New LRV PS Mainbody - Appendix 12

Issue: 1 Contract K1846-15E
Rev. : Draft A2 Procurement of New LRVs

Particular Specification
CONTRACT XXX
PROCUREMENT OF NEW LRVS
PARTICULAR SPECIFICATION
WORKING DOCUMENT
CONTENTS
TABLE OF CONTENT
Section 1 Introduction
Section 2 General Data
Section 3 Design Requirements
Section 4 Carbody
Section 5 Bogies
Section 6 Propulsion System
Section 7 Friction Brake
Section 8 Signalling and Communications Systems
Section 9 Verification, Testing and Commissioning
Section 10 Packing and Shipping
Section 11 Product Support
Section 12 Spares, Special Tools and Test Equipment
Section 13 Training
Section 14 Submission Requirements
Section 15 Fire Performance
Section 16 Materials and Workmanship
Section 17 Quality Management
Section 18 Environmental Requirements
Section 19 Programme
Section 20 Interface Arrangements
Section 21 System Assurance
Section 22 Risk Management Requirement

K1846-15E PS TOC Table of Content TOC-Page 1 of 3
Section 23 Obsolescence Requirement
APPENDIX
Appendix 1 Schedule of Employer’s Drawings
Appendix 2 Standards, Codes of Practice
Appendix 3 Information on Existing Light Rail System
Appendix 4 Document Submittal Requirements
Appendix 5 MDBF Category Breakdown of Components
Appendix 6 LRV Equipment/Components for Major Overhaul
Appendix 7 Submittal List
Appendix 8 New Light Rail Vehicles / Light Rail Tuen Mun Maintenance Centre Interface
Requirement
Appendix 9 New Light Rail Vehicles / Tetra Radio Equipment Interface Requirement
Appendix 10 New Light Rail Vehicles / IBIS Signalling Equipment Interface Requirement
Appendix 11 New Light Rail Vehicles / OPIS Equipment Interface Requirements
Appendix 12 New Light Rail Vehicles / DDS Equipment Interface Requirements
Appendix 13 Schedule of Saloon Label
Appendix 14 Not Used
Appendix 15 Bogie & Brake Components
Appendix 16 System Engineering Management System
Appendix 17 Schedule of Delivery, Engineer’s Preliminary Programme, Project Calendar,

Schedule of Critical Dates and Schedule of Key Dates
Appendix 18 Rules and Procedures for Working Within or Adjacent to the Railway
Annex 1 P-licensing System - Caring and Coaching System for New

Contractor Workers
Annex 2 Contractor Fitness for Duty Management
Appendix 19 Delivery of Equipment
Appendix 20 Life Cycle Cost

Appendix 21 List of Named Suppliers
Appendix 22 Human Factor
Appendix 23 New Light Rail Vehicles / G/RS Equipment Interface Requirements
Appendix 24 Light Rail Vehicles / Signal Sighting Form (LR)
Appendix 25 Light Rail Vehicles / Track Maintenance Tolerances
Appendix 26 LED Lighting Standard
Appendix 27 Sample Operational Hazard Log Template
Appendix 28 Risk Matrix for Operational Hazard Management
Appendix 29 Service Risk Matrix
Appendix 30 Sample Safety Critical Item Identification Template
Appendix 31 Sample Deterministic Safety Assessment Template
Appendix 32 Sample Failure Modes, Effects and Criticality Analysis (FMECA) Template
Appendix 33 Sample Maintenance Requirements Analysis Template
Appendix 34 Sample Risk Register Template
Appendix 35 Project Delivery Risk Matrix

Rev. : Draft A2 Procurement of New LRV
1. INTRODUCTION
1.1 Scope
1.2 Not used
1.3 Not used
1.4 Not used
K1846-15E PS 01 Introduction PS01-Page 1 of 7

1. INTRODUCTION
It is the intention of the Corporation to acquire new light rail vehicles (LRVs) to replace
30 Phase II LRVs and improve the light rail services in the North West New Territories
of the Hong Kong Special Administrative Region. The Contract shall include design,
manufacturing, supply, testing, and commissioning of 30 (thirty) LRVs.
1.1 Scope
1.1.1 Purpose
This Particular Specification (PS) specifies the particular requirements of the Light Rail
Vehicles (LRVs) for MTR Corporation Limited (MTRC) Light Rail System operation.
This Particular Specification covers all LRVs, associated documentation, services and
equipment to be supplied under the Contract.
1.1.2 Relevant Document
1.1.2.1 This Particular Specification (PS) shall be read in conjunction with the Conditions of
Contract, the General Specification (GS), the Employer’s Drawings (listed in Appendix
1 hereto) and any other document forming part of the Contract.
1.1.2.2 In the event of a conflict between the GS and the PS, the requirements of the PS shall
prevail.
1.1.2.3 In the event of a conflict between the PS and any other standards or specifications
quoted in the PS, the requirements of the PS shall prevail.
1.1.2.4 Notwithstanding the precedence specified above, the Contractor shall always
immediately seek advice from the Engineer in the event of conflicts between
specifications.
1.1.3 Key Challenges
1.1.3.1 The operation of the new LRVs on the Light Rail System will present a number of key
challenges, including:
1.1.3.2 The safe operation of the vehicles is of prime priority. The vehicle design and the
selection of components shall be based on sound safety principles with fail-safe design
philosophy.
1.1.3.3 The reliability of the vehicles is of fundamental importance. With the frequency of
services and the number of passengers transported, the impact of any delay to service is
critical. The LRVs need to be designed with reliability as a key selection criterion for all
aspects of the cars, and for all components. Where possible, potential failures of

equipment that may cause a delay should be designed out or given redundancy to
produce an extremely fault-tolerant design.
1.1.3.4 MTRC operates as a commercial railway, and as such any equipment must be based on
cost effective design solutions aimed at minimizing life cycle costs over the operating
life of the vehicles.
1.1.3.5 Maintainability is key to the success of the new LRVs. The available time for
maintenance on each vehicle will be very limited. Where possible, major systems shall
be designed to be maintenance free. The selection of component shall consider ease of
replacement, re-testing and set-up so that maintenance needs can be minimized.
Interchangeability of systems, sub-systems and components with existing fleets of LRVs
is considered essential to the enhancement of maintainability.
1.1.3.6 The LRVs must portray the image of MTRC as a provider of quality transport and
related services in Hong Kong. Styling and industrial design decisions should be based
on both functionality and the needs of passengers.
1.1.3.7 To comply with the Noise Control Ordinance of Hong Kong SAR, very stringent noise
requirements have been specified for the LRVs. A combination of noise attenuation
technologies and a stringent noise assurance plan will be required to satisfy these noise
requirements.
1.1.3.8 The selection of the suspension parameters that will work on all different type of track
sections, including viaduct, and at-grade and different track forms including low
vibration track, will be crucial to meet the specified ride quality requirements.
1.1.4 Scope of the Works
1.1.4.1 The scope of the works to be executed by the Contractor shall include the following:
1) Design, production, verification, delivery, testing, commissioning and rectification

of defects during the Defect Liability Period of 30 LRVs to run on the Light Rail
System. Among the 30 LRVs, 20 of which shall be Driving-Cab-Car (DC car)
equipped with driving cab while the other 10 shall be Motor-Trailer-Car (MT car).
All interface design, installation, testing, and commissioning of free-issued
equipment shall be within the scope of the works of this Contract;
a) DC car
A vehicle comprising a driving cab, capable of running singly or in multiple

operation with either another DC car or MT car as in item b) below.

b) MT car
A motored trailer car.
2) Provision of all documentation and support material associated with the operation
and maintenance of the vehicles as specified herein;
3) Interfacing with other Project Contractors which have either physical, functional or
design interface with this Contract. Design, provision of equipment, components and
materials, installation, testing and commissioning as specified in all Interface
Specifications appended to this Particular Specification;
4) Training for maintainers, cleaners, engineers and operators, including the training
materials, training kits and demonstration equipment;
5) Supply and installation of all consumable and materials required for testing,
commissioning and operation;
6) Provision of drawings, calculations and other documents specified herein the

Contract;
7) Provision of design development items including studies and reports as specified

herein; and
8) Recommendation and supply of spares, special tools, special test equipment and
special training equipment as specified herein.
1.1.5 Options
The contract contains the following Options, in addition to the original scope of Works
of the Base Contract, to be exercised by the Employer in accordance with the Form of
Tender:

Option 1: Supply of additional 10 LRVs (DC cars), all items under PS 8.2
to 8.5 shall be supplied by the Contractor
The scope of Works for this Option shall include providing the
design, manufacture, supply, delivery, installation, testing,
commissioning and rectification of defects during the Defects
Liability Period for an additional 10 LRVs (DC cars) in accordance
with all the requirements as stipulated in this PS. All items under
PS 8.2 to 8.5 shall be supplied by the Contractor, including
installation, testing, commissioning and rectification of defects
during the Defect Liability Period. Spare parts for running
maintenance in accordance with PS 12.1 shall also be
recommended. The LRVs shall be delivered according to the
programme as stipulated in Appendix 17.
Option 2a: All free issue items in PS 8.2 to 8.5 shall be supplied by the
Contractor.
Option 2b: All free issue items in PS 8.2, 8.4 & 8.5 shall be supplied by the
Contractor.
1.1.6 Named suppliers
1.1.6.1 The Contractor shall include in the scope of the Works for the supply of the following
equipment procured from the Named Suppliers:
1) RFID Axle Box Temperature Monitoring System and the associated system
re-configuration with infrastructure
The details of the Named Suppliers are stipulated in Appendix 21 and the details of the
equipment are stipulated in PS 5.3.7.5.
1.1.6.2 When option 1, 2a or 2b is exercised by the Employer, the Contractor shall also include
in the scope of the Works for the supply of the following equipment procured from the
Named Suppliers:
1) TETRA Radio System
2) Integrated On-board Information System (IBIS)
3) On-board Passenger Information System (OPIS)

4) Destination Display System (DDS)
The details of the Named Suppliers are stipulated in Appendix 21 and the details of the
equipment are stipulated in PS 8.
1.1.7 Not used
1.1.8 Use of Employer’s Facilities
1.1.8.1 Tuen Mun Depot and Tuen Mun Workshop only able to commit the provision of total 2
LRV berth, including stabling track, M-pit and workshop pit, continuously for the new
LRV project and the arrangement shall subject to prior approval by the Engineer.
1.1.8.2 Use of lifting and other facilities including the shunting tractor and traverser shall
depend on the availability of the equipment and subject to the Engineer’s discretion.
Unauthorized operation for all the equipment inside depot and workshop is strictly
prohibited.
1.1.8.3 A test track within the depot for low speed testing, of braking up to 35 kph for a single
LRV, 30 kph for coupled LRVs can be used for testing, but shall be depend on
availability and subject to the Engineer’s discretion.
1.1.8.4 For the 5,000 km trouble free pre-revenue running type test, day and night off peak Q
paths can be used. The expected running per day is 150km. The Q paths shall be booked
a minimum of two weeks in advance.
1.1.8.5 For the 400 km trouble free pre-revenue running routine test, day and night off peak Q
paths can be used. The Q paths shall be booked a minimum of two weeks in advance.
1.1.8.6 For trouble-free test running, the availability of drivers is limited such that a maximum
limit of two LRVs may be scheduled simultaneously.
1.1.8.7 Main line testing shall be carried out during non-revenue service hours only, typically
between 1:30 a.m. and 4:30 a.m. The main line test shall be booked a minimum of two
weeks in advance.
1.1.8.8 The Contractor shall provide and maintain all facilities required by him inside the area
allocated for his use and shall remove them on completion of the Contract. These
facilities shall include provision of utility services, construction of offices, workshops
and stores, security fencing, lifting and all other work required to allow the Contractor to
fulfil his obligations under the Contract. The Contractor shall be responsible at his own
cost for all electrical power, water and telephone connections and charges in respect of
the consumption in the area allocated to him. The Contractor shall also be responsible at
his own cost of any lifting facilities required by him. Space for two standard container
offices shall be provided within the Tuen Mun Depot (TMD) at the Engineer’s
discretion.
1.1.8.9 The Contractor may use the Employer’s toilet facilities in TMD.

1.1.8.10 The Contractor shall at all times throughout the period of his occupancy of the area
allocated to him observe and comply with all instructions, rules, regulations, procedures,
manuals, notices, etc. of TMD and statutory requirements.
1.1.8.11 The Contractor shall at all times comply with MTRC’s rules and procedures during all
activities in MTRC premises. The Contractor shall also comply with the rules and
procedures specified in Appendix 18.
1.2 Not used
1.3 Not used
1.4 Not used

2 GENERAL DATA
2.1 General
2.2 Technical Data
2.3 Performance Data
2.4 Operation Data
K1846-15E PS 02 General Data PS02-Page 1 of 15

2 GENERAL DATA
2.1 General
2.1.1 This Paragraph establishes the criteria for the design and manufacture of theLRVs. It
includes the relative operational and environmental requirements,design criteria as well as
strength, performance, maintainability, safety andenvironmental impact requirements.
2.1.2 The requirements for verification and proof of design are defined in PS 9 and 14.
Directives for production are given in PS 16, whileAppendix 2 contains references such
as norms and standards, specificenvironmental data etc.
2.1.3 The LRV shall be able to operate on the existing system, and be maintained underthe
existing maintenance facilities.
2.1.4 Operating procedures shall be the same as for the existing Phase I/II/III/IV LRVswith
complete familiarity for the drivers.
2.1.5 The LRVs shall be fully compatible for coupled operation with existing PhaseIII and
Phase IV fleets achieving a standard of smoothness of coupled operation as good as or
better than the earlier “as new” vehicles performance when operating similarly(PS 2.4.9).
2.1.6 The Contractor shall exercise a documentation and on-site survey / study to confirm the
system, interface, control and trainline information of existing Phase III and Phase IV LRV
in detail design stage in order to achieve the compatibility for coupled operation with
existing Phase III and Phase IV LRV.
2.2 Technical Data
2.2.1 General Data
2.2.1.1 The following technical data of the 4-axle LRV shall be used (see drawing no.
EMLRVENG/XP/RR/A0001 (A)).
- Length over coupler faces 20200 mm

- Length over carbody 19400 mm
- Width 2650 mm
- Height (top of rail to top of roof) 3415 mm
- Height to top of air-conditioner < 3900 mm
- Interior height at centreline of car 2150 mm
- Bogie centre distance 11000 mm
- Floor height (at centre door) 955±15 mm
- Clear width of double doors - Minimum 1700 mm
- Bogie wheelbase 1900 mm
- Wheel diameter new/worn 720/660 mm

- Minimum running clearance (with fully wornwheels,59 mm

noshimming)
- Height of coupler c/1 to top of rail 500 mm
- Height of bumper centre 847.5 mm
- Minimum clearance of coupler on vertical curve 80 mm
- Number of passenger doors 3 pairs
2.2.1.2 The cars shall be designed based on the following definitions of car loading.
Passenger weight shall be taken as 57 kg.
(1) AW0 Tare Weight (empty)

(2) AW1 Seated load plus one train operator
(3) AW2 AW1 load plus standees at 6/m2
(4) AW3 AW1 load plus standees at 8/m2 (equivalent to 255 or

above)
(5) AW4 AW1 load plus standees at 9.6/m2
(AW4 is the design figure for structural calculations taken as 120% AW3)57 kg/person
shall be assumed in all mass calculations.
2.2.1.3 The structural design load (AW4) is defined as the limit of static weight for the
vehicle structure before the introduction of dynamic effects and safety margin.
2.2.2 Passenger Vehicle Weight
2.2.2.1 Where the weight of a passenger vehicle is referred to in this Paragraph it shall be the
weight in kilograms measured in procedures accordance with IEC 61133 without
tolerances added, or other method proposed by the Contractor and approved by the
Engineer, but with no tolerances to be applicable to the weighing procedure or results. The
measured load on the line of the wheels on one side shall not differ by more than ± 4%
from the average of the measured loads on both lines of wheels.
2.2.2.2 The target weight of any passenger vehicle is 28,500 kg. The Contractor shalldesign and
supply the passenger vehicles in actual weight not exceeding thetarget weight.
2.2.2.3 If the actual weight of the LRV exceeds the target weight of 28,500 kg, the LRVshall be
considered to have failed commissioning. The Contractor shallimmediately effect an
action plan for reducing the weight of the LRV to thesatisfaction of the Engineer. Any
weight reduction shall not introduce anyadverse effect to the safety, performance and
reliability of the LRV.
2.2.3 Major Design Criteria
2.2.3.1 General:
1) Four axles rigid body concept

2) Unidirectional operation; auxiliary operator’s console (shunting controls) in the rear of

the DC car, and at both ends of MT car.
3) Left hand-line operation
4) Single operation or multiple operation of up to three cars
5) High level (platform) loading
6) Exterior sliding doors
7) Low interior and exterior noise levels
2.2.3.2 Carbody
1) Austenitic stainless steel structure and sheathing except limited areas of heavy sections
of weather resistant steel alloys with complete corrosion protection for bolsters and
coupler mounting plates.
2) Allowable horizontal compression test loads
- coupler attachment 350 kN
- underframe to cab window sill 400 kN
3) Crash-worthy design
4) Air-conditioning system for optimum passenger comfort at maximum unload and

passenger load
5) Modular design, utilizing identical sub-assemblies and components
2.2.3.3 Bogies:
1) Twin motors either in one frame or separately axle-hung
2) Inside frame mounted
3) Rubber cushioned wheels
4) Air secondary suspension

5) Low un-sprung mass and good wheel-load equalization
2.2.3.4 Propulsion:
1) 3-phase AC traction, either one or two VVVF traction inverters (using IGBTs) per
bogie
2) Electrodynamic and regenerative braking system
2.2.3.5 Brakes:
1) Regenerative brake, blended with rheostatic brake
2) Electropneumatic disc brake
3) Fail-safe spring applied/air released concept
4) Parking brake
5) Magnetic track brake
2.3 Performance Data
2.3.1 The performance of the vehicle at nominal overhead wire voltage on level tangent track
shall be : -
1) Starting acceleration rate at AW3 to 36km/h 1.3 m/s/s (see drawing no. LRV-G-003A)
2) Overall (inclusive of response time) deceleration rate (see drawing no. LRV-G-003A)
- service brake 1.3 m/s/s

(max)
- emergency brake 2.7 m/s/s

(max)
3) The emergency brake system shall be designed that at all loads AW0 to AW3 weight
on a straight level track with a dry clean running surface on the application of the
brakes the vehicle shall be brought to a stop within the distance specified on drawing
LRV-G-003A.
4) Operating speed max. 80

km/h
5) Climbing capability
- max grade, on which start and braking of a vehicle 8%

at AW3 load must be possible
- Performance reduction is to be no worse than 2.5%
- Roll-back during start-up on an 8% grade shall be limited to 0.05 m max.
6) The propulsion system and the static converter shall be designed for an overhead line
voltage variation from 525V to 900V without reduction of the acceleration
performance (however with a reduction of the maximum speed at voltages below
750V).
7) A slip-slide control system shall be integrated into the propulsion system.
2.4 Operation Data
2.4.1 General
This Paragraph defines the operational conditions in brief. For more details, the relative
chapters in this specification shall be taken into account. It is the responsibility of the
vehicle manufacturer to meet all interface and operational requirements.
2.4.2 Basic Track Data
- Track gauge (measured 14 mm below the rail 1435 mm

head / 10mm below the rail head for Ri60 &
95R section)
- No gauge widening in curves
- Curve radius, centre of track (operational and min. 25 m (Mainline)
shop)
min. 20 m (Depot)
- Rail profiles
* Ballasted track 54E1 / 1烉20 or vertical
* Paved tracN 54E1 /1:20 or vertical Ri60 /

vertical

* Turnouts in ballasted track 54E1 full depth

54E1T1 full depth
* Turnouts in paved track ZU51 / Ri60 / vertical with

flange bearing crossing
- Gradient
* Maximum 8%
* Desirable 6%
* Station Platforms 5%
- Vertical curve
* Concave min 300 m
* convex min 300 m
- Superelevation on curves
* Paved max 80 mm
* Station Max 70 mm
* Ballasted max 165 mm
* No negative super elevation
* Maximum cant gradient 1 in 300
* Maximum cant deficiency 150 mm
* Maximum rate of change of cant deficiency 45 mm/s
- Length of straight track between two reverse 10 m (min)
curves
- Tightest Reverse Curve R25 m curves with 4.59m
straight transition
- The kinematics envelope is given on drawing

no. LRV-G-004A
- Maximum permissible axle load on track and 16 ton
civil structures within Light Rail System
2.4.3 Kinematic Envelopes
2.4.3.1 Normal Conditions
No part of any car shall infringe the Light Rail Kinematic Envelope as shown in drawing
LRV-G-004A, taking into account of all car displacements due to the simultaneous
occurrence of all normal conditions specified in PS 2.4.3.1 and PS 2.4.3.3 together with
any one abnormal condition specified in PS 2.4.3.2.
Normal Conditions
1) Any vehicle speed between 0 and 80 km/h.

2) Any vehicle load between AW0 and AW4 loads.
3) Any degree of vehicle wheel wear between new and fully worn.
4) Any normal operation conditions vehicle suspensions including all tolerances and
potential variations in setting.
5) Wind forces with a wind speed up to 117km/h with gust exceeds of 180 km/h.
6) Maximum cant deficiency of 150 mm.
7) Maximum cant excess of 165 mm.
8) Any degree of track wear and variations as detailed in PS 2.4.3.3.
2.4.3.2 Abnormal Conditions
1) Any one primary spring element failed and collapsed.
2) Any combination of bogie air springs deflated.
3) For the confirmation of compliance of the Kinematic Envelope and pantograph

movement, the track maintenance tolerances below shall be used.
4) Allowance for vehicle throws shall be required for compliance with the Kinematic
Envelope for curves down to 20 metre radius.
2.4.3.3 Track Maintenance Tolerance Table
Track Gauge
* Plain line +10 / -3
* Turnout: toe +8 / -2
* Turnout: nose +5 / -0
Sidewear (Sidecut) 9
Rate of Change of Gauge 1 in 1000
Horizontal Alignment (versine at 20m chord) ±7
Rate of Change of Horizontal Alignment 1 in 1000
Vertical Alignment (versine at 20m chord) ±7
Rate of Change of Vertical Alignment 1 in 150
Rail Topwear 13

Cross-level Tolerance
* Tangent & Circular Curves ±8
* Transitions ±8
Twist
* 2.0m base 1 in 200
* 15.0m base 1 in 333
The Standard for Track Maintenance Tolerances [S/CV-pwy/AP/03(99)] as attached in

Appendix 25 shall be taken into account.
2.4.4 Electrical Supply
Power is supplied via the overhead line equipment. The design parameters of the system
are as follows : -
Overhead wire height above rail for the max 6000 mm

pantograph design min 4000 mm
Line voltage at feeder point

Voltage for normal operation
* Nominal 750V DC
* Minimum 500V DC
* Maximum 1000V DC
Absolute limits
* Minimum 450V DC
* Maximum (overvoltage) 1270V DC
For propulsion performance calculations, the line voltage of 750V DC shall be
complied.
2.4.5 Operative Environment
The climatic conditions as set out in detail in G.S. Paragraph 2 shall be taken into account
during design stage.
- Operation under typhoon conditions
*The system has to be fully operational up to typhoon signal no. 8

(sustained wind speed 63 - 117 km/h, gusts may exceed 180 km/h).
* When the Tropical Cyclone Warning Signal no. 8 is hoisted, some of the vehicles
will be removed from operation, leaving only a minimum service. At typhoon
warning no. 9 and 10, all vehicles will be parked at the storage area or at the loops;

they shall be safe with respect to overturning.
- Formidability
*With fully worn wheels, the vehicle shall be able to operate onflooded track,
with no entry of water into any compartment,component or device that will cause
vehicle malfunction, damage,premature wear or failure when: -
- in water up to 50 mm above the rail head for a distance of 200 m at reduced velocity
(approximately 20 km/h)
- in water up to 100 mm above the rail head for a distance of 100 m; standing or at low
velocity (approximately 5 km/h)
2.4.6 Environmental Impact
2.4.6.1 Noise
The following features shall be equipped to reduce wheel squeal in various curves and
loops.
- elastomeric cushioned wheels
- wheel profile as per drawing no. EMLRVENG/XE/RR/A4000(A)
- wheel flange lubrication
- rail head lubrication
2.4.6.2 Wayside Noise Levels
1) Running:
- The exterior noise produced by a LRV operating on ballast and sleeper track at any
speed between 0 and 80 km/h in all operational modes including all modes of service
braking with all systems operating simultaneously under normal conditions shall not
exceed 70 dB(A)max at any elevation in a vertical plane 15 m from the track
centerline.
- The test shall be performed according to ISO3095 or other equivalent standard

subject to review by the Engineer.
2) Stationary:
- When stationary with all auxiliaries running, the LRV should not exceed a noise
level of 61 dB(A) at a distance of 15 metres perpendicular to the track centerline at

any point of a 180 degree vertical arc around the vehicle.
- The noise produced by the roof mounted components of the air conditioning unit
should not exceed 57 dB(A) at any location in a vertical plane 15 m from the track
certerline along the length of the vehicle while the equipment is operating under all
normal conditions and loads.
- When the vehicle is stationary, the noise produced by the individual operation of all
undercar equipment units or systems, including the motors, blowers, air compressor
systems and other noise generating systems and components, should not exceed 62
dB(A) at any location in a vertical plane 5 m from the track centerline. The noise
produced by the simultaneous operation of all undercar equipment should not exceed
61 dB(A) at any location in a vertical plane 15 m from the track centerline. These
limits apply while equipment is operating at normal conditions and along the length
of the vehicle. Starting and stopping transient noises are included in these.
- The noise limits stipulated in this specification must be reduced by 3 dB(A) if

prominent tonal noise in the range of 31.5-8000 Hz are present in the noise.
Prominent tonal noise shall be considered significant in this context if any 1/3 octave
band sound pressure level is 3 dB(A) or greater than the average of the two adjacent
1/3 band octave levels containing no prominent tonal noise.
2.4.6.3 Vibration
1) Vehicle design shall match with the existing permanent way design standard so as to
avoid any excessive vibration on the vehicle as a whole. The detail of the standard will
be given to the Contractor during design stage.
2.4.7 Duty Cycle and Useful Life
2.4.7.1 The annual mileage of the fleet is 2,550 car-kkm
2.4.7.2 Operation:
- 20 hours per day for not less than 30 consecutive days without any maintenance, but
only visual inspection at weekly intervals.
- The useful life of the vehicle under an adequate maintenance regime as defined in the
respective manuals shall not be less than 40 years except for the LRV interior
finishing where a minimum 20 years design life is required.
2.4.8 Life Cycle Cost
2.4.8.1 The contractor shall submit the information required in Appendix C of the Instructions to
Tenders for evaluating the Life Cycle Cost (LCC) of the LRVs in respect of energy
consumption and maintenance costs as referred to in PS Appendix 20
2.4.8.2 The submitted figures for energy consumption and maintenance costs will be used for
evaluating the maintenance cost and the overall energy consumption targets using the
simulation software PowerPlan.

2.4.8.3 The contractor shall provide evidence to substantiate the proposed average replacement
interval (kkm) for each item listed under Preventive Maintenance (PM) and overhaul
materials in Appendix C of the Instructions of Tenders.
Detailed Life Cycle Cost requirement refers to Appendix 20.
2.4.9 Passenger Comfort
2.4.9.1 Interior Noise
1) The interior noise level inside the LRV at 1.2 m above floor level, when traveling on
ballast and sleeper track at any speed from 0 to 60 km/h and with any or all auxiliary
equipment operating at normal conditions, shall not exceed:
- 68 dB(A) within any car (including the cab, with closed windows)
2) With the LRV stationary, the noise produced by the individual operation of all
auxiliary equipment units or systems, including the refrigeration
compressor/condenser, motors, blowers, air system components and other noise
generating systems and components, including roof mounted components of the air
conditioning system, shall not exceed 62 dB(A). The noise produced by the
simultaneous operation of all auxiliary equipment and systems shall not exceed 65
dB(A). These limits apply while equipment is operating at all normal conditions and
loads.
3) With the LRV stationary, the noise level when the doors open shall not rise by more
than 3 dB(A).
4) The above limits include all operational conditions of the equipment, including start-up
and stopping transient noises.
5) Noise produced by operation of all the doors only, shall not exceed 72 dB(A) anywhere
in the car 0.3 m or more from the doors and between 1 and 2 m above the floor.
6) Noise generated by LED, fixtures installed in the LRV and energized at rated voltage
and frequency, shall follow the requirements in Clause 4.3 of Appendix 26.
7) The measurements shall be taken according to ISO3381 or equivalent standard subject

to review by the Engineer. The measuring devices shall have been calibrated and no
tolerance shall be applicable.
2.4.9.2 Car Interior Vibration
1) Equipment and auxiliaries mounted anywhere on the car or bogies shall not cause
vertical or horizontal vibrations anywhere on the floor, walls, ceiling or seat frames of
the stationary car in excess of 2 mm peak-to-peak displacement from 0 Hz to 1.4 Hz;

0.01 g zero-to-peak acceleration from 1.4 Hz to 20 Hz; and 0.8 mm/s zero-to peak
velocity above 20 Hz, or shall not exceed 0.5 m/s/s RMS at any frequency up to 100
Hz, whichever is more stringent.
2.4.9.3 Ride Quality
1) The longitudinal jerk shall not exceed 1.5 m/s³ (adjustable by software between 1.0
m/s³ and 1.5 m/s³) under all revenue service conditions, other than emergency braking.
2) The lateral jerk shall not exceed 0.5 m/s³ under all revenue service conditions.
3) The ride quality shall comply with UIC513 evaluation scale of good comfort (1<N<2)
for both seated and standing position.
2.4.9.4 Air Conditioning
1) Fresh air at a rate of not less than 7 m3/hr/person and re-circulating airflow shall be
provided to evenly distribute the cooling energy throughout the passenger saloon and
avoid stratification.
2) The saloon shall have sufficient capacity to maintain the interior temperature to 23°C
and relative humidity between 55 to 65% during the most adverse operating condition.
2.4.10 Electromagnetic Compatibility
2.4.10.1 The Contractor shall ensure that sufficient measures are taken to ensure all equipment on
board the LRV are compatible with existing Light Rail signaling and radio systems. The
possible sources of interface shall include, but not limited to, the trainborne signaling and
radio equipment, trackside signaling equipment, trackside radio frequency (e.g. Radio
Frequency Identification antenna) equipment and the electronics appliances of passengers.
The new LRV shall also be electromagnetically compatible with existing LRVs operated in
the Light Rail.
2.4.10.2 Where applicable, the following EMC standards, immunity and emissions requirements
listed shall apply. The Contractor shall co-ordinate the emission and immunity interference
levels of all equipment supplied and installed by the Contractor, its subcontractors and
suppliers.
EN 61000-6-4 EMC Generic standards - Emission

EMC Part 6, standard for industrial environments
Section 4
EN 61000-6-2 EMC Generic standards Immunity for
EMC Part 6, industrial environments
Section 2
EN 50121-3-1 Railway Applications -

Electromagnetic Compatibility,

Rolling Stock - Train and Complete

Vehicle
EN 50121-3-2 Railway Applications -

Electromagnetic Compatibility,
Rolling Stock - Apparatus
IEC 61000-4-1 Electromagnetic compatibility

EMC Part 4, Testing and measuring techniques
Section 1 General

Section 2 Electrostatic discharge requirements

Section 3 Radio frequency electromagnetic
field - immunity tests

Section 4 Electrical fast transient / burst require
ment

Section 5 Surges immunity tests

Section 6 Conducted radio-frequency
disturbances above 9KHz
immunity tests

Section 8 Power frequency magnetic field
immunity tests

Section 11 Voltage dips, short interruptions and
voltage variations

immunity tests
2.4.10.3 The LRV shall be designed such that the emission shall not exceed the levels specified in
BS EN50121. The Contractor shall also ensure that the electromagnetic field inside both
saloon and the driving cab shall not exceed 0.1 mT to avoid interference to customer goods
and appliances, including pacemaker, from the electrical supply system.
2.4.10.4 The Contractor shall identify all electromechanical and electrical components that require
EMC tests and shall carry out all necessary tests in the design stage and submit an EMC
Test Specification to the Engineer for review, if identified to be necessary.
2.4.10.5 The vehicle shall be designed to reduce radio frequency interference, both inside and
outside.
2.4.10.6 Interference shall not be caused to communication and public-address system on the
vehicles and platforms.
2.4.10.7 Interference on telephone cables
- The magnetic interference on buried telephone cables shall be less than 1 m V EMF
(according to CCITT) under the following conditions:
x min distance of cable to the nearest rail 2.5m
x unshielded, twisted cables with a symmetry factor of 1:100
x severest operating conditions (i.e. max AC currents, only one chopper operating)
2.4.10.8 As far as reasonably practicable, no credible single point of failure should cause LRV
immobilized. Alternatively speedy recovery provision shall be provided. Failure isolation
shall be provided for rescue the LRV without the need of recovery by coupling with
another vehicle. (moved to PS21.7.1)

3 DESIGN REQUIREMENTS
3.1 General Design Requirements
3.2 Previous Usage
3.3 Interchangeability
3.4 Codes and Standards
3.5 Design and Manufacturing Tolerances
3.6 Carbody and Bogie Design
3.7 Weight Analysis
K1846-15E PS 03 Design Requirements PS03-Page 1 of 6

3 DESIGN REQUIREMENTS
3.1 General Design Requirements
3.1.1 The requirements specified in this Particular Specification are minimum levels of design
conformance and acceptable functionality. They are not intended to restrict innovation
and flexibility within the design process, but set parameters for that process which shall
not be contravened.
3.1.2 The Contractor’s design process shall ensure that all systems, subsystems, assemblies
and components of the vehicle are complementary and compatible in form, fit and
function. The Contractor shall follow the System Engineering Management System as
stipulated in Appendix 16 of this Particular Specification.
3.1.3 The following general design concepts shall be incorporated to increase maintainability
and maximize availability:
1) Use of interchangeable, modular components.
2) Use of service proven designs.
3) Extensive and prominent labeling of parts and wires.
4) Use of unique serial numbers for traceability of all components.
5) Focus on low life cycle cost.
Please refer to Appendix 15 for detailed information of interchangeable item.
3.2 Previous Usage
All equipment, components and materials shall have a proven record of satisfactory use
in other rolling stock applications, or shall be demonstrated as appropriate to the
satisfaction of the Engineer.
3.3 Interchangeability
3.3.1 The Contractor shall design the new LRV to allow interchangeable with the existing
Phase III and Phase IV LRV of the following major components:
1) Wheel and Axle

2) Coupler
3) Brake Disc
4) Brake Caliper
5) Bogie Frame
3.3.2 The Contractor shall design the new LRV bogie frame to be interchangeable with the
existing Phase III and Phase IV LRV to optimize the amount of spare flow. The design
shall allow bogie frames fitted with non-interchangeable components from Phase III and
Phase IV LRV, including traction motor, suspension components, driving gears and
pneumatic valves and pipework, such that the Phase III and Phase IV LRV fitted with
the new LRV bogie frame can be operated without any degradation of the existing
performance and vice versa. The Contractor shall provide 2 sets of adaptor to allow
Phase III and Phase IV non-interchangeable components to be fitted onto new LRV
bogie frame and vice versa. The interchangeable bogie frame design shall also match the
interfaces of the testing and overhaul jigs in the TMD.
3.3.3 The Contractor may propose alternative bogie frame design that does not fulfil the
requirement given in PS 3.3.2. In that case, the Contractor shall provide the following
to minimize the impact on the maintainability to the Employer:
1) 2 numbers of spare bogie complete with traction motor, wheel, axle, brake caliper,
track brake, suspension components, driving gears, pneumatic valves, pipework and
all associated components to allow adequate spare flow;
2) Special tools, bogie press, new jigs and fixtures installed in the workshop to allow
the Employer to utilize the existing workshop facilities to carry out maintenance
works including assembling of bogie, adjustment and shimming of suspension,
overhaul of bogie frame and testing on the bogie assembly;
3) Rearrangement of workshop facilities to allow the installation of special tools, bogie

press, new jigs and fixtures. The workshop facilities rearrangement shall be
submitted for review by the Engineer. The Contractor shall consider the
maintenance of all light rail vehicles maintained by the Employer when rearranging
the workshop facilities such that there is no impact to maintenance of all light rail
vehicles.
3.4 Codes and Standards
3.4.1 Codes and standards specified in this Particular Specification References shall be
interpreted as a requirement for compliance with the edition or revision thereof, and
amendments and supplements thereto, in effect on the date of submission of the Tender.

3.4.2 Where any referenced codes and/or standards are in conflict with each other or with this
specification, the more stringent requirement shall apply, unless otherwise reviewed
without objection by the Engineer.
3.5 Design and Manufacturing Tolerances
Where not specifically identified by statements or reference codes, the Contractor shall
establish design and manufacturing tolerances. These shall reflect industry best
practice and shall be submitted to the Engineer for review.
3.6 Carbody and Bogie Design
3.6.1 General Stress Analysis
3.6.1.1 The light rail vehicles shall be designed adopting the state-of-the-art technology.
Design verification shall be effected by stress analysis, engineering calculations,
comparative analysis, computer modelling and tests.
3.6.1.2 The Contractor shall submit stress analysis report for review by the Engineer. The
stress analysis report shall cover the following aspects:
1) All load cases stipulated in PS 04.
2) Assumptions and simplifications for analysis.
3) Allowable stress levels, with justification.
4) Calculated stresses.
5) Safety Factor.
6) Mode analysis with self-vibration characteristic.
7) Life estimation.
8) A record of calculation checking and verification.
3.6.2 Safety Factor
The safety factor shall be defined as the allowable stress divided by the calculated stress.
This safety factor shall be greater than 1.2.
3.6.3 Finite Element Analysis

3.6.3.1 Finite Element Analysis (FEA) shall be used, at a minimum, for any complex structural
element that affects safety or availability in a failed state. An FEA report shall be
produced, that includes at a minimum:
1) All load cases described in PS 04.
2) Assumptions and simplifications for analysis.
3) Diagrams showing the model used, boundary conditions, and any restraints, i.e.
fixities, load applications on the model.
4) Allowable levels, with justification.
5) A record of checking and verification of the model.
6) Calculated stresses, including contoured stress plots.
7) Deformed shape plots where applicable to aid understanding of the structural

performance of the car.
8) Post processing adjustment of FEA calculated stresses to address modeling

inaccuracies, local stress concentrations and other similar factors.
9) Safety factor.
3.6.3.2 A fully detailed Finite Element Analysis (FEA) of the carbody shall include camber and
carbody offset from track centre-line, and show particular attention to door and window
corners, as well as car and bogie bolsters, underframe equipment supports for equipment
weighing over 50 kg, and of the bogie and its attachments.
3.6.3.3 The stress results shall be in the form of Tresca stress and principal stresses for the
carbody and bogie and bolsters reports. The maximum displacement as a result of the
load application under all load cases described in PS 04 shall be shown on the FEA
report.
3.6.3.4 Noting that stainless steel has both orthotropic and uneven properties, i.e. different in
compression and tension, it is required that the FEA shall show the stress contour or the
stress flow directions.
3.6.3.5 The FEA models shall utilize no constraints. The FEA models shall be explained
thoroughly and provided in a format able to be run by the Engineer and the Employer
within their premises. The facilities to enable it to be run shall be provided and
installed by the Contractor in the Employer’s premises.
3.6.3.6 The reports shall examine load paths for any complex stress concentrations and ensure
that load paths are continuous and smooth. Each structural connection shall be at least

as strong as the member joining it. This shall be demonstrated by the FEA, separately
confirmed by calculation and proven as or required by the Engineer by sample or type
tests. The report shall present spot weld pattern strengths and weld strength data as
well as the latest stainless steel fatigue data and sources.
3.6.3.7 The FEA shall take account of natural resonant frequencies of bracket, supports and
transoms.
3.6.3.8 The report will provide a fatigue life proof analysis with particular attentions to window
and door corners, car and bogie bolsters, equipment supports and brackets and the bogie.
3.6.3.9 The carbody and bogie FEA models shall be verified by comparison to the static load
tests the results being accurate to within ± 10% for FEA stresses over 75% of yield
point, or differences explained to the reasonable satisfaction of the Engineer.
3.6.3.10 The design fatigue life calculation of bogie and bolster shall be updated and verified by
using loads measured during dynamic testing of the first two LRVs according to the
verification requirements in PS 9.10.
3.6.3.11 The design fatigue life calculation of carbody shall be updated and verified by using
loads measured during dynamic testing of the first LRV according to the verification
requirement in PS 9.6.10.
3.7 Weight Analysis
3.7.1.1 Weight management is a multi-discipline task involving all design areas.
3.7.1.2 The Contractor shall establish a weight management plan to be submitted no later than
two months after the Commencement Date. The weight of the vehicle shall be
monitored by a monthly weight report until commissioning of the first vehicle. All
drawings shall tabulate component or assembly weights. The weight reports shall
demonstrate how the Contractor and subcontractors plan to achieve component and
assembly target weights and monitor all FAI weights for compliance to the plan and
notify non-conformities and planned corrective actions.

4 CARBODY
4.1 General
4.2 Structure General
4.3 Load Assumption
4.4 Colour Scheme and Markings
4.5 Interior Equipment
4.6 Operator Cab
4.7 Windows
4.8 Couplers and Draft Gear
4.9 Air Conditioning System
4.10 Lighting
4.11 Passenger Doors
4.12 Auxiliary Supply System
4.13 Destination and Run Number Signs and Announcements
4.14 CCTV Monitoring System
4.15 Falling Object Detector System (FODS)
K1846-15E PS 04 Carbody PS04-Page 1 of 74

4 CARBODY
4.1 General
4.1.1 This Section describes the general design of the carbody including all entirely carbody
mounted equipment. The general arrangement is given on drawing no.
EMLRVENG/XP/RR/A0001(A).
4.1.2 Carbody shall be designed to extensively adopt high-strength stainless steel and low
alloy, high tensile (LAHT) steel to achieve a relatively lightweight and be able to
withstand high compression loads and high tensile load to the centre of the coupler.
The carbody structure shall be mainly constructed of extra low carbon type stainless
steel by welding. The carbody shall not exhibit any signs of degradation such as fatigue,
Stress Corrosion Cracking and etc. throughout its service life. The exterior skin consists
of stainless steel panels, spot-welded in place. Heavy sections such as the underframe
and end framings shall be fabricated from LAHT steel by welding.
4.1.3 In addition to the technical design requirements as set out in PS 02, the vehicle has to be
in accordance with ergonomic principles with reference to the passengers, operating and
maintenance personnel as well as human factors requirement given in Appendix 22.
4.1.4 Emka locks shall be used for all equipment boxes covers and skirts, etc. They shall be
vibration proof and have clear indication of close or open position, especially for the
underframe equipment. Open shall be vertical upwards, and to clamp closed, rotation
shall be towards the adjacent panel edge.
4.1.5 Fibreglass canopies front and rear, if different in design appearance to existing parts,
shall be compatible for installation to the existing carbodies of Phase I, II,III and IV.
Preference is given to the use of existing moulds (modified if necessary) unless
otherwise agreed.
4.1.6 Fibreglass canopies and skirts shall comply with BS6853 Category Ib or BS EN 45545
and all fire resistance requirements as stipulated in this Particular Specification.
4.1.7 All new FRP moulds made by the Contractor, after they are used, shall be delivered to
TMD at no additional cost to the Employer.
4.1.8 The carbody, including doors and windows, shall be watertight under all operating
conditions, including passage through a train washing facility. Except for those
produced by the ventilation system, no drafts from the LRV exterior shall be discernible
at any operating speed.

4.1.9 A water deflecting gutter shall be installed on the roof along the entire side of the car.
The gutter shall be continuous to ensure controlled drainage at the corners of the car.
The gutter design shall ensure that water will not spill over the gutter onto the carbody
side or onto the platform when the LRV is braking into a station.
4.1.10 The carbody shall be designed to maximize available space within the carbody, whilst
remaining within the kinematics envelope specified herein.
4.2 Structure General
4.2.1 Underframe
4.2.1.1 Framing members and shear panels shall form an underframe to carry adequately the
combined reactions under the anticipated vertical and longitudinal loads. A stainless
steel sub-floor minimum 1.2mm thick shall be provided for sound attenuation, to
guarantee floor support in case of an underframe fire, to support the interior floor
paneling and to prevent moisture come into contact if plywood floorboard is used.
4.2.1.2 Bumpers shall be provided at both ends of the vehicle to absorb impact from or to the
vehicle during operating conditions. These bumpers shall be designed with energy
absorbing elements and shall be easily replaceable. These bumpers shall be mounted
at a height of 847.5 mm from the top of rail as shown on
EMLRVENG/XP/RR/A0001(A).
4.2.1.3 The rear bumper shall be designed in such way that no standing position on the bumper
is allowed for prevention against LRV Surfing.
4.2.2 Sides
4.2.2.1 The car sides shall be designed to be fully integrated in the carbody structure and
utilized as load carrying elements. They shall consist of vertical posts, longitudinal
stiffeners and the sheathing. Overlaps of sheathing on the vehicle sides shall be
continuous-seam seal welded. Door and window corners shall be designed to avoid
fatigue cracks in these areas.
4.2.2.2 Skirts shall extend the sidewalls below the underframe. These skirts shall all be hinged
glass reinforced composite panels or can be designed as covers of the equipment boxes.
In addition to the improvement of the car aesthetics, these skirts protect the underframe
mounted equipment and reduce the exterior noise level of the vehicle. The skirts shall
be as shown on drawing EMLRVENG/XP/RR/A0001(A) and of suitable lengths for
good ergonomic access to equipment.
4.2.3 Front Structural General

The crash-worthiness of the front structure with regard to passenger and operator safety
shall be considered. Adequately dimensioned collision posts, (connected by a
horizontal member on waistrail height) shall avoid the shearing-off of the front portion
of the carbody structure. The connection of the glass reinforced composite canopy to
the carbody structure shall be durable and water tight, secured by screws.
4.2.4 End Structure General
The car ends shall meet similar requirements to the front structure in order to protect the
passengers in this area. The connection of the glass reinforced composite canopy to
the carbody structure shall be durable, watertight, secured by screws.
4.2.5 Roof
4.2.5.1 A recessed roof design, where the connection between sidewall and roof is
approximately 100 mm higher than the roof sheet, is preferred. This design features a
hidden rain gutter. The roof shall be continuous-seam seal welded where overlaps of
sheets occur.
4.2.5.2 The roof shall be adequately stiffened in order to carry the respective equipment such as
pantograph, radio aerial, air conditioning modules and lightning arrester. The roof shall
carry two men with their equipment without permanent deformation. Insulation and
anti-slip coverage shall be provided where necessary. Drainage of the roof shall be by a
minimum of 4 drainage pipes with minimum interior diameter of 35 mm. Special care
should be taken to avoid streaming of water over the car ends when the car is
accelerating or decelerating. Anchorage of safety belts clear from the depot structure
including the high level platform shall be provided to facilitate safe working
4.2.6 Corrosion Protection and Painting
4.2.6.1 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 be
submitted for approval to receive an adequate corrosion protection before assembly.
4.2.6.2 The surface preparation, priming and painting shall match with the proposed carbody
construction and manufacturing of components method and shall be subjected to
approval by the Engineer. The service life of the exterior paint shall not be less than 15
years after substantial completion of the respective vehicle or as approved by the
Engineer during which only limited touch-up, e.g. due to scratches or to damage repair
caused by accidents, shall be necessary.
4.2.6.3 Paint life is regarded as a critical maintenance issue. The design shall ensure that life
is optimized and having the highest resistant to fading.

4.2.6.4 Paint shall be utilized on the carbody canopies exterior for the minimum area to suit the
corporate colour scheme. Colour impregnation of the fiberglass composite with high
resistance to fading shall minimize painting.
4.3 Load Assumption
4.3.1 General
4.3.1.1 This Section outlines the minimum design criteria and applicable standards. Further
detailed criteria and standards shall be prepared by the Contractor during the design
process. Design criteria and standards shall be submitted to the Engineer for approval.
Appendix 2 gives a summary of the standards that have been considered during
preparation of the specification.
4.3.1.2 All equipment and containers shall be supported on brackets not bolted in suspension.
All rotating equipment and also their containers shall be isolated by resilient mounts.
4.3.1.3 Jacking and lifting points shall be provided for normal maintenance operation, and
emergency rescue operation when the LRV is derailed. The locations of the jacking
points shall be similar as the existing LRVs. The jacking points at the saloon to taper
end joint shall be suitable for rerailing a vehicle tilted to an angle not less than 15° to the
horizontal, lifting the near bogie, the further bogie supporting the carbody at AW0. No
permanent deformation shall be acceptable. This shall be tested according to PS
4.3.2.1 (7).
4.3.2 Static Strength
4.3.2.1 The carbody and attachments shall withstand the following static loads without causing
measurable permanent deformation to any part of the car structure:
1) A compressive or tensile longitudinal end load of 350 kN applied to the centre-

line of the coupler.
2) A compressive end load of 400 kN applied to the underframe.
3) A compressive end load of 400 kN applied to the window sill at the cab end.
4) A vertical longitudinal uniform distributed load equal to 1.2 times the AW4
weight of the car (excluding bogies).
5) A vertical load applied at the lifting points on the car, equal to 1.1 times the
AW0 weight of the car (including bogies).

6) A vertical load applied at the jacking points on the car, equal to 1.2 times the
AW0 weight of the car (including bogies).
7) A diagonal twist load, equivalent to a car with bogies attached at AW0 being
supported on any one jacking point and the further bogie, i.e. lifting one bogie
clear of the track.
8) Combined load of cases (1) and (4) specified above.
9) Combined load of cases (2) and (4) specified above.
10) Combined load case of (3) and (4) specified above.
11) The driver seat floor mounting shall support a forward load of 1.75 tonne applied
horizontally at a height of 876mm above floor level.
4.3.2.2 The carbody shall withstand the loads stated above without exceeding 66% of the
ultimate strength of the material.
4.3.3 Vertical Deflection
4.3.3.1 The vertical deflection of the carbody under any vertical load from AW0 to AW4, shall
not hinder the normal operation of the saloon side doors.
4.3.3.2 The vertical deflection of the carbody between the bogie attachment points shall not
exceed 0.1% of the bogie centre distance under AW4 condition, or otherwise approved
by the Engineer.
4.3.3.3 The completed carbody shall incorporate camber on the neutral axis of the carbody at
constant carbody structural cross-sectional moment of inertia. The camber shall
remain positive for load conditions up to AW4 including the door side and window side
of the LRV.
4.3.4 Dynamic Strength
4.3.4.1 The carbody and any equipment mounted to or within the carbody shall be designed to
withstand the fatigue loads that the car will encounter over a period of 40 years of
revenue operation, in accordance with the criteria specified herein.
4.3.4.2 As a minimum the carbody shall withstand a combination of the following cyclic loads
applied to the AW2 weight of the car for a minimum of 10 million cycles : -

1) ±0.2 g longitudinal acceleration
2) ±0.15 g lateral acceleration
3) ±0.15 g vertical acceleration
4.3.4.3 These loads shall be considered to be acting separately from each other, in conjunction
with a 1 g vertical downwards load, and the damage from each case shall be summed.
4.3.4.4 The carbody shall be proven by a fatigue test conducted at no additional cost to the
Employer.
4.3.5 Equipment and Equipment Mounting
4.3.5.1 All equipment and mountings shall withstand the following proof loads without any part
of the equipment becoming detached, and without any permanent deformation to the
carbody except for covers or shrouds at the point of load applied, with a safety factor of
at least 1.2 (where downwards is the positive direction).
1) Static Longitudinal Load of 5g
2) Static Vertical Load of -1g and + 3g
3) Static Lateral Load of 1g
4.3.5.2 Cases (1) and (3) shall be considered in either direction.
4.3.5.3 Cases (1), (2) and (3) shall be considered to occur simultaneously in any combination.
4.3.5.4 All equipment and mountings shall be attached in such a way that they shall withstand
1.5 times the above proof loads without ultimate failure, fracture or collapse.
4.3.5.5 All equipment and mountings shall be able to continue to withstand the above loads
without equipment mounting failed or missing, without permanent deformation, and
with the equipment remaining within the kinematics envelope of the car.
4.3.5.6 All equipment and mountings shall have a fatigue life of 40 years when subjected to the
loads generated from the equipment operations, and from operation on the Light Rail
track.

4.3.5.7 As a minimum the equipment and mountings shall withstand the following loads for 10
million cycles : -
4) Longitudinal Load of ± 0.2 g
5) Lateral Load of ± 0.4 g
6) Vertical Load of ± 0.45 g
4.3.5.8 These loads shall be considered to be acting separately from each other, in conjunction
with a 1 g vertical downwards load, and the damage from each case shall be summed.
4.3.5.9 All parts of the roof shall be of sufficient strength so as not to suffer any permanent
deformation when passing through a mechanical car washer.
4.3.5.10 The roof structure shall be designed to support the air conditioning apparatus,
pantographs, ducts, conduit, lighting fixtures, headlining, stanchions and other
equipment, and shall, in addition, have sufficient strength to support, without permanent
deformation, concentrated loads of 1,000 N, applied by personnel working on the roof at
intervals of 750 mm apart.
4.3.5.11 The bogie to car attachment shall withstand a 5 g longitudinal load without becoming
separated from the car.
4.3.5.12 The underframe, and equipment mounted on it, shall be designed to withstand, or be
protected from, repeated impacts from ballast up to 75 mm in diameter at speeds of up
to 80 km/h.
4.3.5.13 Interior grab-poles and draft screens shall withstand a static longitudinal load of 3,500N
at any point and in any direction combined with a load of 1,000N on each straphanger
without permanent deformation or damage to attachment locations.
4.3.6 Crashworthiness
4.3.6.1 The cars shall in the event of a crash or major impact offer protection to passengers
within the car. These requirements are in addition to the carbody structural
requirement specified herein.
4.3.6.2 The cab end of each car shall include at least two corner collision posts and an anti-
climbing device designed to prevent overriding and penetration into the compartment in
the event of a collision.

4.3.6.3 A moving vehicle shall be able to withstand a collision with a stationary fully braked
vehicle at AW3 load on level tangent track of 12kph by the bumpers absorbing the
energy with no damage to car or equipment except for covers or shrouds at the point of
impact, or to category C-IV as specified in BS EN 15227 whichever is more stringent.
4.3.6.4 Crashworthiness of the front or cab end structure shall be provided to meet the
following requirements : -
1) Collision members connecting the underframe with the waistrails shall be

provided at the front corner positions.
2) The collision members shall be connected by a transverse horizontal waistrail

beam capable of resisting a static force of 400kN applied to the centreline of the
beam. This beam should be curved towards the front such that impacts will
tend to occur near centreline of the car, allowing the impact load to be shared
more evenly between the collision members.
3) A 4.5mm thick stainless steel (high tensile half hard temper) diaphragm front
panel shall be provided to prevent puncturing during impact.
4) Plates on the cab sides of at least medium tensile stainless steel 4.5mm thick
from side sill to minimum 1,375mm above rail level shall protect against side
puncturing.
5) The saloon shall withstand at below yield stress side loadings of 90kN applied
over a 2.0 metre length at 1,375mm above rail level, with no permanent
deformation of the structure. This shall be demonstrated by static test.
6) The side sill shall withstand side loadings below yield stress of 400kN applied
over a 1.5 metre length resulting in no permanent deformation of the structure.
This shall be demonstrated by static test.
4.3.6.5 Sufficient static strength shall be incorporated into each front collision member to
enable it to withstand a minimum longitudinal static compressive force of 400kN up to
waistrail level and within a thirty (30) degree solid angle centered upon the normal to
the vertical frontal face of the cab structure, i.e. fifteen (15) degrees to the normal of the
front panel. The collision members shall be connected to the underframe such that the
full shear load of the member multiplied by a load factor of two may be applied to the
underframe. This shall be demonstrated by static test.
4.3.6.6 Crashworthiness provision for the rear non-cab end of the structure shall include corner
collision posts capable of withstanding a longitudinal compressive force of 200kN at a
height of 1375mm above rail level. The collision members shall be connected to the
underframe such that the full shear load of the member multiplied by a load factor of
two may be applied to the underframe. This shall be demonstrated by static test.

4.3.6.7 Anti-climbers shall be provided at the end of each car with at least three ribs that will
engage with ribs of similar anti-climbers to assist in preventing override.
4.3.6.8 A vertical load of 200kN acting upward or downward on the centreline of the anti-
climber, with only two ribs engaged combined with a 400kN horizontal load shall not
cause any yielding of the anti-climber structure.
4.3.6.9 The carbody structure shall incorporate a minimum of eight transverse continuous ring
structures (i.e. either side of doorways and at saloon ends), and the side sill, window sill
and cant rail shall be continuous ring structures except where the window sill meets
doorway openings.
4.3.6.10 For all structural members, where flanged webs, channels or box sections intersect then
diaphragm insertion plates shall be fully welded in place to give continuity to the further
side of the member.
4.3.7 Materials
4.3.7.1 Austenitic stainless steel shall be used for the prime structure and sheathing. Heavy
sections, e.g. bolsters, coupler mounting faces, may use low alloy high tensile weather
resistant grade steel which shall be protected against corrosion. It shall be a welded
structure, including the entire underframe, sides, front and the rear ends as well as the
roof. Alternative structural connection methods such as rivets or bolts may be
proposed, if an adequate service experience under similar conditions can be
demonstrated. Non-structural members such as skirts and car-ends shall be
constructed from fibre glass reinforced composite of approved quality and fire retardant
properties.
4.3.7.2 Throughout the design life of 40 years, the carbody materials must not be etched by the
environmental conditions that exist in the Hong Kong area to the extent that the original
appearance of the car cannot be restored by normal washing.
4.3.7.3 The exterior surfaces of the carbody shall be smooth after manufacture, without the use
of filler or other similar material, such that the maximum variation from the required car
profile, over any one meter length, shall not exceed 0.5mm.
4.3.7.4 The use of dissimilar metals as defined in MIL-STD 8898 shall be prohibited.
4.3.7.5 All sanded or textured surfaces shall have the same finish, whether applied by machine
or hand.
4.4 Colour Scheme and Markings

4.4.1 Colour Scheme
4.4.1.1 The exterior colour scheme shall be same as the existing vehicles as shown in drawing
no. EMLRVENG_XR_RR_A4001(A)_LRV Exterior Painting.
4.4.1.2 Adhesive vinyl covering strips or decal shall be utilized on the exterior flat saloon body
sides and doors. Adhesive coverings shall be carefully selected to match each type of
base surface material, for resistance to fading and abrasion. It shall be optimized to
withstand Hong Kong’s humidity, salt laden air and environment and repeated washings
in the train wash plant at TMD to maximize longevity for each application.
4.4.1.3 Colours are specified by making reference to the Natural Colour System of the Swedish
Standards Institution Standard SS 01 91 02 Edition 3.
4.4.2 Markings and Signs
4.4.2.1 Passenger information signs, route maps and statutory notices shall be provided in
accordance with MTRC corporate identity guidelines and shall be reviewed by the
Engineer. Existing cars have approximately or even more than 120 notices in total.
4.4.2.2 The marking shall include but not be limited to the following:
- Car fleet number decals, minimum 150mm high, at both sides at both ends and
on the rear end externally, and one metal number plate etc. each end of the
saloon.
- Corporate logo
- Vehicle tare mass and other data, on a metal plate
- Position of the jacking plates, on decals
- Symbols or instructions as required for passenger information. Where possible

these shall be visible to but not be accessible to the passengers. The interior
instruction for rear emergency door operation is metal signage, all others should
be decals.
- Symbols or instructions as for emergency crew use - 3 metals.
- External door release feature.
4.4.2.3 Where applicable, those symbols or instructions shall be identical to the existing LRVs
details as shown in Appendix 13.
4.4.2.4 Maintenance and equipment markings shall be provided.

4.5 Interior Equipment
4.5.1 General
4.5.1.1 The interior of the vehicle shall be pleasing in appearance, and shall be free of sharp
corners or edges to reduce the possibility of injury in either normal operation or
collision. The interior colour scheme and the material used shall be subject to approval
by the Engineer.
4.5.1.2 Materials used in the car interior design have to meet the following requirements :
- long life
- no deterioration due to normal use (passengers, cleaning materials etc.) A test

submission is required to demonstrate this suitability i.e. scratch resistance, ease
of cleaning, etc.
- meet the fire requirements of this Particular Specification
4.5.1.3 At the time of tendering abrasion resistance in accordance with Taber abrasion ASTM
C501 should provide a comparative guide between the following surface finishes : -
powder coat with marr resistant finish, 2 pack urethane paints, gelcoat (applicable to
phenolic base and to acrylic base fiberglass), melamine and anti-graffiti coatings. The
best resistance appropriate to the anticipated wear and tear shall be selected subject to
the Engineer’s review.
- no discolouration due to light impact (ultraviolet radiation)
- non-splintering
4.5.1.4 The installation of the interior linings and fixtures shall be by :
- quick disconnects (tamper-proof) type of securing device where accessibility to

components or equipment is necessary
- crew type locks for maintenance access panels
- minimum number of screws
- visible screws only where unavoidable; such screws shall be tamper-proof as

approved by the Engineer.
4.5.1.5 With regard to fittings and attaching hardware (nuts and bolts) only non-corroding
materials are acceptable. The use of self-tapping screws shall not be acceptable.

Careful attention shall be paid to possible injury, in either normal operation or collision,
by the deletion of sharp corners or edges.
4.5.1.6 If equipment boxes have to be placed into the saloon area, they shall be integrated into
the aesthetic design. They shall be constructed in order to avoid any potential hazard
to passengers and shall allow leaning against them. Other typical actions of passengers
shall be resisted or actively discouraged without interfering with the aesthetic design,
e.g. handrails to discourage placing of items on, or abrading certain surfaces.
4.5.2 Interior Layout
4.5.2.1 Cars shall generally conform with the layout shown in drawing no.
EMLRVENG/XP/RR/A0001(A)??. If there is a conflict between the requirements of the
text and the figures of this specification, the requirements of the text shall take
precedence.
4.5.2.2 The minimum saloon interior height shall be 2150mm measured from the underside of
the ceiling panel to the top of the floor material.
4.5.2.3 A neutral and high contrast background shall be used against which brightly coloured
trim details such as grab poles, standback panels and handles are presented as feature
items.
4.5.2.4 Sharp edges and exposed corners shall be avoided. Internal corners and awkward
recesses shall be generously filleted such that they can be adequately cleaned with
mechanical floor cleaners.
4.5.2.5 All ceiling and wall panels shall be identical in terms of colour, finish, and fixing. All
ceiling and wall panels shall have clean lines and minimal joins with no fussy details.
Overlapping joins between panels shall be avoided.
4.5.2.6 All ceiling and wall panel materials shall conform to the following requirements:
1) High wear areas : self coloured or high durability materials.
2) Medium wear and lower wear areas with approved surface coating, refer to
Clause 4.5.1 of this Particular Specification.
3) Paint gloss level : minimum 60%, maximum 80%.
4) Easy to clean.
4.5.2.7 The Contractor shall propose the cleaning required for Engineer’s review. The
proposal shall include cleaning methods, agents and frequency.
4.5.3 Side Linings and Ceiling

4.5.3.1 The interior of the cars sides, front and rear ends shall be covered with either laminated
plastic or thermally formed or moulded fiberglass, reinforced plastic or aluminium
panels with melamine, gelcoat or painted finish as approved.
4.5.3.2 However, for those areas which can be reached by passengers, anti-graffiti coating shall
be used for the ease of cleaning.
4.5.3.3 They shall be applied and fastened in a manner to permit ready removal for
maintenance. Appropriate methods to avoid squeaking shall be utilized.
4.5.3.4 Parts of the interior lining, covering apparatus like door mechanisms, shall be hinged
and held in place by EMKA locks.
4.5.3.5 The ceiling shall be integrated with the interior lighting, the loudspeakers of the OPIS as
well as the diffusers of the air conditioning system and the stanchion attachments. The
ceiling panels shall be applied and fastened in a manner to permit ready removal for
maintenance.
4.5.3.6 The side hip panels shall be designed to retain on all 4 edges slide-in type interior
advertising panels for accommodation of cardboard advertising card of size 465 x 298 x
2mm. The side hip panels housing the door mechanisms shall hold a slide-in route
map, of size 930 x 298 x 2mm with 4 edge surround. The route map shall have widely
unobstructed viewing by detouring the straphanger/handrail towards the centerline of the
car at the doorways.
4.5.3.7 The viewed face of the inserts shall be illuminated by natural light from the side
windows or by the car lighting.
4.5.3.8 All panels shall be mounted securely to avoid dropping hazard and shall be securely
fixed in the position when mounted refer to Appendix 2 Clause CP3.1.1.
4.5.3.9 All panels shall be allowed to be accessed by the maintenance staff directly without
opening other equipmentNot Used
4.5.4 Passenger Seats
4.5.4.1 The passenger seats shall be aesthetically pleasing and be designed in accordance with
recognized ergonomic criteria, taking the physical characteristics of the local population
into account.
4.5.4.2 The seats and frames shall be compatible in appearance to the existing seats. They
shall be tested to prove their resistance to scratching and chipping. Full depth colour
impregnation shall minimize the appearance of eventual wear and tear.
4.5.4.3 Mechanical strength of the double seat and frame shall use UIC 566 loads for static
testing. Fatigue testing shall use loads of 300N cycling forward and backward on the

backs of the seats 110mm from the top with 600N on each sitting surface, for 1.5 x 106
cycles.
4.5.4.4 The seat layout in saloon shall refer to KRS999/Z/MTR/U07/006. All seats shall face
forwards.
4.5.4.5 The seating and its attachments shall be designed to provide maximum protection to the
passengers in case of emergency braking and collisions. Areas to be considered shall
include, but not be limited to, draught screen, seat panels, top edge of back, grab rails,
mounting hardware and/or stanchions.
4.5.4.6 The seat shall consist of a metal frame and individual moulded GRP seats, either in one
piece or in two pieces (bottom and back), with a smooth texture for ease of cleaning.
The seat frame shall be of a welded tubular stainless steel construction and mounting by
means of stainless steel hexagonal head bolts. Seat supports shall allow easy cleaning.
The seat shall have a cushioned grab handle secured by tamper proof screws.
4.5.4.7 Priority Seats shall be provided, the detail of the priority seat shall refer to drawing no.
xxxx1.
4.5.4.8 The seat shall have no gap to cause entrapment.
4.5.5 Cleaning
4.5.5.1 Detailed cleaning procedures shall be supplied for each item of equipment and each
surface material. Account shall be taken of any vapour effect on any materials used in
the vehicle or its equipment.
4.5.5.2 Inspection and cleaning access windows shall be provided for regular air conditioning
duct cleaning. All diffusers shall be as open as possible to facilitate easy cleaning.
Special shaped cleaning wands to enable ducts to be easily cleaned periodically shall be
provided.
4.5.6 Stanchions, Handrails and Draught Screens
4.5.6.1 All grab poles, handrails (except horizontal straphanger rails), stanchions and handles
shall be powder coated with bright yellow or colour with good contrast to the
surrounding, subject to the design review by the Engineer.
4.5.6.2 All grab poles and handrails shall be minimum 32mm in diameter and generally have a
minimum clear area around of 75mm. Any deviations shall require review by the
Engineer. The Contractor shall submit the grab pole and handrail layout drawings for
Engineer’s review.
4.5.6.3 All poles shall be positioned so as to avoid trapping any portion of a passenger.

4.5.6.4 Handle shall be provided at the leading edge of all doorway stand backs. These
handrails must not infringe on the full open width of the doorway.
4.5.6.5 The stanchions, straphanger rails, handles, etc shall be of 2mm minimum thick high
tensile stainless steel tubing. At any position where screws are used, stainless steel
bushes welded in place shall provide 4 mm minimum thickness wall. Straphangers
shall be similar and interchangeable with those on existing cars.
4.5.6.6 The Contractor shall demonstrate that the layout of the stanchion, straphanger rails,
straphanger and handles are ergonomically designed that all passengers at peak travel
time are able to reach a support. Drawings, illustrating the groupings of passenger
around the handholds should be submitted for Engineer’s review.
4.5.6.7 The attachment of stanchions, draught screens and any associated handholds shall be
mounted to the carbody so as to resist all the forces, which may be applied to them by
passengers, and to prevent squeaks and rattles.
4.5.6.8 Where grab poles terminate at floors and ceilings a suitably shaped casting with a high
wear resistance finish, shall integrate the tube with the floor and/or ceiling.
4.5.6.9 A Front Seat Barrier shall be provided adjacent to the passenger doors in front of the
single seats. A laminated opaque glass draught screens shall be provided.
4.5.6.10 A laminated toughened opaque glass draught screens shall be provided at front of the
double seat on each window side Multi-purpose areas.
4.5.6.11 All grab poles, handles and rails at each doorway and across to and including the
opposite standing bay handrails shall be finished in bright colour (i.e. from floor to
ceiling, for stanchions) which provides a high contrast against the general interior
background.
4.5.6.12 The glass used in PS 4.5.6.9 and 4.5.6.10 shall comply with BS 857. A heat soaking
process shall be carried out for toughened glass according to the requirements of BS EN
14179 to prevent glass self-breakage in service.
4.5.6.13 A crew accessing handle shall be provided in the first door on the closest side to the cab
on the door pillar. The handle shall be of minimum diameter 35mm with yellow colour
(RAL 1023) powder coated embossed diamond pattern at middle portion and made of
stainless steel. The upper extremity of the handrail to the top of floor shall be of
minimum 1523mm and the lower extremity of the handrail to the top of floor shall be of
maximum 518mm.
4.5.6.14 There shall be sufficient straphangers in the LRVs, the number of straphangers shall not
be less than the existing Phase IV LRV. At least three straphangers shall be installed on
the horizontal grap rail at each of the multi-purpose space. Straphangers shall be
installed in the single seat side grabrail. The number of straphangers to be installed shall

be approved by the Engineer. The height of the straphanger shall not lower than the
existing Phase IV LRV.
4.5.7 Accessibility Provisions
4.5.7.1 The following principles shall be incorporated to meet the requirements for partially
sighted passengers : -
- A high level of colour and luminance contrast shall be provided to identify

critical features such as doors, steps and grab handles.
- It shall always be possible to remain within reach of a hand support as the

passenger moves through the vehicle.
- High quality lighting, without glare, shall be provided to enhance contrast and
enable people to make best use of their residual vision. The avoidance of glare
shall be achieved by careful attention to luminaire design and position as well as
specifying appropriate gloss levels on all reflective surfaces (i.e. in the region of
60% for all interior surfaces).
- The scene shall be uncluttered. Those with a visual disability will find it hard
to discern objects which are set against a complex background, therefore shapes
and patterns shall be kept as simple as possible.
- Information shall be provided via other senses such as touch and/or sound.
- The conspicuousness of doors shall be enhanced.
4.5.7.2 The cab end standing bay shall be incorporated with wheelchair space into which a
wheelchair user may manoeuvre and travel safely, facing the rear of the vehicle, parallel
to its body side, and backed up to a transverse padded backrest. This space must be level
and free of obstructions and at least 1300 mm long and 750 mm wide at floor level, to
accommodate wheelchairs to BS ISO 7176. Restraint belt for securing the wheelchair
should be provided. Any additional space(s) for wheelchairs should be located to the
rear of the first standing bay so that the first fixed transverse seats are as near as possible
to the driving cab. If anchor points and/or restraint system is applicable for
safeguarding the wheelchair security, it shall be a commercially available and service
proven product complying with HKSAR statutory requirements for road vehicles and
ECE R16.
4.5.8 Miscellaneous Interior Equipment
4.5.8.1 The miscellaneous interior equipment shall consist of:
1) three CO2 fire extinguishers shall be mounted between the door draught screen
and seat back inside a housing. Total capacity shall not be less than 9 kg and
conform to the Fire Services Department Regulations and local codes. Care
shall be taken to resist rubbish accumulation.
2) a step ladder for use in emergency evacuation of the vehicle.
3) holders for interior advertisements, including one bin type holders for A4 size
leaflets.
4) Necessary labeling and instructions.
4.5.9 Floor panels or Structure
4.5.9.1 The floor structure shall be designed to minimize the life cycle cost of the floor over 40
years, especially considering the need or otherwise to replace the floor at the mid life of
the cars.
4.5.9.2 The floor, and its mounting structure, shall be designed to withstand any loads that may
be applied over 40 years in normal operation of the light rail vehicles. This includes all
point and distributed loads from passengers and their luggage.
4.5.9.3 As a minimum, the floor shall withstand the following loads without any visible
indentation or permanent deformation:
- A uniformly distributed load equivalent to 6 kN/m².
- A point load of 2000N distributed evenly over an area of 300mm².
4.5.9.4 The floor design shall allow the floor covering to be removed without damage to the
floor sub structure.
4.5.9.5 Transverse joints shall be located over carbody structural members and away from
doorways.
4.5.9.6 All exposed edges of the panels, including openings for ducts and conduits, at bolt or
screw holes, or tapping plates and joints between panels, shall be waterproofed and
sealed.
4.5.9.7 Attachments for seats, stanchions and draught screens shall be by back plates. The
floor panel material shall be prevented from crushing by welded tube on the back plates
if any honeycomb or expanded core is used.
4.5.9.8 Floor panels shall be insulated from the metallic structure by elastomeric tape or
equivalent. At all door openings, the floor shall make a weather tight connection with
the threshold plates.

4.5.9.9 The drivers cab floor shall be 50mm higher than the saloon floor.
4.5.10 Floor Covering
4.5.10.1 The Contractor shall demonstrate to the satisfaction of the Engineer that the entire
exposed floor area including all corners is capable of being easily cleaned, with a
commercial floor cleaning machine, of a type agreed with the Engineer.
4.5.10.2 The interior flooring shall be of a non-slip material and coloured such that it disguises
everyday dirt.
4.5.10.3 Joins in flooring material shall be avoided. Where joins cannot be avoided they must
be in low traffic areas. The floor shall be sealed to prevent seepage of any spilt fluids
in to the substructure of the floor.
4.5.10.4 The joining method shall attain the same mechanical strength at the joint as for the
parent sheet.
4.5.10.5 The tone and colour of the flooring shall be designed to contribute to the overall interior
appearance of the car. It is preferred that the visual appearance of the floor shall have
random chips of colour within a mid-to-dark toned ground, a “terrazzo” style finish.
4.5.10.6 The tone selected shall be designed to disguise regular scuffing and marking, while the
irregular pattern of dark and light colour chips shall assist in breaking up the uniformity
of the floor. Each colour combination shall involve a maximum of 4 colours : 1 base
and 3 chip colours.
4.5.10.7 A different flooring colour shall be used in vestibules to help define standing areas.
4.5.10.8 The general appearance of the floor should gleam rather than look dull or matt, whilst
retaining non-slip properties. The same floor material shall be used for all areas of all
cars.
4.5.10.9 The following materials are prohibited for use in the flooring:
- Tiles
- Aluminum or carborundum chips
- Cork additives
4.5.10.10 The flooring material shall meet the following performance requirements:
- Slip Resistance shall be greater than or equal to 36, low risk of slipping (UK Slip
Resistance Guidelines). Pass BAM, > 0.6 – ASTM D2047. The slip resistance
shall be maintained throughout the life of the product.

- Hardness of Shore A shall not be less than 90.
- Resistance to Chemicals in accordance with DIN 51962 6h/80ºC with no

noticeable variation.
- Tensile Strength in accordance with BS2782 pt 3 mtds 320A to 320F
- Abrasion Resistance in accordance with Taber Abrasion ASTM C501 of

100/mm³.
- Dimension stability shall not exceed 0.4% in accordance with BSI BS EN ISO
23999.
4.5.10.11 Stainless Steel skirting shall form an approximately 200mm high along the side wall.
The resulting edge between the floor covering and the stainless steel skirt shall be sealed
to prevent water ingress
4.5.11 Thermal and Noise Insulation
4.5.11.1 The carbody shall be provided with an effective noise and thermal insulation. It shall
include an efficient sound deadening/anti-drumming materials on the sheets as well as
thermal insulation in the hollow space between the structure and the interior linings.
The heat transfer coefficient shall be no higher than 0.045W/(m².K).
4.5.11.2 Sound deadening as well as the thermal insulation shall be selected in order to
guarantee:
- best performance at minimum weight
- good corrosion protection
- no condensation between interior linings and structure
4.5.11.3 To achieve the required noise levels, sound absorbing material will be required to the
underfloor around the bogies, the inside surfaces of the skirts and side sills and where
equipment will generate noise. The absorption coefficient of the material chosen shall
not be less than that given in Table 4-1 below.
Minimum Sound Absorption Coefficient for the

Undercar Absorption Material
Frequency (Hz) 125 250 500 1000 2000 4000
Coefficient 0.20 0.60 0.90 0.90 0.80 0.70

Table 4-1 Sound Absorption Coefficient for the Undercar Absorption Material
4.6 Operator Cab
4.6.1 General
4.6.1.1 The enclosed operator’s cab shall be located in the front of the car. The general
arrangement of the operator’s cab shall be reference to the arrangement of Phase I LRV
Mid-life Refurbishment (MLR). However the detail design shall follow the final design
output of human factor analysis and ergonomic study which is approved by the
Engineer. This specially applies to the master controller, communication and control
panels, labelling and functioning such that a driver trained on a Phase I LRV MLR shall
be completely familiar in the new LRV cab although the new cab will contain new and
extra features. This requirement is not meant to discourage improvement and
innovation and the Engineer will review proposals which may be beneficial to the
driver’s environment. The final configuration would be determined during the design
phase.
4.6.1.2 A human factor and ergonomic study shall be submitted showing that the cab has been
designed according to ergonomic criteria, taking into account the size of the Hong Kong
people, offering optimum working conditions for the operator. The design of the
operator’s cab shall minimize:
glare on the consoles due to direct or indirect sunlight. The console shall have
a cushioned overhang.
glare on the windscreen from interior lighting shall be minimized by an

adjustable visor, at the cab rear partition.
4.6.1.3 An adjustable sunvisor shall be provided for the operator’s protection against direct or
indirect sunlight.
4.6.1.4 Noise shall not exceed 68dB(A) under service conditions up to 60kph. The cab noise
level shall be measured under normal driving conditions up to 60kph. The horn, bell,
PA speakers, radio, buzzer, shall not be operated and the windows shall be closed.
Full service acceleration and braking shall be applied and the air conditioning shall be
operating.
4.6.1.5 The layout of the cab shall provide an optimum viewing area to the driver, especially to
the very front of the vehicle. While the cab structured shall meet the strength
requirement as stipulated in section 4.3, the cab mask pillar shall be kept to a minimum
in size.
4.6.1.6 Train operators between the 5th percentile female and 95th percentile male of the HK
SAR population when sat in an optimum ergonomic driving position shall have

visibility of rail level to within 3.5 metres of the front panel of the cab, see drawing no.
EMLRVENG/XP/RR/A9002(A) and conform to Signal Sighting Form in Appendix 24.
4.6.1.7 An easy accessible locker shall be arranged inside the driving cab for the personal
belongings of the operator. The locker shall not affect the in-cab equipment.
4.6.1.8 A transparent holder shall be provided to contain the train log sheet and/or trial
comment sheets.
4.6.1.9 The cab shall be enclosed from the vehicle and accessible through a lockable door,
preferably be of sliding type, from both the cab and passenger area by the crew key. The
Partition door lock shall be operated by the hexgonal side of the existing crew key. The
crew key detail shown in section 4.6.10.1. The top portion of the cab partition shall be
glazed in order to provide full visibility. Saloon light glare shall be prevented by dyed
protection film and adjustable visor at the glazed partition. The protection film shall be
non-metallic which provide ultimate protection from harmful and destructive ultraviolet
light, non-reflective and offer adequate light transmittance and good in color stability
(maintaining appearance without turning purple). Roller blinds shall be provided below
the adjustable visor to reduce saloon light glare. The partition bulkhead equipment
cupboards shall be no more than 50mm higher than the driver’s desk.
4.6.1.10 The cab-saloon door lock shall be designed to prevent intruders and sudden opening
during passenger service.
4.6.1.11 A transparent poster holder able to support a paper poster of approximately 770mm high
x 510m wide shall be incorporated into the glazing partition behind the driver.
4.6.1.12 The first passenger door shall be equipped with an external manual release device and
access steps to allow boarding and alighting of the driver from rail level. The steps
shall be slip resistant at dry and wet and finished in high contrast color to the
background. An Emka lock shall allow further lowering of these steps. A handrail
recessed into the door column shall be provided.
4.6.2 Interior
4.6.2.1 The cab shall be finished to the same levels as the saloons. All corners and edges shall
be of sufficient radius to prevent personnel injury. The design shall prevent the
collection of dirt.
4.6.2.2 Console and control panel surfaces shall be finished in a dark colour offering maximum
contrast to displays, controls and their labels. The finish shall have a gloss level of less
than 30%. The finish shall be easily cleaned.
4.6.2.3 The cab walls and ceilings shall be finished in a dark colour to reduce reflections, as
approved by the Engineer. The finish shall have a gloss level of less than 60%.

4.6.2.4 The general floor covering shall be the same as that used in the saloons, extending up a
cove, minimum 50mm high, fully sealed.
4.6.3 Operator Consoles
4.6.3.1 The operator’s consoles shall include all switches and indicators necessary for the
normal operation of the vehicle. Plug-in modules shall be provided, which can be
easily removed for maintenance.
4.6.3.2 The Contractor shall cooperate and coordinate with the Employer to integrate all
signalling and communications equipment displays and controls with the existing
componentry.
4.6.3.3 The arrangement of the instrumentation panels shall be reference to the layout and
labelling arrangement of the Phase I LRV MLR or otherwise instructed by the Engineer.
All labels shall be durable to remain legible for a minimum of 15 years in an operating
environment.
4.6.3.4 Without limiting the Contractor’s general obligation to provide all necessary switches,
indicators and features, the following indication and control features shall be provided:
speedometer
odometer (sealed for quietness), ceiling mounted
door controls and indicators
emergency brake push button (panic button)
warning bell and warning horn switch
brake (parking brake, track brake)
slip/slide indicator
propulsion system overheating and/or ventilation failure control
VVVF fault to differentiate UNIT 1, UNIT 2, or trailing car
line voltage indication
turn indicator and hazard lights switch/indication
auxiliary supply fault indicator and voltmeter

low main air pressure indication
windscreen wiper/washer
windscreen demister
display and keyboard for communications and control
pantograph switch
air conditioning system switches/lighting on-off
safety circuits
air pressure gauges
voltmeter for battery voltage
air compressor fault indicator and reset function (trainlined)
standard 220V AC power socket, 5A rating
CCTV monitor with selector
mirror controls
platform alarm indicator
TETRA radio control console - refer to PS 8
IBIS MMI console - refer to PS 8
OPIS (On-board Passenger Information System Driver Control Panel) – refer to

PS 8
“Falling Object Detector Alarm” - The purpose is to detect any person or

object falling into the gap between coupled LRVs at platform. False alarms
must be minimized. A detection shall also trigger the underframe CCTV
system.
Indicator of overload of main compressor (refer to PS 4.6.3.11)
Compressor reset push button (refer to PS 4.6.3.11)

Battery charger fault indicator (refer to PS 4.12.4.12)
5 LED light for Buzzer Alarm (refer to PS 4.6.3.12)
Emergency brake push button (refer to PS 4.6.3.13)
Station dwell time indicator (refer to PS 4.11.5.3)
4.6.3.5 Further indicators and controls may be added during the design stage. Control
switches shall be illuminated push buttons and have high and low level illumination for
day and night operation.
4.6.3.6 All switches, pushbuttons, and LED indicators shall be long life items to be detailed in
the tender proposal.
4.6.3.7 All control apparatus and indicators shall be classified into two categories. For those
require regular monitoring and access by train operators, they should be located on the
main dashboard in front of the operator. Others require infrequent access or indication
of specific faults shall be located at the side or rear of the seat. Detailed design shall be
submitted for review by the Engineer.
4.6.3.8 The operator’s side console on the left side shall contain:
1) A master key switch with 2 positions
- operation OFF
- operation ON
2) A mode selector with 4 positions
- operation OFF (locked by key switch)
- preparatory position (auxiliaries ON)
- direction FORWARD
- direction REVERSE
3) An acceleration and deceleration control lever (see PS 4.6.4)

4.6.3.9 A panel with the necessary circuit breaker shall be located in the cab ceiling. All
circuit breakers shall be labelled using the Phase I LRV MLR nomenclature and
positioning and spare circuit breakers (minimum 5) shall be provided for future
modifications. Some circuit breakers (e.g. door interlock override) shall be sealed, as
notified to the Contractor at the detailed design stage. Unused MCBs should be covered
by a transparent plastic. The MCBs panel should be marked "On" & "Off" position for
Train Captain easily identification.
4.6.3.10 On the operators right hand side console shall be mounted the monitor screen for train
performance, testing and fault recording. In passenger service this shall be stowed
below desk level and covered. In use it shall lift to a secured position giving a clear
display and functional access to maintenance staff in the drivers seat and at the doorway.
4.6.3.11 The indicator of overload of main air compressor shall incorporate over-temperature
fault and over-pressure fault. It shall:
a) Brightened for overload fault; and
b) Flash for over-temperature or over-pressure fault.
The compressor reset circuit shall also be enable to reset overload, over-temperature and
over-pressure fault upon the pressing of the compressor reset push button.
4.6.3.12 5 LED light for Buzzer Alarm should contain:
1) Crash Log fault
2) BCU Fault*
3) MT-car / rear cab door open
4) Rear emergency door open
5) Side emergency window open
LED Indicator Matrix
To conclude the LED indicator shall be switched on according to the following matrix
for individual operating mode (Single operation: DC, Multiple operation: DC+MT,
DC+DC).
‫ݱ‬: switch on when fault occurs
‫ݵ‬: remain off when fault occurs

“*” BCU fault indicating function may be used for other equipment’s fault reporting and
shall be defined in detailed design stage.
DC Leading DC Car
1 Crash Log Recorder Fault ‫ݱ‬
2 BCU Fault* ‫ݱ‬
3 Cab Door Open ‫ݵ‬
4 No. 2 End Emergency Door Open ‫ݱ‬
5 Side Emergency Window Open ‫ݱ‬
DC+MT Leading DC Car Rear MT Car

1 Crash Log Recorder Fault ‫ݱ‬ ‫ݵ‬
2 BCU Fault* ‫ݱ‬ ‫ݱ‬
3 Cab Door Open ‫ݵ‬ N/A
4 No. 2 End Emergency Door Open ‫ݱ‬ ‫ݱ‬
5 Side Emergency Window Open ‫ݱ‬ ‫ݱ‬
DC+DC Leading DC Car Rear DC Car

1 Crash Log Recorder Fault ‫ݱ‬ ‫ݵ‬
2 BCU Fault* ‫ݱ‬ ‫ݱ‬
3 Cab Door Open ‫ݵ‬ ‫ݱ‬
4 No. 2 End Emergency Door Open ‫ݱ‬ ‫ݱ‬
5 Side Emergency Window Open ‫ݱ‬ ‫ݱ‬
4.6.3.13 The emergency brake push button shall perform the same function as that provided by
the Controller Handle.
4.6.4 Acceleration and Deceleration Control
4.6.4.1 The controller shall be in the form of a drive-brake lever with a soft knob, which
projects approx. 100mm above the side console. An angle transmitter (analogue or
digital) shall be utilized to input the position of the lever into the pre-rated
starting/acceleration or braking/deceleration programmes (the figures shown below are
indicative):
Command Position of Control Lever Result

Vertical (Zero position) Any reposition of the handle from driving or

braking position into the zero position results
in a jerk-free reduction of the traction effort.
Driving mode 10 degree catch in forward In this position the driving commands proceed
direction (light notch) and an acceleration rate of 0.5 m/s/s up to a
maximum speed of 10 km/h (shunting mode)
apply.
Driving mode (Above 10 degree) Any positioning of the handle of more than 10
degree results in an increase of traction effort
proportional to the angle.
Driving mode 45 degree This handle position results in an acceleration
of 1.3 m/s/s independent of the load.
Braking mode 10 degree catch in In this position the braking commands proceed
backward direction (light notch) and an adjustable minimum reference value
applied (lowest adjustable deceleration,
0.3m/s/s)
Braking mode (Above 10 degree in Any positioning of the handle of more than 10
backward direction) degree results in an increase of braking effort
proportional to the angle
Braking mode 40 degree catch in This handle position results in a deceleration of
backward direction 1.3 m/s/s independent of the load.
Braking mode 45 degree catch in Emergency braking of 2.6 m/s/s with track
backward direction brake, automatic sand application and warning
bell ringing
4.6.4.2 The relationship between angular position of the controller handle and the vehicle
performance is shown on drawing no. EMLRVENG/XP/RR/A1001(A).
4.6.4.3 The hand controller handle allows the operator to control vehicle driving/braking
motion when it is pressed (i.e. unlock) and pushed in either forward or backward
direction. Any change of the command lever from the drive position to ‘zero’ shall
result in a continually reduced traction effort (coasting at vertical position). A change
from driving into braking position of the control lever however shall result in an
immediate interruption of the traction effort and the driving command is switched to
braking command correspondingly.
4.6.4.4 During reverse driving from the cab, the reverse speed shall be limited to either 4 km/h
or 10 km/h determined by a selector switch.
4.6.4.5 A propulsion mal-operation, e.g. door not closed, shall require the hand controller to be
returned to ‘off’ before power can be applied.
4.6.4.6 A dead-man’s switch shall be integrated into the lever. This switch will have to be
permanently pressed; if released, a full service brake shall be applied after an adjustable

time delay (existing setting is 2 seconds). The reset function shall require the selector
to be set to OFF.
4.6.4.7 Any failure in the acceleration and deceleration control circuit or component must not
lead to any weak brake or no brake situation. Similarly any such failure in powering
must not lead to maximum driving command. There shall be indication of such failure
occurrence.
4.6.4.8 The hand controller shall be interchangeable with that of the existing vehicles.
4.6.5 Rescue Mode
4.6.5.1 The LRVs must be able to fully couple mechanically to any other LRV of any phase for
rescue purpose. The new LRV shall be compatible for rescue operation with existing
LRVs, that is the new LRVs shall be capable to rescue Phase I/II/III/IV LRVs or to be
rescued by Phase I/II/III/IV LRVs. The new LRVs must also be able to tow by rescue or
shunting vehicles such as Unimogs via tow bar.
4.6.5.2 Rescue is normally accomplished with mechanical coupling only. In such cases the
powering LRV shall be able to control the air brakes of the failed LRV. The driver of
the failed LRV shall be able to control the air brakes using one hand only, as on the
Phase I/II/III/IV LRVs.
4.6.5.3 All connections required for recovery operation and all subsequent disconnection
required shall be able to be completed by one train operator from rail level without any
tools or special equipment (other than the connections themselves) and without risk of
personnel injury, within two minutes.
4.6.5.4 One empty or AW3 loaded car must be able to safely tow or push an AW3 loaded
disabled car from any point on the system to the next stop for unloading the passengers
and from there to the depot.
4.6.6 Operator Seat
4.6.6.1 To satisfy the ergonomic requirements, the operator’s cab floor shall be raised above the
main saloon floor.
4.6.6.2 The driver’s seat shall provide an integral 3-point seat belt complying with HKSAR
statutory requirements for road vehicles. The seat belt bracket shall mount at the upper
right shoulder and the lower left waist of the driver seat. The housing of the safety belt
shall not affect the driver seat adjustment within the cab.
4.6.6.3 A continuously fully adjustable operator’s seat shall be provided. The seat assembly
shall feature an infinite adjustment of the squab recline position, including the ability to
allow the squab to fold down on the seat. The seat cushion shall be mounted on
horizontal slides to allow for a fore and aft movement of 150mm minimum, to allow

good access for maintenance of equipment mounted on the left hand side. The
performance of the operator's seat shall be similar to or better than the Ph IV operator's
seat. Two pre-production operator's seats shall be provided for evaluation prior mass
production.
4.6.6.4 The face of the seat cushion and squab shall be trimmed in a heavy-duty fire-retardant
vinyl, wool fabric or leather. All other edges shall be trimmed in leather or in fire-
retardant vinyl cover. The seat cushions shall be transport quality resilient foam.
Adjustable lumbar support shall be provided, a seat squab of 40 to 45cm is
recommended, and an adjustable footrest for short drivers shall be provided. A head
restraint shall be installed.
4.6.6.5 Armrests are not essential feature of the driver seat. Instead, a soft cushion armrests
shall be provided at the left hand desk top to suit the operator’s driving position.
Armrests at the right hand side of the driver seat shall be detachable or front adjustable
flip-up type, which does not obscure the passage for the operator’s ingress and egress.
4.6.6.6 A cushioned handrail shall be mounted on the operator’s console. The knee recess
beneath the desk shall have a cushioned insert pad 30mm minimum depth for impact
protection. This shall not infringe on the drivers comfortable ergonomic operating
position.
4.6.6.7 An instructor seat shall be provided for the driver trainer. The seat shall be located to
one side of the train operator’s seat to ensure that the occupant has a clear view of the
speedometer, at a minimum, and easy access to an emergency stop button and a horn
button. The instructor’s seat shall have a padded cushion and squab and shall be
upholstered in the same material as the train operator’s seat. It shall be of a “tip-up” type
recessed into the door panel of the cab door. When stored the seat shall be positively
retained. The instructor’s seat shall not obstruct the passage of the operator at all
operating conditions. The cab door and partition wall shall be in such construction
taking into account the dynamic loading from the driver trainer at the extreme operating
modes.
4.6.7 Mirrors
4.6.7.1 Rear View Mirrors
An interior rear-view mirror shall be provided, allowing the easy examination of

the car interior by the operator.
An interior rear view mirror shall be provided for an instructor.
A pneumatic or electric operated exterior rear-view mirror shall be mounted on

the left front corner of the vehicle. The mirror shall be easily adjustable
without the need of a tool and provide a full view of loading and disembarking
passengers. The mirror control shall be connected to the door circuits for either
first door only or all doors mode of operation and retract a few seconds after the

doors have been closed. When the mirror control is activated, the mirror shall
extend to the preset viewing position.
The left hand side exterior rear view mirror shall incorporate orientation remote
control and demisting facilities.
An extendable mirror on the right hand side operated by a spring return function
on the switch shall be supplied.
It shall not be possible for the mirrors to fall off from the end of the arm if their
attachment becomes loose.
4.6.7.2 Front Mirror
A front fisheye mirror shall be provided at the front of the vehicle to enable the
driver to see the front of the vehicle at close distance and to facilitate coupling
maneuvers. The curvature of mirror shall match existing items.
4.6.8 Windscreen Wiper/Washer
4.6.8.1 One or two electrically operated windscreen wipers shall be provided on no. 1 end of
both DC and MT car. Two wiping speeds as well as an intermittent operation shall be
possible.
4.6.8.2 The Contractor shall adopt modular design on the wiper system. The motors and
associated wiring shall be fully protected against water ingress in a sealed box rated to
IP65.
4.6.8.3 The cleaning action shall cover at least 60% of screen height and at any speed on the
wet glass to within 15mm of the edges of the windscreen glass.
4.6.8.4 Upon demand, cleaning fluid shall be sprayed on to the windscreen by an electric pump,
and the wipers shall be automatically activated until 4 seconds after the push-button is
released. The tank shall be easily accessible and contain approximately 4 litres of
cleaning fluid. Filling cap shall be an Emka style lock.
4.6.9 Windscreen Demister
4.6.9.1 An efficient demisting system for the windscreen and the operator’s side windows shall
be provided. The demisting function shall be achieved by electrically heating of the
front and side windscreens and of the operator’s side windows. Low voltage is
required and safety against electrical shock shall be ensured.

4.6.9.2 Full area of the glass shall be demisted and electrical connections, terminals, blocks, etc.
shall be sealed. The demister shall be equipped with timer (1 hour limit) function and
selection of high or low power ranges.
4.6.10 Standard Keys
4.6.10.1 The vehicle shall be equipped with a standard key system compatible with existing
vehicles for operation, checks and maintenance. These comprises following keys:
1) Master Controller Key
The master controller key is to allow the operation of the vehicle by switching on
the master controller. Only operators and authorized maintenance personnel are
supplied with a master controller key. The Contractor would be given a sample
of existing master controller key.
50 master controller keys shall be provided.
2) Crew Key
The crew key is a T-shaped Zinc die casting, galvanized type and shall allow
opening of all locks, equipment boxes, access panels, windows, doors etc. It is
available to the operators, inspectors, maintenance and cleaning personnel. The
drawing of the lock is shown as below:
100 crew keys shall be provided.

3) Emergency Intercom Release Key
The key is used for the release of the emergency intercom button at each door
entrance. Operators, inspectors, and maintenance personnel are supplied with
such key. The key model is ‘Ronis 455’. Sample of the key will be given to
the Contractor.
100 emergency intercom release keys shall be provided.
4) Emergency Push Button Release Key
The key is used for the release of emergency push button at each door entrance.
Operators, inspectors, and maintenance personnel are supplied with such key.
Sample of this key will be given to the Contractor.
100 nos. of emergency push button release key shall be provided.
4.6.11 Auxiliary Driving Post
4.6.11.1 An auxiliary driving post shall be provided in the rear of the DC car and both ends of
the MT car to allow coupling or shunting operations of vehicles and trains.
4.6.11.2 The auxiliary driving post shall be covered and locked. It shall only be accessed by
using the Master Controller Key.
4.6.11.3 The auxiliary driving post shall only allow operation of the vehicle at limited speeds of
up to 4km/h and 10km/h adjustable by a selector switch spring loaded to the braking
position. The acceleration and deceleration rates shall be limited to approximately
0.5m/s/s. During operation, a push button acting as dead man feature shall be depressed,
where release of this push button shall apply full service brake immediately.
4.6.11.4 The operation in the auxiliary driving post shall only be allowed when the master
controller is set to a special position. The reversing lights, the bell located below the
corresponding auxiliary driving post as well as the emergency hazard warning lights
shall be automatically operated when the auxiliary driving panel is activated.
4.6.12 Warning Bell and Warning Horn
4.6.12.1 Electrically operated warning bells shall be installed under the vehicle in the cab and
rear of the vehicle. As installed in free air the sound amplitude shall be 90dB(A) at a
distance of 5m and height of 1.6m from top of rail. It shall be operated by a push button
and be equipped with an automatic repeating system with adjustable frequency. An
additional bell as refer in Paragraph 4.6.11 shall be fitted underneath in the rear of the
LRV for operation in auxiliary driving post.

4.6.12.2 The warning horn shall be of pneumatic or electric type with adequate sound amplitude
for effective warning of the other road vehicle drivers and pedestrians. The warning
horn shall be operated by a push button on the operator’s console. The sound amplitude
of the warning horn shall be 70dB(A) at a distance of 30m and height of 1.6m from top
of rail.
4.6.13 Full-Scale Engineering Cab Mock-up
4.6.13.1 The full-scale engineering cab mock-up shall represent the required image, style and
aesthetics and shall include the following:
4.6.13.1.1 Interior
1) Surface finishes, materials, tolerances, panel fits and colours shall comply with
production standard.
2) Access required for the purpose of maintenance to all equipment such as light
fittings and door gear access panels should be functional.
3) All engineering features such as fasteners and panel locks, wherever possible actual
production items shall be used.
4) Representative production interior and exterior light fittings for measuring lighting
levels and demonstrate the desired lighting balance.
5) Representative production cab ventilation control panel if have.
6) All information displays/control panels shall be functional for evaluation.
7) Console, control pushbuttons and indicators shall be represented by actual

production items. Where illuminating controls are required then this feature shall
be represented on the mock-up.
8) Exterior glazing such that sight lines and the elimination of internal reflections can
be verified.
9) Fully representative production seats complete with all adjustments such as the LRV
operator's seat adjustment mechanism (refer to PS 4.6.6).
4.6.13.1.2 Exterior
1) Representative production standard exterior profile.
2) Exterior maintenance access such as light fittings, windscreen washer bottle and
external mirror.

3) Representative production standard external features and fittings such as destination

display, train number display, lightings, wipers and external mirror. Actual
production items shall be used wherever possible.
4) Representative production standard drivers cab door. The drivers cab door shall be
fully functional for evaluation (refer to PS 4.6.1).
5) The cab mock-up shall include an exterior of the proposed stainless steel or
aluminum carbody section of sufficient length to demonstrate the jointing
arrangement and the matching of panels between the cab and carbody.
4.6.13.1.3 Not used
4.6.13.1.4 Erection, Transportation and Retrofitting
1) The full-scale engineering mock-up shall be erected at the Contractor's premises for
evaluation.
2) The Contractor shall submit a list of equipment from those specified in PS 4.6.13
that will not be available during the mock-up development stage for Approval
during SEMP Stage 1.
3) The Contractor shall retrofit the equipment in PS 4.6.13.1.4(2) to the full-scale

engineering mock-up once the equipment become available.
4) The Contractor shall be required to modify the full-scale engineering mock-up in

accordance with the Engineer's comments. All design changes and modifications
shall follow the Configuration Control Programme (refer to 1.3.10 & 1.3.11 of
Appendix 16).
4.7 Windows
4.7.1 General
4.7.1.1 Single glaze (minimum thickness 6mm) tinted tempered safety glass shall be used for all
windows (with the exception of the windscreen, operator’s side window, interior
windows, and destination sign windows). All window and windscreen glasses shall
comply with BS 857 or other equivalent standard subject to the review by the Engineer.
4.7.1.2 The windows may be supported by neoprene glazing strips, sealed against weather
conditions and the vehicle washing plant. The glazing strips shall be arranged so that
they are easily removable from the outside for repair and replacement. The neoprene
quality shall be selected to ensure high resistance to ozone, paint-solvents and to avoid
any discoloration and staining on the passengers clothes and such strips shall be about
40 to 45 duro hardness to resist passenger tampering.

4.7.1.3 Alternatively, windows may be bonded to the carbody using a suitable sealant. Black
sealant shall have a final layer of a clear sealant of minimum 2mm thickness to prevent
leaching of the black colour agents.
4.7.1.4 The Contractor may propose as option alternative material for glazing, eg. safety glass /
plastic laminates. Full details of performance must be supplied, as a minimum for (1)
resistance to impact, scratching, chemicals / pollution, hazing, etc, and (b) transmission
values of sound, light, energy, heat, UV, etc and (c) values of weight. Safety and fire
performance shall be clearly analyzed. Guarantees of performance life shall be for not
less than 10 years.
4.7.1.5 All windows, bodyside, cab and doors, shall withstand without failure a sustained
pressure of 2.5kN/m² from either side.
4.7.2 Passenger Side Windows
4.7.2.1 Tinted tempered safety glass with green or bronze-colored shall be used for reduction of
solar heat. The light transmission rate of glass panel shall not be less than 50% and
comply with Reg. 28 of Road Traffic (Construction and Maintenance of Vehicles)
regulation. The view through the glass panel shall be distortion free.
4.7.2.2 The passenger side windows shall be arranged as shown on drawing

no.EMLRVENG/XP/RR/A0001(A). They shall consist of a lower window section and
an upper section with an inward tilting window hopper with an opening angle of about
30 degrees. These windows shall be latched in the closed position during normal
service operation. They will be utilized to allow for additional ventilation in case of
air-conditioning system failures. The latch shall be spring-loaded type and locate at
midway across the width of window so that passenger can operate it using one hand.
The hopper windows shall be hinged at the bottom with light spring-loaded device for
staying at either open or close position. On closing the hopper shall not injure
entrapped fingers. Edge trim shall be provided for watertight sealing in conformance
with car water tightness test of IEC 61133.
4.7.3 Emergency Exit Windows
4.7.3.1 Three emergency exit windows shall be provided on the right-hand side as shown on
drawing no. EMLRVENG/XP/RR/A0001(A).
4.7.3.2 Tinted tempered safety glass with green or bronze-colored shall be used for reduction of
solar heat. The light transmission rate of glass panel shall not be less than 50% and
comply with Reg. 28 of Road Traffic (Construction and Maintenance of Vehicles)
regulation. The view through the glass panel shall be distortion free.
4.7.3.3 The emergency exit windows shall be framed units, hinged at the top and swing outside.
A sealed latch easily accessible from the inside and outside, shall be used to released the
window. The marking and instruction for proper operation of the emergency window

shall be provided (details refer to Appendix 13). Edge trim shall be provided for
watertight sealing in conformance with car water tightness test of IEC 61133.
4.7.3.4 The rear emergency exit door shall have an opening detection to operate an alarm to
alert the driver.
4.7.4 Windscreen, Front and Sides
4.7.4.1 Windscreens and any forward facing windows shall have sufficient strength to resist
penetration into the car of a sharp cornered hollow steel cube having sides of 70 mm and
a mass of 0.9 kg, impacting corner first, perpendicular to the plane of the window with
the cube travelling at a speed of 170 km/h.
4.7.4.2 The windscreen shall resist spalling such that, under the above impact, any spalling from
the inner face of the windscreen shall not injure any occupant of the cab.
4.7.4.3 Windscreens and any forward facing windows shall withstand without failure a
sustained pressure of 2.5 kN/m2 from either side.
4.7.4.4 Windscreens shall be constructed of laminated safety glass with 76% light transmission.
The view through the windscreen shall be distortion free. In addition, the colour of the
line side signals shall not be affected to cause confusion to the train operator.
4.7.4.5 The design of the windscreen shall minimise glare and reflections from the sun during
the day, and from other sources at night.
4.7.5 Operator Side Windows
4.7.5.1 The operator’s side windows shall be fitted with a sliding part, so that they can be
opened by the operator to : -
- communicate with anyone outside the car, passing messages or equipment.
- operate trackside push buttons conveniently.
- provide ventilation.
- adjust the exterior side mirrors.
- the windows shall slide smoothly with low friction, but shall not drop freely.
4.7.5.2 The windows shall include a latch to secure them in the open, closed and intermediate
positions that shall be subject to the review by the Engineer.
4.7.6 Destination Sign Windows

4.7.6.1 The design of the destination sign window shall minimize glare and reflections from the
sun during the day, and from other sources at night. Clear safety glass of low reflectivity
of a minimum 5mm thickness shall be provided.
4.7.7 Door Windows
4.7.7.1 The windows in the passenger doors shall be of the same material as the side windows.
4.7.8 Interior Windows
4.7.8.1 Clear tempered safety glass minimum 6 mm thick shall be used for interior windows.
4.8 Couplers and Draft Gear
4.8.1 General
4.8.1.1 This Paragraph defines the mechanical and electrical coupler and the draft gear, to be
provided at the front and the rear of the car. This permits each car of the train
sufficient movement for normal operation through critical curves and grades at any
conditions of the vehicles (new/worn wheels, low air-suspension, full and empty).
4.8.1.2 The coupler shall be compatible with the existing vehicles as follows : -
- automatic mechanical, and pneumatic coupling on impact; uncoupling manually
- manual electrical coupling subsequent to the mechanical coupling
4.8.1.3 The existing coupler is Scharfenberg 330 Drawing No. 40-33044, designed for
horizontal swing up to 60o.
4.8.2 Mechanical Coupler
4.8.2.1 A heavy-duty semi-automatic coupler shall be used. The centreline shall be 500mm
above the top of the rail for a vehicle in tare condition and with inflated air springs.
The vertical gathering range is ± 80mm. A spring-loaded device shall center the
coupler with a horizontal gathering range of ± 150mm.
4.8.2.2 The mechanical coupler shall be hinged so that the coupler head can be folded back and
stowed under the vehicle body if not in use. In this condition the coupler head shall be
fixed to the carbody by a simple manually operated latch.
4.8.2.3 Automatic coupling of two vehicles shall be possible on level straight track and on
curves with a radius down to 100m. Normal coupling shall be effect with one car
running at approximately 2 - 5km/h against a stationary, braked vehicle. Uncoupling

shall be manually by means of an easily accessible lever. If a removable handle is

required for uncoupling, it shall be mounted at a suitable location within the cab area.
4.8.2.4 The draft gear shall have an integrated cushioning device (rubber or springs) for loads
up to 350kN. Higher loads shall be absorbed in an integrated energy-absorbing
collapse feature. Impacts of the couplers of one empty vehicle, running against another
braked vehicle at 10km/h shall not cause any structural damage.
4.8.2.5 The coupler head shall be of a heavy-duty design and shall allow safe and reliable
coupling even after long periods of non-utilization.
4.8.3 Electrical Coupler
4.8.3.1 Electrical coupling shall be by means of two jumper cables. The jumper cables shall
be permanently terminated at the rear end of each car, and can be coupled to the leading
end of another vehicle via two plug/receptacle connections. The plugs/receptacles
used shall be Han 48E with crimp type contacts supplied by Harting. The receptacles
of the leading end shall use female inserts while the plugs of the rear end shall use male
inserts so as to match with existing vehicles.
4.8.3.2 Tools shall not be necessary for connecting or disconnecting.
4.8.3.3 The receptacles shall have drain holes. The receptacle covers shall be such that it does
not catch water or throw water onto the electrical pins during uncoupling.
4.8.3.4 The receptacle shall be bolted to the left door side of the coupler head at the leading end.
A flexible cable shall connect each receptacle to a terminal box on the carbody. When
not in use, the receptacle shall be protected by a cover.
4.8.3.5 When the jumper cables at the rear end are not in use, they shall be stowed in a dummy
receptacle positioned in the underframe.
4.8.3.6 The flexible cables shall be supported in clamps suspended from the coupler to allow a
free movement of cables in the coupled mode under all operating conditions.
4.8.3.7 The jumpers shall have 48 single cores plus 3 twin core twisted shielded cable. The
cable shall be strongly abrasion, flame, fluid and thermal aging resistant according to
standards to be submitted.
4.8.3.8 The minimum bend radius ‘R’ shall be proven by an endurance test of 60,000 cycles to
DIN VDE 0472 part 603 method J. The minimum radius permitted when the coupler
is folded shall be 1.5R. The minimum bend radius when the coupler is extended and
swung through its full range shall be 1.5R.

4.8.3.9 The ergonomic layout of the coupler, cables, and receptacles shall be optimized at the
Factory Acceptance Test. The diameter of each of the coupler cables shall be less than
28mm.
4.8.4 Pneumatic Coupler
4.8.4.1 A pneumatic coupler connection shall be mounted in the front face of the coupler head
and shall be of face sealing, non-metallic type. The connection shall be closed
automatically when the vehicle is uncoupled. A hose shall be used to connect the
coupler head to the vehicle underframe.
4.8.4.2 The coupler isolation cock shall be easily accessed by the operating staff. It shall be
located away from any moving parts at underframe, and covered by the side skirt to
prevent the misuse from the passengers.
4.8.5 Emergency Rescue
4.8.5.1 Emergency Drawbar
- An attachment lug with pin for an emergency drawbar shall be located at both vehicle ends.
This is shown in drawing no. EMLRVENG/XP/RR/A0001(A). Emergency drawbars are
located on the emergency vehicles and under station platforms. The arrangement shall
allow pushing or pulling a disabled vehicle by another car or an emergency vehicle from any
point of the system to the depot.
4.8.5.2 Running Lights Connector
- A 10 pin Harting connection socket, Han E10F (09.33.010.2702), shall be provided for
connection of the exterior running lights of the disabled vehicle with the emergency vehicle
during rescue. The connector when not in use shall be protected by a cover which shall be
well sealed and weatherproof.
4.9 Air Conditioning System
4.9.1 General
4.9.1.1 The LRV shall be equipped with two roof mounted integrated type air conditioning
units. Split air conditioning systems are not allowed.
4.9.1.2 The LRV shall be equipped with the necessary ducting system and air exhaust, air-
conditioning units and automatic control system.
4.9.1.3 All saloon air conditioning units shall be of the self-contained package type. Split air

conditioning systems are not allowed.
4.9.1.4 Evaporator coils shall be of copper tube/copper fin type. Condenser coils may use
aluminium fins provided suitable protection against corrosion for 15 years of operations
under the light rail operating environment, and the design shall be demonstrated for
approval.
4.9.1.5 Maintainability shall be carefully considered allowing for ease of replacement of

complete unit for repair or overhaul. All components, particularly coils, TX valves,
items shall have good access, for easy removal and reinstallation. The design of the
drains shall minimize the risk of blockages and shall be accessible and allow convenient
flushing out (to be demonstrated on the FAI). Cleaning access for routine cleaning of air
duct from underneath the ceiling shall be provided.
4.9.1.6 The air conditioning unit shall continue to operate at maximum capacity at condenser
surrounding temperatures up to 46°C.
4.9.1.7 All units shall be easily removed by lifting without the need to break any connections in
the refrigeration circuit.
4.9.1.8 All units shall be easily and reliably sealed against water and wind when reinstalled on
the car, and shall do so without the need for special tools or procedures.
4.9.1.9 All refrigerant shall have a zero ozone depletion potential index in compliance with the
Montreal Protocol, for the life of the vehicles.
4.9.1.10 All motors shall be brushless.
4.9.1.11 Refrigerant piping, fittings and materials shall meet the recommendations of ASHRAE
as a minimum.
4.9.1.12 All air conditioning shall be controlled such that adequate cooling is provided to meet
the requirements specified herein, but energy is saved at low load periods by
automatically reducing the air conditioning output on the car.
4.9.1.13 A scheme of controlling the compressors shall ensure that turning the compressors on
and off at low capacity is minimized and that start-ups are shared evenly amongst the
working compressors on the LRV.
4.9.1.14 The design shall ensure that the two units on each car are controlled in a coordinated
and energy efficient manner.

4.9.1.15 For safety, all moving parts shall be enclosed by mesh screens.
4.9.1.16 The air conditioning capacity requirement shall be shared amongst more than one
independent refrigeration circuit so that the failure of any one component will not cause
a failure of the system.
4.9.1.17 In the event of failure of any single component in the saloon air conditioning system on
a car, no more than 25% of the total car air conditioning capacity should be lost.
4.9.1.18 Air distribution ducts shall be in such design that cooled air from any refrigerant
circuit/subsystem can be evenly distributed to cool the entire length of the car. Linear
fans may be added to enhance air circulation if required.
4.9.1.19 All air entering the saloon via the air conditioning system shall be filtered.
Recirculating air grilles shall not be positioned near doorways.
4.9.1.20 Filters shall be easily accessible from the saloon interior and shall not require
replacement or cleaning more frequently than once a month.
4.9.1.21 Sufficient fresh air intake shall be provided in the car when the air filters are due for
replacement or cleaning.
4.9.1.22 A positive interior pressure of 35 Pa shall be maintained, at all operating speeds, to

preclude unintended fresh air infiltration.
4.9.1.23 Ventilation air shall be discharged from diffusers designed to provide efficient mixing
without direct impingement on passengers. The air velocity at 350mm away from the
diffuser should not exceed 0.4m/s.
4.9.1.24 The driver shall have a switch to override the saloon temperature setting to increase the
saloon temperature by 2°C. It is a feature towards energy saving and improve the
thermal comfort to passenger, particularly during seasonal changes and high day / night
temperature difference in summer night.
4.9.1.25 The air-conditioning system shall guarantee a comfortable interior climate at maximum
solar load and with a passenger load AW3 with doors operating in the specified
frequency. The design criteria shall be as follows : -
number of passengers at least 255
heat load per passenger 450 kJ/h

sensible heat ratio 0.45
interior lights and auxiliaries operating 1000kJ/h
door opening frequency 2 min
door opening time (all three doors) 20 sec
4.9.1.26 The vehicles and its subsystem shall be capable of operating at all times within the
following environmental conditions : -
Air Comfort
A. Outside Ambient Conditions
Maximum temperature 36 deg. C
Minimum temperature 6 deg. C
Relative humidity 10% to 99%
Rate of precipitation 22mm/h to 108mm/h
Wind velocity 63-117 km/h
Gusts Exceeds 180 km/h
B. Interior Conditions
The system shall have manual internal set point to permit adjustment of car
interior temperature between 18°C to 26°C. The system shall have sufficient
capacity to maintain the interior temperature to 23°C and relative humidity
between 55 to 65% during the worst operating condition.
Since maximum temperature and maximum relative humidity do not coincide

the worst ambient condition combination shall be considered 34°C and 80%
relative humidity.
4.9.1.27 Under low cooling load condition (e.g. low pratonage on board, cool weather, and etc),
the control of air condition unit shall be designed to prevent blocking of evaporator coil
with icing.
4.9.1.28 The Air Conditioning Unit (ACU) control circuitry shall monitor the status of SIV
power supply and the control of evaporator fan such that when there is a failure of the
ACU controller while the SIV power supply is normal and there is no evaporator fan
command, or vice versa, the ACU fault in the annunciator shall be activated.

4.9.2 Air-conditioning Units
4.9.2.1 The minimum cooling capacity of the system shall not be less than 70kW at the
specified design condition. The Contractor shall demonstrate by calculation and
performance test the adequacy of the system. The comfort level must be maintained
through the range of passenger capacity from AW0 to AW3.
4.9.2.2 The cab shall be supplied by a variable speed fan from the saloon ducts. The outlet
shall be able to be shut. The air shall be evenly distributed in the cab and not impinge
directly on the driver.
4.9.2.3 Care shall be taken in the design of the air conditioning units and roof structure such
that the noise and vibration standard as stipulated in Clauses 2.4.6 and 2.4.9 shall not be
exceeded.
4.9.2.4 The units shall incorporate heaters to maintain the saloon temperature to no lower than
16°C (set point adjustable) during winter conditions of 6°C ambient. The heaters shall
have sufficient capacity such that relative humidity shall be controlled to between 55 to
65%. Short cycling due to fluctuations caused by door opening, shall be prevented.
4.9.2.5 Adequate insulation material shall be applied in the air conditioning unit to ensure the
cooling performance would not be affected due to possible heat gain from the
environment.
4.9.2.6 All instruments shall be accessible by maintenance staff in the saloon through the return
air hatches. These hatches shall be hinged and when hanging free shall allow easy safe
removal by one staff. The return air access space shall be ergonomically laid out with
secure hand holds and components protected from bumping.
4.9.2.7 A minimum volume of 9 cubic metres/hour/passenger of outside fresh air shall be

continuously supplied to each car at nominal line voltage, up to AW3 loading, with a
reduction in volume of fresh and re-circulating air at lower passenger loadings
controlled by load sensing.
4.9.2.8 The fresh air and re-circulating airflow shall be provided to evenly distribute the cooling
energy throughout the passenger saloon and avoid stratification. The spatial temperature
variation in each car shall not exceed ± 2°C from the mean saloon temperature for that
car.
4.9.2.9 Power supply of the air-conditioning system shall be from the 380V 3-phase 50Hz
auxiliary supply system. In any case the compressor motor shall be AC powered.

4.9.2.10 The air-conditioning system shall be designed with isolating valves in the refrigerant
circuit in order to enable isolating part of the refrigerant circuit for component
replacement without the need to discharging and charging refrigerant from and to the
system.
4.9.3 Ducting
4.9.3.1 Adequate ducting for the air shall be provided, including thermal insulation of the roof
ducts and any metal bracket or mounting/fixing plates or conduction paths.
4.9.3.2 Duct connection to the roof unit(s) shall allow quick disconnection by compression
joining without latching.
4.9.3.3 The air velocity in the ducts shall not exceed 10m/s in order to avoid drumming and
aerodynamic noise.
4.9.3.4 The discharge of the air is preferably performed through a perforated ceiling. A
uniform discharge shall be achieved by means of adjustable tamper-proof baffles or
vents. No passenger shall be subject to draughts exceeding 0.5m/s.
4.9.3.5 Care must be taken to select an air outlet diffuser which is not subject to causing
condensation. The material used from the inlet for the fresh air to the saloon diffuser
shall be fire resistant to BS6853 category Ib or BS EN 45545. Diffuser sections shall
butt end to end with no step or gap exceeding 1.0mm. Cleaning wands shall be
provided by the Contractor as part of the equipment supply. Adequate exhaust of the
waste air shall be provided, without the need to open windows.
4.9.3.6 Cleaning accesses shall be provided.
4.9.4 Filters
4.9.4.1 The necessary air filters shall be installed in the fresh air inlet and in the recirculation air
inlet. The air filters shall be easily accessible from the saloon. Commercially available
washable type filter shall be provided with frame. Environmental friendly filter
materials are preferred.
4.9.5 Controls
4.9.5.1 The control of both air conditioning units shall depend on the car interior temperature
detected by a PT-100 (platinum) type temperature sensor per unit. The temperature
sensor shall be located in a position which shall not be affected by the fresh air inlet or
the saloon draught. Precautions shall be taken to prevent ‘hunting’ or conflict between

one unit’s control and the other.
4.9.5.2 To achieve energy saving, 2 saloon units should be set to operate at 4 different
temperature ranges. A manual switch shall be provided on the control panel in the
unit for regular change-over of the settings. Standard keys as per Clause 4.6.10 shall
access equipment. The fault/status indication lights shall be visible through a
transparent window.
4.9.5.3 The 2 air conditioning units shall have sequential control during start up, in order to
prevent overloading the static converters, when the LRV is open up.
4.9.5.4 A 4-position rotary switch per unit (continuously rotatable in each direction) shall be
provided with positions as follows : -
Normal Unit operates normally (Handle pointing upwards).
Off Unit pumps down then shut off.
Test Cool As normal, but thermostats biased to ‘run’ position so that starting
sequence and operation can be checked.
Test Heat Cooling section of unit is shut down, evaporator fan, heating
elements and local indication lights operate.
4.9.6 Installation
4.9.6.1 Special care has to be taken with the installation of the air-conditioning system : -
- to provide accessibility to the equipment and piping
- to provide accessibility for routine cleaning of air duct
- to permit convenient removal of major items such as roof packages, compressor,

etc.
- to avoid any leakage of the liquid
- to drain condensed water properly
- to avoid formation of condensate in saloon
- to avoid vibration

- to provide metallic cover on control panel and MCBs, and no fiber type is
allowed.
4.9.7 Verification
4.9.7.1 The air conditioning system in one car shall be tested in an climate chamber or
laboratory capable of simulating the ambient environment and applicable heat loads.
4.9.7.2 The testing shall begin by ‘soaking’ the car at 34°C for at least 16 hours. The length of
time required to stabilize temperatures after air conditioning equipment is energized
shall be measured.
4.9.7.3 Tests shall be run at a range of at least 4 ambient temperatures and relative humidity
levels, complete with full passenger loads, solar loads and equipment loads. The
energy consumption for all of these tests shall be measured.
4.10 Lighting
4.10.1 General
4.10.1.1 This Clause deals with the lighting of the vehicle:
- interior lighting
- door area lighting
- operator cab lighting
- exterior lighting
4.10.1.2 The power for the interior lighting shall be drawn from the 220V AC electric system;
while those emergency lighting as well as exterior lighting shall be fed from the battery
circuit.
4.10.1.3 Interior lighting shall be controlled by ON and OFF train wires (2 train wires), and the
flashing direction indicators by left and right circuits (2 further train wires). