Procurement & Contracting Division
Electrification Project
Tender No. 51402
Volume B
Technical Specifications
for the Supply of
Electric Locomotives
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 1 of 153
Procurement & Contracting Division
Electrification Project
Table of Contents
0.
Introduction .................................................................................................. 14
1.
General Requirements .................................................................................. 15
1.1.
General Operating Conditions ................................................................... 15
1.1.1.
Passenger Service .......................................................................... 17
1.1.2.
Freight Trains ................................................................................ 17
1.2.
Design Targets ......................................................................................... 18
1.3.
Climatic Conditions ................................................................................. 19
1.4.
Applicable Standards ................................................................................ 20
1.5.
Characteristics of the E-Loco.................................................................... 22
1.5.1.
Basic Technical Data ..................................................................... 22
1.5.2.
UIC Track Classification ................................................................ 24
1.5.3.
Additional Requirements ................................................................ 25
1.6.
Vehicle Gauge ......................................................................................... 25
1.7.
Weights ................................................................................................... 26
1.8.
Brake System ........................................................................................... 26
1.9.
Noise Emissions ....................................................................................... 27
1.10. Safety of Running and Running Dynamic .................................................. 27
1.10.1.
Line and Track Parameters ............................................................. 28
1.10.2.
Running Dynamics Calculations ..................................................... 28
1.10.3.
Dynamic Testing ............................................................................ 28
1.11. Electromagnetic Compatibility ................................................................. 28
1.12. Interference with Signalling and Telecommunication Systems ................... 29
1.13. Health and Safety Impact of Electromagnetic Fields on Workers ................ 30
1.14. Pressure Wave Resistance, Aerodynamical Shape ...................................... 30
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 2 of 153
Procurement & Contracting Division
Electrification Project
1.15. Precautions against Pollution, Damage, Water ........................................... 30
1.16. Limits of Wear ......................................................................................... 32
1.17. RAMS - Requirements .............................................................................. 32
2.
Mechanical and Pneumatic Equipment ......................................................... 33
2.1.
General Design Principles ........................................................................ 33
2.2.
Frame and Carbody .................................................................................. 33
2.3.
Running Gear ........................................................................................... 35
2.4.
Buffing and Draw gear ............................................................................. 37
2.5.
Driver’s Cab ............................................................................................ 37
2.5.1.
Design ........................................................................................... 37
2.5.2.
Driver’s Desk and Operating Elements ........................................... 40
2.5.3.
Visibility ....................................................................................... 41
2.5.4.
Pressure Protection ........................................................................ 42
2.5.5.
Windows and Rear-View Device .................................................... 43
2.5.6.
Comfort Features (Thermo-Box, Wardrobe) .................................... 43
2.6.
HVAC ..................................................................................................... 44
2.7.
Compressed Air and Braking Equipment ................................................... 46
2.7.1.
Compressed Air Supply .................................................................. 46
2.7.2.
Braking Equipment ........................................................................ 48
2.7.2.1. Basic Design .................................................................................. 48
2.7.2.2. Brake Actuation Devices ................................................................ 50
2.8.
Sand Distributor ....................................................................................... 52
2.9.
Flange-Lubricating Device ....................................................................... 52
2.10. Visual and Acoustic Signalling System and Lighting ................................. 53
2.11. Painting, Labelling and Corrosion Protection ............................................ 54
3.
Electric Equipment ....................................................................................... 56
Technical Specification-Tender No. 51402 Vol. B
Page 3 of 153
Procurement & Contracting Division
Electrification Project
3.1.
General Issues .......................................................................................... 56
3.2.
Circuit Design .......................................................................................... 56
3.3.
Pantographs, Main Switches, Roof Cables and Earthing Switches .............. 58
3.4.
System Perturbation and Energy Counter .................................................. 60
3.5.
Main Transformer .................................................................................... 61
3.6.
Control Systems ....................................................................................... 62
3.7.
Traction Motors and Gears ....................................................................... 63
3.8.
Electric Brake .......................................................................................... 64
3.9.
Electronics ............................................................................................... 65
3.10. Control and Communication System ......................................................... 66
3.10.1.
General .......................................................................................... 66
3.10.2.
Speed Measurement ....................................................................... 68
3.10.3.
Friction Control ............................................................................. 68
3.10.4.
Drive / Brake – Control .................................................................. 68
3.10.5.
Automatic Drive-Brake Control ...................................................... 68
3.10.6.
Multiple Operation Control / Push-Pull Control .............................. 69
3.11. 110 V Electric Supply / On Board Network ............................................... 70
3.12. Auxiliaries ............................................................................................... 72
3.12.1.
Cooling Air Flow ........................................................................... 73
3.13. Automatic Train Protection & Automatic Control Systems ......................... 73
3.14. Driver's Safety Device (DSD) ................................................................... 75
3.15. Protection and Monitoring Facilities ......................................................... 75
3.16. Train Radio .............................................................................................. 75
3.17. Passenger Information System .................................................................. 76
3.18. Diagnostics System .................................................................................. 76
3.18.1.
Design Targets ............................................................................... 77
3.18.2.
Tasks ............................................................................................. 77
3.18.3.
Mode of operation .......................................................................... 78
Technical Specification-Tender No. 51402 Vol. B
Page 4 of 153
Procurement & Contracting Division
Electrification Project
3.18.4.
Diagnostic quality .......................................................................... 78
3.19. External Power Supply ............................................................................. 80
3.20. Energy Supply of the Train Set ................................................................. 80
3.21. Software .................................................................................................. 81
3.22. Special Installations ................................................................................. 81
4.
5.
Design and Workmanship for Electric Equipment ........................................ 83
4.1.
Safety Measures ....................................................................................... 83
4.2.
Selection of Devices ................................................................................. 83
4.3.
Installation............................................................................................... 84
RAMS ............................................................................................................ 86
5.1.
General .................................................................................................... 86
5.2.
System Assurance Plan ............................................................................. 86
5.3.
Demonstration of Reliability, Availability, and Maintenance ..................... 87
5.4.
Reliability Requirements .......................................................................... 87
5.4.1.
Reliability Performance ................................................................. 88
5.4.2.
Endemic Failure ............................................................................. 92
5.5.
Availability Requirements ........................................................................ 93
5.5.1.
5.6.
Maintainability Requirements ................................................................... 95
5.6.1.
6.
Availability ................................................................................... 93
Maintainability Performance .......................................................... 96
5.7.
Safety ...................................................................................................... 97
5.8.
LCC Analysis........................................................................................... 99
Maintenance ................................................................................................. 102
6.1.
General Issues ......................................................................................... 102
6.2.
Modular Design ...................................................................................... 102
Technical Specification-Tender No. 51402 Vol. B
Page 5 of 153
Procurement & Contracting Division
Electrification Project
6.3.
7.
On-Board Tools and Accessories ............................................................. 103
Fire Protection ............................................................................................. 104
7.1.
General Issues ......................................................................................... 104
8.
Environment Protection ............................................................................... 105
9.
Design, Development and Technical Documentation .................................... 106
9.1.
General ................................................................................................... 106
9.2.
Project Control Plan ................................................................................ 106
9.3.
Progress reports during production phase ................................................. 106
9.4.
Technical Documentation ........................................................................ 106
9.5.
Configuration Control ............................................................................. 107
9.5.1.
General ......................................................................................... 107
9.5.2.
Technical Documentation .............................................................. 108
9.5.3.
Records ........................................................................................ 108
9.5.4.
Submittal of Changed Documents .................................................. 108
9.6.
Development and Design Approval .......................................................... 108
9.7.
Documents with the start point of manufacturing inspection ..................... 109
9.7.1.
General ......................................................................................... 109
9.7.2.
Mechanical Drawings .................................................................... 109
9.7.3.
Calculations .................................................................................. 110
9.7.4.
Electrical system documents .......................................................... 110
9.7.5.
Data Sheets ................................................................................... 111
9.8.
Documents to be submitted before acceptance of the E-Loco .................... 111
9.8.1.
General Specification of the E-loco type ........................................ 111
9.8.2.
Manuals ........................................................................................ 111
9.8.3.
Documentation and manuals concept ............................................. 112
9.8.4.
Operating Instructions - Driver’s Manual ....................................... 112
Technical Specification-Tender No. 51402 Vol. B
Page 6 of 153
Procurement & Contracting Division
Electrification Project
9.8.5.
Maintenance Documentation and Procedures .................................. 113
9.8.5.1. Maintenance principle and methods ............................................... 113
9.8.5.2. Maintenance strategy .................................................................... 113
9.8.5.3. Maintenance tasks description ....................................................... 114
9.8.6.
Illustrated Part Catalogue .............................................................. 115
9.8.6.1. Parts Breakdown ........................................................................... 115
9.8.6.2. Part Numbers Index ...................................................................... 115
9.8.7.
9.9.
Document delivery format ............................................................. 115
Interactive Electronic Technical Manual - IETM ...................................... 116
9.10. Lubrication Charts .................................................................................. 117
10.
Operation and Maintenance Training ....................................................... 118
10.1. General ................................................................................................... 118
10.2. Class Room Training ............................................................................... 119
10.2.1.
On-the Job Training ...................................................................... 119
10.3. Maintenance Instruction .......................................................................... 119
10.3.1.
Class Room Training ..................................................................... 120
10.3.2.
On-the Job Training ...................................................................... 120
10.3.3.
Duration and location for training .................................................. 120
11.
Technical Support ..................................................................................... 122
12.
Warranty of the Manufacturer ................................................................. 123
13.
Acceptance Tests ....................................................................................... 125
14.
Contractual Acceptance ............................................................................ 126
Appendix A: Rail Types, Lines and Track Quality ............................................. 127
A.1 Rail Types .................................................................................................. 127
Technical Specification-Tender No. 51402 Vol. B
Page 7 of 153
Procurement & Contracting Division
Electrification Project
A.2 General Criteria for Track Maintenance ....................................................... 127
A.3 Line and Track Parameters .......................................................................... 128
Appendix B: Specification of the Trip Time Calculation .................................... 131
Appendix C: Running Dynamics ......................................................................... 138
Appendix D: Environmental Conditions ............................................................. 140
D.1 Climate and Environmental Conditions ........................................................ 140
D.1 Dust Concentrations in the Atmosphere ....................................................... 140
D.2 Sea Salt Concentrations in the Atmosphere .................................................. 141
Appendix E: Water Quality ................................................................................ 142
Appendix F: Air Conditioning Performance ....................................................... 143
Appendix G: Technical Requirements for Electronic Equipment for E -Locos ... 145
G.1 Ambient Temperature (supplementary to EN 50155, paragraph 2.1.2) ........... 145
G.2 Special Service Conditions (supplementary to EN 50155, paragraph 2.2) ...... 146
G.3 Documentation (supplementary to EN 50155, paragraph 9) ........................... 146
G.4 Testing ....................................................................................................... 147
Appendix H: Design of E-Loco – Train Interfaces .............................................. 148
Technical Specification-Tender No. 51402 Vol. B
Page 8 of 153
Procurement & Contracting Division
Electrification Project
Abbreviations
Abbreviation
Explanation
AAR
Association of American Railroads
AC
Alternating current
AFB
Automatic Drive-Brake-Control
ATP
Automatic Train Protection
ATC
Automatic Train Control
CCITT
Commité
Consultatif
Internationale
Controller Area Network bus
DD
Double-Deck
Double-Deck Handicapped Coach equipped for handicapped
passengers
DDPC
Double Deck Pilot Coach
DDTC
Double-Deck Trailer Coach
E-Loco
Electric locomotive as specified in this tender
EBO
et
Téléfonique
CAN bus
DDHC
Télégrafique
Regulations for Railway Construction and Operation in
Germany
EMC
Electromagnetic Compatibility
EN
European Standard
EP-brake
Electro-pneumatic Brake
ETCS
European Train Control System
HMI
Human-Machine-Interface or HMI
HVAC
Heating Ventilation Air-Conditioning
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 9 of 153
Procurement & Contracting Division
Electrification Project
Abbreviation
Explanation
IEC
International Electrotechnical Commission
IGBT
Insulated Gate Bi-polar Transistor
ISO
International Organization for Standardization
IS
Israeli Standard
ISR
Israel Railways Ltd.
ITU
International Telecommunication Union
LCC
Life Cycle Costs
LZB
Continuous Automatic Train Control System with Cab
Signalling
MBP
Main Brake Pipe
MB
Data Sheet
MDBF
Main Distance between Failures
MDT
Mean Down Time
MOT
Israeli Ministry of Transportation
MSL
Mean Sea Level
MTBF
Mean Time between Failures
MTTR
Mean Time To Repair
MTTM
Mean Time To Maintain
MVB
Multifunction Vehicle Bus
NTP
Notice To Proceed
PIS
Passenger Information System
PP
Push-Pull
RAMS
Reliability Availability Maintainability Safety
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 10 of 153
Procurement & Contracting Division
Electrification Project
Abbreviation
Explanation
RT
Railtrack Standards, UK
SD
Single-Deck
SDPP
Single Deck Push Pull trailer coach
SDPP-PC
Single Deck Push Pull Pilot Coach
SPM
Suspended Particle Matter
TEN
Trans European Network
TL
Technical Conditions for Supply of Goods and Services, DB
AG
Technical Specification for Interoperability
TSI
(relating to Rolling Stock Subsystem -‘Locomotives and
passenger Rolling Stock’ of the trans -European conventional
rail system)
UIC
VDE
WTB
International Union of Railways
Federation for Electrical and Electronic Engineering and
Computer Science, Germany
Wire Train Bus
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 11 of 153
Procurement & Contracting Division
Electrification Project
Definitions
Expression
Explanation
Must, shall,
has/have to,
These requirements are mandatory for the Contractor
is/are to
should
These preferred requirements are desirable additional features
in conformity with an envisaged optimized price structure
alternative
The indicated alternative requirements shall lead to an
alternatively
additional offer and have to be described separately
prove
The Contractor must provide evidence that the requirement is
proved
fulfilled, respectively a description of the method used to
proven
verify that the requirement is fulfilled.
Acknowledgement
Acceptance
of
the
successful
completion
of
the
commissioning testing of a unit after delivery, whereupon the
warranty commences.
Acceptance
The certificate, issued by ISR after the successful Acceptance
Certificate
Tests
Where approval is required the Contractor must apply for
Approved
specific written review and must receive specific written
approval from the ISR.
Commissioning
Contractor
Final acceptance testing of the vehicles on the Employers
track according to a detailed test program
During the tender phase the “Bidder” and after contractual
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 12 of 153
Procurement & Contracting Division
Electrification Project
Expression
Explanation
agreement the contracted firm, company or corporation
undertaking the work under the terms of this Specifica tion and
acting directly or through his or its agents or employees.
The term "Contractor " is used synonymously with “Bidder”
and "Supplier"
The client for the project is Israel Railways. The term “ ISR” is
ISR
used synonymously with the responsible “ISR Authority “as
the customer
Acceptance Test (based on IEC 61133) as a major project
Acceptance
Tests
milestone
to
demonstrate
that
the
system
design
and
manufacturing meets the contract or Purchase Order (P.O.)
specifications, created by the system owner, project manager
or project team.
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 13 of 153
Procurement & Contracting Division
Electrification Project
0.
Introduction
This technical specification covers the criteria for design, technical demands,
manufacture and delivery of new electric locomotives (E-Loco) for Israel Railways.
It describes the ISR’s requirements concerning the characteristics and equipment of
an E-Loco with an electric propulsion system running on a new build 25 kV, 50 Hz
catenary system in Israel. This overhead network system is currently under
construction.
All articles of this technical specification shall be explicitly, definitely, traceably
and fully responded in writing (tabular form preferred) in the same order as in this
specification. Relevant drawings, sketches, curves or other technical documentation
shall be highlighted in the written respond and completely enclosed.
The Contractor shall offer an electric locomotive which is based on a proven design
and meets the specified requirements. The realisation how these requirements are
fulfilled shall be explained in the offer.
The Contractor must fulfil the requirements of the technical specification.
Nevertheless, the Contractor may propose alternative solution which provides the
same level of performance or better. In any event ISR is not obliged to accept the
alternative provision.
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 14 of 153
Procurement & Contracting Division
Electrification Project
1.
General Requirements
1.1. General Operating Conditions
The electric locomotive (E-Loco) shall be designed for universal operation on the
electrified tracks of the ISR network. The E-Loco shall be suitable for operation
with ISR’s existing coach fleet consisting of single and double deck push pull
coaches - including control cab cars as well as for multiple unit operation with at
least three E-Locos of the same type or two push-pull trains in any arrangement.
The E-Loco shall be a full body width concept with driver's cabs on both ends. It
shall be a modular design concept for the ease of maintenance.
A train speed of 160 km/h shall be reached for passenger service under maximum
load conditions. In freight service a maximum operation speed of 120 km/h shall be
possible.
The E-Loco shall be suitable for daily operation of at least 20 hours with a running
performance of 250,000 km/ year with scheduled maintenance according to the
manufacturer’s instructions.
The E-Loco shall be suitable for operation on the ISR railway network under the
environmental conditions in Israel.
The Contractor has the sole responsibility to observe and comply with all relevant
functions and parameters which are required for safe and reliable operation within
ISR.
Operation and monitoring of the E-Loco by a single driver shall be warranted.
Single and multiple locomotive compositions shall run in push-pull control mode.
The signal transmission shall be realised in the train unit by multi conductor
reversible control lines.
The E-Loco shall be equipped with the obligatory interfaces as used in ISR’s
rolling stock. These interfaces are the push-pull-interface which is based on AAR
standard (see Appendix H), the train control line as well the train power supply.
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 15 of 153
Procurement & Contracting Division
Electrification Project
Both latter ones are special designs which are not in line with the UIC standard
interfaces.
Additional design compatibility shall be provided to operate the E-loco with
coaches equipped with UIC based standard connector interfaces for train heating,
EP-brake and train control.
The electric locomotives shall be capable for operation with all coach based trains
of the ISR fleet including the push-pull-control functionality based on the existing
interface of ISR.
In the offer, operation in the following kinds of trains is to be considered:

Up to 8 double deck push-pull coaches - Bombardier manufacturer

Up
to
10
single
deck
push-pull
coaches
(SDPP-trains)-
Siemens
manufacturer

Up to 3,600 tons freight trains in multiple traction configuration.
Moreover, the electric locomotives shall be featured with multiple unit operation
capabilities (two trains, or up to three locomotives).
The following configurations shall be possible without any modification at the
existing fleet:
Figure 1; Double-Deck Push-Pull trains up to 8 coaches
Figure 2; Consists of up to two Double-Deck Push-Pull trains
Figure 3; Single-Deck Push Pull train from Siemens up to 10 coaches
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 16 of 153
Procurement & Contracting Division
Electrification Project
Figure 4; Triple traction of up to 3 locomotives with heavy freight trains
The E-Loco shall meet all dedicated requirements of TSI SRT for operation in
tunnel length up to 20 km. Thus e.g. the emergency brake override function is to be
provided.
1.1.1.
Passenger Service
The E-Loco is used in commuter service and in a regional (intercity) service,
especially in a push pull operation. The voyage length can vary from a few
kilometres to about 300 km. The distance between stations can be as short as 2 km.
The E-Loco shall be able of handling passenger trains with the following
configuration:
• Train weight of a loaded train 600 tons (including E-Loco)
• Speed 160 km/h
• Up to 10 coaches
• Elevation up to approx. 800 meters.
1.1.2.
Freight Trains
The E-Loco will be used in the freight train service after the passenger network has
been electrified. The E-Loco shall be able of handling freight trains with the
following configuration:
• Train weights up to 3,600 tons in multiple traction configuration;
• Speeds up to 120 km/h;
• Elevation up to approx.800 meters.
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 17 of 153
Procurement & Contracting Division
Electrification Project
1.2. Design Targets
The vehicles shall be designed according to the current state -of-the-art and fulfil
the requested requirements of the Technical Specification for Interoperability for
Rolling Stock CR TSI LOC PAS.
Design verification shall be effected by stress analysis, engineering calculations,
comparative analysis and tests. This section outlines the minimum design criteria
and applicable standards. The detailed criteria and list of applicable standards shall
be prepared by the Contractor during the design process. Load assumptions for the
design of the vehicles as well as the applicable safety margins shall be accor ding to
EN 12663 "Railway applications – Structural requirements for railway vehicle
bodies" and EN 15227 "Railway applications – Crashworthiness requirements for
railway vehicle bodies" The bogies shall be designed in accordance with EN 13749
"Railway applications – Methods of specifying structural requirements of bogie
frames".
Design and construction of the offered E-Loco have to fulfil best practice quality
standards and corresponding references shall be provided.
Following summary of general design topics shall be ensured:

The E-Loco shall be reliable and energy-efficient on the ISR’s operation
conditions

The E-Loco shall support the interference-free feeding back of break
energy into the public power grid via the catenary system

The arrangement of equipment and assemblies shall allow easy access in
case of repair and maintenance

A sufficient and easy access to all major components and assemblies at
the whole
E-Loco (e.g. drivers’ cabs, machine room underfloor area ) shall be
ensured

It shall be possible to lift out big assemblies preferably upwards through
easily removable roof hoods and side walls
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 18 of 153
Procurement & Contracting Division
Electrification Project

Components or modules foreseen for lateral removal shall be possible by
forklifting

To avoid electrical hazards in relation to any handling or work at the ELoco a safe grounding regime covering all electrical components of the
E-Loco shall be provided

Identical
components,
equipment,
and
assemblies
must
be
interchangeable without restrictions between the E-Locos

Standard components and fasteners shall be applied as far as possible

The need of special tools shall be minimized
Considering the requirements of environment protection and the current state -ofthe-art, the
E-Loco shall be integrally optimised according to the following design targets
(most important first):

Minimum maintenance expense

Maximum reliability (through use of high redundancy) and high
availability

Maximum total efficiency including energy regeneration

Optimum running quality and low track stress

Optimum transmission of tractive effort between wheel and rail in the
entire speed range

