortable operating conditions for the driver.

The controller shall be designed for operation by the driver so that position indicators are readily visible under normal operating conditions. The powerpositions of the controller shall be positively located so that drivers can readily feel each notch position. The controller shall be located as close as possible to the front edge and to the left�hand�side�of�the�driver’s�desktop�control�stand,�without�adversely�affecting�leg�or knee room or access to and from the driving position.

17.8 On Board Monitoring/ Diagnostic and Recording Equipment

The locomotive shall include monitoring, indicating and logging systems for the purpose of optimizing performance, minimizing maintenance, and fault finding.

Precautions shall be taken to prevent false indications during locomotive battery voltage high or low transient, short term or long term excursions. For example, when coupling or uncoupling MU plugs on locomotives despite the locomotive batteries being ON or OFF on the locomotives.

A hard copy facility for the� locomotive’s� fault� history� shall� be� available,� via�software and RS232 cable or a flash disk to an IBM PC compatible computer.

A fault anunciator (diagnostic display) panel shall be installed in each cab to indicate to the driver, via visible and audible alarm faults such as hot engine, excess pressure drop over engine air filter, ground relay, extra low voltage ground fault indicating positive and negative faults, open motor circuit, excitation limit, locked powered wheel, wheel slip control failure, dynamic brake ground relay, dynamic brake grid over current, dynamic brake grid open circuit, dynamic brake grid blower motor, traction motor excitation plus any other indications the



manufacturer may consider necessary. The panel may also indicate any actions that the driver is required to perform as a consequence of the fault.

Severity of faults shall be clearly indicated.

For multiple unit consists, faults on trailing locomotives shall be logged on the monitors on the locomotive on which the fault occurs and a remote fault indication shall be indicated on the lead locomotive.

As a minimum, this may be by the operation of a fault light and buzzer in the lead cab.

It shall be possible to display the logged faults on a lead and the function on a trailing locomotive from a cab on a lead locomotive.

17.9 Event Recorder

An independent event recorder, which records train speed, power/notch position, brake application, horn application, flange lubrication and application of dead-man safety�device,� locomotive�number,� ID�Driver,� ID�driver’s�mate,�Actual� fuel�consumption rate and etc. for at least 30 days in a non-volatile memory (crash protected), shall be supplied. The event recorder shall comply with GM/RT2472:2014. Detailed description of event recorder shall be submitted with tender and an event recorder as already known at SRT shall be preferred. The data stored in the event recorder shall be transferred via a WIFI and GPRS solution to a ground station or depot. Along with the event recorder an evaluation tool is to be supplied. This evaluation tool shall allow an automated event search function in the downloaded data and furthermore it shall show the vehicle's GPS location. The contractor shall be provided the full version of evaluation software, which is unlimited users and no expiry, including 4 set of desktop computer for using evaluation software.

17.10 Electromagnetic compatibility (EMC)

The locomotive shall be designed so that it ensures safe (EMC-compatible) operation on all routes for which the standards named below are sufficient and so that it complies with the European directive on EMC.

The following EMC standards or equivalent standard of railway applications shall be complied:

EN 50121-3-1; 2000 : Railway applications – Electromagnetic compatibilityPart 3 – 1: Rolling stock – Train and complete vehicle

EN 50121-3-2; 2000: Railway applications–Electromagnetic compatibilityPart 3 –2: Rolling stock – Apparatus

17.11 Automatic Train Protection (ATP)

The locomotive shall be equipped with the ATP Trainborne� system for automatic train protection system (ATP) according to ETCS level 1 standard.



The input of the relevant train parameters for the ATP system must be possible from the driver's cab. The detailed requirements regarding components, parameters and functions of the system are to be agreed with SRT during the design phase. The main equipment of the ATP Trainborne�system must be able to prove and be able to test the compatibility with the ATP Wayside equipment for all functions of the system according to ETCS level 1 standard. The Contractor is fully responsible to provide the fully SRT compatible ATP system including the system integration test to demonstrate the functionality at the SRT network.

The following equipment shall be provided in each locomotive at least:- Two sets of Driver Machine Interface (DMI)- One set of Antenna Unit- One set of Juridical Recording Unit (JRU)- Two sets of Odometer- Two sets of Doppler Radar- One set of Balise Transmission Module (BTM)- One set of European Vital Computer (EVC)- One set of EVC Power Supply Unit (PS)- One set of Train Interface Unit (TI)Detailed description of Automatic Train Protection (ATP) shall be submitted with tender.

17.12 The locomotive will be immune to the effects of 25 kV 50 Hz Overhead Electrification. All circuits, equipment, earthing, protection devices for lighting or electrical interference, etc. are required to achieve satisfactory and safe performance under 25 kV 50 Hz Overhead catenary system. The locomotive shall also be immune to traction fault induced currents. It will also be designed to minimize the effects of electrical noise in circuits. CCITT limits of induced voltages must not be exceeded under both normal and fault conditions.

17.13 The locomotives shall be equipped with cruise control system, which must be able to set any speed from 55 to 120 kph by the driver. (optional)

18. LOCOMOTIVE ACCESSORIES

18.1 Sanding Gears

Sanding shall be controlled manually from each driving position and automatically on wheel slip detection, and shall be provided to sand ahead of leading wheels of each bogie in either running direction. Sanding system shall be suitably designed to operate with sand according to SRT specification. The sand boxes shall be so arranged that they can be filled from the side of locomotive. The filler hole cover shall be watertight. Lids must be of double lip design. Care shall be taken to ensure condensate does not form in the sand box. The interior of each sand box



must be resistant to corrosion and abrasion. Details of location, capacity of sand boxes and arrangement of sand piping shall be submitted with tender.

The sanding equipment shall be electrically controlled; air operated and shall have sufficient capacity for the operating range specified. The switch shall be within easy reach of the driver from a sitting or standing position. The switch shall be at least protected to IP56.

The detection of any slip/slide on any locomotive in the coupled multiple consist shall cause sand to be automatically and directionally applied to the rails via the standard sanding equipment fitted to all locomotives of the consist.Sanding shall continue for about five (5) seconds after the slip/slide has been corrected.

During emergency brake applications, sand shall be applied.

Equipment supplied shall be designed to maximize available adhesion under all weather conditions. Special consideration shall be given to prevent blockage of sand.

Sanding control valves and reservoirs shall be so arranged as to provide adequate in shot assisting air on commencement of sanding, as well as metered air for continuous delivery.

18.2 Warning Horns

Two air-operated horns having different tone for town (low intensity) and out of town (high intensity) use shall be installed above each driving cab end. Operation of the horns shall be controlled by both driver and his mate at each driving cab.

The� horn� control� shall� be� reachable� for� the� driver� and� one� for� the� driver’s�assistant.

18.3 Fire Extinguishes

The Locomotive shall be equipped with hand fire extinguishers of chemical type of at least 10 pounds capacity, two in each driving cab, two in engine compartment and one provided each side of the locomotive underframe at the accessible location adjacent to the fuel tank. Ozone depleting products will not be accepted.

19. TOOLS

Fifteen (15) sets of necessary tools for function and diagnosis tests according to Clause 17.1 including any required software shall be provided free of charge. All necessary tools for running and routine maintenance and a set of 20 W inspection lamp with at least 10 meters length of cable shall be supplied with each locomotive. A list of such tools shall be included with tender.



A tool kit package with a padlock shall be provided for carrying some of the above tools required for use by the driver enroute and kept in the lockers equipped with padlocks in the cab. A list of tools shall at least be as follows:

- 1 Wrench set, open end - 1 Wrench set all hex, 8 pieces- 1 Adjustable wrench – 6 inch- 1 Adjustable wrench – 18 inch- 1 Screw driver set – 8 pieces mixed- 1 CP puller- 1 Hammer, 2 # Ball Point- 1 Pliers – 10 inch multi – purpose- 1 File – 8 inch round bastard - 1 File – 10 inch flat bastard- 2 Handles for files- 1 Pump oiler - 1 Brush –1”�diameter�x�8”�long�

or equivalent

20. NUMBERING, LETTERING AND MARKING

Numbering and Lettering shall generally be applied in accordance with Clause 21.The numbering and lettering on the outside part of the locomotive shall be done by the Maker at the factory to be ready for commissioning when arriving in Laemchabang Railway Station ,Chonburi Province according to SRT standard.

All nameplates, indications and instructions shall be provided in English for necessary parts and equipment of the locomotive by the Maker.

The�marking�letters�“SRT”�shall�be�stamped on all major parts and assemblies.

20.1 The numbering, lettering (and nominal size) and colouring shall include:

20.1.1 Locomotive Number. Details of the final exterior lettering will be supplied to the awarded bidder.

20.1.2 Cab end identification – No. 1 End and No.2 End.20.1.3 Purachatra plate – as detailed in D19-2001 shall be supplied – on both

sides of the locomotive.20.1.4 Air and Brake Cocks

Letters/numbers to identify all air and brake equipment cocks–40mm high20.1.5 Main Reservoir Isolation Cock.

Lettering 40mm high shall be placed above M.R. isolation cock –“M.R. ISOL”.

20.1.6 Bogie Isolation Cock Location.On side of locomotive and above bogie isolation cocks 40mm high.

20.1.7 Auto Drain Valve Location.On side of locomotive and above Auto drain valves 40mm high.

20.2 Component Marking and Logo



20.2.1 Purachatra plate shall be produced on adhesive film, painted or cast on the locomotives.

20.2.2 The awarded bidder will be advised of the locomotive number which shall be displayed on both sides of the cab (inside and outside at No. 1 and No. 2 end.

20.2.3 At least one manufacturer’s name plate, showing date of manufacture, and the name of awarded bidder is required.

20.2.4 Stencils shall be used for painting numbers and lettering to ensure standardization and legibility.

20.2.5 Where a painted finish is brush-applied, care shall be taken to ensure a good visual finish by reducing brush marks to a minimum.

20.2.6 Axles, all motors, bogie frames, gears, pinions, axle boxes and armature shafts shall be marked with the maker’s initials, serial number and year of manufacture.

20.2.7 Any diagrams required to indicate the mode of operation or function of any component shall be provided by suitable self-adhesive decals or equivalent.

20.2.8 Lengthy or detailed instructions shall also be given on self-adhesive decals or equivalent.

20.2.9 Decals or equivalent shall be placed adjacent to all air cocks used by drivers to indicate the orientation and function of the cock handle.

20.2.10 Decals or equivalent shall be provided for identification of the locomotive on-board monitoring unit, soil outlet, tank filling and tank overflow.

20.2.11 The direction of rotation of electric motors, fans, pumps and compressors shall be clearly indicated.

20.2.12 Component function/location/identification labels shall be placed near the component to be identified rather than on the component itself.

20.2.13 Component type/part No. labels shall be placed on the actual component they are to identify.

20.2.14 Component Labels apart from lengthy or detailed instruction shall be made from black-on-white traffolyte, metal or equivalent and shall be permanently fixed in place using mechanical fasteners such as rivets or other mechanical devices.

20.2.15 All units used for drawings, manuals and component manufacture shall be metric. Proprietary items manufactured overseas which are not metric shall be submitted for comment.

20.2.16 Decals, self-adhesive decals or equivalent shall be of a material to suit their environment, i.e. not affected by U.V. light, diesel fuel or oil, steam cleaning etc.

20.2.17 All labels shall be so positioned that they can be most easily read by staff when the component is mounted in its location on a vehicle.

21. PAINTING

21.1 The painting shall be done all over both on exterior and interior parts of the locomotive. The colour scheme and ornaments, specification of paints, painting procedure shall be submitted for the SRT approval before the work is commenced. Painting and finishing procedure shall be the latest standard practices for painting of railway vehicles.



21.2 Exterior painting of the locomotive shall be coats of anti-corrosive paint and finish paint. Both end of the locomotive shall be painted with light reflected colour for safety purpose. The underframe and bogies shall be painted black or dark gray. All visible piping and conduits inside the superstructure and driving cab and also below the main frame shall be painted to the shade of the partition to which they are fixed. Identification code of pipes and conduits shall be as follows:

Water pipe - GreenFuel oil pipe - RedLubrication oil pipe - BrownCompressed air pipe - BlueElectric wire conduit - Yellow

The interior of locomotive shall be finished in a light shade to improve general lighting.

21.3 Diesel engines, alternators, motors, control gear and auxiliaries shall be thoroughly� cleaned� before� painting� and� shall� be� finished� to� manufacturer’s�standards.

21.4 It is acceptable for the underframe and bogies to be painted with a single coat, self priming, two pack epoxy topcoat. The locomotive exterior and exterior auxiliaryequipment shall be painted in accordance with the following.

21.5 The paint system application directions available from the paint manufacturer supplying the material shall be adhered to precisely.

21.6 The following procedure shall also be adopted.

(1) Surface PreparationAbrasive blast, Class 2 ½ Surface profile approx. 40 microns.

(2) Prime CoatCatalyzedorganiczincrichprimer 50 – 75microns DFT meeting requirements of AS2204 type 2 paint or equivalent standard.

(3) Intermediate CoatHigh build, micaceous iron oxide (MTO), catalyzed epoxy 100 – 125 microns DFT.

(4) TopcoatsTwo coats, each of a Catalyzedacrylic, (isocyanate free) 40– 50 microns DFT per coat.

(5) Total Film Thickness230–300 microns DFT

21.7 Abrasive blast cleaning is mandatory for adequate coating life; the manner of locomotive assembly must be as follows:

Blast clean the individual components and apply a holding primer, i.e. zinc rich two pack epoxy preconstruction primers, to a dry film thickness of 15 – 25 microns. The locomotive structure may then be fabricated.



Subsequently welded areas shall be cleaned back to bare metal along with any other areas displaying corrosion. The shop-primed surface shall then be degreased and coated with the recommended primer to the appropriate thickness.

21.8 Details of the final exterior colour scheme and particulars of lettering will be supplied to the awarded bidder.

21.9 Maximum exterior colour retention and gloss shall be provided. The paint manufacturer shall provided paint made up in factory batches using fade resistant pigments.

21.10 The Purachatra plate, Dwg.No. D19-2001 shall be made available upon request.

21.11 The dry film thickness of paint coatings shall be accepted as the average of five readings taken over one square meter in each location measured. To be acceptable the average dry film thickness must fall within the specified range. Sanding of the intermediate coating is not required unless the maximum recoat period for the product has been exceeded.

21.12 Standards of Finish

No paint application by roller shall be allowed. No brush painting shall be allowed apart from minor touchups and component markings.

21.13 Protective Coatings and Finishes

21.13.1 Dissimilar Metal Protection

(1)The use of joints between dissimilar metals shall be by acceptable means.

(2)Immediately prior to assembly all parts or surfaces to be brought permanently in contact shall be thoroughly cleaned, prime coated and given a heavy coating of suitable waterproofing compound. This coat shall not be allowed to become dry before riveting or bolting, and all surplus compound squeezed out shall be wiped off.

(3)If aluminium is to be connected to steel then mating surfaces of aluminium and steel will be coated with barium chromate.

(4)Other metal protection methods shall be submitted for review in accordance with Clause 22.

21.13.2Aluminium Alloys

Anodized aluminium fittings shall conform to AS 1231 and AS 1956or equivalent standard, with an anodizing classification of coating grade 4 and a minimum average coating thickness of 10 microns. The anodizing finish shall be a chemical etched finish.



21.13.3Carbon and Low Alloy Steels

The Awarded bidder shall furnish the SRT with a list of all pieces intended for plating, including a description of the process. Specific material surface treatment shall be conducted in accordance with the following:

MaterialStandard or Equivalent

- Hard chromium plating on iron and steel (using theCode of recommended practice CK.13)

AS 2453

- Electroplating coatings of zinc on iron and steel AS 1789

- Hot-dipped zinc coatings AS 1397

- Electroplated coatings on threaded components

Parts of the vehicles manufactured elsewhere than at the awarded bidder plant shall be thoroughly cleaned of rust, scale, grease and other foreign matter at the place of manufacture and painted with one coat of primer as protection during transit.

21.13.4 Other Non-ferrous Metals

Surface treatment shall not be carried out on brass, bronze, copper or nickel alloys except as specified in (a), or for such items as door handles and door locks, which shall be electroplated, chrome.

22. INFORMATION TO BE SUPPLIED WITH TENDER

The following are strongly required to be stated and submitted with tender.

22.1 The Technical Schedule including list of materials (or equipment) for the locomotive offered. These shall comprise of general particulars, specifications or

technical description stipulating the design, arrangement, construction, type, make, capacity, rating, etc. of the offered locomotive and its relating equipment to be fully and completely submitted in sequence item by item according to the requirement as set forth under this specification and other items as may be considered necessary by the bidder to fulfill the complete and efficient functioning of the locomotive.

The information given in this schedule shall, therefore, be the accepted particulars, with the SRT approval, for the purpose of contract and contract specification.



22.2 All accompanying technical descriptions or notes shall include all technicalaspects of the locomotive offered together with answers all as requested in this specification accompanied by necessary drawings, pamphlets or catalogues for the purpose of identifying and reference for the tender consideration.

23. EXTRA WORK

No additional charges for extra work of any nature whatsoever shall be allowed unless submitted to and approved by the SRT in writing before the execution of such extra work.

24. SUB-CONTRACTOR

24.1 Maker (successful bidder) shall employ no other manufacturers of items of equipment and parts of the locomotives according to those mentioned in this specification and/or in his technical proposal with the SRT approval. The firms with their equipment provided with the locomotive shall be described in the Instruction Books or Manuals and Spare Part Books supplied to the SRT according to Clause 29 Contract Drawings and Technical Information.

24.2 Names and addresses of manufacturers from whom the Maker has proposed to obtain any kind of materials of fittings or any equipment other than those in Clause 24.1 shall be submitted to the SRT or its Inspecting Engineer for its approval before such materials, fitting or equipment being arranged.

ATTENTION: Bidder shall submit list of names and addresses of sub-contractors with tender.

25. SERVICING ENGINEER

Successful bidder (or awarded bidder) shall provide at least two qualified service engineers for servicing in Thailand and also to assist the SRT on the operation and maintenance of these locomotives, at a period of not less than three years beginning from the date of arrival in Laemchabang Railway Station, Chonburi Province of the first lot of locomotives. The service engineers while staying in Thailand shall also represent the awarded bidder to fulfill all commitments on the guarantee under contract of the supplied locomotives. All expenses incurred for this provision of service engineers shall be borne by the awarded bidder.

26. SYSTEM INTERFACE

26.1 The� Contractor� shall� meet� with� representatives� of� SRT� and� visit� the� SRT’s�

facilities to review, ascertain, and define the locomotive interfaces as they affect



the operators, maintainers, equipment, shop infrastructure, and track infrastructure.�The�Contractor’s� investigation�shall�address� issues�of�personnel�

safety, ergonomics, equipment interfaces, infrastructure interfaces, and shop practice considerations.

A report discussing the result of the interface assessments made, as listed below. The report shall include a discussion of both the positive and negative lessons learned and the positive and negative impact on the vehicle design. The report shall also advise SRT of any new interface requirements affecting its infrastructure or equipment. This assessment to be submitted to SRT no later than 90 day after the commencement date of signing the contract.

26.2 The contractor shall investigate and evaluate the design and arrangement of vehicle mounted equipment such that operators and maintenance personnel will interact with the equipment in a safe and efficient manner. Issues to be addressed shall include, but not limited to, the following:

- Ability of personnel to traverse internal passage ways safely;

- Electrical shock exposure;

- Exposure to hot surfaces;

- Head clearances;

- Sharp corners;

- Arrangement of Operator Controls;

- Accessibility of Control Switches;

- Visibility of Gages;

- Visibility and use of IDU;

- Visibility of Track and Wayside Signals;

- Seating positions, adjustability;

- Position of foot operated controls and footrests;

- Windshield Sun Screen;

- Windshield Window Tint;

- Windshield Wiper Placement;

- Accessibility of fasteners attaching onboard equipment;

- Cab and Interior Lighting;

- Weight and placement of portable equipment, i.e.: coupler adapter;

- Exposure to compressed air hazards.

26.3 The� Contractor� shall� meet� with� representatives� of� SRT� and� visit� the� SRT’s�

facilities to review, ascertain, and define the locomotive interfaces as they affect the operators, maintainers, equipment, shop infrastructure, and track



infrastructure.�The�Contractor’s� investigation�shall�address� issues�of�personnel�

safety, ergonomics, equipment interfaces, infrastructure interfaces, and shop practice considerations.

26.4 The Contractor shall inventory and assess shop maintenance equipment relative to the needs of the locomotive, assuring vehicle interfaces will be compatible with the SRT’s�equipment.�Interfaces�to�be�addressed�shall�include,�but�not�be�limited�

to the following:

- Accessibility and Capacity of Overhead Crane Equipment;

- Accessibility and Capacity of Mobile Lift Equipment, i.e.) fork trucks;

- Wheel Truing Machine;

- Jacking Equipment;

- Accessibility of Sand Replenishment System;

- Vehicle fueling station;

- Water filling station;

- Lubrication Maintenance Accessibility; and

- Accessibility of Components Requiring Routine Replacement.

- Accessibility of roof hatches and ability to lift and remove equipment: the

Contractor shall assure there are lifting eyes available to lift and remove

roof hatches and roof mounted equipment; and sufficient crane capacity to

handle loads. If special tools and/or lifting devices are required, they shall

be identified and furnished by the Contractor;

- Ability to lift and remove underfloor mounted equipment

- Ability to access, open, and remove equipment covers; the Contractor shall

assure that all removable equipment covers are readily accessible and free

of obstruction for removal;

- Accessibility of equipment cleaning tanks

27. RESPONSIBILITY AND WARRANTY OF AWARDED BIDDER

27.1 The awarded bidder is to be entirely responsible for the design, construction, capacity and the efficient performance of the whole of the locomotives under contract notwithstanding any approval which may have been given to the detailed drawings prepared by the Contractor or to the manufacture of materials or parts employed by the Contractor, or to tests carried out by the SRT Inspecting Engineer (s) or by the Contractor.



27.2 The awarded bidder shall guarantee to repair or replace free of all cost including duties, labour costs incurred for such repair or replacement, etc. to the SRT in Bangkok, Thailand, any part or poor workmanship or the misapplication of

materials which may fail in service or develop any defects during a period of 3 years in guarantee period.

The 5 year guarantee shall be extended to the following equipment. :

- Wheels and axles- Journal roller bearings- Axle gear wheel and traction motor pinion - Bogie frame- Diesel engine block- Engine crankshaft- Micro Processor Unit (MPU) control system- Traction inverter- Traction motor

The guarantee period for the above also begins 60 (sixty) days after date of delivery of locomotive in Laemchabang Railway Station, Chonburi Province.

In case of replacement, delivery shall be made promptly to SRT Stores Bureau free of any and all costs including duties and transportation charges.In case of any failure of any part during guarantee period from the date SRTnotifies the supplier such failure of part to the date the supplier repairs and returns such part to the SRT in good condition shall not be considered as under guarantee period.

And in case any part fails more than 3 times within 6 months, the guarantee period of such part shall be renew.

27.3 The bidder must give the normal practice period of general overhaul of the offered diesel engine, traction alternator, traction motor, auxiliary alternator, and air compressor under normal operating condition in Thailand.

27.4 The awarded bidder is to be responsible for the adhesion and tractive effort of the locomotive to be in conformity with the relevant curves and data as submitted with tender.

27.5 Bidders shall provide the following spare parts during the guarantee period.

- Capital Spare parts.- Commissioning Spare parts.

Bidders shall provide documentary proof of the stock availability, showing the quantity, price list, and guaranteed time to delivery of spare parts.

27.6 Awarded bidder shall provide an authorized representative of the above-mentioned parts during their 10 (ten) years service. Qualitative criteria of



such parts as well as their price list shall be submitted for SRT planning of the maintenance cost.

27.7 Bidders shall submit the time between overhaul (TBO) for diesel electric locomotives (AC-AC) and main components such as engine, alternator, traction motor and showing the calculation sheets.

28. QUALITY ASSURANCE PROVISION

28.1 The successful bidder (or awarded bidder) is responsible for the performance of all inspections and tests for the supplies and equipment thereof, and shall apply equally to any work he may subcontract and to any supplies purchased by him for incorporation in the final product. Record of the examination and tests for each locomotive shall be kept complete and available to the SRT or its Inspecting Engineer (s), and not less than 5 copies of them shall be forwarded to the SRT(Chief Mechanical Engineer) in Bangkok, Thailand for records. The SRT or itsInspecting Engineer reserves the right to perform any of the inspections or to ask the Maker to perform any test, which in his judgment is deemed necessary to assure that the work and quality of material used conform to the requirements in the specification and contract.

28.2 Inspection of the supplies shall be done by the SRT Inspecting Engineer(s) at the place of manufacturer for all stages of production to determine conformity with the referenced and relevant specifications and drawings. The supplies shall be to the satisfaction of the Inspecting Engineer (s) whose decision shall be final and bound on the awarded bidder in all cases. Should any of the parts and materials be found defective or fail to comply with the tests, analysis or other requirement of the specification, they shall be rejected. The decision of the Inspecting Engineer (s) shall be final and binding on the awarded bidder in all cases. Nevertheless these inspections do not in any way relieve the awarded bidder of the warranty and his responsibility to deliver in the stipulated time such work or material as is in accordance with the drawing and the relevant specification.

28.3 The costs of all tests, analysis, all royalties and patent rights are to be borne by the awarded bidder.

Every facility including office space, this space shall provide for the inspectors all necessary equipment, furnishings, health and welfare items as required to perform all related tasks (at least International phone line, computer, desks, chairs, conference table and room high speed internet, printer, scanner, equipment, tools, labour, drawings and specifications), shall be provided by the awarded bidder without extra charge to the SRT Inspecting Engineer(s) for the proper performance of his work on the inspecting and testing of the whole of the work under this contract both at the works of the awarded bidder himself or of his sub-contractors.

28.4 Test Required



28.4.1 All testing of locomotives shall be carried out in accordance with IEC 61133: 2006 or equivalent standard.

28.4.2 A gauge test shall be performed in accordance with IEC 61133 Clause 8.3. This test is a routine test to be performed for all locomotives.

28.4.3 A weighing test shall be performed to determine the mass of locomotive components, in accordance with IEC 61133 Clause 8.5 and allowable tolerance on the measured weight of locomotives shall be carried out according to EN 15528 : 2008 Clause 6.3. This test is a routine test and shall be performed on all locomotives. Weighing tests may be carried out on one bogie at a time.

28.4.4 Noise level, vibration and ride quality tests shall be performed in accordance with this requirement.

The locomotive shall satisfy all applicable statutory requirements in Thailand in relation to noise and environmental restriction

28.4.4.1 Internal and External Noise Level Requirements

(1) Internal�noise�levels�within� the�drivers’�cabin�shall conform to the requirements of Federal Railroad Administration Title 49 Part 229.121 and 229.129 (Railroad Locomotive Safety Standard) or AS 1269 Hearing Conservation Code.

(2) External noise emanating from the locomotive shall conform to the requirements of Federal Railroad Administration Title 49 Part 210 and sub-parts (Railroad noise emission compliance regulations) or AS 2377 (Methods for the Measurement of Airborne Sound from Railbound Vehicles).

28.4.4.2 External Noise Measurements

Stationary measurements shall be carried out according to AS 2377 or Federal Railroad Administration Title 49 Part 201 (Noise emission standard for transportation equipment; interstate rail carriers) sub-parts�C�“Measurement�Criteria”.

28.4.4.3 Internal Noise Measurements

Internal Noise measurements shall be made in accordance with AS 1269 or Appendix H of FRA Part 229 (Static Noise Test Protocols – In Cab Static).

28.4.4.4 Vibration

General Requirements

(1) The locomotive structure, all panel work, auxiliaries and other fixtures shall be designed and constructed with due regard to minimizing vibration and noise emissions.



(2) The transmission of vibration from any equipment shall be such that no damage or malfunction is caused to any structure or equipment contained in or on the locomotive.

(3) Rotating equipment and associated driver components shall be designed so that resonance are absent in the normal operating speed range.

(4) All locomotive body, bogie and axle mounted components shall have structural integrity and mounts which are designed to prevent amplification of component resonance.

(5) The locomotive structure when treated as a simply supported beam shall have a beam natural frequency of vertical vibration of not less than 10 Hz.

(6) Acceleration (rms) levels due to vibration in the range of 1 Hz to 80 Hz in the longitudinal (z) plane and the transverse (x) and (y) planes shall not exceed the 8 hour fatigue decreased proficiency� boundary� defined� in� AS� 2670� “Vibration� and�Shock - Guide to the evaluation of human exposure to whole body� vibration”� or equivalent standard at any seat in the locomotive cab.

(7) When the locomotive is stationary with all equipment running vibration at any seat or foot location in the locomotive cab shall not exceed the 24 hour reduced comfort boundary of AS 2670 or equivalent standard in any axis measured on the floor.

(8) Particular attention shall be made to ensure minimal transmission of vibration likely to cause crew discomfort.

28.4.4.5 Vibration Test Procedure

(1) Vibration is to be measured in three orthogonal axes, preferably simultaneously, using accelerometers placed between the seat and the driver/second person. Instrumentation and analysis methods are to be in accordance with AS 2670 or equivalent standard. The mass of the driver/second person under which the accelerometer is placed is not to exceed 85 kg.

(2) Test run sample lengths shall be at least 1 hour with less than 15% of the time stationary. Sample, time, start location, total time stationary and weighted rms acceleration in each axis or vector sum shall be reported together with allowable exposure for the fatigue decreased proficiency boundary.

28.4.4.6 Ride Quality and Crew Comfort

(1) Ride Indices (a) and (b) shall be determined from accelerations measured on the cab floor, when the



locomotive is in as new condition, and travelling on track as detailed in Clause 4.1.2.

a) 3.0, vertically, laterally and longitudinally at all steady speeds up to the maximum service speed.

b) 3.5, vertically, laterally and longitudinally for transient conditions which occur during acceleration, deceleration, shunting or at crossovers.

(2) Maximum allowable sway of vehicle when negotiating track discontinuities such as cross-over and points shall be required to be within that allowed on drawing 1966-36. Normal sway of vehicle on a straight or curved track shall be controlled with adequate damping to give an acceptable ride as above.

28.4.4.7 Ride Quality Testing

(1) All ride quality testing shall be conducted with the accelerometers mounted as close as possible to the bogie centre pivot on the locomotive floor.

(2) Locomotive ride quality testing shall be performed under the following guidelines:

- Accelerometers of appropriate sensitivity shall be utilized for measurement of ride parameters.

- The locomotive ride shall be tested at speeds up to maximum operating speed on suitable track for which track condition parameters will be established prior to testing.

- Analysis of the acceleration recordings shall be based on 10 second periods (minimum) over the entire test section.

28.4.5 Performance of the braking system shall be tested. These tests shall include the main braking system, emergency braking, parking brakes, brake rigging and slack adjuster, in accordance with IEC 61133 Clauses 8.11 ,8.12 and 9.4 or equivalent standard. The requirements of Clause10 shall be satisfied. These tests shall be routine tests performed on all locomotives.

28.4.6 After completion of the piping installation, air pressure of at least soap suds or an approved leak detector fluid.

After completion of the piping installation, air pressure of at least 10 bar must be applied, and all joints and junctions tested for leakage with soap suds or an approved leak detector fluid. Pressure drop of 0.2 bar with in 5 min is permissible



28.4.7 Air and water tightness shall be tested. Water tightness tests shall determine resistance to heavy driving rain, and also to high pressure water cleaning, as per IEC 61133 Clause 8.6 or equivalent standard. These tests shall be routine tests performed on all locomotives.

28.4.8 Electrical equipment shall be subjected to the following type tests :

- temperature test- voltage withstand test - wiring/insulation test- sequence test- circuit operation test

28.4.9 Electrical tests shall conform to the requirements of internationally recognized standards such as IEC 61133, IEEE 11, IEEE 16 or IEC 60077 or equivalent standard.

28.4.10 The requirements of Clause 14, 15, 16, 17 and 18 shall also be satisfied. Further type testing will not be required on electrical equipment previously subjected to type testing to these standards by the awarded bidder.

28.4.11 Electrical tests of individual components shall conform to the requirements of IEEE 11 for power devices and IEEE 16 for control devices or equivalent standard.

28.4.12 Electrical testing of the locomotive shall conform to IEC 61133 or equivalent standard.

28.4.13 The compressed air system shall be routine tested. The requirements of Clause 10 and 11 shall be satisfied.

28.4.14 Control and communications equipment shall be tested as required by IEC 61375 or equivalent standard. Indicating instruments and the brake gauges shall also be tested.

28.4.15 Air conditioning and ventilation equipment shall be tested.

28.4.16 The complete locomotive shall be load tested and also as part of a multiple unit consist. The locomotive shall be required to run through a typical operating schedule, in accordance IEC 61133 Clause 9.3 or equivalent standard.

28.4.17 Starting/acceleration performance, and resistance to motion shall be determined, in accordance with IEC 61133 Clauses 9.2 and 9.6 or equivalent standard.

28.4.18 Correct operation of the locomotive for curved track shall be verified, inaccordance with IEC 61133 Clause 9.9 or equivalent standard.



28.4.19 A static full load test for a minimum 4 hours shall be performed on each locomotive in accordance with IEC 61133 Clause 9.3 or equivalent standard.

28.4.20 Steam Cleaning Test

A type test for steam cleaning tightness shall be performed on the first locomotive. The steam cleaning procedure shall be in accordance with current SRT practices using a hot water cleaner with an operating pressure of 140 bar and flow rate of 20 l/min. The bidder shall list the parts, which shall not be cleaned with high pressure steam.

28.4.21 The areas to be tested shall be the complete underside of the underframe, all equipment and piping on or below the underside of the underframe and all equipment, switches and cocks on the headstock below the footplates.

28.4.22 There shall be no leaks into any equipment, piping or bodywork in any area tested.

28.4.23 The necessary materials, equipment, auxiliaries, accessories, etc. of the locomotive are to be tested.

28.4.24 All locomotives when completed, the functional tests as well as the power tests shall be performed to check and adjust their proper functions and performances according to the specification. Short running tests of at least 1 locomotive selected by the SRT inspecting engineer shall be performed on awarded bidder or�Maker’s�track.

28.4.25 Running and performance tests for the complete locomotives shall be carried out on the line of SRT system in Thailand at the SRT expenses.

28.4.26 For the purpose of improvement on SRT formula rolling resistance, the

awarded bidder shall measure the locomotive tractive effort at wheel rim which can be measured at the coupler between the locomotive and the first wagon, under load condition in clause 4. Meanwhile, fuel consumption and electric transmission efficiency must be measured.

28.4.27 The� fuel� consumption� tests� shall� be� repeated� on� SRT’s� lines� for�

reference.

28.5 Records

28.5.1 The records associated with providing the objective evidence that the equipment supplied complies with the Contract, Technical Specification and Quality Assurance requirements, shall be maintained by the awarded



bidder for a minimum period of 10 years where no regulatory requirements exist.

28.5.2 Such records shall include as a minimum

28.5.2.1 Certificates of Test detailing chemical and physical properties of each Heat of material used to manufacture the following:

- Main Structural Members- Main Body Panels (Only when manufactured from materials

other than Low Carbon Structural Steels)- Coupler - Yoke- Draftgear- Bogie Side frames and Bolsters- Wheels and Axles

28.5.2.2 Certificate of Conformance for the materials used for all othercomponents.

28.5.2.3 Wheel Press records

28.5.2.4 Certificate of Conformance for the Heat Treatment of thefollowing cast and/ or fabricated components:

- Coupler- Yoke- Draft gear- Bogie Side frames and Bolsters- Underframe Components, as required by SRT

28.5.2.5 Certificates of Test for all non-destructive testing required by the specification.

28.5.2.6 Wheel set Product Identification and Traceability Numbers(P.I.T. No).

28.5.2.7 Bogie Product Identification and Traceability Numbers (P.I.T. No).

28.5.2.8 Manufacturer’s�Serial�Numbers for the following equipment as a minimum:

- Coupler- Brake Equipment e.g. controller, dryer- Air Reservoir- Traction Motor- Main Alternator- Auxiliary Inverter - Traction Inverter- Engine



- Turbo Equipment- Governor- Compressor- Radiator Segment or radiator unit- Traction Gear and pinion- Air Conditioner- Major Electronic Equipment

28.5.2.9 Design Registration Numbers issued by the appropriate inspection/ approval authority, for Air Reservoirs used in the locomotive manufacture.

28.5.2.10 Certificate for each Air Reservoir stating that it has been designed, constructed and tested in accordance with an appropriate safety code.

28.5.2.11 Records of all inspections and tests, including routine, type and commissioning tests, which were performed by the awarded bidder or Sub-contractor Supplier, to provide objective evidence that the locomotives and associated equipment complies with the specification requirements. These records shall identify the following:

- Serial number of the equipment inspected/ tested - Drawing number of the equipment inspected/ tested- The date of inspection/ test- Results of inspection/ test, identifying the actual measured

values of each parameter, where applicable - The testing officer certifying the results.

28.5.2.12 All records shall be in English language, legible and identifiable to the actual equipment supplied.

28.6 Locomotive Data Book

For each completed locomotive as delivered, the awarded bidder shall provide a Locomotive Data Book which contains copies of the records nominated in Section above as applicable to that locomotive.

Each record contained in the book shall be clearly referenced to the individual component to it applies, by identifying the serial number and drawing number of that component.

The Book shall contain a single list which collates all the serial number of the equipment nominated above, fitted to the locomotive being offered for acceptance.

In accordance with the specification, the awarded bidder is required to provide a Certificate of Compliance, and where applicable, a Certificate of Transport. These



certificates shall also be included in the Locomotive Data Book for each locomotive delivered.

As a condition of contract, the Locomotive Data Book shall have been progressively compiled during the construction of the locomotive, and beavailable for review by the SRT at any time.

On the Delivery of each locomotive, the Locomotive Data Book shall become the property of the Purchaser, and be delivered to the SRT.

28.7 Compliance certificate

28.7.1 If the situation arises where the awarded bidder needs to transfer a locomotive over permanent way owned by the SRT, the awarded biddershall issue a Certificate of Transport, to the SRT or his Representative which identifies the following information;

(1) Locomotive number(2) Confirmation that the locomotive is in a satisfactory and safe condition

for transport (3) Method of transport i.e. towed or under own power (4) Destination (5) A list of the items of incomplete work (6) The date the incomplete items will be completed (7) Signature of awarded bidder

28.7.2 For each locomotive offered for acceptance, the awarded bidder shall issue a Certificate of Compliance which identifies the following information;

(1) Locomotive number(2) Confirmation that the locomotive complies with the Contract

requirements(3) Confirmation that the locomotive is in a suitable condition to enter

service with SRT(4) A list of the items of incomplete work (5) The date the incomplete items will be completed (6) Signature of awarded bidder

28.8 Consistency of Manufacture

28.8.1 Individual components of equipment shall be manufactured such that they are interchangeable between locomotives. The use of jigs shall be employed wherever necessary to ensure the interchangeability of components. The wiring method, air piping layout, ducting arrangement,etc. shall be consistent on all locomotives.

28.8.2 Terminal boards/equipment in corresponding locations on all locomotives shall be arranged and wired in the same manner. Similarly terminal



boards/equipment on the one locomotive which is similar shall be arranged and wired in a similar and consistent manner.

28.9 Bidders shall submit the RAMS (Reliability, Availability, Maintainability, Safety) process according to EN 50126 and shall perform under the specified regulations and requirements. The RAMS process includes both the definition of the requirements and the demonstration of compliance. Additionally, bidders shall submit the documentation defining the compatibility and durability of main components and the demonstration of compliance.

Bidders shall guarantee the average availability which shall be not less than 91percent and not less than specified bidder calculated per car in the fleet during 365 days or over. A monitoring date shall commence after the date of acceptance. The availability is calculated as follows

Availability (%) = Number of the days that locomotives has been available x 100Total number of days from one day after date of acceptance

If the average availability calculated as described during the 365 days following the date of acceptance does not achieve 91 percent and not less than specified bidder, the availability guarantee period will be incessantly extended for another 30 day. In case of the total average availability at the end of each extended period is less than 91 percent, the availability guarantee period will be incessantly extended for another 30 days. Whenever the average availability, starting from one day after date of acceptance until the last day of every extended period (30 days), is not less than 91 percent, the availability guarantee period will be terminated.

The locomotive shall be considered as available in following situations:

- Days in which number of hours the locomotive is available shall not be less than sixteen (16) hours of any part of twenty four (24) hours of the day,i.e. from 00.00 hours to 24.00 hours.

- Days in which the locomotive is not available for causes not attributable to bidder (i.e. Force Majeure, accidents, etc.).

- Day in which the locomotive out of service for reprofiling of wheel due to the wear of normal operation.

- Delay of returning the locomotive to the depot after locomotive failure in service has occurred.

Details of the aforementioned RAMS, compatibility and durability shall be jointly defined between SRT and the awarded bidder at the beginning of the project. The awarded bidder shall submit a safety program plan no later than 3 months after the commencement date of signing the contract.

During the first three years, Bidder shall guarantee the reliability which shall be not less than 100,000 [train-km] MDBF (Mean Distance Between Failures)



calculated for the fleet. A monitoring date shall commence after the date of acceptance.

For the maintainability, the locomotives shall be designed conform to the following general rules as follows:

- Installation of components including wear-parts shall be designed in order to be changed easily without any obstuction.

- Identical parts must be interchangeable whereas similar parts, which are not interchangeable, must be specially designed in order to get rid of misplaced installation (e.g. printed circuit boards).

- Functional units shall be designed in order to be changed easily as exchangeable modules.

- Number and size of panels and openings shall be provide sufficient access for worker to check/change the equipments inside them.

- Special care shall be taken to design accessbility of the panels and openings without using pitch.

- Reduce the vehicle down-times by the "replacement" maintenance philosophy.

- Design to minimise maintenance personnel skills & training and number of special tools.

28.10 Bidders shall guarantee the performance, durability, reliability and compatibility of the related support system for the locomotives; ie. facilities of locomotive crew, air conditioning, control system, fuel storage and supply system, electrical system in the engine compartment, access doors, etc. This can be referred to the related standard proposed by SRT. If not available in clause 3.1, additional standard shall be submitted for SRT approval.

29. CONTRACT DRAWINGS AND TECHNICAL INFORMATION

29.1 Submittal Drawings

29.1.1 Before the work is commenced, the awarded bidder or contractor must prepare at his own expenses, from relevant and referenced specifications and drawings, working drawing for the locomotive construction showing in detail all material, and equipment to be furnished and their

arrangement, which are to be submitted for the acknowledgment of the SRT and/or its Inspecting Engineer (s).

The following drawings or more are to be submitted to the SRT for acknowledgment:

(1) General Arrangement of Locomotive(2) Underframe(3) Superstructure



(4) Power Plant Assembly(5) Outline drawings of Diesel engine(6) Arrangement of Radiator and Fan(7) Coupler Assembly(8) Schematic Diagram of Air Brake Equipment(9) Air Compressor(10) Cooling Water System(11) Fuel Oil System(12) Lubricating Oil System (13) Arrangement of Equipment in the Cab(14) Arrangement of Equipment on the Body End(15) Arrangement of Equipment in the Engine Room Gauge Panel(16) Fuel Tank assembly(17) Head Light(18) Colouring of Whole Locomotive(19) Schematic Diagram of Power Circuit(20) Schematic Diagram of Lighting Circuit(21) Schematic Diagram of Control Circuit(22) Tractive Effort vs. Speed Curve(23) Outline Drawing of Traction Motor(24) Longitudinal Section of Traction Motor(25) Cross Sectional View of Traction Motor(26) Outline Drawing of Main Alternator(27) Longitudinal Section of Main Alternator(28) Outline Drawing of Auxiliary Alternator(29) Characteristic Curves for Traction Motor (30) Ladders and handrails.(31) All� relevant�subcontractor,�vendor,�and�manufacturer’s�outline�

drawings.

This list shall be updated and submitted monthly to SRT.

29.1.2 The awarded bidder or contractor shall submit for review drawings required by the specification or necessary to demonstrate compliance with the specification requirements.

29.1.2.1 General arrangement, assemblies, calculation reports, and technical specifications shall be submitted to convey concept, design, dimensions, maintenance, operating, and overall assembly aspects and interfaces.

29.1.2.2 Major component and outline drawings for each component to evidence that the functional requirements are met. These drawings define the scope of the submittals to be provided for review regarding consistency with the specification requirements.

29.1.2.3 In the event of dispute about a specific design or design principles, the standard of successful prior use in a locomotive and the standard of reasonableness will be adopted.



29.1.2.4 SRT may review the more general drawing for consistency to the specifications. In the event of a dispute between various aspects of the specification. SRT will reasonably interpret the specification and will manage the design review process to avoid an extended design approval process. Review and comments� of� the� Contractor’s� submittals� is� to� be� attained�before any manufacturing work proceeds.

29.1.2.5 Revised drawings shall be resubmitted following correction by the� Contractor� as� soon� as� possible� after� receipt� of� SRT’s�comments. All details on drawings affected by any change shall be clearly indicated on copies of all drawings sent to SRT for approval.

29.1.2.6 Drawings submitted by Subcontractors or Suppliers developed exclusively for this contract shall be thoroughly checked by the Contractor to ensure that they conform to the intent of the Contract Documents and the Specification requirements before submittal to SRT for approval.

29.1.2.7 Whenever reference is made on a drawing to a material or process� by� the� Contractor’s� own� specification� number,� the�commercial equivalent shall be submitted. If there is no commercial equivalent, contractor shall provide SRT with copies� of� contractor’s� own� specification,� to� demonstrate consistency with the Specification.

29.2 As-Built Drawings

29.2.1 The awarded bidder shall furnish as complete as possible and free of all charges to the SRT, sets of drawings of the locomotive with all the text appearing therein in English, as follows:

29.2.1.1 One (1) complete set of transparent reproducible sheets on the best quality� material� to� be� approved� by� the� SRT,� of� “as-constructed”� ISO� size drawings, supplied in circular tins with cover.

29.2.1.2 Three (3) sets of prints from each drawing of item 29.2.1.1 bound in stiff covers preferably of the sizes of 297 mm by 420 mm with binding made on 297 mm side. The drawings to be bound shall be arranged in sections according to the grouping and purpose of component with index of drawings for each section.

29.2.1.3 One (1) complete set of reduced size white prints from item 29.2.1.1 together with one set of reproducible transparencies for the prints shall also be furnished.

29.2.1.4 Three (3) sets of quality computer disks containing the latest release of AutoCAD file, and *.PDF files from item 29.2.1.1. All lettering and symbols shall be recognized within AutoCAD.



These drawings shall be fully dimensioned with full details being given and shall enable any of the equipment, auxiliaries, accessories, fixtures and fittings, arrangement of electrical equipment, schematics, wiring, control diagram, parts lists and materials list etc. as actually made on the diesel locomotive as well as the whole of the mechanical structure, bogies, to be identified and checked for maintenance and repair purposes. Drawings shall include diagram and arrangement drawings of the locomotive with leading particulars material specification and dimensions as well as the performance data; performance and characteristic curves for engine, transmission equipment and for the complete locomotive; details of principal proprietary equipment and components where applicable. Any drawings of the proprietary articles shall be marked with the name of maker and his reference number for each component to facilitate the ordering of spare parts. Catalogues and/or instruction books of proprietary items may be supplied in lieu of the drawings, provided that they show clearly the details actually fitted to the locomotive.

Any code word or abbreviation as well as finishing marks in the drawings and any document shall be explained.

Drawings shall be headed with title, name of locomotive Maker, production serial number of locomotive, drawing number, name of the SRT, date and contract number and shall be certified by the responsible personnel or department of the locomotive Maker.

Drawing numbers for contract drawings, including subcontractor drawings, shall be produced in a logical sequence. Items within a drawing shall be clearly cross referenced with their relevant drawing number.

Space may be allocated on the drawing for the awarded bidder to add any necessary references and part numbers relating to this contract.

A comprehensive drawing index shall be prepared and maintained for the duration of the Contract which clearly identifies what part of the locomotive, or what assembly drawing the various detail drawings is used on.

Drawings shall be in metric units, including pipes and pipe fittings, third angle projection and generally in accordance with accepted Standards.

Drawings shall be fully dimensioned with tolerances where applicable, and shall show finish details and material specifications for items there on. All material specifications shall quote the relevant Standard. All wordings on drawings shall be in clear English.

The drawings shall be supplied by the awarded bidder not later than three (3) months after the Date of Practical Completion of the last locomotive.

29.3 Modifications During Contract

29.3.1 The awarded bidder shall ensure that the SRT is informed promptly of the necessity to modify any drawing, table, list or schematic during the course of the Contract.



29.3.2 Such advice shall indicate the reason for the change, and if the modification represents a departure from a design, drawing or other information, the use of which has previously been expressly permitted by the SRT, the proposed modification shall be dealt with under Clause 29.1.1.

29.3.3 Where modifications are introduced, the original reproducible shall be marked with the vehicle numbers to which it applies and make reference to the modified drawing for subsequent vehicles. The awarded bidder shall supply three sets of electronic/digital files the updated drawings.

29.3.4 No drawing number or part number shall be used twice. Where a drawing has been superseded for later builds, or where a drawing is redrawn, a new drawing number shall be allocated to the later drawing. Where a part is modified for use on earlier builds, and where the original part is still in use on earlier builds, a new part number shall be allocated to the later part.

29.4 Final Supply of Drawings

With the delivery of the final locomotive, the awarded bidder shall supply the full set of up to date as built reproducible drawings on plastic drawing sheets. This set of drawings, tables and schematic diagrams shall have been amended in any way so as to make up a complete set of fully dimensioned working drawings,including all details of the vehicle and bogies. A complete and up to date index of all drawings necessary for the construction and wiring of the vehicle shall be supplied with this set of drawings.

29.5 Sample

The Contractor shall furnish samples of locomotive exterior and interior paint chips, cab interior finish materials, number boards, and similar items for SRT inspection�and�acceptance.�All�samples�shall�be�identified�with�the�manufacturer’s�name, part number, specification and/or drawing reference and intended use.

29.6 The awarded bidder shall furnish free of all charges the following:

29.6.1 Fifty(50) sets of instruction books or operating manuals, each completely contains all information, general description characteristic and performance, location and function of main equipment, diagram of main function, instructions and illustrations on the proper operation, driving instruction, troubleshooting, care, maintenance of the complete diesel locomotive, and its ancillary equipment, accessories and fitting etc.

29.6.1.1 The Operating Manual shall contain all information needed for the optimum operation of the equipment. It shall include general vehicle familiarization material: location, function, and operation of controls, gauges, indicators, and switches. It shall discuss the subsystems and other features of the locomotive which the Operator may not be in a position to control or adjust but of which he should have some knowledge, including emergency procedures and troubleshooting information.



29.6.1.2 The manual shall be delivered in hard copy only and shall be pocket size, 4-1/4 in. wide, 7 in. high, and not more than 1-1/4 in. thick. It shall be bound along the 7-in. left side dimension. The pages therein shall be as large as can be accommodated without damage.

29.6.2 One master and fifty (50) copies of video discs for training purpose. These video discs shall at least include:

- Detailed arrangement and explanation of the functions of all components, devices, controls, and equipment installed in the locomotive

- Preparation before operating the locomotive- Starting and operating the locomotive- Explanation of the electrical control schematic diagram, the pneumatic

control diagram, engine lubricating oil circuit, engine water cooling circuit and fuel oil circuit. Each of these circuits shall be introduced in a moving and or appropriate moving picture with dubbed explanation in sequence of operation.

The video disc shall be dubbed in English or Thai, and shall be VCD/DVD system available in Thailand.

29.6.3 Fifty(50) copies of Scheduled Maintenance, Running Repair and Troubleshooting Manual to provide extensive instruction to disassemble, repair, and assemble of the complete diesel locomotive as well as each and all components.

29.6.3.1 A statement giving brands of engine coolant, lubricant, grease, lubricating oil, bearing recommended for the efficient operationof the diesel locomotive.

29.6.3.2 Brake system complete schedule and complete piping diagram.

29.6.3.3 Schematic electric wiring diagram.

29.6.3.4 Engine coolant, lubricating oil, and fuel oil piping, complete layout of each as installed. Direction of flow and piping colour code shall be indicated for each circuit.

29.6.3.5 General arrangement dimensioned diagram of equipment as provide with the locomotive, identifying necessary component parts with description.

29.6.3.6 General arrangement dimensioned diagram of locomotive, with names and location of parts equipment and necessary accessories.

29.6.3.7 Trouble shooters for locomotive and its necessary equipment.



29.6.3.8 Physical electrical wiring diagram.

29.6.3.9 Engine�man’s�check�list�and�operating�procedure�instructions,�to�be�prepared�in�accordance�with�manufacturer’s�practice.

29.6.3.10 At a minimum, the manual shall include the following content:

1) Inspection procedures, intervals, and criteria

2) Scheduled and Preventive Maintenance Plan - Routine test,

service and adjust

3) Troubleshooting - Diagnose, troubleshoot and remedy

4) Corrective Maintenance - Repair and replace

29.6.3.11 The books shall be 8.5 in. x 11 in. (216 mm x 279 mm) in size of the 3-ring or post loose leaf type, be completely indexed, and be bound in hard cover binders. The spine of each volume shall be no greater than 3 in.

29.6.4 Fifty(50) copies of Heavy Repair and Overhaul Manual to provide extensive instruction to disassemble, repair, and assemble of major component overhaul, not included in the Running Repair Manual.

29.6.4.1 The books shall be 8.5 in. x 11 in. (216 mm x 279 mm) in size of the 3-ring or post loose leaf type, be completely indexed, and be bound in hard cover binders. The spine of each volume shall be no greater than 3 in.

29.6.5 Photographs showing construction procedures shall be submitted in the album style.

Photographs shall include color views of the completed locomotive exterior from various angles and views of the interior of the locomotive showing all of the major equipment as well as the cab.

The Contractor shall submit a list of the proposed views of the completed locomotive for review in advance of making the photographs.

29.6.6 Three (3) months prior to the Date of Acceptance of the first locomotive, the awarded bidder shall supply fifteen (15) draft copies of each of the above mentioned Maintenance and Operational Manuals. Each manual shall be sufficiently detailed to provide initial training in operation and maintenance of all major items of equipment.

The draft copies of each of the above mentioned Workshop Maintenance and Operational Manuals shall be reviewed by the SRT. Required amendments will be forwarded to the awarded bidder.



29.7 Materials and part list. At least fifty(50) sets of list shall be furnished with locomotives, giving description of parts, number of parts required per locomotive, materials of which made and their necessary physical properties, with their necessary corresponding drawings numbers or the reference code numbers and diagram drawings for such parts as complete as possible. Spare part list giving names and addresses of all manufacturers of parts shall be included.

The Contractor shall provide a list of recommended spare parts to support base order, individual part pricing, and the lead times for each of these parts to SRT. The list shall include detailed part information of consumable items, major components, electrical/electronic components and brake system components, as defined below, plus any other items necessary to maintain the locomotives for a period of five years, shall at least include

- Consumable Items- Major Components- Electrical/Electronic Components- Brake System Components

Parts Catalogs shall be 8.5 in. x 11 in. (216 mm x 279 mm) in size of the 3-ring or post loose leaf type, be completely indexed, and be bound in hard cover binders. The spine of each volume shall be no greater than 3 in. The Illustrated Parts Catalog shall enumerate and describe every component with its related parts.

29.8 Binding for all the above documents shall be made in durable stiff covers.

On the covers for the drawings and documents stated above shall be printed in addition to the title:

STATE RAILWAY OF THAILANDType and capacity or power of diesel locomotiveName of principle makerNo. of contract (or order)Year of placing order

All the texts and letters appearing in the drawings on any other documents shall be in English.

The delivery of the drawings and the documents shall be made before the arrival of the first locomotive in Laemchabang Railway Station, Chonburi Province and they shall be forwarded separately and addressed to SRT Chief Mechanical Engineer, State Railway of Thailand, Bangkok, Thailand.

29.9 Awarded bidder shall submit SRT the following:- The list of original equipment manufacturers and details of maintenance manuals for spare parts, as-built drawings of main/critical components showing detailed dimension, material specification according to the standards in clause 3.1 and brief information of manufacturing process,



- Detailed specification of electrical equipment and data transmission protocol according to the standards in clause 3.1.

The manuals shall include instructions and procedures for part or component replacements, testing equipment, adjustments, disassembling, repairing, overhauling, assembling and testing of systems, modules and components.

30 SYSTEM SUPPORT

30.1 Microprocessors shall be utilized to monitor and control locomotive systems to the extent practical and/or industry proven. They shall incorporate the capability of diagnosis to enable the locomotive to continue running at reduced power or other operational limits, to the extent practical and feasible, in order to complete a trip. Individual systems of the locomotive shall have diagnostic and test capabilities accessible to a portable computer, communications or serial link. A central diagnostic system shall integrate data from the individual systems for display and recording.

30.2 The following locomotive systems shall incorporate microprocessors to monitor and report their condition, in addition to whatever control functions they perform:

- Main (propulsion) diesel engine;

- Traction power system;

- Wheel spin/slide system;

- Brake system;

- Cab signal;

- Low voltage electrical system;

- Central diagnostic system;

- Event recorder system;

- etc

30.3 The central diagnostic system shall control the display of data at the locomotive console and the transmission of the individual system data to and from the Fault Event Recorder. A menu type system shall be used for selection of the individual system and data to be displayed. The cab displays shall have the following features:

30.3.1 Displayed information should be limited to that which is necessary for safe operation of the locomotive. Only active major faults shall be displayed to the operator. Fault correction information shall be in easily understood. It shall provide sufficient information for the operator to either correct or bypass the fault and continue under performance limitations.

30.3.2 Fault messages shall be displayed without requiring screen changes. Fault correction information shall be displayed simultaneously.



30.3.3 Faults which have been corrected or acknowledged shall be cleared from the display screen and stored in the fault event recorder.

30.4 Diagnostic Test Equipment

30.4.1 The Contractor shall supply laptop computer-based Diagnostic Test Equipment which shall allow maintenance and operations personnel to easily and quickly troubleshoot and diagnose failures of all applicable locomotive systems by directly interfacing with such systems on the locomotive.

30.4.2 The Contractor shall consider any system, which incorporates microprocessor or computer based control to require computer-based Diagnostic Test Equipment support.

30.4.3 The Contractor shall supply (25) complete laptop computer-based Diagnostic Test Equipment systems with all software, connection wiring and current generation laptop computer. All of them shall be identical. Software for all systems shall be installed on each laptop. The laptop shall operate on the latest version of the Microsoft Windows operating system approved by SRT.

Each laptop shall be supplied with a heavy-duty, briefcase-type carrying case, capable of carrying the laptop, and all interface cables, and suitable for industrial use on the shop floor, pit locations, and in the yard.

30.4.4 The Contractor shall properly interface all subcontractor, system and subsystem software to operate easily, efficiently, and without conflict on each Diagnostic Test Equipment systems.

The function shall be to produce all operating commands and input signals necessary to exercise fully all functions and components of the particular system under test, and to measure or indicate all of the signals, response and outputs produced by a system by means of indicators integral to the software. Diagnostic Test Equipment systems shall be capable of downloading fault logs and event data from any microprocessor based system. Erasing such logs shall also be possible under password control.

It shall be possible to export fault and event data in a format compatible with spreadsheets and databases formatting, review or manipulation.

30.4.5 SRT requires that the Contractor and all subcontractors and suppliers grant all necessary rights to install and use software on any computer, without limitations, to perform maintenance activities related to these locomotives.

30.5 Training provided by contractor

The Contractor shall provide an adequate educational program for SRT's operating/maintenance� contractor’s� personnel� to� permit� satisfactory� operation,�servicing, troubleshooting and maintenance of the locomotives.



A course outline for the subjects nominated by the SRT shall be presented for review in accordance with Clause 29.1, a minimum of two (2) weeks prior to the course being conducted. The cost of this training is deemed to be included in the Contract Sum.

The program shall include both formal and informal instructions using such training aids as PowerPoint presentations, mock-ups, parts catalogs, motion pictures, manuals, diagrams, CD-ROMs, etc., as may be appropriate to the subject. Slides and transparencies shall not be acceptable as visual training aids unless they are otherwise utilized for effect and are captured within the maintenance manual.

The� training� program� shall� include� written� examination� and� “hands-on”�demonstration, as appropriate, to certify that each of the employees has the knowledge and skills necessary to perform the tasks to which they have been assigned. The Contractor shall submit his proposed training program, including sub-component system training for review and acceptance.

The Contractor shall be responsible for preparing copies of all manuals, drawings, schematics, troubleshooting guides and other handouts for distribution to all students.

30.5.1 Training at contractor facility

During the period of manufacturing, the awarded bidder shall provide the SRT on-site training programs at contractor facility in terms of technology, operation, repair and maintenance for each of its Inspecting Engineer team and thirty (30) additional officials. All expenses (including travel expense, accommodation expense, allowances and etc.) shall be borne by the awarded bidder.

30.5.2 Training at SRT site

30.5.2.1 The awarded bidder shall supply the services of appropriate technical staff, as required, to provide for a total of one hundred and twenty (120) hours of formal tuition.

30.5.2.2 The SRT shall be involved in the development and preparation of the training courses.

30.5.2.3 The tuition will relate to the operation and maintenance of the locomotive with the emphasis placed on subjects nominated by the SRT.

30.5.2.4 This tuition shall be structured and be in competency based terms, delivered in English, translated in Thai and be augmented by written documentation, slides and videos where appropriate. Video shall be VCD or DVD.



30.5.2.5 The SRT will nominate the timing and duration for such training courses to be conducted.

30.5.2.6 After completion of the nominated training courses the complete course and all training packages, as delivered during the training must be supplied to the SRT for future use in training. Training packages shall include all aids, objectives, lesson plans, needed for future training.

30.5.2.7 The awarded bidder shall prepare evaluation program for the SRT�trainees�and�retrain�them�again�when�they�don’t�pass�the�

satisfactory level to ensure that the SRT trainees are sufficiently skilled, knowledgeable and competent to carry out proper and satisfactory operation, repair and maintenance of the locomotive after the training courses.

ATTENTION: Information supplied by bidders at tender opening shall be evaluated by the SRT strictly. Failure to supply complete and direct to the point informations as required in this specificationmay result in disqualification.

31. PACKING AND SHIPMENT

The locomotive shall be shipped fully assembled except some parts may be removed, with the SRT� Inspecting� Engineer’s� approval, to suit the manner of shipment. They shall be clearly marked in such manner that will ensure quick and easy assembling in Thailand.

The locomotives and their equipment and parts shall be carefully packed if necessary, preserved and protected for sea voyage. On arrival in Laemchabang Railway Station,Chonburi Province, if the damages are found to have been due to improper packing or protection the awarded bidder shall have to replace the defective parts free of all costs to the SRT Stores Bureau with the lease possible delay. If repair shall be made to such

parts all the repair expenses shall be borne by the awarded bidder.

All�packing�cases,�if�any,�are�to�be�clearly�marked�in�black�with�the�initial�letter�“SRT”,�the order number and date, the name of awarded bidder or� the�Maker’s� name,� the�gross and net weights and port of destination. Each package is to be given a serial number corresponding to the number in the shipping specification. The cost of packing is to be included in the contracted price. Packing list must be in English and details must be stated in the list what parts are packed in each package.

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MECHANICAL ENGINEERING DEPARTMENTSTATE RAILWAY OF THAILAND

29 MAY 2019

APPENDIX 1

DRAWING NUMBER

1) Structural &loading profiles in general

for single track Dwg.No.1966–36

2) Wheel contour (Vidura contour) Dwg.No.MM2–2029

3) Arrangements of automatic coupler & draftgear Dwg.No.LV5-2047/7

4) Driving cab (for guidance only) Dwg.No.5DE1-0001

5) Driver & Driver mate seat Dwg.No.5DE1-0002

6) Stamping for tyre, Wheel & Axle Dwg.No.LV19-2017/3

7) Brake shoe (for guidance only) Dwg.No.1-4101D4-001/3

8) Pipe coupler assembly (for guidance only) Dwg.No.5-DE2-0003

9) Battery type TRE 8/6 (for guidance only) Dwg.No.2D8-003

10) Standard DL 16 Loading for Railway bridge Dwg.No.1965-26

11) Purachatra plate Dwg.No.D19-2001

12) Wheel (for guidance only) Dwg.No.339T

APPENDIX 2

AIR CONDITIONING

1. SCOPE 1

2. DESIGN CONSIDERATIONS 1

3. OPERATING CONDITIONS 5

4. PERFORMANCE 5

5. ELECTRICAL REQUIREMENTS 6

6. REFRIGERATION SYSTEM 7

7. OTHER REQUIREMENTS 10

8. MAINTENANCE 10

9. TESTING 11

……………………………….

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1. SCOPE

(1) This Appendix is for the design, supply and commissioning of the air conditioning system providing for the driver’s compartment as detailed in the SRT General Specification.

(2) The air conditioning system shall be of the refrigeration type supplying cooling and ventilation to the driver's compartment.

(3) In addition to the requirements of this Appendix, the equipment is to comply with all requirements stated in the SRT General Specification.

(4) Due to the special application of this equipment (Railroad Environment) the Contractor shall have previous experience in the design and manufacture of locomotive air conditioning equipment.

(Note: contractor refers to the manufacturer of the air conditioning equipment who may not necessarily be the locomotive supplier.

(5) The air conditioning system shall be of sufficient capacity to maintain the cabin conditions specified at the ambient conditions detailed in this Appendix.

(6) Equipment external to the air conditioner, namely ducting and filters, shall not compromise the performance or capacity of the air conditioning system. Allowance shall be made for spill air requirements within the cabin, such that the desired fresh air quantity can be obtained.

2. DESIGN CONSIDERATIONS

This section details a number of different air conditioning options and the relevant design considerations for each option.

2.1

The ceiling mounted system would be simpler in that air delivery ducting

Split System (Condensing Unit Remote from Evaporator Section)

This system is not of a modular design and has certain pieces of equipment remote from the cooling coil (evaporator).

This type of system may have the evaporator coil, fans and filters mounted inside the one package and suspended from the ceiling. This is the usual location for the one package, however, other options such as wall or under floor mounting are possible.

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would normally not be used with this system. The condensing unit (compressor, condenser, condenser fans and liquid receiver) will be located remote from the evaporator section.

There are a number of important design considerations with this design, namely:

(1) Air onto the condenser coil should be at ambient temperature and not be raised above ambient through a heat gain from other equipment (ie. locating the condenser in the engine compartment or on the downstream side of an engine radiator). Care should be also taken such that the air off the condenser does not affect the operation of other equipment. This could be non air conditioning equipment or part of the air conditioning system (ie. the compressor).

(2) All pipe runs should be kept to a minimum length such that pressure drop is minimised, oil return is promoted, and superheating of the suction gas is maintained within acceptable limits.

(3) Piping should be clamped to minimise movement and vibration absorbers of the convoluted bellows braided wire outside type shall be used between the compressor and any fixed piping. Flare connections should be used on the evaporator coil to allow easy removal.

(4) In the case of an evaporator coil failure due to leakage, consideration should be given to a means of removal of the cooling section from the locomotive cabin.

(5) Drainage of the condensate from the cooling section is another area of consideration with the evaporative drop tray being of sufficient depth such that leakage into the cabin cannot occur. Also, suction line should be insulated to reduce suction gas superheating as well as stop water drips inside the cabin.

2.2

This format normally consists of a package protruding through a hole in the roof of the cabin. Other configurations can occur such as with the unit mounted behind the cabin and a small duct supplying air to the cabin. The design considerations detailed in Section 2.1 in general apply to this format, however, extra items for consideration are as follows:

Split System (Evaporator and Condenser Coils Located in One Package)

This system is similar to Section 2.1 in that the compressor is remote mounted, the condenser and evaporator fans and coils are mounted in the one package.

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(1) If the evaporator section's outer case is located in direct sunlight, then particular care should be taken in insulating the evaporator section.

(2) Sealing of the cabin roof to the air conditioner package should be such that no rain can enter the cabin area. Also, allowance should be made to drain the condenser section when rain occurs.

(3) Removal of the unit should be simple with consideration given to the lifting facilities in the service depots.

Note: The equipment described in Sections 2.1 and 2.2 will normally be serviced and repaired on the locomotive. It is only for very rare faults such as an evaporator coil cracking that removal of the evaporator section would be necessary.

As a split system does not allow a unit exchange such as would occur for a packaged system, care should be taken in designing a system that is readily serviced. That is, all solder joints. Components and flare fitting should be readily accessible for leak testing. Also, all components should be readily accessible for replacement (ie. Tx Valve, Drier, etc.).

Service valves shall be provided and should be readily accessible to servicing staff.

2.3

This style of unit combines the whole air conditioning system in the one package. Generally, because of the small area available and its compact nature, this type of unit often is removed from the locomotive for maintenance and repair. The major advantage of this system is that if a number of spare units are available, the maximum time the locomotive is held up for a faulty air conditioner, is the time taken to replace it.

A major design consideration should be the ease of replacing a unit and whether an overhead crane or a fork lift is required.

This type of unit can be roof mounted, under floor, in front of and behind the cabin area. Often this type of unit requires the fitting of supply air ducting. This will often allow a superior air distribution inside the cabin. Comparing to the format of a normal unducted ceiling mounted split system.

Modular or Package Unit

Note: In general, world wide, the modular unit is preferred to the split system. However, only the body builder can decide which system best matches the space availability of the locomotive. The contractor should always look at the air distribution system (ie. ducting) in consultation with the body builder such that an integrated air conditioning unit and air distribution system is achieved.

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2.4 Summary

In summary the different formats in Sections 2.1, 2.2 and 2.3 require certain design considerations which are also detailed in these sections. However the following sections in this Appendix detail general requirements applicable to all units.

3. OPERATING CONDITIONS

3.1 Mechanical

(1) The air conditioning unit shall be designed to withstand shock loads as detailed in Section 5.1.3 of SRT General Specification.

(2) Allowable noise level limits are as per section 28.4.4.1, 28.4.4.2 and 28.4.4.3 of SRT General Specification.

3.2 Thermodynamic

(1) Maximum ambient conditions for design purposes shall be taken as 45°C Maximum Humidity 100%. The equipment shall be capable of operating without damage to any component, with the cab windows open, and with the range of climatic conditions stated in Section 4.1.3 of SRT General Specification.

(2) The rear of the cabin shall be considered as being an external wall for load estimating.

4.

(5) Filtered and cooled fresh air shall be introduced into the driver's compartment

PERFORMANCE

(1) The air conditioning system shall provide two (2) selectable modes of operation:

(i) Ventilation only (ii) Cooling depending on the cabin temperature.

(2) The unit shall have a capacity of not less than 7 kW at the operating condition described in Australian standard or international standard that its must be accepted by the SRT.

(3) The unit shall have sufficient cooling capacity such that dry bulb temperatures 24°C can be maintained at the conditions of 45°C Maximum Humidity 100%.

(4) During the cooling mode, the temperature gradient over all locations in the cab, shall not exceed 2°C from the return air temperature, at any time.

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through the use of a pressurising fan. The quantity of fresh Air shall be a minimum of 50 litre/second. The location of the fresh air intake shall be designed to minimised the induction of exhaust -fumes from the locomotive. Fresh air shall be provided by the pressurising fan in all modes of operation.

(6) The air conditioning unit shall be designed to interface with other relevant locomotive equipment without detriment or reduction in performance of the air conditioning unit or other locomotive equipment.

(7) The air conditioning unit shall not produce vibrations which would be detrimental to itself or objectional to driving crew in the cabin as outlined in Section 24.4.4.4 of SRT General Specification.

(8) Equipment shall be manufactured such that it is interchangeable between locomotives of this contract. The wiring method, refrigeration piping layout, ducting arrangement, etc. shall be consistent on all air conditioning units.

5. ELECTRICAL REQUIREMENTS

5.1 General

(1) The standard of electrical installation for the Air Conditioners shall be consistent with that of the locomotives.

(2) All motors shall be rated to operate continuously on the locomotive Hotel supply.

(3) The air conditioning unit shall be supplied with electrical wall mounted receptacles with pin contract for the connection of plug leads located on the locomotive. Dummy receptacles shall also be provided, fixed conveniently to the locomotive, to receive plug leads when disconnected.

(4) The air conditioner shall be fitted with an hour meter which indicates the compressor run time.

5.2

(3) All motors shall be of class H insulation and will be tropic proofed.

Motors

(1) All motors shall be adequately rated and protected for the duty performed.

(2) Vertically mounted motors exposed to weather shall include a slinger and be appropriately drained.

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5.3 Controls

(1) A switch to control ventilation and air-conditioning shall be provided on the driver's console next, or incorporated with, the thermostat control. The switch shall be clearly labelled with the Off, Ventilation, and Air-conditioning operations.

(2) An electronic thermostat of the proportional control type shall control the air conditioning system

(3) A selector switch providing the option of "TEST COOL" shall be provided in the electrical control panel. A timer shall be provided so that both the test sequences are automatically terminated after a pre-determined time.

6. REFRIGERATION SYSTEM

6.1 Refrigerant and Compressor Oil

(1) The refrigerant shall be HFC134a (tetrafluoroethane)

(2) The compressor oil used in the system shall be compatible with the refrigerant used

(3) All system components shall be compatible with “both” the refrigerant and compressor oil.

6.2 Compressor

(1) The compressor shall be of the proven brand and parts must be easily obtainable.

(2) The compressor shall be of the accessible hermetic or semi-hermetic type and shall incorporate suction and discharge service valves

(3) The compressor shall be isolated from the sub frame through the use of vibration isolators.

6. 3

(1) The condenser tubes shall be of copper construction with heavy duty brass end plates.

Condenser

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(2) The condenser fins shall be of aluminium or better and thickness of fins shall not less than 0.25 mm.

(3) Due to adverse environmental conditions the maximum number of fins allowed shall be twelve (12) per 25 mm.

(4) The design of the condenser and/or surrounds shall ensure that air is not re- cycled back through the coil or In any manner bypass the coil. The condenser shall include a circuit for the sub- cooling of liquid refrigerant.

(5) The condenser shall be coated with anti corrosive protection.

6.4 Evaporator Coil and Expansion Valve

(1) The evaporator coil shall be fed by an externally equalised thermostatic expansion valve. Expansion valve fitting shall be the flare type.

(2) The expansion valve shall be located so that it is easily accessible for replacement.

(3) Velocity of air though the coil shall be not exceed 2.5 m/s.

(4) The evaporator fins and tubes shall be of copper construction. The coil is to be fitted with heavy duty brass end plates.

(5) The suction line is to be located so that it does not rest on any surface which could conduct temperature to affect the operation of the Expansion Valve Sensor bulb.

(6) The evaporator shall have a condensate tray .of sufficient size and depth such that overflow and splashing shall not occur under all conditions of track grade and cant. The tray shall be drained below the locomotive'. There shall be no accumulation of condensate in the evaporator housing under the condensate tray under any operating conditions of the air conditioner and locomotive. The area is to be designed so that no water from the evaporator section enters the supply air or return air plenum under any conditions.

(7) The drain tube from the evaporator region shall incorporate an “s” bend so as to provide a air seal between the evaporator section and the outside condition.

6.5

(1) The liquid receiver shall be of adequate capacity such that it can hold the full charge of the system within 80% of its volume. A service valve is to be placed on the outlet of the receiver.

Liquid Receiver, Sight Glass and Drier

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(2) The liquid line shall be sized so that flashing in the liquid line does not occur.

(3) A sight glass shall be placed in the liquid line such that it is visible from an external access panel.

(4) An adequately sized line drier shall be fitted in the liquid line between the Expansion Valve and the sight glass. A stop valve shall be placed between the Drier and the Expansion Valve. The Drier Shall be located so that it is easily accessible for replacement. The Drier shall use flare fittings.

(5) All soldered joints shall be made with Comweld Brazing Rod Type SBA.102 or equivalent

6.6 Refrigerant Piping and Accessories

(1) All refrigerant piping shall be of refrigeration grade seamless copper tubing. Piping shall be supported by brackets and clamps where neccessary, and all piping shall be suitably protected from chaffing and contact with dissimilar metals. Where possible, joints shall be solder type. However, the expansion valve and drier shall have flare joints to allow ease of replacement.

(2) All pipes shall be adequately sized so that pressure drops are kept to a minimum, whilst sized to promote oil flow in the systems.

(3) Vibration absorbers of the stainless steel braid and convoluted bellow type, Shall be used to link compressor service valve to the rigidly mounted pipe work.

(4) High and Low Pressure Service ports shall be fitted inside one of the Inspection hatches to provide easy attachment of a manifold port for servicing. The service ports will be tagged so as to indicate high and low pressure.

(5) A check valve shall be fitted between the compressor discharge service valve and the condenser to prevent liquid refrigerant back to the compressor during the off cycle.

6.7

(2) A pressure relief valve will be installed in the high side and will drop the

Protection Devices

(1) The refrigeration system shall be suitably protected through the use of high pressure and low pressure switches. Both switches shall allow automatic reset upon operation. The pressure switches must be able to be isolated from the system through the use of stop valves.

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entire charge when an excessive system pressure is detected.

7.

(ie.forklift pockets provided)

(3) A compressible seal/s shall be located on the air conditioner such that when mounting bolt are tightened an effective seal occurs.

(4) Each air conditioning units is to have the manufacturer’s rating plate and serial numbers readily visible on the frame adjacent to one of the service doors of the unit.

Note: Section 7 refers mainly to a modular type system and depending on the design may not be applicable to split system.

8.

OTHER REQUIREMENTS

(1) The unit shall be of a welded stainless steel construction.

(2) The unit shall have lifting lugs to facilitate lifting with slings. The lifting lugs shall be designed to carry at least 2.5 times the mass of the unit. The lug holes shall have stainless steel bolts fitted to stop dirt entrance or air leakage. Should the unit be side mounted to the locomotive it shall be readily removable by forklift

(6) The unit once removed from the locomotive is to be free standing to allow maintenance on the shop floor. (This is applicable to a modular type unit.)

MAINTENANCE

(1) Inspection periods shall coincide with locomotive schedule maintenance of SRT. The minimum period between scheduled services to the air conditioning unit, shall be that of an "B" (1500 hr/3 months) Inspection.

(2) The motors shall not require inspection or maintenance at intervals of less than a “D” (6000 hr/ 12 months) Inspection.

(3) All air filters shall be located so as to be readily accessible.

(4) All equipment such as compressor, fans, motors and coils shall be suitably located and preferably in module form to facilitate servicing and removal from the air conditioning unit.

(5) Large inspection doors or covers are to be incorrporated into the design to enable easy access for service and maintenance, particularly from the front of the unit in the case of side mounting to enable removal of motors compressor, etc. Should the unit be roof mounted, design should allow for optimum accessibility of components. A maintenance envelope shall be agreed upon with the body builder to allow access for maintenance staff.

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9. TESTING

9.1

Start unit in cool and run for a period of no less than 30 minutes

maintaining the ambient temperature at 35 �C and the evaporator return air above 30 �C

The unit shall continue to run during this test without any detrimental effects to the equipment.

(b) Test 2

With ambient temperature at 45�C and a return air temperature of 27�C DB and 19�C WB run unit for 1 hour. The unit shall run under these conditioners with no adverse affect to the equipment, no bubbles in the refrigerant sight glass and no undue agitation of the compressor oil as indicated in the sight glass

(c) Test 3

With ambient temperature at 22�C and a return air temperature of

22�C DB and 15�C WB run the unit in cool for 1 hour. The unit shall run under these conditioners with no adverse affect to the equipment, no bubbles in the refrigerant sight glass and no undue agitation of the compressor oil is indicated in the sight glass.

(d) Test 4

Testing of Prototype Air Conditioner By Contractor

(1) The test procedure is to be carried out such that high ambient conditions can be simulated upon the condenser. Also the unit shall be tested at varying load conditions on the evaporator coil.

(2) The following tests shall be performed.

(a) Test 1

Bring the temperature of unit to 35 �C. (Both condenser and evaporator sections). Allow to stand at this temperature for 1 hour with the unit not running.

The unit shall be tested such that when restarted after an "OFF'' period there is no indication of flood back of refrigerant to the compressor. This test shall be performed after 5 minutes, 30 minutes and 60 minutes.

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9.2 Test Requirement

Note: The maximum accepted variance from the temperature conditions detailed in this Section is 1 �C.

(1) During Tests 1, 2, 3 and 4 the Contractor shall monitor refrigerant and compressor oil levels, Sight glass, Pressures, motor currents and temperatures at a number of points .

(2) During Test 2, the refrigeration capacity of unit shall be calculated and cross-checked by 3 methods namely :-

(i) Air differences across the coils

(ii) Through the use of mass flow meter located in the liquid line and

(iii) By comparing the compressor curves against the system operation conditions.

Appendix 3 Spare parts, consumables and special tools List

SRT specify the list of the specialized tools, spare parts and consumables that will

be needed to operate, maintain and repair the Locomotives for future maintenance.

The bidder shall be identify and provide information in accordance with the list as

relates to these parts.

1. Bidder shall provide the information of strategic spare parts to support the fleet

after the end of the warranty period as follows:

Items Spare part Quantity Units

1 Microprocessor (Locomotive Control Unit) 2 Set

2 Electrical Cabinet Assembly 2 Set

3 Traction Inverter Unit 2 Set

4 Motor For Traction Motor Blower 2 Loco set

5 Auxiliary Invertor Unit 2 Set

6 Dynamic Brake Assembly 2 Set

7 Brake Control Unit 2 Set

8 Brake Valve and Accessory 2 Loco set

9 Event Recorder 2 Set

10 Locomotive driver cab air -condition set 2 Loco set

11 Carbody Blower 2 Loco set

12 Front Window Glass Assembly 2 Loco set

13 Side Window Assembly 2 Loco set

14 Driver Cab Seat Assembly 2 Loco set

15 Draft Gear 4 Set

16 Coupler and Knuckle 4 Set

17 Interdoor Assembly 2 Loco set

18 Bogie Assembly (With Traction Motor) 4 Set

19 Bogie Frame 4 Set

20 Gear Cover Assembly 12 Set

21 Wheelset Assembly (With Axle Box Bearing) 12 Set

22 Axle box bearing 24 Set

23 Axle Gear Wheel 12 Set

24 Vertical Damper 2 Loco set


25 Longitudinal damper 2 Loco set

26 Yaw Damper 2 Loco set

27 Spring for Axle Box 2 Loco set

28 Traction Motor 12 Set

29 Traction Motor Bearing 24 Set

30 Pinion gear 12 Set

31 Motor suspension device 12 Set

32 Tread Brake Unit 24 Set

33 Axle Box Assembly 24 Set

34 TM Blower Ventilation Duct Assembly 2 Loco set

35 Sand injector device 2 Loco set

36 Sand Box 2 Loco set

37 Main Alternator 2 set

38 Starting Motor 2 Loco set

39 Auxiliary Generator 2 Set

40 Cooling Fan Motor 2 Loco set

41 Head Light Unit 2 Loco set

42 Master Controller 2 Loco set

43 Driver’s�Desk�Equipment 2 Loco set

44 All Lamp for one Locomotive 2 Loco set

45 Air Compressor 4 Set

46 Air Dryer 2 Set

47 Main reservoir assembly 2 Set

48 Wiper Equipment 2 Loco set

49 Traction Motor Blower 2 Loco set

50 Motor Blower 2 Loco set

51 Fuel Tank Assembly 2 Set

52 Starting Oil Pump 2 Set

53 Expansion Tank Assembly 2 Set


54 Radiator 2 Loco set

55 Cooling Fan 2 Loco set

56 Cooling Fan motor 2 Loco set

57 Wheel flange Lubricator 2 Loco set

58 Locomotive Speed Sensor 2 Loco set

59 Temperature Sensor for All system 2 Loco set

60 Pressure Sensor for All System 2 Loco set

61 Speed measuring device for All System 2 Loco set

The bidder is required to submit the following information.

- Manufacturer name

- Manufacturer part number

- Price

- Delivery time

2. Bidder shall provide the information of consumables items that need to replace

as a function of normal operation, support the fleet of locomotives throughout its

maintenance service life for 5 year as follow:

Items consumables

1 Wheel

2 Screen Wiper

3 Brake shoe

4 Air Filter for Engine

5 Lubricating oil Filter

6 Fuel Filer for Engine

7 Thermostat for Cooling System

8 Electromagnetic Valve and Pressure Sensor for Air Brake System

9 Water separator for Air Dryer

Items consumables

10 Filter for Compressor

11 Automatic Drain Valve for Main Reservoir

12 Exterior Lighting

13 Interior Lighting

14 Filter for Air Conditioner


- Manufacturer name


- Annual consumption of the fleet for the first year, second year and third year

- Price

- Delivery time

3. Bidder shall provide the information of other spare parts or recommended spare

pare list which recommended by manufacturer, provided with detail description,

recommended quantity, part number and price list for client.

4. Bidder shall provide the information of special tools and maintenance support

facilities that include all specialized tools and diagnostic equipment required to

operate, maintain and repair the locomotives throughout service life, and shall

identify the item description, manufacturer, part number and purpose, including a

cross-reference to the maintenance manuals as to the tasks that require the use

of the tools.

Items Special tools Quantity

1 Portable computer Required to configure the

parameters of digital programming for computerized

controlled components or system

5 set

2 All cables, connectors, software, power supplies,

carrying cases and peripherals as

required for use with the portable computers

5 set

Items Spare part Quantity

3 Tread Brake Unit Test Bench 1 set

4 Bogie Special Tool 1 set

5 Brake Equipment Special Tool 1 set

6 Special Tools for Compressor 1 set

7 Special Tools for Traction Inverter 1 set

8 Special Tools for Auxiliary Inverter 1 set

9 Special Tools for Engine 1 set

10 Special Tools for Main Alternator 1 set

11 Special Tools for Traction Motor 1 set


- Manufacturer name


- Price

- Delivery time

SRT Specification No.SE – 155 / 2559 Revision 1

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Technical Description of Supplies for Locomotive Simulator

1. GENERAL OVERVIEW

The proposed system is a locomotive simulator for the driver's training purpose, which allows the optimized practices through reproducing the same situations repeatedly, providing the variant conditions and permitting the relief of railroad traffics.

The simulator's utilizations are diverse. On top of those utilities, we can optionally guide and provide the variant training courses and curriculums. The diverse utilizations are basically like followings.

• Introduction and familiarization to new fleet

• Practicing of fundamental driver technique under normal and special

conditions and maneuvering for adverse conditions (operation under

different weather and track conditions or reduced visibility, etc.)

beginners and experienced drivers

• Teaching of operational procedures and correct handling of the original

system incl. train subsystem handling / operating (e.g. engine and

brake system) equivalent as in the original train set

• Active training of driving skill (train forward-looking driving, accident

prevention)

• Driving under stress / heavy traffic conditions (incl. situation-related

stress patterns)

• Practicing of advanced driving skill (for retraining and refresher

courses)

• Recognition and recovering from faults by means of the implemented

fault-finding station (option)

• Training to handle malfunctions/incidents and operating sequences in

hazardous situations, obtain additional skills

• Familiarization with Route, Rules and Regulations

• Training of drivers in the particular requirements of Locomotive

operation


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2. SYSTEM DESCRIPTIONS The complete system consists of

1 Driver Simulator

1 Instructor Station

1 Observer Station

1 Technical Rack (Computer rack and miscellaneous devices)

2.1 Driver Simulator

� Driver simulator is made up of

- Driver Cabin Driver desk and relevant Instruments &Control

Panels

- Driver seats

- Front Visual Screen

- Radio Devices

- On-board signaling system

� Vehicle simulation for

- Vehicle Dynamic

- Engine & Brake System

- Failure Simulation

- Ground/On-board signaling system

2.2 Environment Simulation

� Environment simulation is comprised of

- Visual System 3D Computer Generated Image

- Display System for the driver's out-of-the-window view

- Time of the day, weather condition, Special effects

� Sound & Noise Generation System

2.3 Instructor Station

� Instructor station includes

- Instructor Desk

- Scenario editor & Library

- Evaluation System for training


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2.4 Observer Station

� Observer station comprises

- Observer desk Display and monitoring

2.5 Computer and Miscellaneous Systems

� Computer systems is composed of

- Simulation Computer Systems (PC-Based)

- Vehicle dynamic Computer (Sound)

- Image Generation Computer

- Hardware Interface Computer

- Instructor Operation Computer

- Motion control Computer

� Motion System

� Communication System between Instructor and Trainee

� Ventilation System

� Electric System Electric

- Power Distributor & Cables

- Network Cables

3. TRAINING SIMULATOR

3.1 Driver Cabin Replica

In order to provide impression of real locomotive, the driver cabin

consists of a replica or an original of the front driving part of the

locomotive including side walls and ceiling. The size and position of

those parts will be close with the real locomotive.

Some parts of the cabin interior are replicated in a simplified way. The

dimension of the driver cabin replica is correlated to the dimensions of the

original driver cabin of the locomotive. The important driver control desk

equipment for driving will be fitted, wired and configured with real

locomotive's ones for sense of reality. Additional mandatory equipment for

the simulation purpose, like lighting, loudspeakers, cameras, microphones,

video projector, screen and so on, and required I/O interface will be fitted,

wired and configured. The locomotive driver seat shall be installed which is

same location, and mounted and fixed to the floor, such that design eye

points are met.

For exterior, it will have an appearance as representative of the real train as

possible, in line with the real locomotive's graphic profile.


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3.2 Driver Control Desk

Drive control desk is most important equipment of simulator trainee cab. So

the driver control desk of simulator must be very similar to real one.

In order to ensure fidelity, the mechanical structure of the driver control

desk is used real parts and replicated parts. The surface and color of the

driver and panels will be similar to the original locomotive. Indications and

control elements are placed at their original locations.

The labels on the driver desk will be placed at their right place in

accordance with the original pictograms.

The driver control desk will have fully functional dials, displays, buttons,

lighting and sound system. All equipment required for the locomotive

driving will be interfaced with the locomotive simulation system and

interacts with the simulated status of the locomotive. The status of the

driver control desk equipment will be presented in real time on a screen at

the instructor station and observer station.

The trainee drivers can carry out the handling as same as in real drive and

find familiar surroundings in the real train.

3.3 Locomotive Simulation

The locomotive simulation, which simulates the train internal logic to control

relevant states of the indicators, buttons, lights and gages. This simulation

also simulates the vehicle dynamic which is relevant with the vehicle

movements and air/pneumatic pressures. The results are indicated on the

drive desk as speedometer, pressure gages, and are affected to motion

system's movements.

Simulation system of the locomotive shall be including the following

important information.

� Vehicle Engine Performances

� Vehicle Brakes Performance

� Dynamic performance under diverse load and track conditions

� Fuel efficiency

� Dynamic performance under reduced adhesion conditions

� Behavior of equipment control and logic

� Pneumatic Systems consume/recharge logic

� Circuit Breakers

� Train Management and control systems


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� Vigilance and Deadman system

3.3.1 Vehicle Dynamic Simulation

The vehicle dynamic calculates a locomotive traction in taking account

of the dynamic characteristics of engines, brakes and the mass. The

calculation of traction also takes account of weather conditions which

affect to the condition of wheel/rail system. The weather conditions

decide the wheel rolling resistance coefficients and the coefficients of

adhesion so that it makes possible to simulate spinning and slipping

of the traction.

3.3.2 Brake System Simulation

The brake system is simulated on top of the logic of the dynamic

variations of air pressures in the traction unit or main air pipe. The

variations of air pressures depend on the braking types and recharge

logic.

The following braking type shall be simulated

� Friction Brake with brake control

� Dynamic Brake

� Parking Brake

3.3.3 Train Logic Simulation

The train logic comprises complicated virtual electro-pneumatic

components so it is necessary to determine appropriate train

operating procedure in the simulation. The sophisticated technical

methodology of implementing train logic will be applied, which is

mainly carried out under graphical programming circumstance by

referring-the electric circuit drawings. This feature allows the operation

people to have abilities of validating the train logic by themselves and

of generating more train failures function for training scenario further.

3.3.4 Sound Simulation

The sound simulation and acoustic informationshall providefollowing

events.

� Engine/brake sounds

� Ambient sounds (air pressure/electric/ventilation)

� Warning and alarm sounds


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3.4 Visual System

The visual system provides virtual world to the driver which is generated 3D

image by Computer. The visual system consists of the followings:

� Display System (Screen/projector)

� Image Generator (PC-based)

� Visual Database (Route image data)

3.4.1 Display System

Curved screen with side monitor shall equipped on system, the

monitor-mounted type could provide very bright high resolution

display which is full HD of 1920 pixels x 1080 pixels. In this type, dual

front monitors will be implemented at left window view and right

window view.

3.4.2 Image Generator

The proposed image generator computer is an up-to-date PC-based

computer having the most sophisticated Graphic card and image

generating software. Preferences must include the following key

features.

� Maximum quality and versatility

� Open system architecture for extensive

� Support the up-to-date graphic library version

� High image refresh rate

� High Texture memory provision

� Maintenance and technical support

The images shown during simulation are calculated on the basis of a

3-dimensional model of the route and its surroundings (database).

Photo textures make it possible to generate a natural and realistic

image. Correct perspectives and the proper proportions are

guaranteed through permanent recalculation of the images (60 times

per second) independent of vehicle speed, events and situations.

All information relative to the infrastructure of driving routes and their

surroundings, e.g. tracks, roads, lanes, buildings and characteristic

structures, are stored in the 3-dimensional model of the database.

They are continuously represented the way the driver of the vehicle

would see them in the real world. With the on-line lighting the


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atmospheric conditions set manually by the instructor or automatically

have the correct effect on visibility.

3.4.3 Visual Database

3.4.3.1 Proposed Route

The track database shall be provided the following routes in

total (200 km). The database will be realized on information

of photographs and videos which are acquired by recording

activities while travelling sites by real train. The route was

chosen as database, SRT will be established.

3.4.3.2 Visual Functionality and Models

� Time of day

The time of day function is to simulate the sun light

effect which is done by an infinite light source in

grammar. The time of day can be varied on-line.

� Weather Conditions

Fog and rain weather effects will be provided. The

density of fog can be altered from 0% to 100%.

The rain can be altered in three stages of light,

medium and heavy.

� Railway

The railway will be represented by 3D images with

simplified texture and flat images. The tracks will be

mainly consists of the single route with exception in

the station area. In the area of station, the maximum

number of implemented track is not more than

3(three). The tracks which are not implemented will be

represented as flat images. The meaning of

implementation above is that the track can be driven

by train. The reason of the limitation of the maximum

number of implementation track is the limitation of the

computation performance. The drivable track has

many kinds of the physical characteristics of

curvature, gradients and coefficient and of the

structure characteristics of switches, signals and

beds.


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� Signal and Signs

Signals will be implemented in accordance with the

information provided by the customer. The form,

position and logic of the signals will be realized and

animated in accordance with the information.

Signs will be implemented in accordance with the

information provided by the customer. Symbols and

fonts of the signs will be optimized for readability

under the condition of maintaining information and

characteristic.

Up to 15 different animated signals, 50 different signs

will be implemented. The signs shall be taken from

real photography in order to guarantee conformance

with the Thai language.

� Stations

Every single working station along the route will be

modelled according to their real appearance. The

modelled stations are same geometric layout with

minor variations in textures of walls, floor,

surroundings etc.

� Landscape

The landscape along the route will be realized in

simplified way. The representation of the landscape

will provide the general impression. The near placed

trees, forests and objects will be 3D modelled and

the far placed objects and surfaces will be

represented as 2D images.

� Buildings

The buildings of the urban area will be modelled using

a combination of typical buildings and scenes. Typical

buildings mean representative buildings existing along

the route. Up to 25 typical buildings will be realized.

The buildings of countryside will be represented up to

20 different 2D image or simplified 3D model.


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3.5 Sound System

The sound system comprises sound generation software, sound data and

loudspeakers. Inside the driver cabin, the loudspeakers will be located on

the left/right side of the cabin and bottom of the driver desk.

The sounds produced by the sound system are consisting of

� Diesel engine sound

� Compressed air sounds

� Track (wheel) noises

� Ambient sound -passing bridges or tunnels

� Passing trains

� Warning sound, alarms and other noises in the cab

� Braking sound

Some sounds will be realized in accordance with the varying speed of the

train. The sound generation software is performed on the dynamic

simulation computer.

3.6 Motion System

The simulator cabin will be mounted on motion system, which comprises

pitch, roll, yaw, sway, heave and surge movements.

The movements in surge and pitch are related to the accelerations of the

train during tracking and braking. The sway, heave, yaw and roll

movements of a simulator application are very limited. These limited

movements are applied to give impressions of a regular driving feeling or

special effects like vibration, jump during driving in broken railway.

For complete tuning of motion system, it is necessary to be involved by

experienced driver. The experienced driver shall ensure the movements

from motion system are similar or same with the real.

4. INSTRUCTOR STATION

The instructor station is a control tower of whole trainings, which means that the instructor can control all training preparing, running and monitoring. So the station has controller, software and monitors for these purposes. The instructor station allows the instructor to prepare scenario, select scenario, control exercise, modify running scenarios, monitor exercises through training and make an evaluation after completion of the exercise.


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4.1 Hardware Description

The logical layout of instructor station allows the instructor to comfort

control the exercise and to monitor & communicate with the trainee. The

station has high-resolution LCD displays (at least 23 inches), a complete

sound system, communication device, keyboard, mouse, color laser printer,

main switch and CCTV controller.

The instructor station serves a lot of information simultaneously as follows:

� The external view as presented to the trainee

� All the instruments and display status manipulated by trainee

� Train position on the track (globally), or a zoomed-in and detailed

view of the area around the train (track layout, points and status of

the signals)

� Scenario details (events)

� Display unit for train control and management system / on-board

signaling system

� Failure management / assessment of training

� General status of the simulation (simulator management)

� CCTV video from the driver's cab showing to observe the trainee's

behavior

4.2 Training Control

The instructor uses keyboard and mouse for training control which allows

easy operation and fast learning the system.

The display is in text or graphical format. Specifically, the following types of

information shall be indicated:

� General exercise information

� System status

� Track Line overview

� Environmental conditions

� Display state of the instrument panel e.g. pressures, forces,

voltages, speed,

� Fault / Event settings

� Structure and contents of the exercises

� Event Log / Report / Debriefing


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4.2.1 Route Page and Signal Control

The system shall have the route page which is designed to serve

watching the route schematics and interactively placing events along

the route. This allows also signaler training.

4.2.2 Exercise Edit

The System shall have exercise edit pages for the setup of a training

scenario, consisting of

� Train configuration

� Definition of start position

� Selection of the route

� Selection of environmental conditions (weather, time of day,

etc.)

� Input of administrative data, e.g. name, description, remarks

� Definition of signal positions and state

� Definition of faults I events (e.g. obstacles, flood)

4.2.3 Event Logging

The system shall have the event logging page. During the training, the

generated data shall be stored in database system (RDBMS) with the

name, time and date, and duration of the exercise. The stored data

includes followings

� Actual train speed

� State of instruments

� Operation of equipment

The instructor can access these data immediately after the exercise or

at an arbitrary time in the future.

4.2.4 Exercise evaluation, assessment and report

After the end of every single exercise, there will be evaluation and

assessment. The evaluation and assessment will be stored and could

be printed out as a form of report. The templates for evaluation or

report shall be designed through the development phase with SRT's

expert attending.


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4.2.5 Simulator Basic Operation

The basic operation of simulator is running exercise. The system shall

have exercise control page which allow the instructor to basic

behavior followings as:

� Enter date, time, instructor and trainee ID, exercise details

� Select and change route

� Start, pause, resume, stop, exit the exercise

� Insert check points, restart from check point

� Change environmental conditions

� Insert and remove faults/events conditions

� Set signal aspects

� Set other trains

� Save, edit, copy, rename and delete the scenario

4.3 Emergency Exercise Systems

The system shall provide several key exercises for driver to prevent from

accidents and to increase responding abilities to malfunctions and

emergency situations. The exercises are implemented as a pre-defined

scenario or injected by instructor on real time during training.

Those malfunctions and emergency situations come from mechanical

errors, human errors and natural disasters. Each errors and disasters make

events or situations like followings

Types of error Real situation Scenario implementation

Mechanical error Warning lamp light on Relevant lamp / instrument

operating Leak of air pressure

Human error Track signal miss Relevant situation like

confront train, cars,

humans on track popup in

front screen

Objects on tracks

Switch operation miss

Natural disaster Flood on the tracks Relevant situation like

flood, heavy rain, swept

track popup in front screen Lose of tracks


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4.4 Communications Systems

The communication between instructor and trainee is accomplished by an

intercom system. On the instructor station deck, microphone and speaker

of the intercom system are installed at reasonable positions. At the

trainee's side, the trainee is always able to talk to the instructor. At the

instructor side, the instructor can switch off his voice by PTT (Push to Talk)

device.

5. OBSERVER STATION

The observer station is to serve passive training facility to the trainee waiting during the simulator running.

The observer area shall be located in the same room with the instructor station. The advantage of this configuration is that the observers can also watch and hear the every information (verbal communications, sound atmosphere in driving cab) communicated between the instructor and the trainee during training session.In the observer station, it will be served to replay the sessions carried out before as same way as in the instructor station. The observer station consists of a number of desks, chairs and a number of large display systems.

6. TRAINING

The following training courses shall be conducted at the customer's site for

� Software and Hardware Operation Training

� Scenario Generation Training

� Maintenance Training

The Courses will provide attendees with practical skill and knowledge. So the customer shall ensure that the attendees shall have an adequate entrance skill level. As a minimum they need to speak and understand technical English and must be familiar with the use of PCs. Furthermore the participants in the maintenance training should have a specific education or experience in information technology and be familiar with computer hardware, software and basic mechanical skills.

7. DOCUMENTATION

The manuals of product will be delivered as it is and the operator manual of the simulator will be delivered in Thai language as a form of handbook. And in a form of documentation, during the development phase, the schedule, design, test and maintenance plan will be delivered.

The delivered documentation shall include following categories:

� Simulator operation manual


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� Maintenance procedures plan

� Hardware vendor manual

� Design specification

� Acceptance test plans

8. MAINTENANCE

Contractor shall provide maintenance organization to ensure and support an efficient product operating for the first one (1) year after the end of this project.

The necessary preventive maintenance for the simulator includes testing,

adjustment, alignment, calibration and other preventive maintenance.

-----------------------------------

MECHANICAL ENGINEERING DEPARTMENT

STATE RAILWAY OF THAILAND

28 SEP 2016

ToSRTSpec. No.SD-29/2555Rev.10 Tender...

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