Low noise emission according to the applicable standards

Ergonomically well designed driver’s cab
1.3. Climatic Conditions
For the functionalities of the E-Loco and its components and parts, the climatic
conditions which are listed below have to be respected (see also Appendix D):
Range of ambient temperatures:
-5 °C to +45 °C (with temperature
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 19 of 153
Procurement & Contracting Division
Electrification Project
changes of up to 20°C per hour)
Altitude of operations:
-400 m to +800 m above MSL
Cross winds:
5 m/s with gusts of wind of 50 m/s in
duration of 1s per gust of wind
Snowfall
no particular requirements
Rainfall
400-800 mm/years
Relative humidity:
10% to 90%
UV radiation
360-600 MJ/m² per year
Sunny hours per year:
3300 h
Contamination of the atmosphere:
refer to Appendix D
Sea salt concentration in the atmosphere: refer to Appendix D
It is specifically emphasised that no performance degradation shall result from any
“worst case” combination of the environmental conditions defined in this
specification.
Special attention shall be paid to the local sunlight intensity and resulting heat
transfer by radiation.
1.4. Applicable Standards
All applicable laws, standards and rules shall be met with respect to the order as
listed below, even if they are not explicitly listed in this Technical Specification. In
general and related to the publication date of the tender the latest published
versions of the dedicated standards and rules are to be used.
The applied laws, standards and rules applicable to each section shall be explained
in the bid.
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 20 of 153
Procurement & Contracting Division
Electrification Project
Generally the most restrictive requirements as given by law, standard or rule shall
be applied.
In cases of contradictions between any of the above mentioned laws, standards or
rules, the most superior requirement according to the hierarchy below shall be
applied.
The design and production of the offered E-Loco must be in compliance with the
applicable standards of the following hierarchically listed standard families
(descending order):
1. Israeli Legislation, ISR homologation demands
2. Israel Technical Rules, Norms and Standards
3. TSI
4. EN/IEC Norms and Standards
5. UIC Leaflets
6. Other norms and standards
For the removal of doubt the design requirement in regard to the fire safety relevant
standard approach will be as described in Chapter 7 .
Even if applicable standards are mentioned in the individual sections of this
specification it is to be noted that such references or listings are not exclusive .
If changed or new standards come into force after award of the Contract, the
Contractor shall give notice to ISR and if this would cause unexpected efforts,
submit proposals for compliance.
In the event that
- ISR determines that compliance is required, and
- the proposals for compliance constitute a variation,
then a Variation Order shall be negotiated.
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 21 of 153
Procurement & Contracting Division
Electrification Project
1.5. Characteristics of the E-Loco
1.5.1.
Basic Technical Data
Loading Gauge
G1 according to EN 15273-2
Catenary System
AC 25 kV, 50 Hz according to EN 50163
(U min1 = 17.5 kV lowest non-permanent voltage/ short time
minimum voltage, U min2 = 19.0 kV lowest permanent
voltage/ continuous minimum voltage, U n = 25.0 kV /
nominal voltage, U max1 = 27.5 kV highest permanent
voltage/
continuous
U max2 = 29.0 kV/(10 min.)
maximum
highest
voltage,
non-permanent
voltage/short time maximum voltage)
Power
The continuous power of the E-Loco shall be sufficient to
reach a trip time between Tel-Aviv and Jerusalem of less or
equal to 27 minutes according to the procedure an d
boundary conditions as described in Appendix B.
This performance must be provided at catenary voltages
between 22.5 kV and 27.5 kV,
The power shall be linearly decreased between 22.5 kV and
19.0 kV catenary voltage, the power factor cos φ shall be
min. 0.98.
In the offer the Contractor shall describe the continuous
power as well as the power factor of the offered E-Loco
with respect to the nominal and the aforementioned extreme
boundaries.
Acceleration
The maximum acceleration and deceleration of the E-Loco
as the basis for the design of the slip/slide control shall be
1.5 m/s 2 .
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 22 of 153
Procurement & Contracting Division
Electrification Project
Drive System
AC three-phase asynchronous driven by state of the art
converters fed from intermediate DC voltage circuit.
Braking System
1. Regenerative brake, dependent on overhead voltage,
with a brake force limited which is freely adjustable up
to the maximum traction effort value (primary brake,
related to 4 axles)
2. Automatic indirect-acting air brake as secondary service
brake for the entire train
3. Direct-acting air brake for the E-Loco only
4. Spring-loaded air-released parking brake (50% of all
brake cylinders, one per wheelset); the parking brake
shall be dimensioned with a safety coefficient of at least
1.5 against rolling away on a 50 ‰ slope
5. EP-brake and emergency brake override according to
UIC 541-5 as well as UIC 541-6
6. A blending system shall automatically assure that the
friction brake of the E-Loco is only applied if the electric
brake cannot provide the brake demand
Braking performance
Mode G:
min. 100 brake weight percentages according
UIC 544-1
Mode P:
min. 120 brake weight percentages according
UIC 544-1
Mode R:
min. 140 brake weight percentages according
UIC 544-1
Additionally, in braking mode R the E-Loco shall provide a
brake distance below 1,000 m with new wheels from initial
speed of 160 km/h.
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 23 of 153
Procurement & Contracting Division
Electrification Project
The thermal capabilities of the E-Loco shall allow the
operation with maximum speed downhill from Jerusalem to
Tel-Aviv via the new A1 line as well as on flat lines with
mean station distances down to 2 km.
Operational Mass
90 t (in accordance with EN 15663 and advice in paragraph
(EN 15663)
1.6) inclusive 500 kg reserve for potential later upgrades
Maximum Axle Load
22.5 t at operational mass defined before
Wheelset
Shall be in accordance with EN 13260
Wheels
Shall be in accordance with EN 13262 and EN 13979-1
Wheel Profile
Wheel profile shall be S1002 in accordance with EN 13715
Wheel Diameter
The wheel diameter shall be new: 1,250 mm / worn: 1,170
mm
Axles
Shall be in accordance with EN 13261 and EN 13104
Nominal Track Gauge 1,435 mm
Max. Speed
160 km/h (must be reached with worn wheels)
Traction Effort
Continuous traction effort with new wheels shall have the
electrically available starting tractive effort of ≥ 300 kN
down to power hyperbola
All basic technical data of the E-Loco (except loading gauge) as well as the traction
programme apply for the whole range of the above-mentioned overhead line voltage
and – if not stated otherwise – for half-worn wheels.
1.5.2.
UIC Track Classification
The E-Loco shall be homologated for operation on railway lines of the classes D2
according to UIC 700.
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 24 of 153
Procurement & Contracting Division
Electrification Project
1.5.3.
Additional Requirements
The minimum negotiable curve radius at v = 15 km/h has to be 80 m. This shall
also apply for S curves with a curve length of < 175 m as well as f or double S
curves with linear intermediate section.
With the running gear in regular condition, it has to be possible to tow the E-Loco
at maximum speed. Potential restrictions shall be specified, including required
safety measures. When switching to towing mode, the spring loaded brake shall be
automatically released.
The brake equipment, including control devices, has to be designed in such a way
that allowable operator control actions (e.g. emergency brake application) do not
cause any damage to the vehicle under any conditions.
The E-Loco shall be equipped with basic tools, spare parts like lamps and fuses as
well as connection cables to wagons.
The E-Loco shall provide a sufficiently sized and correspondingly marked box for
the first aid kit. The first aid kit itself, its dimension as well as the preferred
location will be provided by ISR during the design phase.
1.6. Vehicle Gauge
The maximum loading gauge of the E-Loco shall be dimensioned based on the
pertinent rules of the different parts of EN 15273 (successor of UIC 505). The ISR
infrastructure
is
conform
to
the
kinematic
reference
gauge
profile
GC.
Nevertheless, the E-Loco shall be compliant with the more restrictive kinematic
reference gauge profile G1.
The ability to pass humps is not required. The minim um vertical curve radius of
ISR’s existing infrastructure is of 3,000 m, but 400 m shall be aimed at in order to
limit damages on parts of the running gear which are due to insufficient liberty of
movement.
The coefficient of flexibility “s” shall not exceed s = 0.15 and has to be in
compliance with the leaflet UIC 608.
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 25 of 153
Procurement & Contracting Division
Electrification Project
A calculation sheet and the related drawing showing the an alysis and the kinematic
envelope shall be submitted in the bid documents by the Contractor.
1.7. Weights
Considering the definition above, the maximum static axle load referring to the
operational mass according to EN 15663 must not exceed 22.5 t, considering all
fitted equipment and tolerances. A reserve of at least 500 kg shall be provided for
later add-ons required during the design stage and for future retrofits by the ISR, so
that the weight is not exceeded in any case.
The railway standard EN 15663 -Definition of vehicle reference masses-; must be
fulfilled regarding the related design masses . The Contractor shall list the values of
dead mass, design mass as well as the operational mass in its offer.
1.8. Brake System
The E-Loco shall be equipped with electrodynamic brake as well as friction brake.
The electrodynamic brake shall be of recuperative design which allows the energy
feed back to the catenary network.
The recuperative electrodynamic brake shall provide the same m aximum power as
in traction mode. Furthermore the maximum brake force shall be adjustable
between 150 kN up to the maximum starting traction effort. The dedicated
requirements of UIC 612-2 shall be met.
A brake resistor assembly shall be provided to allow the electric braking if the
catenary system should not be able to consume the recuperation energy. The brake
resistor shall provide the maximum technically reasonable continuous braking
power. The provided maximum continuous braking power shall be indicate d in the
offer.
The friction brake shall be a state of the art UIC conform pneumatic disc brake. The
brake system shall be equipped with the EP-brake features. The performance of this
friction brake shall fulfil all braking requirements even if the electrodynamic brake
system should be failed. Especially all emergency brake requirements shall be met
by the pneumatic brake alone.
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 26 of 153
Procurement & Contracting Division
Electrification Project
The brake system shall at least provide the braking modes G, P and R.
The minimum brake performance of the E-Loco shall be as follows:
Mode G:
min. 100 brake weight percentages according to UIC 544-1
Mode P:
min. 120 brake weight percentages according to UIC 544-1
Mode R:
min. 140 brake weight percentages according to UIC 544-1
Additionally, in braking mode R the E-Loco shall provide a brake distance below
1,000 m with new wheels from initial speed of 160 km/h.
The thermal capabilities of the E-Loco shall allow the operation with maximum
speed downhill from Jerusalem to Tel-Aviv via the new A1 line as well as on flat
lines with mean station distances down to 2 km.

A state of the art blending system shall assure that the brake will mainly
be done via the wear free electrodynamic brake.

In all braking scenarios wheel slip shall reliably be avoided by means of
a high quality anti slip system.
1.9. Noise Emissions
The E-Loco shall be characterised by a minimum of inside and outside noise as
well as vibration emissions. Tonal noises shall not be audible.
The E-Loco shall at least meet all related requirements of TSI Noise. In this sense
all limit values, measurement procedures and required proof tests are clearly
defined.
The actual noise values of the offered E-Loco based on the measurement
procedures of TSI noise shall be indicated in the offer.
1.10. Safety of Running and Running Dynamic
The safe running in all operation states shall be proven according to the dedicated
test methods as described in EN 14363 as well as UIC 518. The boundary
conditions as described in the following conditions and in Appendix C shall be
considered
additionally
to
the
general
requirements
Technical Specification-Tender No. 51402 Vol. A-Attachment A
as
specified
in
the
Page 27 of 153
Procurement & Contracting Division
Electrification Project
aforementioned standards related to vehicles for operation at the TEN (Trans
European Network).
1.10.1.
Line and Track Parameters
The essential main parameters of track and track geometry are given in Appendix
A.
1.10.2.
Running Dynamics Calculations
Mathematical evidences on the dynamic behaviour of vehicles shall be provided
with the bid. The evidence for the condition at delivery and the deviations which
are judged to be admissible by the manufacturer from a technical point of view
shall be proved (concerning an alteration of the wheel flange profile due to wear,
loss of compensation force, maximal deviations of wheel load and axle load).
1.10.3.
Dynamic Testing
The dynamic testing and homologation are part of the required type tests and to be
executed according to EN 14363 and UIC 518. The test runs shall be executed
based on a maximum vehicle speed of 160 km/h and a maximum cant deficiency of
150 mm. It shall be taken into account that during these tests runs both parameters;
the maximum speed as well as the maximum cant deficiency; are to be increased by
10 % according to the requirements of the mentioned standards.
1.11. Electromagnetic Compatibility
All equipment and testing shall comply with EN 50121 and EN 50155. This
requirement does not only apply for the locomotives themselves, but also for entire
train sets (locomotive and coaches) under all operating conditions and in all
possible states.
The Contractor has to ensure that all components on the E-Locos are designed and
built that they work regularly and undisturbed in their electromagnetic environment
and do not exert any impermissible influence on other equipment or the
environment. At the beginning of the design stage, the Contractor shall submit to
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 28 of 153
Procurement & Contracting Division
Electrification Project
ISR a detailed EMC validation plan to verify that all measures are taken which are
required to ensure appropriate operation of all equipment and to de monstrate its
compliance with the above mentioned standards. This validation plan shall
specifically include a complete type testing program according to EN 50121.
Approval of the validation plan by ISR does not relieve the Contractor from his
obligation to take additional actions (such as for example further testing or design
modifications) if the requirement should arise during later stages.
The Contractor has the sole responsibility to request all information required from
suppliers of other equipment such as, for example, overhead power supply, and
signalling or telecommunication equipment.
1.12. Interference with Signalling and Telecommunication Systems
The interference immunity levels shall be defined according to the applicable parts
of the standard EN 50121 such that electromagnetic compatibility (EMC) among all
equipment within the E-Loco as well as compliance with emission levels to the
exterior and stray radiation levels from the exterior is warranted.
It has to be ensured that neither signalling devices nor telecommunication devices
are influenced by the E-Loco in an impermissible perturbing form. Therefore the
Contractor shall conduct appropriate on-site tests on ISR tracks especially to verify
absence
of
impermissible
interference
with
equipment
suppl ied
by other
manufacturers such as for example overhead power supply, signalling and
telecommunication equipment. Internal and external disturbances, faults or failures
in signalling, train detection or telecommunication system shall be prevented by
suitable measures.
This does not only apply for regular operation of the E-Loco, but also in case of
degraded operation modes.
In order to minimise the risks of unacceptable interferences, harmonics or
distortions testing according to EN 50238: Railway applications – compatibility
between rolling stock and train detection systems - has to be conducted.
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 29 of 153
Procurement & Contracting Division
Electrification Project
The harmonic current limits shall be based on the psophometrically weighted levels
in accordance with the European Standard EN 50121 -3-1 and the CCITT/ITU
Directives concerning the protection of telecommunication lines against harmful
effects from electrified railway lines.
The Contractor shall submit a safety case to demonstrate the compatibility between
the traction vehicles and the infrastructure during the design phase. It is the sole
responsibility of the Contractor to request all information required to carry out the
safety case from ISR or the manufacturers of other equipment.
1.13. Health and Safety Impact of Electromagnetic Fields on Workers
The E-Loco shall fulfil the requirements of the European directive 2013/35/EU
related to the electromagnetic field radiation with respect to its impact on workers.
1.14. Pressure Wave Resistance, Aerodynamical Shape
As described in the CR TSI CR LOC PAS the aerodynamic effects caused by
pressure shocks or cross winds acting at the vehicle and its components due to train
crossings or entering / leaving of tunnels are to be considered. The maximum speed
of the oncoming train is 160 km/h.
The aerodynamic drag coefficient c w of the E-Loco including the first coach
(single-deck or double-deck coach as in operation with ISR) in the train sets shall
be minimized down to the practically reasonable level.
1.15. Precautions against Pollution, Damage, Water
In order to prevent an affection of functionalities or a failure of devices and
appliances, they shall be protected against damages and penetration of dirt, water
and snow. This can be realised by measures on the device itself, or by
encapsulation, or by protective shields in their environment.
On the basis of the prototype E-Loco, the Contractor has to prove the ISR by
appropriate simulations such as rinsing tests or water jet tests according to EN
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 30 of 153
Procurement & Contracting Division
Electrification Project
60529 the resistance against the penetration of water. These tests shall be specified
in coordination with the ISR, according to the critical situations which are assumed
due to the actual constructive solution. The successful execution of these tests does
not release the Contractor of the duty to proceed to retrofits in the event of
penetration of water and snow during real operations.
By adequate shaping and arrangement, provisions have to be made to prevent an
accumulation of dirt, water and ice, affecting the functionality, e.g. on the running
gear or on the roof.
By an appropriate design of the air grilles (e.g. by application of so -called
centrifugal force sediment segregation grilles) it shall be ensured that sand and dust
transported by the wind are centrifuged and automatically discharged. The cooling
elements shall as well be designed in such a way that they are not inclining to
congestion by sand and dust. Before the half time overhaul, a cleaning of the
cooling elements shall not be necessary.
Exterior cleaning of the vehicle (from all sides, from the top as well as from the
bottom) with an automatic washing plant, as well as a cleaning of the underframe
with warm suds (up to 60 °C), shall be possible with a pressure of 8 bars without
special protection measures. The penetration of shower water (in particular into
control boxes, bearings, gear boxes, engines and sand distributors) shall be
prevented by constructive measures.
All parts of the vehicle that get in touch with water and the usual chemical and
mechanical cleaning agents (including painting, rubber, plastics and other non metallic materials) may not be altered by the cleaning in a way t hat their
appearance or their functionality are negatively affected.
Not sufficiently resistant devices shall be installed in air proof and dust tight
chambers or cabinets.
Windows, doors and car body parts have to prevent the penetration of rain and
shower water, sand and dust under special consideration of the environmental
climatic conditions according to paragraph 1.10.as well as Appendix D. In the
machine room, pluggable water drains shall be foreseen at the lowest points for
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 31 of 153
Procurement & Contracting Division
Electrification Project
cases if limited wet cleaning becomes necessary (e.g. for removal of extinguishing
agents residues or for dumping of escaped cooling agent).
1.16. Limits of Wear
For all parts (mechanical, electrical, pneumatically) whose lifetime is limited by
wear or aging effects, the related operating limits shall be identified and submitted
to the ISR.
All parts to be considered as wearing parts shall be specially highlighted in the
spare parts catalogues or shall be listed in a separate wearing parts list respectively.
1.17. RAMS - Requirements
This document specifies the Reliability, Availability, Maintainability and Safety
(RAMS) requirements for the E-Loco to be supplied to ISR. This part of the
specification is based on the Standard EN 50126 “Railway applications - The
specification and demonstration of Reliability, Availability, Maintainability and
Safety (RAMS)”, 2011. The detailed requirements, definitions, conditions are given
in chapter 5.
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 32 of 153
Procurement & Contracting Division
Electrification Project
2.
Mechanical and Pneumatic Equipment
2.1. General Design Principles
For all decisions regarding the construction design, special care has to be taken
concerning wear-freeness or limitation of wear, resistance against operational
demands on the envisaged railway lines, cost-efficient maintenance and technical
treatment in long intervals and of short duration. It is recommended to use as
widely as possible already introduced, unified, standardised parts, which have
proven their performance during operation at UIC rai lways.
All material and technologies used shall be chosen according to the environmental
and operating conditions in Israel (see paragraph 1.10 and Appendix D), so that
long-lasting reliable operation is guaranteed. In case requirements mentioned in
this specification should not be considered as the optimum from the s upplier’s
point of view, this shall be communicated in any case to ISR and a suitable
alternative shall be proposed.
The construction of the E-Loco shall be designed for a total kilometric performance
of at least 7.5 million km and a lifetime of at least 30 years, also in regard of
pressure-tightness (but also refer to paragraph 1.1.1).
2.2. Frame and Carbody
For determination of the required strength of the structural parts of the E-Locos, the
particularities of rolling stock construction shall be taken into account.
As far as fibre-reinforced components are planned, the following requirements shall
be met: The driver’s cab shall be executed in steel and must be self-supporting,
without
need
of
additional
supporting
functions
by
the
fibre-reinforced
components. Only elements with a curved surface may be executed with fibre reinforced components. They shall be executed in simple integral monocoque
construction (e.g. at the edges of the headlight enclosure), or as thick -walled
sandwich construction (e.g. roof hoods). In both cases, the most cost-efficient
possibility of integration which is characteristic of fibre -reinforced materials shall
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 33 of 153
Procurement & Contracting Division
Electrification Project
be used, and high safety reserves shall be foreseen to withstand all aerial forces and
the forces required by UIC 651. In principle, fibre-reinforced parts shall be
connected with metal parts through sufficiently thick elastic adhesive joints in
order to prevent the area where it is connected from crack formation enduring under
all operational existing load and temperature circum stances.
Although lightweight construction shall be aimed for, the conditions for favourable
vibration behaviour shall be ensured. For this purpose, a specific strengthening of
cross section of the car body and a specific connection of the roof are necessa ry.
The dimensioning of the car body shall be adapted according to the specific
requirements for E-Locos of EN 12663 (category “L”). The carbody as well its
attachments shall be designed according to endurance fatigue life.
The skeleton (frame/ car body/ force absorbing points) shall be fatigue resistant
during the complete usage cycle of the vehicle. According to the referred standard,
the attachment of all equipment parts of the E-Loco shall be executed for a charge
of 5 g in x-, 1 g in y- and 2 g in z-direction. All supporting parts have to resist
fatigue endurable, among others, to the following forces:

300 kN load on the front of the drivers’ cabs, beneath the window cut out.

2,000 kN load, applied on the lateral buffers and the attachment point of
the automatic coupling

a tensile force at coupler of 1,500 kN shall be applied

a load of at least 300 kN, applied at the level of the longitudinal roof
girder

diagonal buffer load 500 kN
The E-Loco body shall be designed and built as crash-optimised vehicle body
construction according to EN 15227 (category C-I). The following requirements
shall be fulfilled:
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 34 of 153
Procurement & Contracting Division
Electrification Project

Multistage concept for energy absorption at collisions, whereas the
deformation shall take place in the order buffing gear – driver’s cab,
between front wall and entrance door - machine room – entrance area of
the driver’s cab

Protection of the E-Loco driver by formation of a particularly rigid area
in the driver’s cab (survival space) with a width of at least 750 mm
around the entrance doors

Attachable high performance crash elements shall absorb the energy at
collision speeds up the maximum reasonable value. The maximum
collision speed
At the implementation of these requirements, the pressure forces which are
specified by UIC 651 (2.2.1.3) shall be taken as a basis.
All parts of the vehicle have to resist against the horizontal/ longitudinal and the
vertical/ transverse accelerations, as specified in EN 12663
Concerning the evenness of the surfaces, the following values shall be respected:

For side walls 1.5 mm/ m,

For the underframe 3 mm/ m
2.3. Running Gear
The running gear shall be designed in such a way that the limiting criteria for
driving safety, wear of infrastructure and driving behaviour according to EN 14363
and UIC 518 are not exceeded.
The bogie frame and all related attached parts have to meet all requirements as
defined in EN 13749 and EN 12663-1.
The frame of the running gear has to remain fatigue proof during the complete life
period of the E-Loco and shall be dimensioned in line with the load case definitions
as given in the informative attachments C and D of EN 13749 as minimum
requirements.
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 35 of 153
Procurement & Contracting Division
Electrification Project
The joining elements between the bogie and the car body have to be designed in
such a way that the bogie and all of its components r emain in working condition
without any limitations. The related load cases are defined in EN 12663 -1.
The fatigue proof calculation shall be based on an established endurance strength
method. If necessary, the exceptional need of application of damage accu mulation
methods is to be highlighted for each vacant location and may be accepted by ISR.
The bogie frame shall be executed as a welded box construction.
The bogies shall be equipped with guard-irons with adjustable height (nominative
adjustment height 55 mm above the top of the rails).
The wheelset shall be fully in accordance with EN 13260.
The wheelset bearings shall be in accordance with EN 12080. As wheelset bearings,
only roller bearings of suppliers “SKF-Group” or “FAG Kugelfischer AG” shall be
used
The wheelset bearings shall be grease-lubricated bearing units. The bearing unit, in
conjunction with the bearing box, shall be electrically insulated; the return current
shall not be passed through the rollers.
The E-Loco shall be equipped with a device for supervision of the temperature in
the wheelset bearings.
The wheelset axle shall fulfil the requirements of the following standards:

EN 13104 - Railway applications - Wheelsets and bogies - Powered axles
- Design method;

EN 13261 - Railway applications - Wheelsets and bogies - Axles Product requirements.
The wheel shall fulfil the following requirements:

EN 13979-1 – Railway applications - Wheelsets and bogies - Monobloc
wheels - Technical approval procedure - Part 1: Forged and rolled wheels;

EN 13262 - Railway applications - Wheelsets and bogies - Wheels Product requirements.
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 36 of 153
Procurement & Contracting Division
Electrification Project
2.4. Buffing and Draw gear
The E-Loco shall be equipped with an reinforced standard UIC screw coupling
according to EN 15566 consisting of a reinforced draw hook and screw coupling
with ultimate tensile strengths of 1500 kN and 1350 kN, respectively.
The side buffers shall be according to EN 15551. The buffers shall be compatible
with all existing rolling stock and operation modes of Israel Railways.
The buffers shall be executed as crash-buffers and shall allow the reversible
absorbing of the practically reasonable maximum of energy without damage. This
energy shall at least correspond to the kinetic energy of an isolated E-Loco with a
speed of 6 km/h.
2.5. Driver’s Cab
2.5.1.
Design
The design of the driver’s cab shall be consistent with the requirements concerning
crash performance as specified in paragraph 2.2.
For the design of the driver’s cab, the regulations of UIC 651 -Layout of driver's
cabs in locomotives, railcars, multiple-unit trains and driving trailers- shall be
applied. Furthermore the ergonomic requirements stated in UIC 617-5, UIC 617-6,
and UIC 625-2 und 625-5 shall be taken into account. In order to determine the
body sizes as a basis for the ergonometric parameters UIC 651 shall be used. Due
to increasing body sizes, it must be aimed to consider the maximum physical
dimensions.
All materials and technologies applied in the driver’s compartment have to provide
reliable function under all Israeli environmental and operational conditions (see
paragraph 1.7 and Appendix D).
The operational control devices shall be grouped in order to allow a one-man
operation.
The E-Loco driver’s chair shall be pneumatically adjustable for height as well as
along the longitudinal axis including the seat and backrest. The positioning of the
chair and the adjustability has to allow for a quick leaving of the seating position
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 37 of 153
Procurement & Contracting Division
Electrification Project
and must not hamper the transition to a standing position of the E-Loco driver at
the control panel. Furthermore, the arm-rests on both sides shall be foldable in
order to secure easy access. A spring based abs orbing system, adapted to the
oscillation characteristics of the E-Loco and adjustable according to the driver’s
weight, has to keep vehicle vibration from the E-Loco driver.
For the design of the driver’s seat, the following given ergonometric parameters
shall be maintained:

seat depth: approx. 420 mm

seat width: > 400 mm

distance of arm-rests: ≥ 450 mm

adjustability of slope of seat: 2° bent forward to 6° bent backward

adjustability of slope of back: 0° to ≥ 20° bent backward

back height: ≥ 550 mm

height of slope of back: 180 to 230 mm above seat (loaded)

adjustability of seat in vertical direction: ≥ 120 mm

adjustability of seat in horizontal direction: ≥ 230 mm
The driver’s seat shall be fixed or adjustable in order to not constrain operational
and maintenance works in the driver’s cab.
The design of the driver’s seat shall be submitted to ISR for approval.
An additional seat (no folding seat) shall be provided such that from this seat a (if
so, restricted in regard to field of vision according to UIC 651) view to the tracks
and to the most important controlling devices is possible.
Further requirements are:
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 38 of 153
Procurement & Contracting Division
Electrification Project

The general design of the driver’s desk shall be in line with the dedicated
requirements of UIC 612. By means of a mock-up or by other suitable
three-dimensional presentation the seat arrangement and position of
controlling devices shall be precisely presented. In any case the design is
to be agreed with ISR.

All operational information (except information of the operational state)
analogue descriptions on displays shall be preferred. That also especially
applies for the indication of running and target speed as well as for total
values of tractive and brake forces.

All information like overhead line current and voltage as well as time
shall be transmitted as operation data to the diagnos tic display.

The possibility of installing an additional display, usable for “electronic
timetable sheet” shall be provided. The display shall be well readable –
contrast 1:10 – and glare-free in all lighting conditions, especially at
darkness.

The shape and surface design of the components of the driver’s cab
(control panel, control elements, floor covering, lagging) have to allow an
easy cleaning and shall be sufficiently resistant against usual detergents.

The driver’s cab depth (in the vehicle’s longitudinal axis) –measured at
eye level of the seating driver– must be at least 2,000 mm between inside
surface of the windscreen and the closest fixed item (wall, cabinet, door).
This dimension shall be respected over a width of at least 2,000 mm.

Each driver’s cab shall be equipped with driver’s doors at the left as well
as the right side.

The entrance doors shall be equipped with a second handle with lock at
the bottom of the door.

Handrails at the entrance doors shall preferably be recessed ; alternatively
not recessed handrails can be used, if this is the only way to fulfil the
requirements according to UIC 651, paragraph 2.5.
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 39 of 153
Procurement & Contracting Division
Electrification Project

For all E-Locos, a suitable locking system shall be provided.

The minimum dimensions of doors shall be:


door height: ≥ 1750 mm

door width: ≥ 550 mm
It must be possible to open the entrance doors inwards in direction to the
driver’s cab back wall.

The door to the machine room shall be fitted as escape door with an
opening mechanism which enables to open the door with the body, e. g.
with crossbar and two levers and dimensioned according to the following
minimum measures:


door height. ≥ 1800mm

door width: ≥ 500 mm
It shall be possible to open the door of the machine room in direction of
the machine room; the related lock shall be designed as a panic lock for
a quick opening of the door.

The vehicle shall be equipped with handrails and steps as liste d in the
following:

Distance of handrails of the entrance doors: 700 to 850 mm
(depending on the door width)
2.5.2.

Diameter of handrails 30 to 38 mm (round or flat round)

Minimum width of step treads and rail of door: 300 mm

Minimum depth of step treads of door: 150 mm
Driver’s Desk and Operating Elements
The arrangement of controlling devices and displays on the driver’s desk shall be
divided into areas of different importance and functional ity. The dedicated
requirements and recommendations of UIC 651 as well as UIC 612 shall be met. It
shall be considered that all controlling devices necessary for operation of the ETechnical Specification-Tender No. 51402 Vol. A-Attachment A
Page 40 of 153
Procurement & Contracting Division
Electrification Project
Loco during its run are arranged within a radius of max. 820 mm from the body
centre of the upright sitting E-Loco driver.
The arrangement of the driver’s seat shall be in compliance with the leaflet UIC
651 and shall observe the ISR left side operation. The seat shall be situated in
centre or at left hand side position with no preference. It shall be possible to
activate the horn by hand and by a pedal operated switch
The arrangement of the driver’s desk and the operation elements shall be described
in the offer.
The final design shall be agreed with ISR during the design phase.
2.5.3.
Visibility
The visibility from the driver’s cabin for a sitti ng E-Loco driver has to comply with
UIC leaflet 651, paragraph 3.
Front windows shall be made of laminated distortion-free glass without colourpurity error in easily mountable frames. Alternatively glued windows can be
considered, if rapid exchanging within 8 hours (including hardening time of the
filling material) is possible. Tinted glass is not allowed and reflections shall be
avoided.
The impact strength of front window shall fulfil the requirements of EN 15152.
Front window panes must be equipped with an electric windshield heating in order
to avoid misting. The specific heating powe r shall be dimensioned such that misting
or/ and icing is reliably avoided under all mentioned environment conditions.
The windscreen wiper and washing system must work reliably under all operating
conditions up to the top speed including a headwind speed of 100 km/h. In cases of
opposing trains and tunnels a blowing over of wiper blades shall be reliably
avoided.
The drives of the windscreen wiper must be adjustable stepless or with smooth-step
intervals.
Water capacity for the wiper system shall be at least 60 litres per driver’s cab. The
water reservoir shall be located in the equipment room, made out of corrosionTechnical Specification-Tender No. 51402 Vol. A-Attachment A
Page 41 of 153
Procurement & Contracting Division
Electrification Project
resistant transparent material. The water level shall be easily readable without the
need for initial removing of covers.
The refilling interface shall be presented to ISR for reviewing and approval.
All side and front windows shall be fitted with light-reflecting sun blinds which
must cover the entire window surface when fully closed.
2.5.4.
Pressure Protection
The pressure protection of the driver’s cab needs to ensure that an artificially
created internal pressure of ± 4,000 Pa does not decrease below ± 1,000 Pa within a
time of 50 seconds, while the air conditioning devices in the driver’s cab is in
operation and the pressure-tightening is closed.
The pressure protection shall be designed in such a way that in the driver’s cab, on
the occasion of pressure waves occurring at train crossings in tunnels

a maximal pressure change of 1,000 Pa in 50 s, as well as

a maximal pressure change per time unit of 200 Pa / s
shall not be exceeded in the driver’s cab.
The resistance of the design shall be taken into account with the effect of the
occurring pressure waves (elastic deformations).
The routing of air flow shall be ensured via the pressure protection fans and
channels. The possibility of congestions of supply air as well as air discharge
openings shall be excluded.
The effect of the pressure protection fans shall be adjusted by coordination of the
supply air and exhaust air flows in order to avoid dangerous pressure conditions in
the driver’s cab.
In case of a failed pressure protection fan, the air protection shall be turned off
automatically and the air routing shall be ensured via alternative channels.
It shall be possible to turn off the pressure protection without affecting the
functionality of the air conditioning.
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 42 of 153
Procurement & Contracting Division
Electrification Project
2.5.5.
Windows and Rear-View Device
Double glazed tinted toughened safety glass shall be used for all windows (with the
exception of the windshield). The optical characteristics shall be:

Visible light transmission min 0.42

Solar transmission approx. 0.26
The side windows shall be designed as framed double glass windows. The space
between the two glass sheets shall be filled with inert gas.
Windows made of framed double glass windows or single pane windows shall be
installed by means of an elastomeric profile for easy replacement. Solutions, where
an outer frame is bonded to the structure, are permitted.
The windshield shall meet the requirements as per EN 15152. An approved bonding
method for the mounting of the windshield to the front end structures shall be used.
Provisions shall be made in order to facilitate cleaning of the windshield by the
operator, such as steps and handholds.
Clear safety glass of a minimum thickness of 8 mm shall be utilised for the
destination signs on the front of the car.
All windows shall be fitted with an effective, robust sun protection (shutter).
Opening and closing of the side windows shall be possible with one hand. Locks
shall be unlocked and locked automatically by opening and closing the window.
Operation forces for opening and closing of the side windows must not exceed
80 N. It shall be possible to latch the side windows in the opened position
sleeplessly or with several steps.
Each E-Loco cab shall be equipped with established state of the art video based
rear-view devices, which provide the rear view on both sides of the E-Loco.
2.5.6.
Comfort Features (Thermo-Box, Wardrobe)
Each driving cab shall be equipped with:
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 43 of 153
Procurement & Contracting Division
Electrification Project

One refrigerator (min. 10l) and one hotplate

An easily accessible 220 V/ 50 Hz power socket for cleaning equipment
and a coffee machine

Two coffee cup or beverage holders

A closed wardrobe for clothes and personal belongings and another
appropriate wardrobe sufficiently ventilated shall be available

A closed drawer for tools, extra bulbs and fuses

A lightened timetable holder at the drivers desk

A waste box and an ashtray for the driver

Megaphone and searchlight, each with corresponding charger and
rechargeable battery
Activation of the lighting in all compartments shall be possible when the main
battery switch is switched off.
The floor shall be suitably structured to prevent slipping.
2.6. HVAC

Both cabs of the E-Loco shall be equipped with state-of-the-art, serviceproven air HVAC systems. The HVAC system shall be designed and
proven according to EN 14813 with respect to the modified requirements
as given in Appendix F.

The Contractor shall propose predefined operation modes of the HVAC
system. These modes shall allow an easy handling as well as an energy
efficient operation.

For ventilation of the driver’s cab, the flow of fresh air in ventilation
mode as well as in air-conditioning mode shall be adjustable to at leas t
400 m 3 /h. This value must not change by more than ± 20 % at any
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 44 of 153
Procurement & Contracting Division
Electrification Project
running speed and also in reverse running. The driver shall be able to
adjust the air flow continuously according to his requirements.

The air nozzle facing the driver shall have a maximum air flow of 30
cm/s. Furthermore, the direction and flow through these nozzles shall be
adjustable.

The fresh air should only blow from the front and from both sides into
the cabin; blowing on the driver’s back shall be avoided.

Under normal operation conditions, a slight overpressure shall be
provided in the cab.

The cooling capacity shall be sufficient to provide the required minimum
comfort parameters under all operation conditions.

An environmentally friendly, approved halogen -free refrigerant shall be
used. From the current point of view, R 134a or R 410a would be
preferred.

The heating shall be designed in such a way that the temperature within
the driver’s cab does not fall below +18 °C even at an outside
temperature of -5 °C and at maximum speed of the E-Loco.

The heating also shall generate temperatures within a limited ra nge of 21
± 3 °C down to an outside temperature of -5 °C. The temperature
differences between floor (10 cm above floor level) and face level (180
cm above floor level) must not exceed 2 °C.

Additionally, a separately switchable and adjustable floor heating shall be
installed.

The thermal insulation shall be dimensioned in such a way that the
average heat transmission coefficient k ges does not exceed a value of 2.3
W/m² K at maximum speed.
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 45 of 153
Procurement & Contracting Division
Electrification Project
2.7. Compressed Air and Braking Equipment
2.7.1.
Compressed Air Supply
All elements of the pneumatic system shall be designed according to the technical
state-of-the-art. The technical design of the pneumatic and braking equipment shall
be based on the regulations of the European Pressure Equipment Directive
97/23/EC as well as the dedicated legislation and standards as described in
paragraph 1.3.
The Israeli standard IS 4295 shall also be considered.
The tubes of the pneumatic system shall be made of stainless steel. All connections
shall be designed and built as to prevent galvanic contact with fittings made of nonstainless steel. Generally, the service life of all tubing material shall correspond to
the useful life of the E-Loco. Nevertheless, the design shall ensure easy
maintainability.
The following main elements of the production, processing and storage of
compressed air shall be provided:

Main air compressor with the related filters and corresponding thermal,
pneumatic
and
electric
protection
devices
(preferably
screw -type
compressor) with a minimum delivery rate of 2,400 litres/ minute ± 5%.
The main air compressor shall turn off automatically after activation, if
the main air reservoir pressure reaches 10 bar; and it shall be activated
again if the pressure falls below 8.5 bar.

Self-regenerating, two-chamber air drying device with high-efficiency oil
filter and collecting tank for condensate, adjusted to the delivery rate of
the main air compressor. The collecting tank for condensate shall have a
capacity of at least 70 litres and its emptying shall be possible from
outside the E-Loco, without demounting. If the collecting tank is not
easily accessible or badly visible, a level indicator shall be provided
which visually indicates the current filling level.
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 46 of 153
Procurement & Contracting Division
Electrification Project

For storage of compressed air, air reservoirs with dewatering taps s hall be
used in compliance with the requirements of EN 286. As storage volume
for the main air compressor, at least 800 litres shall be foreseen (main air
reservoir). Among the secondary users of compressed air on board of the
E-Loco,
the
sand
distributor,
the
flange-lubricating
device,
the
windscreen washer system, the acoustic signal, the auxiliary air supply
for the magnetic valves and pneumatic armatures etc. can be mentioned.

For reduction of start-up times, a sufficiently large volume of compressed
air shall be stored when stabling the E-Loco, in order to switch on the
main circuit breaker and to raise one pantograph without support of an air
compressor, even after seven days of machine downtime.

For redundancy purposes an auxiliary air compressor with sufficient
additional air volume, which is supplied by the main battery or externally
shall be provided. It shall enable the raising of one pantograph as well as
the activation of the main circuit-breaker within ten minutes. The
auxiliary air compressor shall turn off automatically after activation of
the main air compressor or after reaching the pressure which is needed
for raising one pantograph and turning on the main circuit -breaker. In
order to avoid an unnecessarily long running time and wear and te ar, the
pressure for turning off shall be limited to the actually necessary level.
The compressed air quality concerning solid particles, remaining humidity and oil
residues must correspond to ISO 8573-1, category 2-2-2:
Solid particles: maximum size of particles: 1 μm
maximum concentration: 1 mg/ m³
Water:
maximum dew point under pressure: -40° C
(corresponds to a relative air humidity of 35 % at temperatures of
down to -30° C)
Oil:
maximum residual oil concentration: 0.1 mg/ m³
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 47 of 153
Procurement & Contracting Division
Electrification Project
maximum concentration: 0.1 ppm
2.7.2.
Braking Equipment
2.7.2.1.
Basic Design
The E-Loco shall be equipped with the following braking devices:

Indirectly working automatic pneumatic brake including the necessary
controlling and supervision equipment (indirect brake) with continuous
main air reservoir pipe and brake couplings at both ends of the vehicle

Emergency brake override device with a non-automatically working
electro-pneumatic
brake
including
the
necessary
controlling
and
monitoring equipment (emergency brake override/ electro -pneumatic
brake) both supporting UIC 541-5 and UIC 541-6.

Directly working pneumatic brake including the necessary application
equipment (direct brake)

Adjustable wear less electro dynamic brake with recuperation capabilities
(feeding back into catenary network) as well as brake resistors (electric
brake of E-Loco)

Spring-loaded parking brake (air-released) with the related application,
controlling and emergency release equipment and display device

Pneumatic disc brake with automatic adjustment according to the wear of
braking discs and brake pads

Equipment to provide the activation of the brake equipment for running
under automatic traction/ brake control (automatic traction/ brake control
for keeping the speed constant)

Electronic anti-slip system for the protection of the wheels

The labels for type of brake and braked weight shall be designed
according to UIC 640 which refers to UIC 545.
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 48 of 153
Procurement & Contracting Division
Electrification Project
For the dimensioning of the brake, in particular the UIC leaflets have to be
respected (among others, UIC 540, UIC 541 -1, UIC 541-3, 541-5, 541-6, UIC 5441, UIC 648 and EN 14531).
For braking of the E-Loco during shunting and to prevent rolling away, a direct acting additional brake shall be provided. This is activated by separate actuating
elements in the driver’s cabs and acts directly on the brake cylinders, possibly with
a pneumatic relay valve.
An emergency brake override device with electro -pneumatic brake control
(emergency brake override/ electro-pneumatic) according to UIC 541-5 and 541-6
shall be implemented, as well as the internationally unified EP-brake control line
(electro-pneumatic-power supply 110 V, 700 W; 9-pole UIC standard plug).
The related implementation details of the EP -brake as well as the emergency
override functions are to be agreed between the contractor and ISR during the
project phase.
In normal operation mode, all functionalities of the pneumatic control and
supervision, including the interaction with the brake con trol computer, shall be
supervised electronically via analogue converters to regulate the pressure in the
main air pipe by means of a relay valve. In this mode, the blending system shall
automatically make sure that the E-Loco itself is generally braked with the
electrodynamic brake and only supported by the pneumatic friction brake if the
requested brake demand cannot be provided solely with the electrodynamic brake.
The brake control shall limit the jerk level to the technically reasonable minimum.
It shall be possible for the driver to override activation of the emergency brake by
the passengers with a filling stroke of the main brake control following UIC 541-5
and or UIC 541-6.
In case of failure of the electronic control, a pneumatic control shall be provided as
redundancy, which ensures a safe operation of the brakes.
For this purpose, a pneumatic driver’s brake handle with all basic and additional
functionalities shall be provided.
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 49 of 153
Procurement & Contracting Division
Electrification Project
The locomotive shall be featured with automatic brake test functionality. This
function shall be available from each activated driver’s cabs.
All errors of the brake and failing interactions of the brake equipment’s
components shall be transmitted as process data, and the error messages shall refer
to the smallest exchangeable units. Individual errors of the brake control computer
shall be indicated on the diagnosis display. All context data shall be stored in an
internal history memory, and their readout shall be possible via the service
interface.
2.7.2.2.
Brake Actuation Devices
For the arrangement of the brake actuation elements the dedicated requirements of
UIC 651 and UIC 612 shall be met. In case of contradictions, the UIC 612 shall
have higher priority.
If the E-Loco is hauled like a wagon, the change of the brake o peration mode from
the e-brake to the pneumatic brake shall be possible with a few turns. Depending on
the E-Loco or wagon mode, the brake devices shall comply with the requirements
specified below. The regulations referring to the actuation pressures, reaction times
and other framework conditions according to UIC 540 shall be adhered to.
a.
Indirect Brake
With the actuation elements of the indirect brake and by controlling the main brake
pipe pressure, it shall be possible to actuate pneumatically the control valves of the
single vehicles in the train. Furthermore, it shall be possible to actuate them in
parallel electro-pneumatically in the emergency brake override/ electro -pneumatic
mode. It shall be feasible to operate the indirect brake in the brake positions G
(freight train), P (passenger train) and R (express train) which can be manually
selected.
Wagon operation:
If the indirect brake of the E-Loco is fully working, it shall be ensured that
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 50 of 153
Procurement & Contracting Division
Electrification Project

the supply of the brake air reservoirs can be effectuated with full
functionality via the main brake pipe or, if that is missing, automatically
via the main air pipe (additional towing valve not existing)

b.
the slide protection is effective when supply voltage is available.
Direct Brake (E-Loco Brake)
The direct brake only actuates the brake callipers at the E-Loco, and it is used for
shunting or securing during a short time. The following shall be implemented:
Based on the parking brake layout method as described in UIC 544-1, the applied
direct brake alone shall be able to hold the reference train on a gradient of
preferably 1 %.
c.
Parking Brake
Per wheelset, at least one braking cylinder shall be equipped with a spring load.
The spring-loaded brake cylinders shall act simultaneously with the emptying of the
supply pipe, their state of release shall be ensured reliably, and it shall be
supervised and displayed.
Concerning their release pressure, the spring-loaded brake cylinders shall be
dimensioned and integrated in the pneumatic equipment in such a way that the
spring loads reliably remain released - even at the end of long freight trains, with
an authorised decrease of the pressure along the main air pipe.
The fully applied spring-loaded brake shall prevent the E-Loco (alone) from rolling
away on a 50 ‰ falling gradient with a 1.5-fold safety. The design calculation shall
be provided.
A break of the pipe shall lead to an automatic braking. In contrast, a pneumatically
created braking force which is possibly actuating in parallel to the spring load
force, shall not lead to an over braking of the wheel.
d.
Wheel Slide Protection
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 51 of 153
Procurement & Contracting Division
Electrification Project
The E-Loco shall be equipped with a wheel slide protection system, selectively per
axle and controlled by a microprocessor. This shall be designed as integral part of
the adhesion control.
In case of pneumatic braking (indirect or direct brake), the pressure in the brake
cylinders shall be adjusted correspondingly via slide protection valves. In case of
electric braking, the slide protection shall intervene in the control of the motor
current. In case of danger, it must be possible to override the wheel slide protect ion
functionality by pushing an emergency brake button.
2.8. Sand Distributor
Both wheels of the front axle of each bogie shall be fitted with sanding devices.
The sand reservoirs shall be fixed on the E-Loco body and it shall be possible to
replenish them from outside. Each reservoir shall have a sand capacity of at least
60 litres. The sanding reservoirs and pipes shall be equipped with a heating in order
to keep the sand dry.
The nozzles of the sanding pipes shall be as close as possible to the contact point
wheel/rail and shall be adjustable according to the wear of the wheels.
The operating controls within the driver’s reaching area shall allow “short sanding”
in the unlatched position and “continuous sanding” in the latched position. The
sand shall be ejected three seconds after activation of the control.
According to the requirement in TSI CCS the sand flow rate shall be:

400 g + 100 g / 30 s at speeds <140 km/h

650 g + 150 g / 30 s at speeds ≥ 140 km/h
2.9. Flange-Lubricating Device
The E-Loco shall be equipped with a state of the art flange lubrication system
according to EN 15427. The system shall be sensitive on the running direction and
distance-controlled. The lubricant quantity per lubricating impulse shall be
adjustable.
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 52 of 153
Procurement & Contracting Division
Electrification Project
The lubricating device shall guarantee an efficient lubrication of the wheel flange
during operation of the vehicle, except for standstill and speeds below 5 km/h . Any
adhesion reducing contamination of the running surfaces by the lubricant as well as
excessive application of lubricant shall be surely avoided.
The lubricant capacity shall be sufficient for the intervals between scheduled
inspections. The reservoir shall be easily accessible to be refilled from outside the
vehicle (not from a pit). The reservoir shall be fitted with a gre ase filter and an
easily readable level gauge (optic or electronic).
The distance between lubrication impulses (depending on distance and curves) shall
be adjustable within a range from 200 m to at least 2,000 m. However, this
adjustment shall not be individually done by the driver, but by general setup via
software based diagnostic tool.
2.10. Visual and Acoustic Signalling System and Lighting
The design of the head and tail lights shall be of LED type and shall correspond to
UIC leaflets 534 and 651. Both signal lights shall be installed in common housing.
The switches for the signal light shall be installed in the driver’s cab.
As optionally described in UIC 534, the E-Loco shall be featured with a high beam
function and reducible brightness of the signal light. The driver shall be able to
handle these functions in normal seating positions.
LEDs shall be preferred as illuminants. In addition, headlights according to UIC
leaflet 534 shall be installed. The lamp housings shall be protected effectively
against the intrusion of water and dust as well as against the generation of
condensation water.
For acoustic signalling, horns according to UIC 644 shall be installed.
For shunting and depot operation an additional electrical horn with reduced noise
level shall be provided (comparable to highway applications). This horn shall be
activated by the driver via a well accessible push -button in the driver’s desk.
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 53 of 153
Procurement & Contracting Division
Electrification Project
The driver’s cab lighting shall provide a brightness of 300 lx at the driver’s desk. It
shall be adjustable to approx. 60 lx. For lighting of the timetable and writing area,
1 - 2 separately switchable spotlights shall be provided at the driver’s desk.
The labelling of control elements shall be lighted. They shall be arranged so as to
be illuminated glare-free without reflexing in the front windows.
In the accessible areas of the machine room, the intensity of illumination shall be
approx. 300 lx and it shall correspond to the ap plicable technical and employment
protection regulations of ISR.
By a minimum voltage relay and/ or a time-lag relay, it shall be ensured that the
interior lighting switches off in time to enable a preparation for service and to
prevent a total discharge of the battery.
2.11. Painting, Labelling and Corrosion Protection
The E-Loco and its components shall be corrosion protected taken into account the
environmental conditions in Israel. Furthermore, the ERRI-recommendation E 17
for protection of materials according to report no. 37 of October 1973 “Technical
Production Conditions for Corrosion Protection and Paintings of Passenger Coaches
and Motive Power Units” shall be applied.
The corrosion protection and painting of the vehicle determines the useful life to a
high degree. As a design principle, overlapping and hollow structures shall be
avoided as far as possible. Components or portions, which are not accessible after
assembly, shall receive an adequate corrosion protection before assembly.
A state of the art surface preparation, priming and painting shall be applied, which
shall match the proposed carbody construction method. The service life of the
exterior paint shall not be less than 15 years during which only limited touch-up,
due to e.g. scratches or accidents, shall be necessary
Special attention shall be paid on safety relevant parts and related risks caused by
corrosion and crevice corrosion which are constructively to be avoided. Thereby,
UIC leaflets 842-2, 842-5, 842-6 and 842-9 shall be considered accordingly.
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 54 of 153
Procurement & Contracting Division
Electrification Project
In order to get a high quality paint system the products for corrosion protection,
priming and final coat shall be checked with regard to its compatibility and shall
come from the same supplier. The specific conditions of the Israel environment
with the high sun load have to be taken into account. The corrosion protection and
painting system shall be approved by the ISR during the contract phase.
The exterior paint scheme and markings shall be agreed with Israel Railways in the
early phase of the Agreement.
The exterior painting shall be sealed or covered by an anti -graffiti final coat.
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 55 of 153
Procurement & Contracting Division
Electrification Project
3.
Electric Equipment
3.1. General Issues
The E-Loco shall be serviceable in the 25 kV/ 50 Hz AC catenary system of ISR.
The energy consumption of the E-Loco shall be minimized and a corresponding
calculation as specified in the tender evaluation process shall be provided. Energy
metering devices including measuring of catenary current and catenary voltage
shall be provided.
The measured values shall be recorded fail-safely in the control system. Energy
taken out and re-supplied into the network shall be read out separately. Suitable
read out features including a local interface as well as wireless communication
shall be provided.
The complete electric system shall be designed according to the state of the art.
All electric and electronic installation shall be in line with the dedicated
requirements of EN 60077, EN 50155 including the requirements of Appendix H
and EN 50343. Protective provisions relating to electric hazard shall be realized
according to EN 50153 and EN 50124.
In case of defects, the defective part of the drive system shall automatically turn off
including the corresponding auxiliary circuits. In addition, the driver shall be able
to turn them off based on the display help texts.
The diagnostics system on the E-Loco shall:

support the driver effectively in case of defects and

enable the workshop staff to remedy the failure promptly
3.2. Circuit Design
The traction system shall be designed according to the latest standard of three phase traction technology, with a modern traction control system for the envisaged
traction program and with state-of-the-art IGBT technics used in 4-q controlled
rectifiers and inverters. The converter shall be designed with intermediate voltage
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 56 of 153
Procurement & Contracting Division
Electrification Project
circuit and three-phase asynchronous technology. Failures of passive elements shall
be avoided by appropriate design of the active elements.
The power electronics system shall be divided into at least two independent main
traction inverter units.
Each traction motor shall be feed and controlled by a separate traction motor
converter. Traction motor converters are integral parts of the main traction inverter
units and may be supplied by a common intermediate voltage circuit.
For the converter solution, high-performance IGBT phase modules shall be applied.
For cooling of these IGBT phase modules, an environmentally-friendly water
cooling system (see appendix E) equipped with supply line an d drainage by selfsealing quick couplers shall be chosen. By employing IGBT components in a panel
cell form, it is possible to benefit from the advantages of high surface pressure.
Therefore, there is no need for additional solder and bond wire connection s. The
converters shall be in compliance with EN 61287.
The power semiconductors shall be integrated in modules with triggering as
smallest exchangeable units.
The overhead line-sided converters shall supply the motor-sided converters with a
constant intermediate circuit voltage and shall be triggered with the overhead line
network so that only effective power will be interchanged. Thereby, dedicated
overtone
frequencies,
which
can
interfere
with
the
train
control
and
telecommunication devices, also shall be prevented.
The motor-sided converters shall be clocked in such a way that traction motors are
supplied with three-phase AC of variable frequency, voltage amplitude and
phasing. This shall be implemented corresponding to the related operating point at
the current speed which is given by the driving and brake control system as well as
the slip control system. The allocation of control electronics shall be arranged
accordingly to this division.
The converter modules shall be dimensioned for a shock load of 5 g in longitudinal
direction of the
E-Loco.
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 57 of 153
Procurement & Contracting Division
Electrification Project
The adaptation of the traction control system to the related wheelset diameters shall
be effected automatically by the slip control system.
It shall be possible to test and adjust the power circuits including power and control
electronics while standstill of the E-Loco.
3.3. Pantographs, Main Switches, Roof Cables and Earthing Switches
The power supply and overhead line system will be designed and constructed in
accordance with the pertinent European Standards (especially EN 50119 and EN
50367 and EN 50388). The nominal supply voltage in the final stage will be 25 kV,
50 Hz.
The Contractor shall make sure, that the E-Loco is fully compatible with the
electrification of ISR’s network.
The E-Loco shall be equipped with two single-arm pantographs with a pantograph
head width of 1950 mm including a device for rapid lowering by automatic
monitoring of the pantograph contact strip. The pantograph shall fulfil the
dedicated requirements of EN 50367 as well as EN 50206.
The type of pantograph which will be used shall be service -proven in the overhead
line system of the purchaser at the specified speeds and environmental conditions.
In view of series-related optimisation of pantographs, an aerodynamically neutral
behaviour of pantographs shall be ensured. Furthermore, the necessarily stronger
contact force at higher speeds shall be assured either through a speed -depending
pressure control or a sufficiently high static contact force.
The material of the contact strip shall be made of plain carbon steel as usual for
catenary systems fed by alternating current.
When operating in multiple operation (multiple traction: directly coupled E-Locos;
multiple train operation: directly coupled push-pull trains), running at maximum
speed shall be allowed.
The pantographs shall have hard carbon contact strips to assure a durability of at
least 120,000 km.
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 58 of 153
Procurement & Contracting Division
Electrification Project
The target time for raising the pantograph is 6 to 9 s, for lowering 4 to 5.5 s.
However, marginal deviations (approx. 1 to 2 s) can be accepted.
 Static contact force: 60 N to 90 N, statically adjustable
 Dynamic characteristics: fulfilment of the dedicated requirements of TSI
Energy
Testing of the lowering facilities shall be possible from the machine room.
If the automatic lowering of the pantograph is triggered after sequenced activation,
the main switch of the E-Loco is turned off through the signal of the pushbutton.
This is to avoid that the overhead line and the pantograph will be damaged through
arcs during the lowering process under electric power. In addition, the pantograph
magnet valve receives the signal “pantograph down”.
During the operational lifting of the pantograph, the function of the pushbutton is
switched ineffective through a time relay. Thereby, the main switch release by the
automatic lowering of the pantograph contact strip only becomes effective after a
programmed time (approx. 15 to 20 s).
If the pipe between high-speed lowering valve and contact strips breaks, the
automatic lowering supported by the shut-off cock can be put out of operation.
Open connections shall be closed in a watertight manner.
In case of multiple operations also the not failed pantographs shall be lowered
through an additional electrically driven high-speed lowering valve.
A disconnecting switch in the roof cable is not required. Instead, a flexible wire
shall be installed in order to cut out.
A contactor differing between four positions (both pantographs, pantograph 1,
pantograph 2, no pantograph connected) in the high -voltage system shall be
provided.
The quantity of roof equipment shall be reduced to a minimum and shall be
aerodynamically optimised. An earthing switch shall be installed on the overhead
wire voltage side.
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 59 of 153
Procurement & Contracting Division
Electrification Project
The E-Loco shall be equipped with a main switch for network -synchronous
operation including a vacuum switching tube that is proved and tested by an UIC
railway under similar operating conditions. The design shall allow at least 50,000
operating cycles without the need for service and maintenance or adjusting work.
After 50,000 operating cycles it shall only be necessary to readjust the contact
distance. Minor maintenance work including an exchange of the vacuum chamber
shall just fall due after 100,000 operating cycl es at the earliest. The main switch
shall have a mechanical durability of 250,000 switching mechanisms. These values
shall be achieved by 90 % of the switches.
A compressed-air quick circuit breaker, installed on the roof of the E-Loco
(together with the earthing switch), can be used if a suitable vacuum switch is not
available. Design and type of construction shall be agreed with the purchaser.
The electric system must be dimensioned in such a way that no inadmissible
overhead voltages will be generated when switching off. An overvoltage concept
shall be presented in bit. The main switch including current and voltage converters
as well as the earthing switch shall be installed in a separate high -voltage
compartment in the machine room. Thereby, practically approved types shall be
provided. Operation of the earthing switch shall be possible from outside.
All roof equipment devices including converters shall be explosion -proof.
The Contractor shall offer an electric interface which allows the passage of phase
separation sections or neutral sections without need of special handling by the
driver to release the power of the E-Loco to zero and to switch off / on the main
circuit breaker. The required track side information will be generated by balises
transmitting the signal to a receiving unit installed at the E -Loco. The required
details on the interface are to be agreed during the project phase.
3.4. System Perturbation and Energy Counter
The fundamental term of the wattless power shall be 0 or slightly capacitive. A
facility to adjust the fundamental term of the wattless power shall be provided. The
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 60 of 153
Procurement & Contracting Division
Electrification Project
total power factor λ= g cosφ shall be >0.9 from ¼ of the nominal power and >0.95
from ½ of the nominal power with all current converters working.
For separate analyses, it is necessary to display and record the values of each
energy
supply,
energetic
recovery,
total
energy
consumption
and
energy
consumption of the train bus bar. This shall be done in a minute cycle in a separate
energy consumption menu with a memory depth of 7 days. The referring data shall
be originated from appropriate and reliable data sources with adequate precision
(margin of error max. 1 %).
3.5. Main Transformer
The main transformer shall be in accordance with the requirements of EN 60310.
A common state of the art cooling agent, as e.g. used in modern European E-Locos
shall be applied.
An indicator for the cooling agent level and Buchholz relay shall be installed.
The installation of the transformer shall be designed in such a way that in case of
derailments (with all wheels), the transformer does not touch the track yet. Due to a
particularly stabile bottom construction of the transformer and / or hoop guards, it
shall be ensured that in several assumed cases of average no cooling agents w ill
leak when touching the track. The secondary windings shall be electrically
insulated (no sleazy circuits).
The transformer shall have separately secondary windings for a standard train
heating power supply with a UIC conform nominal heating line voltag e of 1,500 V
at 50 Hz (related to 25 kV catenary). This winding shall provide a power of at least
720 kVA with a power coefficient of ≥ 0.85 at an ambient temperature of + 45° C.
The special Israeli train heating power supply (two separated lines of 3 x 400 V, 50
Hz) shall be provided by an inverter system which shall be fed by this secondary
winding.
With respect to potentially changing future demand s, it shall be at least possible to
modify the E-Loco so as to provide the UIC standard train heating line according to
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 61 of 153
Procurement & Contracting Division
Electrification Project
UIC 552 (1.5 kV, 50 Hz according to UIC 550 respectively) as specified in
paragraph 3.20.
Other technical implementations for providing both voltage levels will be
acceptable as far as the same functionalities as enabled by the aforementioned
solution are included.
Pre-warming up / air conditioning with working cooling pump but without cooling
ventilation shall be possible.
All windings shall be short-circuit-proof until activation of the corresponding
protection device.
The transformer casing shall be designed in such a way that repeated opening is
possible without its reconditioning.
The windings, as well as their insulation and fixings shall be dimensioned so that
no scheduled maintenance is envisaged during the nominal useful life of the ELoco.
3.6. Control Systems
The control of the three-phase asynchronous traction motors shall be performed
continuously. Input of tractive effort shall be continuously received from a tractive
effort controller without up / down regulation.
The equipment required for this shall be designed to be maintenance -free according
to the state-of-the-art (control and power electronics). It shall be di mensioned in a
way that no overload will result from operating respectively exhausting the
performance envelope of the E-Loco.
Power electronics shall be refrigerated through a separated cooling circuit and shall
be designed in such a way that no damage results from the heat accumulation after
deactivation. In case of a single failure, 50% of the traction power shall still be
available at a minimum.
Control electronics shall be located in enclosed housings with heat exchangers
(indirect cooling). The Contractor shall provide detailed evidence that the cooling
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 62 of 153
Procurement & Contracting Division
Electrification Project
concept enables correct operation of the equipment under the environmental
conditions in Israel.
Monitoring of functions and signals shall be provided by visual indicators.
Signals transmitted by plug connections (e.g. from temperature and speed sensors)
shall offer a signal level being sufficient for a permanent function.,
3.7. Traction Motors and Gears
Three-phase asynchronous traction motors shall be used. Including gear and torque
transmission, the traction motors shall be dimensioned in a way that the
requirements according to the traction performance are met. Oscillations resulting
from operation at the limit of friction or caused by other reasons shall be
considered. Leakage of lubricant into the environment or into the interior of the
traction motors shall be excluded. Dirt particles entering into the lubricant circuit
must not cause damages to the bearings of the traction motors. Additional
lubrication shall be possible from outside (if necessary, fro m a pit). In general, all
dedicated requirements of EN 60349 and EN 61377 shall be fulfilled. The
characteristics of the complete traction chain shall be demonstrated by applicable
combined testing together with the inverter.
The disassembling of the traction unit shall be possible from the upper side
(isolated bogie) as well as from the bottom side (bogie remains at locomotive) . For
this purpose, the connecting cables of the traction unit shall be detachable without
having to lift the E-Loco body and shall be easily accessible for the staff.
Connecting cables including their fixing shall be documented as a separate
component and shall be handled as a spare part. Irrespective of this, fixation s that
exclude damages on the motor and transmitter cable shall be guaranteed.
Tolerances of inductor, armature and traction motor bearing shall be selected such
that inductors, armatures as well as drive and gearing parts are freely
interchangeable without any restrictions.
Traction motor and drive bearings shall have a durability of at least 2.4 million km.
The design and sizing of the bearing seat shall be dimensioned such that it will
presumably not require any work during the vehicle’s useful life. Irrespective of
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 63 of 153
Procurement & Contracting Division
Electrification Project
that, the necessity to correct the bearing seats must not lead to an exchange of gear
housings.
3.8. Electric Brake
The electric brake shall be able to decelerate the E-Loco with maximum braking
force down to standstill without jerks. Reversing of running direction shall be
definitely excluded. The electric braking energy shall be fed back into the overhead
network.
A brake resistor according to EN 60322 shall be provided to allow the electric
braking if the catenary system should not be able to consume the recuperation
energy. This resistor shall provide the maximum possible brake power as
technically reasonable for the offered E-Loco considering weight and place
restrictions.
At an overhead line voltage of 29 kV, the electric brake shall be switched off. In
case of a short-circuit in the network, the electric brake shall be switched off within
50 ms.
The electric brake shall produce the highest possible braking force, corresponding
to the overall dimensioning of the electric equipment, at any speed and
independently from the voltage fluctuations in the overhead line.
The maximum electrodynamic braking force shall be adjustable by the ISR up to
the maximum value which is supported by the installed equipment .
The braking forces shall be specified in a corresponding diagram. Braking currents
and voltages shall be indicated as well.
The conditions according to UIC 544-2 shall be considered. Switch-on and switchoff procedures shall be smooth such that the transitions are continuous.
The transition time / brake release time of the electric brake until t he maximum
braking force is achieved respectively reduced, shall correspond to the brake
release time of the pneumatic brake, e.g.:

in braking position P and R:
transition
time
approx.
4
s
respectively
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 64 of 153
Procurement & Contracting Division
Electrification Project
brake release time approx. 15 s

in braking position G:
transition time approx. 20 s resp.
brake release time resp. approx. 45 s
Remote control of the electric brake from driving trailers and in case of multiple
operation shall be considered.
Input of the set value for the braking force is done by a brake controller (except for
one-hand gear operation). Adjustments to appropriate constant braking force shall
be made such that fluctuations of overhead voltages are balanced.
In case of multiple heading, the total braking force of the leading E-Loco is
displayed as usual on the traction force/ braking force display of the modular cab
signalling equipment.
On demand, the braking forces (similar to the traction forces) can be shown for
each drive separately on the display.
The braking forces of the controlled E-Locos are only shown in the display of the
leading E-Loco, if their braking forces deviate by more than 25 % from the target
value (error detector).
3.9. Electronics
The electronic devices shall comply with EN 50153 and EN 50155. Additionally,
the conditions as described in Appendix G “Technical Requirements for Electronic
Equipment for Locomotives” shall be applied.
Error-free operation of the vehicle electronics - even of all plug-in cards - shall be
achieved over a distance of 100,000 km on average.
All software which is required for error detection and repair shall be provided in its
newest version considering the delivery date. After the warranty period has expired
for the last E-Loco of the respective type, the newest version of all software shall
be handed over as commented source code indicating the used compilers and all
other tools.
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 65 of 153
Procurement & Contracting Division
Electrification Project
3.10. Control and Communication System
3.10.1.
General
The control system and its components shall correspond to the state -of-the-art and
to the expected operational strain. The entire control and information system on
board of the E-Loco shall be designed digitally with transmission through fibre
optic cables respectively bus systems.
Switching devices with contacts shall be limited to what is strictl y necessary.
The control system shall be of high reliability. Therefore, clear interfaces being as
simple as possible between E-Loco and wagon control and subsystems shall be
defined. The Contractor is fully responsible for all systems and subsystems. Two
types of data transmission between wagon control and subsystems shall be
determined:

Function-relevant signals

Diagnostics-relevant signals
Both classifications differ regarding data volume and requirements on reliability of
data transmission:

Function-relevant signals – only some signals with highest requirements
on reliability of data transmission

Diagnostics-relevant signals - high data volume and low requirements on
reliability of data transmission
Due to this difference, diagnostics data of the most important subsystems shall be
transmitted through bus interfaces. Thus, a high data volume is transmitted for
diagnostics purposes and cable wiring will be reduced.
In case of failures, the source of failure shall be detected by testing the interfaces
and diagnostics data.
The system shall assure a redundant architecture and a maximum availability. Each
single processor shall conduct a self-test after being switched on. This comprises
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 66 of 153
Procurement & Contracting Division
Electrification Project
testing of signals and sensors with plausibility check. Sensors with spec ific testing
equipment (e.g. test windings) shall be tested automatically as well.
The system shall be user-friendly and shall consist of the data processing devices
mainly necessary in order to describe the state of each wagon of the entire train.
The system shall collect any information of all controlled systems through
analogue, digital or binary sensors, process them automatically or on user’s request
and generate necessary control signals. The control system shall be designed for
manual operation. A data memory for recording data selected by the user shall be
provided. An interface for a later refitting of a wireless system without interference
into the existing control and communication system shall be provided.
The electric control functions shall be implemented with a suitable computer
system and a consequent application of a bus structure corresponding to IEC 61375.
An integrated control unit shall include all functions of:

the train control level,

the vehicle control level and

the drive control level.
Train control level includes:

multiple operation and push-pull control,

train control function by WTB and

automatic starting up, automatic brake test, coupling,
Vehicle control level includes:

all vehicle control functions and

the integrated diagnostics.
Drive control design shall correspond to the preferred drive concept of the E-Loco.
The structure of the control and communication system shall be chosen considering
reliability and availability so as to meet the requirements for the total rel iability of
the E-Locos.
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 67 of 153
Procurement & Contracting Division
Electrification Project
3.10.2.
Speed Measurement
Speed signals shall be provided at the vehicle control level consistently for all
client applications, including the actual vehicle speed, and shall be processed
redundantly.
3.10.3.
Friction Control
For operation under unfavourable adhesion conditions between wheel and rail, the
E-Loco shall be equipped with a self-adapting friction control system (adaptation of
slip to the changing dependency of the maximum friction connection from the slip).
The functionality of the friction control system shall be designed such that the
following characteristics are assured:

automatic adjustment to different rail conditions,

automatic adjustment to different train set loads,

automatic adjustment to altering wheelset diameters after changing of
wheelsets,

effective limitation of slip.
The friction control system shall operate similarly when driving and braking and
also include the pneumatic wheel slide protection.
3.10.4.
Drive / Brake – Control
The basic control instructions for the drive control shall be derived from the drive /
brake control input given either from the driver’s cab, the push -pull control,
multiple operation control or from the automatic speed control. The set values shall
be corrected according to the operating state of the E-Loco as well as potential
restrictions and shall be transmitted to the components through the vehicle bus
system.
3.10.5.
Automatic Drive-Brake Control
The E-Loco shall be equipped with an automatic speed control s ystem. This system
takes charge of the E-Loco’s speed and controls the speed target value which is
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 68 of 153
Procurement & Contracting Division
Electrification Project
given by the driver. The use in multiple operations shall be possible. The speed
control system shall be able to split the brake force of the train set on the
pneumatic brake of the train set and the dynamic brake of the E-Loco. Priority shall
always be given to the dynamic brake of the E-Loco. Moreover, the vehicle shall be
equipped with an automatic running and brake control which affects, among others,
the indirect pneumatic brake.
3.10.6.
Multiple Operation Control / Push-Pull Control
The E-Loco shall be equipped with two alternative multiple operation / push-pull
operation control systems in parallel.
These are the multiple operation control / push-pull control complying with the
existing system of ISR based on the AAR style analogue control line and the state
of the art push-pull and multiple operation control using WTB according to UIC
556.
The following characteristics shall be considered:

The AAR based analogue control shall enable push-pull operation with
all appropriately equipped existing driving trailers. Multiple traction with
identically equipped E-Locos respectively feeder train operation shall be
possible. In this sense the specific requirements of electric locomotives
and diesel-electric locomotives are to be considered and a compatible pin
layout of the AAR 27-pin socket is to be agreed.

The push-pull and multiple operation control using WTB according to
UIC 556. This system shall enable push-pull and multiple operations with
identically equipped electric locomotives.

The E-Loco shall be equipped with the special ISR control line connector
(61 pin) in compliance with the existing fleet. Additionally, the
Contractor shall provide special jumper cables which allow the
connection between the special connector at the locomotive with UIC
standard coaches.
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 69 of 153
Procurement & Contracting Division
Electrification Project

Data transmission for operation from the driving trailer using the WTB
system; the same information as on the E-Loco shall be available for the
driver.

It shall be prepared to install equipment for multiple operation using
radio transmission.

Multiple traction shall also be possible if the power electronics of the
leading locomotive is switched off or if the train is operated from a
reversible driving trailer.

The Contractor is fully responsible for correctness of connectors
including demonstration of functionality with coaches. The solution has
to be agreed by ISR. (examples- see Appendix H),
3.11. 110 V Electric Supply / On Board Network
Power supply shall be designed according to EN 50155. The nominal voltage of the
DC on-board network shall be 110 V.
A cost-efficient solution with power batteries in gel for this voltage of 110 V DC
shall be used. Nearly maintenance-free batteries shall be used.
The definition of the required battery capacity depends on the completing of the
used and assigned electrical components and shall be defined by the Contractor.
The battery capacity shall ensure a minimum operating time of 8 hours when the ELoco is used as a driving trailer (main switch off) starting from a fully loaded
battery and at 20°C ambient temperature.
General features shall be stable quality and high reliability, sealed construction,
technology for high operating voltage and low self-discharge. A low pressure
venting system and heavy-duty grids for battery cells are preferred.
A design life of 5 years shall be guaranteed. The end of battery lifetime (life
utility) is reached when the battery output amounts to only 80% of the nominal
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 70 of 153
Procurement & Contracting Division
Electrification Project
capacity, due to getting older. A degradation of performance or lifetime must not
result from any worst-case combination of the environmental conditions specified.
The output of the charging device shall be dimensioned in a way that all consumers
can be supplied from the charging device and, simultaneously, a sufficient charging
current for recharging the discharged battery is available.
Caution shall be taken that, if either the battery charger or the battery fails, no
faults or interruption of operation will occur in any devices powered by this
network. If both the battery charger and the battery fail, this shall not cause any
permanent damage to any device.
The battery system shall be charged by a charger supplied from the main transformer and external power supply. The charging device shall control the
charging current and the battery temperatures and shall regulate the charging
procedure with regard to battery state.
For protection and a long service life of the battery the charging device shall meet
the following requirements:

Characteristic curve of charging IUoU

I-stage- charging with constant current, U1-stage - main charging phase
with constant voltage, U2-state - charge retention with constant voltage

The temperature of the battery shall be monitored b y battery temperature
sensors and the charger shall adjust voltage and current accordingly.

Under no circumstances it is allowed for current to change the flow
direction in discharging the battery, when battery system and charging
system work together. In any operation cases, gaps in the charging
current must not occur.

The target values for voltage and current shall be adjustable and shall be
met within the admissible fluctuations of the overhead line voltage.
The 110 V DC batteries shall be fitted in a temperature-controlled, ventilated
battery case that is accessible from outside the locomotive. It shall be mounted on a
drawer. The lock of the battery case cover shall be designed and built in such a way
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 71 of 153
Procurement & Contracting Division
Electrification Project
that a self-acting opening is prevented in any case. Furthermore, it shall be avoided
that the cover - in case of a wrong manipulation – is not closed with being securely
locked.
When stabling the locomotive, discharging of the battery due to a loss of the
overhead line voltage shall be avoided and a radio message shall be sent.
All locomotive auxiliary- and control circuits shall be protected by own fuses. The
battery main switch shall be activated by switching-on and the on-board power
supply shall then be available on the
E-Loco. All vehicle control units (e.g. traction controls, public address equipment,
automatic train control device, main air compressor, auxiliary inverters) shall be
activated automatically and execute a self-test.
3.12. Auxiliaries
Auxiliaries shall be dimensioned according to the loads in the operation program.
The auxiliaries shall be dimensioned in such a way that availability of the traction
power corresponding to the overhead line voltage can be ensured.
Auxiliaries shall be supplied by a static converter. A sufficient redundancy level
shall be ensured.
Replacement of the ventilation fans of the auxiliary converter shall be possible
without disassembling the auxiliary converters.
Traction motors and cooling circuits shall be ventilated by fans controlled
independently from temperature and load. In addition, it shall be possible to switch
the fans on and off manually.
For the drive system, three-phase asynchronous motors with easily accessible
additional lubrication facilities shall be used.
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 72 of 153
Procurement & Contracting Division
Electrification Project
3.12.1.
Cooling Air Flow
Whenever possible, all venting systems shall be designed in such a way that all
compartments of the E-Loco have an internal overpressure to avoid or minimize
dust intrusions.
The fresh air required for cooling shall be aspirated by centrifugal force separator
grids (FSA-fan grids) in the upper area of the side walls. The fan grids shall be
designed for separation of dust and water as well as powder -coated.
The air flow for cooling facilities and for traction motors shall be separated from
the equipment room. Exhaust of the cooling air to the outside shall be in downward
direction. The fan grids shall be arranged in such a way that water (snow and melt
water) cannot enter into the equipment room. Behind the fan grids, corrosion resistant drains shall be installed for separating water and dirt particles.
The cooling air for auxiliary converters and the corresponding coils shall also be
aspirated from the upper side walls.
Sufficient cooling up to an ambient temperature of + 45 °C shall be guaranteed.
Corresponding calculation results (thermal balance) shall be submitted for
approval, at the very latest for vehicle certification.
The installed cooling air system shall work homogeneously in both running
directions.
The machine room shall be ventilated in such a way that - when the fans are
running - the temperature does not exceed +60 °C at an ambient temperature of + 45
°C. Moreover, a slight overpressure shall be generated in the equipment room. An
air balance calculation shall be submitted.
3.13. Automatic Train Protection & Automatic Control Systems
The E-Loco shall be equipped with the automatic train protection system (ATP) of
type THALES (ALCATEL) SEL "INDUSI I60 R", adequate to the implementation
on the ISR’s existing push-pull trains.
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 73 of 153
Procurement & Contracting Division
Electrification Project
The train protection system magnets of the INDUSI I60 R shall be fixed on the left
side of each first bogie at the E-Loco taken into account to the instructions of
THALES (ALCATEL). The height must be adaptable to different wheel diameters.
Light indicator, speed indicator, switch and buzzer should be fixed respectively on
the driver's desk.
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 ISR during the design phase without derogating the
responsibility of the Contractor.
The Contractor is fully responsible to provide the fully ISR compatible INDUSI I60
R system including the system integration test to demonstrate the functionality at
the ISR network.
Considering the future ETCS Level 2 upgrade of the ISR network, the new E-Loco
shall be prepared for the later ETCS upgrade. It shall be taken into account that
after
this
upgrade
the
Indusi
systems
shall
still
be
available
as
STM
implementation.
The preparation for the ETCS Level 2 upgrade shall be done on the maximal
technically reasonable level based on a system as currently available for the offered
E-Loco assuming the software release 2.3.0d. Thus, the preparation shall at least
cover all structural supports, installation rooms and cable ducts including the
cabling with the related contactors as far as technically feasible. The pre -installed
equipment shall be suitably protected and covered. Special focus shall be given on
the proper integration of the ETCS related DMI display which shall be smoothly
integrated into the driver’s desk. The foreseen location of the DMI shall be agreed
with ISR.
The detailed preparation measures shall be explained in the bid with full details.
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 74 of 153
Procurement & Contracting Division
Electrification Project
3.14. Driver's Safety Device (DSD)
Time-dependent DSD with time control according to UIC641 (Conditions to be
fulfilled by automatic vigilance devices used in international traffic) should be
envisaged and integrated into the main control system.
3.15. Protection and Monitoring Facilities
Monitoring and protection facilities shall be installed in order to avoid inadmissible
values of:

Currents and voltages,

Earthing currents,

Temperatures of transformers, traction motors (win ding and bearing),
axle-bearings, equipment rooms and electronics,

100 Hz-currents respectively currents of other track circuit frequencies .
Induction voltages shall be dissipated at their point of origin (protective circuits for
relay valve, magnetic valve and contactor spools).
3.16. Train Radio
The E-Loco shall be equipped with a VHF-radio system according to the
requirements of ISR (MOTOROLA SPECTRA) including antenna of type
KATHREIN and an additional hand microphone.
The contractor is fully responsible to install the MOTOROLA Spectra radio system
including the system integration function demonstration during the acceptance test
procedures.
Due to the envisaged future GSM-R upgrade the E-Loco shall be prepared to an
extent easily to install the necessary equipment at the predetermined location. The
measures to be taken by the supplier as pre -requisite shall be described in detail.
In this case the MOTOROLA SPECTRA equipment will be further used for other
redundancy issues.
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 75 of 153
Procurement & Contracting Division
Electrification Project
The supplier shall optionally offer the GSM-R equipment fully ready for operation.
3.17. Passenger Information System
The announcement systems shall be able to be operated automatically, semiautomatically or manually, as selected. The system shall use recorded messages.
During automatic operation, announcements shall be made based on the GPS-based
geographical location considering further information as time, distance or triggered
by door operation. In semi-automatic operation the system shall be activated by the
train driver from each wagon or by the locomotive driver from the driver’s cab. The
locomotive driver shall be able to make further announcements in addition to the
recorded announcements. A facility shall be installed on the driver’s desk in order
to enable the locomotive driver to use the announcement systems and communicate
with the conductor via an own line.
The information system shall enable displaying of public information concerning
the destination of the train as well as its intermediate stops. A smoothly integrated
and well readable destination display shall be provided at both front sides of the ELoco. The detailed content of the displayed information sha ll be agreed with ISR
during the design phase.
3.18. Diagnostics System
Data transmission between the locomotive and the train set shall be conducted
through WTB using the 61-pin connector (see Appendix H1.2). The galvanic
insulation between bus coupler and bus lines shall be realised through DC/DCcoupling (no transformer coupling).
It should be noted, that the connection of the locomotive with a standard RIC coach
equipped with standard 18-pin UIC sockets according to UIC 558 shall be possible
by means of special jumper cables.
The announcement and labelling of the diagnostic system have to be executed
bilingually, in English and Hebrew. The following details shall be agreed upon
between purchaser and Contractor during the design stage of the locomotive.
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 76 of 153
Procurement & Contracting Division
Electrification Project
3.18.1.

Design Targets
Support of the driver in case of defects by precise messages and
indications which action shall be taken in the specific case

Providing information in order to eliminate defects quickly

Enabling real time remote monitoring via wireless data communication
3.18.2.

Tasks
Fault diagnostics shall identify required actions by the driver and / or the
workshop in case of defects of the electric system.

Breaking down errors to the smallest replaceable unit or to the defective
individual function

Display of diagnostic results on the driver’s desk display with graphics
and text messages which shall be defined by the purchaser separately for
locomotive driver and workshop staff

Record of error messages with date and time as well as with related
context data in a historic event memory. The number of occurred
overstress events (e.g. over-voltage, over-current, etc.) should be saved
for each monitored component. For maintenance-sensitive components,
the relevant load cycle data shall be saved (e.g. number of main switch
connections, etc.).

Every clock in the train shall be synchronised with one radio controlled
reference clock.

Download and analysis of the historic events memory via a standard
interface as typically provided at portable state of the art computers as
well as the required software (preferably with general licence for
unlimited use at an unlimited number of computers ) shall be provided.

Real time transmission of selected diagnostic messages to the train bus

Real time transmission of selected diagnostic data via wirele ss
communication to the operation control centre
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 77 of 153
Procurement & Contracting Division
Electrification Project

3.18.3.

Connection of the diagnostic system to the train bus shall be prepared.
Mode of operation
During normal operation (standing or running):

continuous self-diagnosis of the electric system of the locomotive
including all subsystems and display of potential errors on a
central point on the locomotive

Aside from normal operation (only when standing):


automatic or manually initiated test procedures for

safety functions

operation controls

auxiliaries
as well as display of the test results on the display and recording
of the message data in the historic events memory
3.18.4.
Diagnostic quality
The diagnostics truth should be:

90 % after acceptance of the vehicle

95 % after one year in service
A diagnostic concept, which is structured hierarchically into the following levels,
shall be provided:

train diagnostics

vehicle diagnostics

subsystem diagnostics
Subsystems generate diagnostics results which are transmitted to the vehicle and
train diagnostics at the superior level and which are recorded there in non-volatile
memory.
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 78 of 153
Procurement & Contracting Division
Electrification Project
The vehicle diagnostics system records results of subsystem diagnostics and
provides data for maintenance as well as for the driver. The provision of diagnostic
data for a data telecommunication shall be prepared.
Train diagnostics provides the results of vehicle diagnostics to other vehicles of the
train.
If the respective locomotive is the leading vehicle, diagnostics messages from the
entire train shall be processed and displayed to the train driver.
Work equipment for collecting, displaying or calling diagnostics data on a standard
computer for processing the diagnostics data as well as all other necessary software
for conducting maintenance work shall be contained in delivery.
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 79 of 153
Procurement & Contracting Division
Electrification Project
3.19. External Power Supply
On both sides of the E-Loco, coupling sockets for external power supply with AC
400 V, 50 Hz, 3~, 63 A for lighting, battery charging as well as operating the
HVAC systems of the driver’s cabs shall be installed.
The design of the electric system shall correspond to UIC 554-1. The sockets shall
be executed according to EN 60309 with a protection class of IP67.
3.20. Energy Supply of the Train Set
The energy supply of the current train sets operated by ISR is provided via diesel
generator sets which provide a nominal voltage of 400 V, 50 Hz, 3~, 2 x 360 kVA
(two separate feeding lines which can be connected in case of failures) .
This energy supply shall be taken over by the E-Loco considering that the
characteristic of this voltage shall be in line with the required coach supply and the
power quality requirements of EN 50160.
In any case the suitability and compatibility to feed the relevant passenger trains
shall be demonstrated.
This system shall be powered by the main transformer as described in paragraph
3.5.
The power supply connection between the vehicles shall be done via cable
connections of type PROCONNECT 3PX5 (5 main poles + 2 poles for safety loop ;
500 A) or compatible.
The sockets shall be male type. A locking device shall be provided to ensure t hat
the electrical connection of the locomotive with the coaches is only possible if the
train power line is not energized.
Both the detailed design of this interface and the power rating of the coaches shall
be defined by inspection of the relevant types of actual coaches of ISR.
The power supply shall be realised by inverters. It is recommended to split the
generation of power into two independent source-units to ensure redundancy.
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 80 of 153
Procurement & Contracting Division
Electrification Project
In case of a potentially already living external power supply in the train line,
switching to the train line contactor shall be prevented automatically.
As mentioned in paragraph 3.5 it shall be possible to adapt this system to a standard
train power line according to UIC 552 (1.5 kV, 50 Hz according to UIC 550), with
a 25 kV catenary system. If technically feasible, the required special ISR socket
which is to be provided at the locomotive shall be powered with the 1.5 KV single
phase AC current. The conversion to the standard UIC interface sockets shall be
done by means of special jumper cables and adapters, respectively. These adapters
and jumper cables shall be offered.
The supplier is free to provide alternative technical solution allowing the ISR to
provide the energy supply of standard UIC coaches.
The Contractor shall implement suitable safety measures to preclude the supply of
the train power supply line (train heating line) with the wrong voltage.
3.21. Software
The modular software should be based on a real time operating system which works
on the CPU of the vehicle control unit. The application software shall be
implemented with the help of an IEC 61375- conform tool. The source code should
be handed over as part of the maintenance documentation. Any input or output
variable should be saved in a database by the Contractor. That means, the entire
description of interfaces may only originate from one source in order to avoid
differences in definitions between the producer of a subsystem and the Contractor.
For this software project, a software quality management system should be applied
including configuration and version management.
3.22. Special Installations
The E-Loco shall be equipped with necessary facilities for a train bus according to
UIC 556 and IEC 61375. This means in detail:

Connection of the installation location to the bus cable as integrated
within the 61 pin connection according to Appendix H1.2 by means of a
special jumper cable (only required pins shall be connected)
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 81 of 153
Procurement & Contracting Division
Electrification Project

A further adapter cable to allow the connection with coaches which are
equipped with the standard UIC control sockets (13 pin connector
according to UIC 568 and 18-pin connector according to UIC 558,
respectively) by suitable use of the existing signal lines as well as the
empty pins in the 61 pin socket

Data connection of train bus electronics to the control system of the ELoco and to the required operating elements in the driver’s cab
Adjusting the settings for ATP & ATC, train radio and pantograph selection (if so,
also automatic drive brake control, emergency brake override/ electro -pneumatic
brake) shall be possible from each cab.
The design of automation for the train set shall take into account the ISR wagon
facilities (brake test, train lighting and automatic door locking etc. which are
subject to preparation.
Later upgrade of additional facilities for running without train crew (double -sided
side-selective door locking including release of doors and monitoring of the d oor
locking status, acoustic irradiation over hand microphone and/or goose -neck
microphone) shall be designed in coherence with the wagon facilities.
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 82 of 153
Procurement & Contracting Division
Electrification Project
4.
Design and Workmanship for Electric Equipment
4.1. Safety Measures
Electric equipment shall be protected against overload and short-circuits as e.g.
required in EN 50343.
Protection against dangerous current and electric shocks due to direct or indirect
contact shall be implemented according to the relevant European standards as e.g.
EN 50153.
The E-Loco including its components shall be protected against galvanic
interference from overhead lines.
4.2. Selection of Devices
The aggregates to be mounted shall comply with railway specific conditions
(shocks, vibrations, corrosion, oil compatibility, temperature i nfluences etc.), and
shall be designed in modular form. They shall be accommodated using a
standardised container system, according to custom and usage.
For functional tests and error detection, the functional assembly groups shall be
fitted with condition monitoring elements, respectively error detectors.
All devices and functional modules shall be arranged in cabinets or frames which
can be tested individually. Individual components shall be easily replaceable
without disassembly of other devices.
Devices, modules, armatures and cables must be permanently fitted with legible,
detergent and operating agent resistant labels. The descriptions must correspond to
those in the circuit diagrams.
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 83 of 153
Procurement & Contracting Division
Electrification Project
4.3. Installation
The lifespan of the electric system shall correspond to the operational life of the ELoco. As conductor material, copper shall be used. In addition, only sufficiently
approved conductor materials shall be used.
All wires, rails and cables shall be dimensioned, laid out and supported according
to the electrical and mechanical loads expected in operation. They shall be laid
preferably in open cable ducts, or cable ducts which can be opened. In sections,
tubular cable protections shall be mounted. At the clamping range, they shall be
dimensioned in order to permit at least three times a setting back for purposes of
maintenance. Furthermore, the cable insulation and the guard bands shall be
dimensioned in a way that even in case of overvoltage, flash -over does not occur.
Sufficient shielding must be provided.
In all areas which are badly accessible for an ex -post laying of wires, as a reserve,
additional wires shall be laid.
The wire insulation shall be protected against the intrusion of water in all
directions.
Conductors and bus bars of different voltages shall be laid separately from each
other. This applies in particular for laying of electronics wires.
All wires to removable parts (roof parts, bogies et al.) shall be passed via plug -in
couplings. Blind sockets shall be installed in order to protect the coupler when
disassembling and storing components. The bogies shall be widely kept free from
electrical installation.
The maximum possible clarity shall be ensured. Terminals for high -voltage and
control current as well as their couplings shall be installed and covered so that
neither an accumulation of contamination and humidity (snow and water) nor a
direct touch is possible.
Clamping or soldering of wires as well as parallel connection of wires for the
purpose of raising cross sections is not permitted.
Feeders shall have a wire cross section of at least 1.5 mm².
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 84 of 153
Procurement & Contracting Division
Electrification Project
All wires, cable connections and clamps shall be marked clearly and durably. The
markings shall comply with all circuit and connection diagrams. G uidelines for
numeration and marking shall be coordinated with ISR.
For selection of cables and wires, the demands of environment protection according
to chapter 8 as well as the fire protection requirements according to chapter 7 shall
be considered. In case of fire, aggressive or toxic substances (e.g. dioxin) must not
be released.
Wires that pass through floor openings shall be passed through fire -resistant cable
ducts.
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 85 of 153
Procurement & Contracting Division
Electrification Project
5.
RAMS
5.1. General
The Reliability, Availability, Maintainability and Safety (RAMS) spe cification,
described by the Standard EN 50126 shall be applied to demonstrate the relevant
design and performance issues in detail.
The design and the status of the E-Loco shall aim to achieve a high reliability,
maximum possible availability, high level of maintainability and last but not least a
high performance with regards to safety based on the above mentioned standards.
A high performance in RAMS and low Life Cycle C osts (LCC) of the E-Locos are
significant for the required quality and efficiency of train operation and, therefore,
essential for the satisfaction of the train operator and their customers. The E-Loco
shall be designed such that all requirements described in this specification can be
fulfilled with maximum cost efficiency over the entire service life.
Definitions of terminology used in this section are intended to comply with the
meaning of internationally accepted definitions. To point this out and to obtain a
comparable data basis, some main definitions are explained.
Additional recommendations are given in the following paragraphs so to fulfil the
technical requirements and special ambient condition s in Israel with respect to the
demanded reliability, availability, maintainability, safety and LCC -demands.
5.2. System Assurance Plan
The Contractor shall submit a ‘System Assurance Plan’ complying with
requirements according to
EN 50126, EN 50128 and EN 50129 and shall prepare a ‘Safety Program Plan’ for
the project execution during the design phase.
The purpose of these plans are to get a proper analyses methodology, resources of
data, data modifications, calculations content analyses and actions for corr ection.
The aim shall be moving people and goods safely, securely and efficiently. This
process, known as system safety, is a management and engineering discipline that
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 86 of 153
Procurement & Contracting Division
Electrification Project
address these needs and shall be the first element of a formal process for applying
its principles. It is the basis to identify any and all hazards related to the operation
and maintenance of the locomotive.
5.3. Demonstration of Reliability, Availability, and Maintenance
The Contractor shall demonstrate and prove MDBF-, MTTR-, and ‘Availability’
values as stipulated below during the warranty period. The Contractor shall
describe in detail its process for verification.
5.4. Reliability Requirements
Reliability requirements addressed are the probabilities that the E-Loco or one of
its systems fulfills all requested functions under existing conditions in a defined
time period. The definition of ‘Reliability’ corresponds to EN 50126.
The engineering features, the components, devices and the materials shall be
designed and selected with a view to ensure a high degree of ‘Reliability’, and low
wear and tear, and high corrosion resistance of the vehicles.
The scheduling of the normal maintenance activities shall be compatible with the
operational conditions of ISR, which specifical ly include:

Periodic inspections involving operational checks, minor adjustments,
replacement of worn parts, cleaning, lubrication.

Overhauls carried out in specialized workshops at larger operational
intervals.

Several years of service, entailing minor re pairs on basic equipment, as
well as more significant overhauls scheduled to replace every third
inspection.
The following shall never occur over the life of the E-Locos due to design
deficiency:

Axle failure (with employment of appropriate non -destructive routine
testing).
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 87 of 153
Procurement & Contracting Division
Electrification Project

Serious mechanical failure to bearings, gears or motors that may lead to a
“locked” axle.
In this context, a failure is considered to be present if the start or normal
termination of a train run is affected by a defect. In this sense, th e failure must not
be born in poor maintenance work or accidents.
To reach a sufficient reliability a suitable redundancy concept for the E-Loco has to
be developed and applied. The main focus shall be on electronic components, on
propulsion components, and on the drive control. This redundancy concept shall
allow the locomotive to operate with full or reduced power even if mentioned (or
others) components are defective. Consequently, this redundancy concept has to be
focused on a suitable relation between probable errors and failure consequences.
All guaranteed RAMS values are to be monitored and assessed with ISR on a
monthly basis during the warranty period.
The definitions are:
MDBF ->
Mean Distance Between Failures is a mean distance in kilometres
travelled by the
MTBF ->
E-Loco in good working order between two failure events.
Mean Time Between Failures is the elapsed time between inherent
failures of a system or component during operation. The MTBF can
be considered as
a typical part of an item which assumes that the failed system is
immediately
repaired (MTTR), the system reliability is strongly influenced by the
MTBF.
The assumed failures for the MDBF refer to the failure categories described later
on.
5.4.1.
Reliability Performance
The reliability is characterized by the Mean Distance Between Failure which is to
be guaranteed by the Contractor and shall be verified in commercial service. It is
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 88 of 153
Procurement & Contracting Division
Electrification Project
defined as the average distance of failure free operation per each failure category
over the consideration period as defined below.
The verification shall be done per delivery batch of E-Locos by a joint team
(together with the Supplier and led by ISR) and shall include all locomotives of the
corresponding batch whose warranty period has been started as defined in chapter
14.
The consideration period starts with the start of the warranty period of the first
locomotive of the corresponding delivery batch and ends with the expiring date of
the warranty period of the last E-Loco of the corresponding batch.
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 89 of 153
Procurement & Contracting Division
Electrification Project
The relevant failure categories are defined in the Table below.
Table 1; Definition of Failure Categories
Failure
Category
Failure Description
The locomotive cannot reach its scheduled destination and must be
taken out of service for corrective maintenance.
significant A failed train power supply or a reduced traction performance loss
of more than 50% traction power or traction effort belongs to this
category.
The locomotive caused a disruption of service by significantly
reduced traction performance (< 75 % traction power or traction
effort) or a failed subsystem but could reach its scheduled final
critical
destination.
Typically, the locomotive must be taken out of service before the
end of the day for corrective maintenance.
The locomotive failure caused reduced performance of the tracti on
performance or of a sub system but could reach its final destination.
uncritical
Typically, the locomotive can remain in service till the end of the
day, and thereafter must be taken out of service for corrective
maintenance.
The locomotive failure caused minor comfort and/or performance
loss but remains safe to operate with no minor performance loss.
negligible
The failure can be rectified during the next scheduled maintenance
stop-over.
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 90 of 153
Procurement & Contracting Division
Electrification Project
The Contractor has to ensure for each category the following maximum number of
failures in average per loco within 1,000,000 km travel distance:
Table 2; Reliability Requirements related to the Locomotive
Category
Average number of failures
significant
1.5
critical
2
uncritical
4
negligible
6
For the following major systems of the E-Loco the Contractor shall stipulate the
MDBF (Mean Distance Between Failures) values achievable in its offer considering
all failure categories with exception of the negligibl e failures.
Table 3; MDBF values to be defined by the Contractor
No.
1
2
MDBF/
Principal main product assemblies
Running gear:
km
Consisting of bogies
and suspension,
wheelsets / wheels, bearings, axles, dampers, etc.
Traction
system:
converter,
traction
Consisting
motor,
of
transformer,
gearbox,
drive
……..
traction
system
and
……..
corresponding cooling systems
Train control and communication (TCMS): Consisting of
3
locomotive and train control incl. train safety and monitoring
systems as well as PIS, diagnostic systems, and train radio
……..
equipment
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 91 of 153
Procurement & Contracting Division
Electrification Project
No.
Principal main product assemblies
4
HVAC (air-conditioning and ventilation in cabs)
MDBF/
km
……..
Brake system: Consisting of the brake control system, air
5
supply and distribution, pneumatic / hydraulic equipment
……..
incl. piping
Train supply system: Consisting of converter for train
6
supply, train power line, external connections and switches
……..
to the coaches
7
9
5.4.2.
High voltage: Consisting of pantographs, MCB, switches,
overvoltage protection devices, sensors
Auxiliary equipment: Fire alarm, batteries, lighting, wiring,
connecters and others
……..
……..
Endemic Failure
An Endemic failure shall be defined as component failures at or above rate
mentioned below resulting from defects of the same root cause in material,
workmanship, manufacturing processes and/or design deficiencies attributable to
the supplier responsibility.
If a failure occurs on 10% of the component assembled at the units, operating in
revenue service or three times on the same component within the warranty period
an endemic failure will be classified. In this event the supplier shall perform a
comprehensive failure analysis to identify the cause of defect. A fleet wide field
component modification shall be considered to improve the system reliability to an
design extent as necessary.
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 92 of 153
Procurement & Contracting Division
Electrification Project
5.5. Availability Requirements
From the view point of the vehicle operator, the operating availability of the ELoco is relevant as a key category. This availability c alculation of the offered ELocos must be provided in the offer and shall be verified in commercial operation
as described above.
5.5.1.
Availability
The availability of the E-Loco fleet (total time of availability) is herewith defined
by the cumulative time when all E-Locos are available to perform their specified,
unrestricted operational mission divided by a defined time period, expressed in
percent. The total time when the locomotives are not available (time of nonavailability) shall not include the time need ed for administration, transportation of
faulty locos, waiting time for repair, or any down -time of the locomotives due to
maintenance or other activities not in the responsibility of the Supplier.
The availability of the related E-Loco delivery batch is thus defined as:
Availability (%) = ((Total specified time period)-(Total time of non-availability)) /
(Total specified time period) x 100.
The guaranteed availability shall be ≥ 96.5% for monitoring period.
The verification of the above defined availability shall be carried out per delivery
batch by a joint team (together with the Supplier and led by ISR) and shall include
all locomotives of the corresponding batch whose warranty period has been started
as defined in chapter 14.
The consideration period starts with the start of the warranty period of the first
locomotive of the corresponding delivery batch and ends with the expiring date of
the warranty period of the last E-Loco of the corresponding batch.
The verification of the availability will take into account all scheduled and
unscheduled maintenance including overhaul (if applicable) during this verification
period. It will not include activities which are not in the responsibility of the
Supplier, i.e. which are attributed to ISR or other parties, e.g. for the repair of
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 93 of 153
Procurement & Contracting Division
Electrification Project
graffiti, repair of failures due to acknowledged wrong use of the locomotives,
implementation of change requests of ISR, etc.
To demonstrate that the above requirement can be fulfilled, the Contractor shall lay
forth in its offer the calculated availability for the above conditions. This
calculation must detail the time allotted for all relevant work and activities of
preventive maintenance as stipulated in the submitted maintenance plans , the
estimated values for corrective maintenance and any other activities foreseen in the
above verification period.
The following operational data is to be used as basis:
Table 4; Operational Data
Operational Data
Operation
The electro-locomotive shall be used
for
passenger
and
freight
transportation
Operating lifetime
30 years
Availability
≥ 96.5 %
Annual operation days
320 days
Average daily operation time
18 hours
Overhaul
To be specified by the Contractor
Average annual mileage (estimated)
250,000 km
Apart from the above guaranteed availability, the Contractor shall present the
detailed calculations of the expected average yearly fleet availability as defined
above including all overhaul tasks, however, for the full lifetime of the E-Loco
during 30 and potential life extensions to 35 and 40 years.
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 94 of 153
Procurement & Contracting Division
Electrification Project
5.6. Maintainability Requirements
The definition of Maintainability is according to EN 50126.
The maintainability includes the MTTR -> Mean Time To Repair and refers to the
average time required for maintenance due to relevant faults of a system on the ELoco. MTTR refers to repairable units only as a part of system availability.
The expected effective maintenance time shall cover:

Time after receiving the faults notification by the maintenance
personnel, including the provision of necessary maintenance equipment,
tools or spare parts at the shop or site to start maintenance work on the
E-Locos.

The accumulated time needed for preparing (any work befor e detecting),
detecting (the procedure of locating the defective unit in order to repair
efficiently),
changing (time needed for replacing the defective unit with spare part),
assembling (time needed for fastening and securing the new replaced
spare parts),
adjusting (action of adjusting the new replaced spare parts),
and inspecting (confirmation of fault corrected and system back to
normal operation).
The time for transporting the defective E-Loco to the repair workshop and
interruptions of maintenance work of more than 15 min shall not be included in this
time.
It shall be possible to execute all unplanned maintenance interventions (except due
to accidents) during an immobilization time of at maximum 4 hours in a workshop
of near-service maintenance. This includes:

The exchange of distinct assembly groups in the machine room as well as

The exchange of a wheelset/ propulsion group or of a bogie.
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 95 of 153
Procurement & Contracting Division
Electrification Project
5.6.1.
Maintainability Performance
The E-Loco shall be designed for regular periodic maintenance intervals. The
Contractor shall specify all necessary maintenance activities and procedures in a
maintenance plan for the specified lifetime of the E-Locos, i.e. 30 years.
The basic parameters that characterise the maintainability of the E-Loco are:
MTTR
- Mean Time To Repair
MTTM
- Mean Time To Maintenance. This shall take into account the mean
time required to
maintain the E-Loco for both preventive and corrective
maintenance, but not
including the time for logistical and administrative activities.
MDT
- Mean Down Time, is the average time that a particular system is
non-operational.
The specified maintainability values shall be verified by physical demonstration on
specific
E-Locos selected by ISR. The purpose of these verifications is to assure that the
requirements of this specification are met and also to verify stipulated values
submitted by the Contractor in its maintenance manuals.
Table 5; Maintainability Requirements
Minimum requirements for maintenance activities shall be:
Maintainability
MTTM for the loco for any system,
≦ 4.0 hours
subsystem or component
Maintainability
MTTR for the loco (average over the
≦ 3.0 hours
fleet)
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 96 of 153
Procurement & Contracting Division
Electrification Project
Minimum requirements for maintenance activities shall be:
Daily inspections, routine inspections and
The
values
monitoring of running gear/bogie
Contractor
specified
in
the
by
the
submitted
maintenance schedules and manuals
will be verified by demonstration on
selected E-Locos of ISR.
MTTM for Overhaul at half lifetime
maximal 21 calendar days
Smallest Maintenance Interval
≥ 25,000 km
Accumulated running distance
minimum 750,000 km
(All systems and components of high
voltage, electronics and traction chain,
including wheels and wheelsets, shall not
need heavy maintenance or replacement
within this period.)
Functional units on the loco shall be designed as easily exchangeable modules.
Exceptions must be pointed out by the Contractor in its offer.
Maintenance performance shall be ensured by the Supplier on the basis of high
quality standards using trained and qualified staff (ISO 9001).
The available workshops at ISR will be of state-of-the-art standard. The Contractor
shall list in its offer all specific requirements and recommendations to optimize
maintenance and repair.
5.7. Safety
The technical equipment of the E-Loco must be in compliance with the safety
requirements in railway operation as defined by EN, TSI (incl. TSI -SRT, Safety in
Railway Tunnels) and ISR standards, as well as National Israel standards where
applicable. Failures which might occur in the syst ems of the E-Locos must always
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 97 of 153
Procurement & Contracting Division
Electrification Project
lead to a safe state of the E-Loco and never to a safety risk in operation. The EN
50126 describes the characteristic of safety and shall be applied.
The Contractor shall guarantee a safe operation of the E-Locos, and must provide
within the bid an assessment of possible critical failures. The objectives of the
required safe design shall ensure that no failure or deficiency will result in a
catastrophic or critical accident.
To this purpose, it is necessary that the Contractor shall submit ‘Safety Targets’ by
referring to documentation of existing international systems similar to this tender.
The submitted ‘Safety Analysis’, if approved by ISR, serves as the acceptance
standard for the quantified risk evaluation.
In the “Safety Analysis”, the equivalent fatality per person and per year shall be
adopted for working staff and non-railway personnel as a counting unit.
Table 6; Definition of severity levels
Severity level
Consequence
to
persons
or
environment
Consequence to service
Fatalities and /or multiple severe Stop of service of the
Catastrophic
injuries and/or major damage to the whole
environment
fleet
of
locomotives
Immediate
Single fatality and/or severe injury
Critical
and/or significant damage to the
environment
safety
assessment
complete
of
the
fleet
and
potential stop of service
of
all
locomotives
or
specific locos
Marginal
Minor
injury
and/or
significant
threat to the environment
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Immediate
activities
halt
of
of
all
the
corresponding loco
Page 98 of 153
Procurement & Contracting Division
Electrification Project
Consequence
Severity level
to
persons
or
environment
Consequence to service
Immediate
Minor
or
insignificant
Possible minor injury
and
assessment
elaboration
of
proposals to avoid such
injuries in the future
The ‘Safety Analysis’ and its design verification covering the offered E -Loco shall
be provided prior to the final design review. This shall be demonstrated by a
satisfactory ‘Hazard Analysis and Failure Mode’, a ‘Risk Matrix and Effects
Analysis’ (FMEA) as a systematic technique for failure analysis used in the early
design phase.
A hazard control program shall be a part of the design of operational procedures
and shall be provided in the course of the E-Loco design.
The severity levels and consequences described in the table below shall be the
framework of the assessment.
5.8. LCC Analysis
The Contractor shall provide an LCC-calculation based on the following model,
covering the following major cost items:

Total procurement costs excluding optional provision and inclusive
needed spares for the lifetime of the E-Loco.

Total maintenance costs:
Total costs for preventive maintenance during 30 years calculated as
‘Present Value’, based on the submitted maintenance schedules and
manuals, including all revisions in this time interval. The labour and
material costs for each inspection and maintenance interval shall be
stipulated individually as well as the disposal and recycling costs of used
materials.
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 99 of 153
Procurement & Contracting Division
Electrification Project
An average value of 1,200 ILS/day shall be taken for all labour costs, and
the material costs shall be taken from the Contractor’s submitted price
lists for spare parts. It shall be assumed that all maintenance is conducted
in ISR workshops with ISR personnel based on the manufacturer
specifications.
For comparison purposes, the above defined total maintenance costs shall
also be provided for 35 and 40 years lifetime.

Verification will be carried out by sample activities during the guarantee
period of the locomotives, see above paragraph.

Total energy costs:
The energy costs shall be calculated with the following ‘Model Load Cycle’, see below table.
Two cases shall be considered:

a) Without train power supply and

b) Continuous 75% of nominal train power

In both cases the needed auxiliary power for the E-Loco must be
included. A nominal line voltage of 25 kV and an ambient temperature of
25°C are assumed. Energy costs of 0.60 ILS/kWh are to be used.
Operation shall be 18 hours per day and 320 days per year.
Table 7; Load cycle assumption for LCC calculation
Daily load cycle
(in
%)
(assumption)
Power P at the wheels and
defined train speed
Comment
10
P = 100%,
160 km/h
Full traction power
18
P = 75%,
120 km/h
Partial traction power
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 100 of 153
Procurement & Contracting Division
Electrification Project
Daily load cycle
(in
%)
(assumption)
Power P at the wheels and
defined train speed
22
P = 30%,
80 km/h
50
P = 0%,
0 km/h
Comment
Partial traction power
Idling
The above calculated energy consumption will be verified in tests using a
measurement car and load locomotives to simulate each of the eight above
mentioned modes of operation.
The tractive effort will be measured by strain gauges o n the coupler of the
E-Loco and the train speed will be taken by the measuring car.
The locomotive efficiency will be measured as power on the hook divided
by the absorbed power of the locomotive at the pantograph by an energy
meter.
The locos used for the tests will be selected by ISR.
Potential deviations of the measurement conditions compared to the above
requirements shall be extrapolated numerically.
All above mentioned target values, confirmed by the Contractor, and accepted by
the ISR-Authority, as well as penalties in case of non-compliance, will be part of
the contract.
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 101 of 153
Procurement & Contracting Division
Electrification Project
6.
Maintenance
6.1. General Issues
The requirements referring to the E-Loco must not induce an exceptional
maintenance effort (e.g. premature exchange or replacement) .
The following requirements shall be complied with:

Interval between inspections: ≥ 25,000 km or integral multiple, duration
< 2 h (break down time of the vehicle)

Interval between maintenance interventions ≥ 100,000 km or an integral
multiple of the interval between inspections, duration < 7 h

Overhaul of the running gear ≥ 1,200,000 km or an integral multiple of
the interval between maintenance interventions, duration < 20 h

Revision of the vehicle ≥ 2,000,000 km or an integral multiple of the
interval between large overhauls of the running gear, duration < 100 h
It shall be possible to execute all unplanned maintenance interventions (except due
to accidents) during an immobilization time of at maximum 4 hours in a workshop
of near-service maintenance. This includes:

The exchange of distinct assembly groups in the machine room as well as

The exchange of a wheelset / propulsion group or of a bogie.
6.2. Modular Design
In the design, a modular principle for all assemblies (mechanical, electrical,
compressed air circuit etc.) shall be implemented. The attachment of these modules
and their electric or air respectively cooling agent connections (protected, safe
multi-pole electric connectors, qui connectors for cooling agents and compressed
air) shall be designed such that replacement of all modules can be executed as fast
as possible. Every module shall be provided with appropriate lifting points.
The devices located within the modules shall be easily accessible and replaceable.
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 102 of 153
Procurement & Contracting Division
Electrification Project
Traps, covers and flaps (if possible with identical dimensions), which cover the
parts or devices to be inspected, shall be fitted with simple and safe quick -release
fasteners. Access to parts which are energised above 1,000 V shall be hampered by
special locking mechanisms. Parts which are particularly difficult to access or to
maintain shall be designed in a way that warrants a lifetime of 30 years without
requiring major maintenance due to corrosion or ageing. This applies especially for
locomotive body, bogies, running gear and pipework / wiring/ cabling.
6.3. On-Board Tools and Accessories
The on-board tool and accessories kit shall be suggested by the manufacturer and
agreed with ISR. For its placement, an easily accessible and well illuminated
location shall be provided, preferably in the machine room. Tools shall be stored in
a cabinet well-arranged and safely. By an exact predetermination of the
arrangement of the tools and accessories in the cabinet, it shall be warranted that
the absence of parts is recognised at once.
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 103 of 153
Procurement & Contracting Division
Electrification Project
7.
Fire Protection
7.1. General Issues
The fire safety shall be in accordance with EN 45545 standard. The entire tubing
for the brakes shall be metallic (with the exception of the brake hoses to the bogie
and between E-Loco and coaches). Suitable fire extinguishers of an approved type
shall be placed in the driver's cabins and in the engine room.
An automatic fire extinguishing system shall be installed in the engine room.
Manual operation shall be possible in both driving cabs. Fire alarm shall be
installed in both driving cabs and in the engine room. The fire detection system
shall be based on more than one type of sensors and shall be defined during the
design phase.
The E-Loco shall meet the dedicated requirements of the technical specification of
interoperability relating to "safety in railway tunnels" (TSI SRT) for tunnel length
up to 20 km (category B)
The following regulations shall be complied with:

TSI SRT Technical Specification of Interoperability relating to "safety in
railway tunnels",

EN 45545 part 1 to 7 „fire protection in rail vehicles“

UIC leaflets 564.2 and 642 ,
In case of contradictions within the aforementioned rules and standards, the
hierarchy as defined in paragraph 1.4 is to be applied.
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 104 of 153
Procurement & Contracting Division
Electrification Project
8.
Environment Protection
The design of the E-Loco shall comply with the legal prescriptions concerning
environment protection for its operation, maintenance and disposal/recycling. All
plastics shall be marked with the type; plastics which can be recycled shall bear the
designation according to ISO 11469.
Therefore, the used materials, their components and compounds shall be chosen
with regard to the useful lifetime, subsequent otherwise use or recycling and finally
to the environmentally compatible disposal.
Consequently, the following materials shall be used:

Materials with low or no toxic content (e.g. isolation without asbestos,
PVC)

Durable products / materials

Recyclable respectively maintainable materials with a diversity as small
as possible

Noise emissions are also a part of the considerations reg arding
environmental protection. The railway typical requirements are defined in
paragraph 1.1.
In generally, the UIC “Environmental Guideline for the Procurement of new
Rolling Stock-July 2003” shall be complied with.
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 105 of 153
Procurement & Contracting Division
Electrification Project
9.
Design, Development and Technical Documentation
9.1. General
This section outlines the logistic support requirement, which will be provided as
part of the contract:
 Technical documentation
 Training
 Technical support
9.2. Project Control Plan
Not later than 30 days after NTP, the Contractor shall submit the project control
plan for the realization of the contract. The plan shall include, as a minimum, the
following:
1. Contract performance and progress schedule, including a graphical timeline
(bar chart or schematic diagram). It shall show mandatory milestone dates
and specified times of delivery of specified items.
2. Program for basic design development, subsystem selection, and system
engineering and testing requirements for the subsystems.
9.3. Progress reports during production phase
The contractor shall submit to the Engineer and/or supervisor at the contractor’s
plant monthly progress reports during the production phase, the assembly phase and
during the testing and supply periods.
9.4. Technical Documentation
The documentation to be provided by the contractor shall be at least but not limited
following the requirement and description outlined by TSI LOC PAS, Item 4.2.12 –
Documentation for Operation and Maintenance.
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 106 of 153
Procurement & Contracting Division
Electrification Project
The contractor shall develop a master plan and a schedule for the development and
completion of all the documents to be provided to the customer.
A full set of draft documents, including those provided to the Contractor by
suppliers, shall be submitted for Customer review no more than 6 months after
NTP.
ISR approved "as-build" drawings shall be the requisite to commence the
manufacture process of train sets. Design documents shall be reviewed to become
the status "as-build" for further activity. The Supplier shall submit the documents
“as-build” drawings in electronic format.
The language of the documentation shall be:
 Drawings, test reports, certificates, etc
English
 Manuals, operations instructions, etc
English
Optionally Hebrew language versions shall be provided
 Software version shall be in English and in Hebrew
Three months before issue of the Acceptance Certificate for the 1st E-Loco under
the Contract, the supplier shall submit the electronic documentation for the entire
E-Loco in an approved format (IETM). The final version of the IETM shall be
delivered after remedy of the open items no later than one year after acceptance of
the first E-Loco. The supplier shall be responsible for the periodic update of the
IETM until the end of the warranty period of the last E-Loco.
ISR shall get a free license for the use and the maintenance (updating) after
warranty of the IETM.
9.5. Configuration Control
9.5.1.
General
The Contractor shall provide a Configuration Management Plan to outline the
requirements as described in sections 9.3.2, 9.3.3 and 9.3.4. and to describe the
requirement and responsibility related to the software in use.
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 107 of 153
Procurement & Contracting Division
Electrification Project
9.5.2.
Technical Documentation
The Contractor shall maintain technical documentation records, which allow:
(a)
Identification of any part of any level of the system;
(b)
Identification of the next assembly drawing number of any equipment
(c)
Tracing the associated documents for each part such as:
-
Specification control drawings
-
Source control drawings
-
Sub-Contractor, vendor or supplier part number
9.5.3.
Records
The Contractor's documentation shall be capable of identifying changes and of
retaining the record of superseded configuration requirements affecting items which
have been formally accepted.
The configuration control system shall allow the clear identification of the "as built" condition of every individual vehicle, even when design changes have been
introduced during series production on part of the vehicles. This information shall
be included in the vehicle log-book.
The Contractor shall employ a system of identifying numbers for specifications,
drawings and associated documents which will ensure that parts, assemblies and
installations are uniquely identifiable with regard to form, fit and function.
9.5.4.
Submittal of Changed Documents
During the warranty period, the Contractor shall resubmit any changed drawing,
report or document in the format which will have to be agreed at that time.
9.6. Development and Design Approval
The contractor shall submit for review by the Engineer in electronic and hardcopy
format no later than six months after NTP
 All assembly and major component drawings
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 108 of 153
Procurement & Contracting Division
Electrification Project
 Calculations
 Electrical diagrams
 Catalogue information
 Test reports
All drawings and documents shall be presented in the English language. The
provision of the relevant document in Hebrew language shall be provided
optionally.
The ISR review is to verify general conformity of the design with the specification
and does not relieve the contractor of any responsibility.
All information shall be submitted within the time specified to enable the ISR to
verify before manufacturing of the relevant parts will start, so that in case of non conformity the contractor can take steps to remedy this situation.
All computer calculations shall be presented in such a way that the results can be
checked by means of none-programmed calculations, based on generally accepted
methods.
Design approval can be in the form of design rev iews, organized by the supplier.
The process ends with the design approval by ISR and design freeze.
9.7. Documents with the start point of manufacturing inspection
9.7.1.
General
The following documents shall be supplied concurrent with the start point of the
manufacturing of the E-Loco:
9.7.2.
Mechanical Drawings
Detailed drawings of the car body and bogie structure with its bill of material; in
electronic format.
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 109 of 153
Procurement & Contracting Division
Electrification Project
9.7.3.
Calculations
Calculations of the structure, mechanisms and electric components shall be
supplied as electronic files.
9.7.4.
Electrical system documents
Electrical system data as electronic files consisting of:
 Block diagram.
 Single line diagrams and functional/logical descriptive te xt explaining all the
functions of the control system and its components.
 Detailed circuit diagrams of the electrical system.
 Guide for fault-finding
 Mechanical diagrams showing all electrical components layout on the
E-
Loco.
 Component layout and internal wiring diagrams of all cubicles, panels,
controllers, control consoles and the like.
 Terminal diagram - interconnection wiring diagrams, showing the connections
of all components and devices complete with number of conductors and wire
numbering.
 Unit wiring diagrams showing the internal wiring of shop -made mounting
units, e.g., a circuit- breaker, a relay set or a regulator (no “Black Boxes” are
permitted. No unit may be left without information as to their purpose content
and interior connection).
 Conduit, cable layout drawings, drawn to scale.
 Cable list.
 Electric machines test certificate, load testing and measurements results, dial
settings of the potentiometers and the measurements in all test points.
 Full test data on the cubicles and electric modules .
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 110 of 153
Procurement & Contracting Division
Electrification Project
 Recorder charts of test runs for all train functions.
 List of components giving detailed and complete information on technical
data, manufacturer’s address and ordering reference and the purpose of the
component in the equipment.
 Program listing and software diskettes of the control software.
9.7.5.
Data Sheets
Performance charts of the E-Loco and all its major components.
9.8. Documents to be submitted before acceptance of the E-Loco
The supplier shall provide a document delivery planning at least 3 months after
NTP1.
The planning shall define the delivery date of the documents to be delivered by the
contractor. The delivery date of the documents shall consider the ISR effort to
perform the labor training period and the maintenance preparation time.
9.8.1.
General Specification of the E-loco type
The provision made by TSI LOC PAS item 4.8 and Table 12 to define the main
technical characteristics of the E-loco type shall be used to provide the E-loco type
registering document accordantly for further MOT action to register the E-loco into
the National Israeli Rolling stock Register.
9.8.2.
Manuals
Operating, maintenance manuals and parts catalogues for the E-Loco and all its
mechanical and electrical equipment, shall be submitted in electronic and in
hardcopy format. The operating and maintenance manuals shall be presented in
English and optional in Hebrew language.
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 111 of 153
Procurement & Contracting Division
Electrification Project
9.8.3.
Documentation and manuals concept
The documentation mentioned above shall be comprehensive to the extent that in
the event of a failure of a working part of any manufac tured component,
maintenance personnel will be able to refer the parts data books to obtain the model
number of the component and order the required part without being compelled to
dismantle the component.
These books will be utilized in training inexperienced personnel for operation and
maintenance and shall be based on the following operation, maintenance and
illustrated spare parts catalogue manuals specification as described in the following
paragraphs.
9.8.4.
Operating Instructions - Driver’s Manual
The documents to be provided by the contractor shall follow at least but not limited
the requirement described by TSI LOC PAS,
 Item 4.2.12.4 – Operating Documentation
 Item 4.2.12.5 – Lifting Diagram and Instruction
 Item 4.2.12.6 – Rescue related description.
In detail it is proposed to outline the following paragraphs:
 Pre-operation check-out.
 Start-Up procedure.
 Operation procedure (operation limitations should be stated clearly and in
bold letters).
 General data on the E-Loco and description of the structure, drives and
auxiliary systems.
 Detailed description of all the control in the cabs and other control stations their functions limitations and interlocking.
 Shut-down procedure.
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 112 of 153
Procurement & Contracting Division
Electrification Project
 Emergency and rescue procedures.
 Troubleshooting
9.8.5.
Maintenance Documentation and Procedures
The TSI LOC PAS, Item 4.2.12.3 describes in detail the requirement of documents
to be provided to the operator by the contractor in regard to maintenance activities
intending to keep a functional unit in, or to restore it to, a state in which it can
perform its required function, ensuring continued integrity of safety systems and
compliance with applicable standards (definition as per standard EN 13306).
9.8.5.1.
Maintenance principle and methods
In accordance to TSI LOC PAS Item 4.2.12 .3.1 the contractor shall provide at least
but not limited:
- Precedents, principles and methods used to design the maintenance of the unit,
- Utilization profile: Limits of the normal use of the unit (e.g. km/month, climatic
limits, authorized types
of loads etc.),
- Relevant data used to design the maintenance and origin of these data (return of
experience)
- Tests, investigations and calculations carried out to design the maintenance.
9.8.5.2.
Maintenance strategy
In accordance to TSI LOC PAS Item 4.2.12.3.2 the contractor shall provide the
description how maintenance shall be conducted. As outlined by TSI definition the
maintenance activities include all activities necessary such as inspections,
monitoring, tests, measurements, replacements, adjustments, repairs.
Maintenance activities shall be split into:
 Preventive maintenance; scheduled and controlled,
 Corrective maintenance.
The tasks are to be described separately.
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 113 of 153
Procurement & Contracting Division
Electrification Project
The General maintenance target requirement described by chapter 6 – Maintenance
shall be considered as a min requirement
9.8.5.3.
Maintenance tasks description
As in detail described by TSI the maintenance document shall outline:
 The component hierarchy and functional description,
 Schematic circuit diagrams, connection diagrams and wiring diagrams,
 Parts list containing the technical descriptions of the spare parts (replaceable
units) and their references, in order to allow identification and procurement of
the correct spare parts, The list shall include all parts specified for changing
on condition, or which may require replacement following electrical or
mechanical malfunction, or which will foreseeable require replacement after
accidental damage.
 The limit values for components which shall not be exceeded in service shall
be stated; the possibility of specifying operational restrictions in degraded
mode (limit value reached) is permitted,
 The structured set of tasks that include the activities, procedures, means
proposed by the applicant to carry out the maintenance task,
 The description of the maintenance activities,
 Disassembly/assembly
instructions
drawings
necessary
for
correct
assembly/disassembly of replaceable parts,
 Maintenance criteria,
 Checks and tests,
 Tools and materials required to undertake the task ,
 Consumables required to undertake the task,
 Personal protective safety provision and equipment.
The documentation shall contain the suppliers own equipment and parts of the
rolling stock system and the delivery from the subsidiaries .
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 114 of 153
Procurement & Contracting Division
Electrification Project
The supplier shall provide equipment list and the main specification of them to be
procured from the open market in preparation to execute the light and heavy
maintenance at the rolling stock at the ISR facilities.
9.8.6.
Illustrated Part Catalogue
The parts catalogue shall be detailed to an extent of part breakdown and indicate
the numbering system as outlined below.
9.8.6.1.
Parts Breakdown
Illustrated parts breakdown (sub-contractor items included) with a set of section
drawings or axonometric/”blow-up” drawings and a list for each one of the
drawings including the following data elements:
 Item number on the drawing.
 Item’s name.
 Sub-contractor’s part number.
 Sub-contractor name.
 Quantity per assembly.
9.8.6.2.
Part Numbers Index
Index of all part numbers appearing in the catalogue in P/N sequence having the
following data elements:
 Part number.
 Drawing number.
 Drawing index number.
The parts breakdown will include parts breakdown and drawings, also for sub contractors’ items.
9.8.7.
Document delivery format
The documents shall be delivered in electronic format, where the format shall be as
follow:
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 115 of 153
Procurement & Contracting Division
Electrification Project
 Operator’s and Maintenance Manuals:
a. Source files in Office XP up to Office 2007.
b. PDF files (unlocked and data-copy-enabled).
c. Source templates approved by ISR, and provided to the customer if
required. It is advised to approve a general template (appearance,
styles, fonts etc.) before the documentation process.
 Images format:
a. Images will be linked inside the WORD file and stored in a Graphics
directory.
b. Vector files in PDF, CorelDraw, Adobe Illustrator etc.
c. 300 dpi GIF files, to be linked inside the WORD files.
d. Font for balloons and numbers is ARIEL 12.
 Printing preferences:
a. A4 or A5 page sizes, mirror printing, different even and odd headers.
 Schemes:
a. Pneumatic, electrical, fuel and oil schemes and circuits will be
provided in colour and with vector
source files.
9.9. Interactive Electronic Technical Manual - IETM
Concurrent with the final acceptance of the first E-Loco, the Contractor shall
provide the technical documentation as an interactive electronic technical manual
(IETM), namely as a high-quality database product. This IETM will allow for
multiple methods of accessing the data including full -text and fielded searching,
visual access and table of contents (TOC) access, as well as for interactive cross reference within each publication, and between different but related publications
(e.g. cross-references between Maintenance Manual and Parts Catalogue). The
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 116 of 153
Procurement & Contracting Division
Electrification Project
IETM user interface will be in Hebrew and English. The Contractor shall make
proposals regarding the type of system to be implemented.
The IETM will support the following features (non -comprehensive list):
 End-user access control
 Annotations and bookmarks (annotations will support Hebrew)
 Easy navigation between documents titles and sub -titles
 Combined Boolean full-text and fielded searches.
 Nested querying - up to 4 nesting search levels.
 Compound documents viewer (text, tables, raster/vector images, audio, video,
etc.)
 Multi-target hyperlinks.
 External executable links.
 Exporting images in their native format; exporting text.
 Temporary Revisions and Updates
9.10. Lubrication Charts
The contractor shall prepare framed plastic-coated lubrication charts for all
systems, showing all points to be lubricated, type of lubricant to be used at each
location and recommended frequency of lubrication.
In order to enable usage of lubricants available in the Israeli market, the contractor
shall provide, three months after signature of the contract, a list of recommended
lubricants for approval by the Israel Railways and only the approved lubricants will
be used during the construction and erection of the train and will appear on the
lubrication charts.
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 117 of 153
Procurement & Contracting Division
Electrification Project
10.
Operation and Maintenance Training
10.1. General
The Contractor shall develop and provide a training program supported by
appropriate tools and training material state -of-the-art like 3-D models, cut views,
animations, videos e.g. for knowledge transfer that accurately and completely
reflects the requirements of the manuals, and be structured and implemented so that
the ISR operator and maintainer have access to all necessary resources to properly
and successfully operate, maintain, repair and administer the vehicles as required to
keep the fleet operable on a high reliability level.
Manufacturer is requested to provide dedicated manufacturer training courses in the
Manufacturer’s facilities for driver instructors. The maintenance instructors will be
trained in ISR training facility.
The courses shall cover operational and maintenance aspects of the system.
Training shall be conducted by the Manufacturer’s instructors, combining
theoretical lessons with practical “hands-on” lessons.
Training of personnel will be provided for a minimum of thr ee types of ISR
personnel: drivers, electricians and technicians.
Training of personnel by the manufacturer is scheduled to take place at least 2
months before the first system is received by ISR, in order to allow the ISR
Training Department to prepare and train its labour.
Optionally the Contractor shall provide a program to training the ISR drivers on
site during the defined operation implementation period.
Note:
The Contractor shall provide 3D cut views and 3D models in a format that will
allows ISR to use and develop further animations and products that are based on 3D
model of the system.
The 3D model shall be provided in “.xt” “Step” or other solid based format. These
types of files allow the contractor to provide only a surfaces model, without gi ving
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 118 of 153
Procurement & Contracting Division
Electrification Project
the engineering knowledge of the design and the manufacturing. ISR can help and
provide further advice and aid in order for the contractor to fulfil this requirement.
Note:
The Contractor shall provide images folder that will cover all the systems and
specially parts and assemblies (such as racks and circuit breakers) that are located
within cabinets or enclosed area that denies the possibility to take proper pictures
once the equipment is installed. The image picture folder shall cover all the
maintenance tasks and operational task. Images will be given in open source file
format for further editing.
10.2. Class Room Training
Class room training shall consists basic theory of the E-Loco systems and their
operation in normal, emergency and rescue operation co ndition.
10.2.1.
On-the Job Training
On the job training which will include:
 Equipment familiarization.
 Operation of the E-Loco for at least 2-5 operating hours for each operator
instructor, but at least to an extent where the operator instructor will be able
to safe operate the E-Loco.
This training will be given to four driving instructors, which will then instruct the
other operators of the ISR. All training aids which will be used during the trai ning
will be left for the ISR’s use.
The on the job training of the instructors will be done before the final acceptance
test and the handing over of the first E-Loco.
10.3. Maintenance Instruction
The contractor shall develop a Maintenance training plan and th e training document
to an extent allowing to perform the inspection on the rolling stock and with respect
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 119 of 153
Procurement & Contracting Division
Electrification Project
to the fact that ISR is implementing electrified rolling stock into the maintenance
system.
Maintenance personnel training shall include the following elements, and shall be
given to two separate groups:
 Mechanical systems technicians.
 Electrical systems technicians.
10.3.1.
Class Room Training
Class room instruction training shall contain to provide:
 System theory.
 Safety requirement.
 Maintenance
manuals,
drawings
and
schematics
organization
and
interpretation.
 Equipment familiarization.
 Maintenance tasks performance which will include:
-
Periodic inspections
-
Trouble shooting.
-
Corrective action, replacement and adjustment work (heavy and light
maintenance)
10.3.2.
On-the Job Training
On the job training and practical hands on.
10.3.3.
Duration and location for training
The Contractor shall recommend the duration and location of the training sessions.
The contractor shall be responsible to certify the knowledge transfer level to the
extent which is required to perform the work in a safe manner.
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 120 of 153
Procurement & Contracting Division
Electrification Project
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 121 of 153
Procurement & Contracting Division
Electrification Project
11.
Technical Support
The Contractor shall provide ISR with technical support as follows:
An electrical engineer, a mechanical engineer and a software engineer ("Technical
Support Team") shall be present in Israel for a period of 12 months, commencing
the service from the final acceptance date of the first E -Loco. .
The members of the Technical Support Team shall be experts with hands on
familiarity with the Units, preferably, members of the Un its design or development
team.
The Technical Support Team shall perform as follows:

It shall coach and instruct ISR personnel in all aspects of carrying out regular
inspection and maintenance service for the Units, including troubleshooting
activities. Such coaching and guidance shall be in addition to the training
services detailed in the Technical Specifications.

It shall supplement the Warranty Team in resolving faults and malfunctions
which are beyond the Warranty Teams knowledge or capabilities or such
faults and malfunctions which the Warranty Team is having difficulties
resolving.
It is hereby clarified, that the activities of the Technical Support Team shall not in
any way derogate from the Contractors obligations regarding the Warran ty Team.
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 122 of 153
Procurement & Contracting Division
Electrification Project
12.
Warranty of the Manufacturer
Adequate and appropriate manufacturing of all assemblies shall guarantee the
following warranty periods according to the design:
 3 years in general,
 10 years in respect to Endemic Failures,
 10 years for painting, labels and corrosion protection,
 warranty for the specified design lifetime for the vehicle body of the
locomotive and the bogie frames.
Extension of the warranty period:
 Extension by one year if one of the specified below RAM target values are
violated by more than 10 % for all E-Locos before expiration of the warranty
the delivery batch of E-Locos.
RAM Criteria
Target
Deviation recorded entitling
ISR with extension
Reliability
–
Significant
failure
Reliability
1.5 per 1.000.000
> 1.65 per 1.000.000 km
km
–
Critical
2 per 1.000.000
failure
km
Availability
≥ 96.5 %
> 2.2 per 1.000.000 km
<= 86.85 %
* The above values may be amended based on the offers of the bidders.
 Non-recurring extension by one year for the entire delivery if failures of the
same subject matter occur at least three times impairing the operational
capability of the E-Locos.
 Non-recurring extension by one year for individual parts if failures of the
same subject matter occur at least three times without significant impact on
the operational capability of the E-Locos.
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 123 of 153
Procurement & Contracting Division
Electrification Project
 Non-recurring extension by one year for individual E-Locos failing to meet
one of the targets by more than 50%, even though the targets are met on
average by the entirety of all E-Locos.
 Non-recurring extension by the relevant warranty period for parts or for
painting if rectification of defects in the scope of the warranty or replacement
were required.
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 124 of 153
Procurement & Contracting Division
Electrification Project
13.
Acceptance Tests
Acceptance tests comprise the type tests as well as routine tests regarding the
proper function of the E-Loco and its sub-components.
Thus besides the quality assessment of materials, parts, components and assemblies
the general performance and safety of the E-Loco shall be demonstrated by tests.
According to the pertinent requirements of EN 50215 the Contractor shall create a
test plan which shall also include the internal testing and commissioning program
of the supplier.
A first version of this test program shall be submitted during the design phase for
reviewing and approval by ISR. During the project execution this test plan can be
modified in consultation with ISR.
The type tests shall completely demonstrate the suitability for operation on the
Trans European Network (TEN) as well as with the special demands of ISR.
Thus the vehicle shall be tested as necessary for reaching an approval for operation
within the TEN. Existing test results and homologations will be taken into account
based on the European “Cross Acceptance” procedure. For ISR’s review the related
test documentation and homologation documents are to be provided.
If the Contractor plans to use this option he shall create a recommendation table
which lists the requirement categories (A, B and C) with the following meaning:
Category “A”: Contains internationally accepted harmonized standards, like UIC
leaflets or EN. Once checked, they do not need re-checking.
Category “B”: Contains standards where there is uncertainty (checked in one
country and might be accepted in another). If so it will become a
category “A”.
Category “C”: Contains
undisputable,
essential
and
necessary
rules
and
requirements for a country, which will always require checking
before use i.e. requirements of the relevant infrastructure.
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 125 of 153
Procurement & Contracting Division
Electrification Project
14.
Contractual Acceptance
Contractual acceptance takes place after successful completion of final acceptance
test run to demonstrate compliance with the required technical parameters of the
contract.
Each E-Loco shall undergo fault-free running in revenue service for 5000 km to
commence the warranty period.
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 126 of 153
Procurement & Contracting Division
Electrification Project
Appendix A- Rail Types, Lines and Track Quality
14.1. A.1 Rail Types
The standard track gauge is 1,435 mm (nominal).
Rails on main lines are continuous welded except for the Beit – Shemesh –
Jerusalem line in which rails on curves with radius ≤ 170 m are connected with fish
plates.
The following rail types are being used on the ISR network:

UIC 60, UIC 60 320Cr,UIC 54, U 50, S 49, U 33, BS 37
The rails are installed with an inclination of 1 in 40, 1 in 30 and 1 in 20.
Present types of sleepers are concrete monoblock, Franko-bagon and Wooden.
The minimal numbers of sleepers per km track is 1667.
14.2. A.2 General Criteria for Track Maintenance
Allowed tolerances:
Speed
[km/h]
1
2
3
4
120 - 160
80 - 120
40 - 80
0 - 40
Rank
Twist 1 Surface 1) Gauge
)
[mm] [mm]
[mm]
Superelevation
[mm]
Alignment 1)
[mm]
B
4.5
8
-5 +8
5
6
C
9.0
15
-5 +20
8
9
D
12
20
-7 +30
12
12
B
5.0
10
-5 +10
7
7
C
11
18
-5 +25
11
11
D
14
22
-7 +31
15
15
B
7.0
13
-5 +15
10
9
C
14
22
-6 +30
15
14
D
16
24
-7 +32
21
19
B
10
18
-5 +20
13
12
C
17
28
-7 +30
20
18
D
18
30
-9(11)+35
28
25
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 127 of 153
Procurement & Contracting Division
Electrification Project
1) Measurement distance according to Technical Specification of PLASSER
measuring car model EM80 -80
Table A-1: Tolerances for Track Maintenance
Remark:
Deviations below "B":
Track accepted condition – measuring values are less or
equal to “B”
Deviations from "B" up to "C":
Alert limit– measuring values are greater than
“B” and less than or
equal to “C” - Regular planned maintenance operation
Deviations above "C":
Intervention limit - measuring values are greater than
“C” and less
than or equal to “D” – Corrective maintenance required
Immediate action limit is given by measuring values greater than or equal to “D”.
This would either require reducing of the line speed or closing the track.
14.3. A.3 Line and Track Parameters
Parameter
Unit
Value
Standard track gauge
[mm]
1,435
0
≥300
Gauge widening in tight curves
(in addition to standard 1,435
[mm]
mm gauge dimension)
250-299  5
200-249  10
 15
<200
Horizontal Geometry
Curve radius on main lines
[m]
Exceptional curves radii:
1 curve on Beit ShemeshJerusalem
56
curves
Beit
Shemesh[m]
Jerusalem
1 curve on Rosh-Ha’ain line
some curve on secondary line
Technical Specification-Tender No. 51402 Vol. A-Attachment A
≥190
141
200 – 150
191
120
Page 128 of 153
Procurement & Contracting Division
Electrification Project
Parameter
Unit
Minimum S-curves radius with
short tangent section (6m) and
[m]
without tangent
Value
150+150
190+190
Minimum radius in depot track
[m]
80
Vertical Geometry
Maximum gradient along the
length of existing lines (Beit ‰
Shemesh-Jerusalem line)
21
Maximum gradient along the
‰
length of future lines)
30
Minimum vertical curve radius
[m]
on lines (concave /convex)
3,000
Cant (super elevation)
[mm]
150
Maximum cant deficiency for
[mm]
conventional trains
130
Maximum
cant
in
cases(ballast-less track)
special
150
Transition curves
cubical parabolas
always
Maximum cant
are
[mm]
Minimum transition curve length
L - length
h = cant
[m]
V = speed
[mm]
Cant is introduced at a regular
[km/h]
rate along such transitions
curves
L = 0.006 * h * V
Distance between Centres of
Tracks
v ≤ 160 km/h
[m]
> 4.5
160 km/h < v < 220 km/h
[m]
> 4.7
rail cant
Technical Specification-Tender No. 51402 Vol. A-Attachment A
1:30
Page 129 of 153
Procurement & Contracting Division
Electrification Project
Parameter
Unit
Value
equivalent conicity from wheel 0.12 - 0.24 at 3 mm lateral movement of the
profile and track
wheelset, max. single value 0.45
Table ‎1 4-1: Main Line and Track Parameters
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 130 of 153
Procurement & Contracting Division
Electrification Project
Appendix B: Specification of the Trip Time Calculation
This appendix shall be a recommendation for the calculation of trip times by the
Contractors in order to receive comparable results. It shall be a basis for internal
discussions.
For generating comparable trip time calculations the important parameters are to be
clearly defined. Besides the track data (inclination, curve radiuses, station
positions, maximum speed) and the operation data (environmental data, station
positions, residence time), the driving resistance data of the train are the necessary
parameters.
The train driving resistance F wz shall be calculated according to equation 1.
The driving resistance of the E-Loco F WL should be considered by the use of
equation 2, but if the Contractor has a more precise equation he may use it
(differences are to explain).
The driving resistance of the coaches F WW are to calculate according to equation 3
with the specific driving resistance f WW according to equation 4.
The curve radius resistance is to be respected according to equation (5).
Resistance force train; F WZ :
FWZ  FWL  FWW
Resistance force locomotive; F WL :
 v  v 
 [kN] (2)
 fWL0GL  FWL 2 
v
 00 
[kN] (1)
2
FWL
G L : weight of locomotive [kN]
v: velocity [m/s or km/h]
V:
velocity addition [m/s or km/h] (headwind)
v 00 = 100 km/h respectively 27.778 m/s: velocity constant
Resistance force coaches; F WW :
FWW  f wwGWW
[kN] (3)
G W : weight of coaches [kN]; all coaches; fully loaded
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 131 of 153
Procurement & Contracting Division
Electrification Project
Resistance force equation coaches; fww:
(4)
(Sauthoff)
k
FR FR :
 GL  GW 
Curve radius resistance (according to Röckl)
R  R
[kN] (5)
R: curve radius [m]
R < 300m: k = 0.500 m; 3000 > R ≥ 300 m: k = 55 m
(for reference see: Fahrdynamik des Schienenverkehrs; Dietrich Wende; 1. Auflage
2003)
For vehicle comparison the trip time Tel Aviv Hagana – Jerusalem Binyanei Hauma
without intermediate stops will be used.
The following table shows the parameters that are to be used for the calculation.
Parameter
Description
Train configuration:
E-Loco+6 Double Deck Push
coaches (5xTC+PC) DDPP-train
Mass of coaches; mW:
fully loaded without E-Loco
Value
Pull
6 coaches+E-Loco
325.00 t
Effective
mass
by
(0.6t+3x0.05t) x 4 x 6 coaches
moment of inertia; mDW:
18.00 t
Base resistance coaches;
double deck coaches
fWW0:
0.002
Bogie resistance coaches;
running gear resistance
fWW1:
0.000715
Aerodynamic resistance
double deck coaches
coaches; fWW2:
0.00364
v
headwind
Outside temperature
10 km/h
37 ° C
Route definition:
slope; distance, curve radius, limit speed;
see table
etc.
Number of stops; nH:
none, calculate trip time without stop at
none
Ben Gurion Airport
Altitude above MSL
see track data
see table
Table B-5: Relevant data of reference train for calculating the trip times
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 132 of 153
Procurement & Contracting Division
Electrification Project
The Contractor shall provide the used traction braking effort curves as well as the
used efficiency and energy consumption curves.
All calculations must be presented and explained in a way which is comprehensible
and fully enables recalculating and reproducing all data.
For track data for the calculation please refer to the following table. This 54.3 km
long track as described by this data shall be used for calculation even if it may not
be fully in line with the final
track layout Tel Aviv Hagana – Jerusalem Binyanei Hauma.
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 133 of 153
Procurement & Contracting Division
Electrification Project
Horizontal plan
Length
of Curve
radius Direction
section [m] [m]
[L/R]
Length
of Curve
radius Direction
section [m] [m]
(0=straight)
[L/R]
(0=straight)
Startpoint
Tel Aviv Hagana
171,78
1000
102,43
508
L
387,02
0
191,68
1900
L
414,07
854,7
139,64
0
561,37
0
304,79
445
411,64
900
163,21
0
413,96
0
110,02
445
657,38
804,7
481,42
0
294,07
0
300,00
645
291,67
2004,7
130,00
0
660,26
0
170,00
645
207,41
5004,7
2846,00
0
990,70
0
127,00
3500
626,47
1600
61,00
0
162,32
0
127,00
3500
378,84
1600
449,15
0
673,72
0
33,82
3600
1.149,41
2004,7
998,00
0
252,39
0
1.547,93
1600
250,21
3004,7
870,08
0
760,19
0
907,76
679,5
501,20
1600
357,25
0
830,34
0
399,86
600
347,55
1600
480,34
0
1.301,77
0
171,22
3000
562,47
1504,7
90,81
0
607,47
0
L
R
L
L
R
L
R
L
R
L
R
Technical Specification-Tender No. 51402 Vol. A-Attachment A
L
R
L
R
R
R
L
L
R
R
L
L
R
Page 134 of 153
Procurement & Contracting Division
Electrification Project
Length
of Curve
radius Direction
section [m] [m]
[L/R]
Length
of Curve
section [m] [m]
(0=straight)
911,20
1997,65
640,56
0
1.452,36
3497,65
1.027,05
0
824,00
1997,65
39,16
0
556,78
2002,35
310,05
0
1.222,52
2000
1.910,18
0
1.346,62
2000
924,34
0
774,37
4000
5.052,09
0
435,96
2500
2.397,55
0
326,07
4000
4.291,88
0
1.572,73
1510
696,94
0
704,68
1197,65
113,41
0
282,55
802,35
353,87
0
60,05
700
70,03
0
radius Direction
[L/R]
(0=straight)
L
L
227,90
400
423,52
0
Destination
Jerusalem
L
Binyanei
Hauma
L
R
R
L
L
L
L
R
L
R
L
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 135 of 153
Procurement & Contracting Division
Electrification Project
Vertical plan
Length of section [m] Gradient [‰]
Length of section [m] Gradient [‰]
Tel Aviv Hagana
275
-15
93,19
0,56
1050
-4,48
622
5,72
300
4,6
41
5,29
1005
13,72
112
2,77
670
5,22
38
1,5
195
0
212
0
465
-15,05
125
1,86
265
-2,83
175
4,17
390
1,92
188
7,32
260
0
400
0
205
2
196
1,16
175
5,36
0
0
401
8,5
200
1,16
147
10,93
1300
2
227
20,56
475
0
320
2,48
825
1,7
75
4,92
250
2
385
5,74
100
1
200
8,2
300
1,5
400
22
174
3,7
465
9
0
0
534
-4
135
3,7
416
8
143
2,39
300
0
297
-7,48
550
-13
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 136 of 153
Procurement & Contracting Division
Electrification Project
Length of section [m] Gradient [‰]
Length of section [m] Gradient [‰]
200
-6
1648,03
21,5
210
7
12603,36
25,03
950
11
1201,54
18,96
250
0
1349,43
30
315
-7
511,38
13,1
350
-3
499,7
2,02
355
-3,6
Jerusalem Binyanei Hauma
465
0
870
7
1510
12,5
255
4
420
0
300
8
253
20
447
24
295
14,5
305
12,2
759,67
7,49
335,24
15,64
1464,15
-1,29
879,85
3,77
799,47
22,14
2574,23
8,56
290,27
18
2113,91
28,95
3517,66
25,05
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 137 of 153
Procurement & Contracting Division
Electrification Project
Appendix C: Running Dynamics
Safety - Track fatigue - Ride quality
Threshold values for test runs according to EN 14363:
Parameter Description
Threshold
Value
normal
Running Safety
ΣY
Sum of guiding forces
k1 = 0.85
1)
Y/Q
Y/Q ratio per wheel
0.8
2)
Track Fatigue
Q
Maximum Vertical Wheel Force
190 kN
Yqst, lim
Quasi-static lateral force in curves Yqst 60 kN
Qqst, lim
Quasi-static vertical force in curves 145 kN
Qqst
Ride quality
y*lim
z*lim
sylim
Accelerations in the carbody (F1=0.15% 2.5 m/s²
and F2=99.85%)
2.5 m/s²
szlim
Weighted r.m.s values sy and sz of the 0.5 m/s²
accelerations Y* and z*
1.0 m/s²
y*qst, lim
Quasi-static lateral acceleration y*gst
1.5 m/s²
1) due to existing track quality, factor k1 in Prud'homme formula is 0.85 (instead
of 1.0)
2) effect of "worst case" combination of cross wind, stochastic track irregularities
and uncompensated lateral acceleration to be considered.
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 138 of 153
Procurement & Contracting Division
Electrification Project
Table C-1: Running Dynamics
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 139 of 153
Procurement & Contracting Division
Electrification Project
Appendix D: Environmental Conditions
14.4. D.1 Climate and Environmental Conditions
Max. Ambient temp.
45 °C (shade)
Min Ambient temp.
Minus 5 °C
Relative humidity
10% to 90%
Altitude
- 400 m to +800 m
Sunny hours per year
3300 h
UV Radiation MJ/m² per year 360 - 600
Rainfall mm/year
400 - 800
14.5. D.1 Dust Concentrations in the Atmosphere
Maximum
Value
Half-hour Maximum
Value
Daily Average
NOx
1064
560
71
SO2
780
260
21
O3
312
143
84
Suspended
Dust
-
350
100
Particle Size to 0.5 - 1 micron
Table D-1: Suspended Particle Matter (SPM)
Special attention shall be paid to potential contamination by chalk dust from the
track-bed.
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 140 of 153
Procurement & Contracting Division
Electrification Project
14.6. D.2 Sea Salt Concentrations in the Atmosphere
Salt Element
Na
Cl
SO4
Position
Season
Season
Season
Dry
Wet
Dry
Wet
Dry
Wet
7.3
16.0
12.0
22.0
5.3
7.0
600 m from Shore
3.1
4.8
4.2
7.9
1.9
2.0
6000m from Shore
1.1
1.4
1.5
1.7
1.3
1.4
Sea
Air
at
Coastline
all values in micrograms per m³ atmosphere
Table D-2: Salt Concentrations in the Atmosphere
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 141 of 153
Procurement & Contracting Division
Electrification Project
Appendix E: Water Quality
No.
Parameter
Unit
Range
1
Hardness
ppm
220-450
2
pH
3
Chlorides
ppm
20-400
4
Alkalinity
ppm
100-300
5
Ca
ppm
45-100
6
Cr
ppb
approx. 3
7
Cu
ppb
approx. 3
8
Fe
ppb
approx. 68
9
K
ppm
2-5.7
10
Mg
ppm
20-30
11
Mn
ppm
approx. 6
12
HCO3
ppm
110-400
6.4-7.5
Table E-1: Typical Water Quality in Israel
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 142 of 153
Procurement & Contracting Division
Electrification Project
Appendix F: Air Conditioning Performance
Modifications to AC-Standard of driving cabs:
Clause by clause modification to EN 14813-1:
Clause
Existing Text
Modification
4
Driving cab classification
The driver’s cab shall be designed in
accordance with the requirements for
category A.
7.2
preheating time to be defined preheating of the driver’s cab at
in agreement
minimum exterior temperature as
defined in Appendix D to T im as
defined in 7.1 shall not take more than
30 minutes
7.3
maximum interior temperature
7.4
precooling time to be defined precooling of the driver’s cab at
in agreement
maximum exterior temperature and
maximum solar load as defined in
Appendix D to 27 °C shall not take
more than 30 minutes
7.5
stand by operation
defined in agreement
8.2
interior temperature settings
the temperature control shall relate to
the exterior temperature as defined in
paragraph 8.2.3 of EN 14813-1
9.5
air speed
the air speed nozzles, facing the
driver, shall not exceed 0.3 m/s
9.6.1
the minimum fresh airflow the minimum fresh airflow rate shall
rate of 30 m³/h/person is be 60 m³/h
sufficient
to
the maximum interior temperature
under all climatic conditions as
defined in Appendix D with solar
load, at full speed and with two
occupants shall not exceed 27 ° C
be a parking mode feature of the driver’s
cab air conditioning system shall be
provided keeping the maximum
interior temperature at 30 °C under the
conditions as defined in 7.4 and the
minimum temperature at 10 °C under
the conditions as defined in 7.1
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 143 of 153
Procurement & Contracting Division
Electrification Project
Clause
Existing Text
Modification
10.1
heat transfer coefficient (k) < heat transfer coefficient (k) > 2.3
2,3 W/m²/K for the vehicle at W/m²/K for the vehicle at full speed
standstill
Annex D
Table D.1 – Definition of Table D.1 – Winter
climatic zones - Winter
Minimum exterior temperature -5 °C
Annex D
Table D.2 – Definition of Table D.2 – Summer
climatic zones - Summer
Maximum exterior temperature = 45°C
Relative humidity at 45°C = 10%
Design Point 1 Temperature = 37°C
Design Point 1 Rel. Humidity = 60%
Design Point 2 Temperature = 30°C
Design Point 2 Rel. Humidity = 70%
Equivalent solar load (En) = 1'050
W/m2
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 144 of 153
Procurement & Contracting Division
Electrification Project
Appendix G
Technical Requirements for Electronic Equipment for E-Locos
14.7. G.1 Ambient Temperature (supplementary to EN 50155, paragraph 2.1.2)
Electronic devices must be dimensioned and produced thus the entire specified
operating requirements on the operations behaviour will be met for a temperature
class added to EN 50155. The values are specified in the following table:
Column 1
Column 2
Column 3
Column 4
Category
Outside
ambient
temperature
Inside cabinet
temperature
Inside cabinet
excess
temperature
10 min
Temperature of
ambient air of
printed circuit
board assembly
Tx
-5... +45 C
-5... +70°C
15°C
-10... +85°C
Table G-1: Ambient Temperature
Devices which are arranged at the exterior of the E-Loco and such which are
required for putting the E-Loco into service must additionally fulfil the following
conditions:

Temperature area of -10 to -15 °C, short-time operation (10 min) without
observing tolerances. Deviations should be with impact to the safe side.

Temperature area of -15 to -20 °C – no irreversible damages at switchedoff devices
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 145 of 153
Procurement & Contracting Division
Electrification Project
14.8. G.2 Special Service Conditions (supplementary to EN 50155, paragraph 2.2)
Atmospheric influences:
In dependence on the position and arrangement in the E-Loco, the devices have to
work even in case of wind, sand storm, rainfall and shower water, pollution of the
ambient air by dust, smoke, aggressive gases and steaming, salt mist, etc.
Moreover impacts of plant and animal microbes have to be considered, if so, a
filtration is to be envisaged.
Display:
In order to identify the operational condition of components or functional units
(fully functional, operational, bug), indicating protective devices, signal lamps,
light-emitting diodes or measuring instruments can be used. The communicated
operational condition is basically shown by the signal condition “BRIGHT” of the
signal lamp or light-emitting diode. Deviations of this rule have to be clearly
indicated. According to the operational condition based on IEC publication 73 the
following colours have to be used:

Red light shows abnormal conditions (danger, bug) which can be
corrected by the operational staff by applying according measures (e.g.
applying KS, applying override switch, …)

Green light shows normal conditions (circuit, input and output signal
available, …)

Yellow lights show bugs which can be evaluated by workshop staff
14.9. G.3 Documentation (supplementary to EN 50155, paragraph 9)
Provision and keeping of documentation:

The design of the technical documents has to be coordinated timely with
all parties. For extent and content, it is referred to paragraph 9.2.
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 146 of 153
Procurement & Contracting Division
Electrification Project

For each system and component the documentation is part of scope of
delivery. Right of use and time of transfer have to be contractually
agreed.

The documentation has to be delivered with th e first delivery. Changes
which concern the manufacturer have to be delivered within 6 months.
Delivery can be done by a sub-supplier directly to the railway.
14.10.
G.4 Testing
Dimension testing according to EN 50155:
The dimension testing has to evaluate whether the fitting dimensions are within the
tolerance of the specified nominal size.
The following has to be tested:

outer dimensions

dimensions of connectors and fittings (mechanical interfaces, except for
component)
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 147 of 153
Procurement & Contracting Division
Electrification Project
Appendix H
Design of E-Loco – Train Interfaces
The Contractor is the full responsibility to identify the necessary interface
characteristics (27-pin and 61 pin connector) which are necessary to operate the
relevant Rolling Stock of ISR as defined in this specification.
H1.1 Definition for the currently used pin layout of multi conductor reversible
control line (37 wires)
Reversible Control Train Line
No.
in DE-Loco
1
Green Loop (Safety Loop)
2
Alarm Signal
3
DV Effort Setpoint
4
Battery Negative
5
Ready to Run
6
Generator Field
7
CV Effort Setpoint
8
Forward
9
Reverse
10
Wheel Slip
11
Cab Interlocking
12
BV Effort Setpoint
13
Battery Positive
14
Ready to Depart
15
AV Effort Setpoint
16
Engine Run
17
Dynamic Brake (B)
18
Right Doors Opening Permission
19
Left Doors Opening Permission
20
Dynamic Brake Warning
21
Dynamic Brake Control (BG)
22
Doors Opening cancellation
23
Green Loop (Safety Loop)
24
Dynamic Brake Setpoint
25
Direct Brake / Parking Brake
26
Right Doors Opening Permission
Applied
27
Left Doors Opening Permission
warning
28
warning
29
30
31
32
in Coach
Green Loop (Safety Loop)
Alarm Signal
DV Effort Setpoint
Battery Negative
Ready to Run
Generator Field
CV Effort Setpoint
Forwards
Reverse
Wheel Slip
Cab Interlocking
BV Effort Setpoint
Battery Positive
Ready to Depart
AV Effort Setpoint
Engine Run
Dynamic Brake (B)
Right Doors Opening Permission
Left Doors Opening Permission
Dynamic Brake Warning
Dynamic Brake Control (BG)
Doors Opening cancellation
Green Loop (Safety Loop; multiple
Dynamic Brake Setpoint
operation
DD)/ Parking Brake Applied
Direct Brake
Battery Positive
Battery Positive
Battery Negative
Right Doors Opening Permission
Left Doors Opening Permission
warning
Battery Negative
warning
Battery Negative
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 148 of 153
Procurement & Contracting Division
Electrification Project
Reversible Control Train Line
No.
in DE-Loco
33
34
35
36
37
in Coach
Screen of Wire 26/34 in the male side
Battery Positive
Battery Positive
Spare
Screen of Wire 27/35 in the male side
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Page 149 of 153
Procurement & Contracting Division
Electrification Project
H1.2 Definition for the use of the multi conductor control cable (61 wires) ;
exemplary for DDPP160 and SDPP trains manufactured by Bombardier and
Siemens, respectively.
61- Wire Multi Control Cable
No.
Function in Loco
Function in Coach
(inside DDPP160)
Function in Coach
(inside SPPD Siemens)
1
24V DC Minus
24V DC Minus Train
Generator
2
24V DC Minus
24V DC Minus Train
Battery Charger
3
24V DC Minus
Available
4
24V DC Minus
24V DC Minus Global
Door Control
5
24V DC Minus
24V DC Minus Train
6
24V DC Minus
Available
7
Any Connected Battery
24V DC Positive Train
8
Any
Battery
9
Train
Connected
Battery Battery
Charger
ON/OFF Train
10
Train
Disconnected
Battery
11
Negative
72VDC Negative
72VDC
Exterior Loop Net
Exterior Loop Net
12
Train Light Connection
13
14
15
Disconnected Parking Brake Applied
Train
24V DC Generator
Available
Train
Light
Climate Plus
Disconnection
Train Air Conditioning
Climate Train ON/OFF
Connection
Train Air Conditioning Power supply
Disconnection
Fast OFF
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Train
Page 150 of 153
Procurement & Contracting Division
Electrification Project
61- Wire Multi Control Cable
No.
Function in Loco
Function in Coach
(inside DDPP160)
Function in Coach
(inside SPPD Siemens)
16
UIC 5
UIC 5
UIC 5
17
UIC 6
UIC 6
UIC 6
18
UIC 7
UIC 7
UIC 7
19
UIC 8
UIC 8
UIC 8
Train Supply
Ext. Power Supply
Left Doors Opening
Permission by Driver
Right Doors Opening
Permission by Driver
Left Doors Opening
Permission
by
Conductor
Right Doors Opening
Permission
by
Conductor
General
Close
by
conductor Left Side
General
Close
by
conductor Right Side
Right Doors Opening
Permission by Driver
Left Doors Opening
Permission by Driver
Left Doors Opening
Permission
by
Conductor
Right Doors Opening
Permission
by
Conductor
General
Close
by
conductor Left Side
General
Close
by
conductor Right Side
Ready to Depart
Ready to Depart
20
21
22
23
24
25
26
27
28
29
General Opening Left 24V DC Battery
Side by Conductor
Global Door Control
General Opening Right
Available
Side by Conductor
30
Available
Available
31
Out A0
32
Out A1
33
Alarm Train Class 3
Door
Safety
(Right)
Door
Safety
(Left)
UIC 9
34
Green Loop
UIC 10
35
Green Loop 24VDC
UIC 11
36
Parking Brake 24VDC
UIC 12
Technical Specification-Tender No. 51402 Vol. A-Attachment A
+
Loop
Loop
Page 151 of 153
Procurement & Contracting Division
Electrification Project
61- Wire Multi Control Cable
No.
Function in Loco
Function in Coach
(inside DDPP160)
Function in Coach
(inside SPPD Siemens)
37
Parking Brake
Power Save Mode
38
Available
39
Available
40
Available
Energy Busbar
Trainline 1
Energy Busbar
Trainline 2
Available
41
Out A2
Gen. Set 1(2) First
42
Out A3
Gen. Set 2(1) First
43
Out A4
Gen. Set First Minus
44
Out A5
Available
45
Available
Available
IBIS Train Bus (UIC
17)
IBIS Train Bus (UIC
Bus
18)
Diagnostic WTB-Bus
Diagnostic
Line 1
Diagnostic WTB-Bus
Diagnostic
Line 1
Audio Frequency (UIC
1)
Audio Frequency (UIC
2)
46
IBIS Train Bus
PIS Control A+
47
IBIS Train
PIS Control A-
48
49
WTB-Bus
Line 1
WTB-Bus
Line 1
OFF
WTB-Bus Diagnostic
WTB-Bus Diagnostic
50
UIC 1 NF
51
UIC 2 NF
52
UIC 3 Intercom
Telephone (UIC 3)
UIC 3 Intercom
53
UIC 4 Intercom
Telephone (UIC 4)
UIC 4 Intercom
54
Available
Available
55
WTB-Bus
Line 2
Diagnostic
OFF
UIC 1 NF
UIC 2 NF
Available
56
Shield Wire 46/47
Shield Wire 46/47
Shield Wire 46/47
57
Shield Wire 48/49
Shield Wire 48/49
Shield Wire 48/49
58
UIC 13 SCR (Shield UIC 13 SCR (Shield UIC 13 SCR (Shield
Wire 50/51)
Wire 50/51)
Wire 50/51)
59
Shield Wire 52/53
Shield Wire 52/53
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Shield Wire 52/53
Page 152 of 153
Procurement & Contracting Division
Electrification Project
61- Wire Multi Control Cable
No.
Function in Loco
Function in Coach
(inside DDPP160)
60
WTB-Bus
Line 2
Diagnostic
61
Shield Wire 55/60
Technical Specification-Tender No. 51402 Vol. A-Attachment A
Function in Coach
(inside SPPD Siemens)
Available
Available
Page 153 of 153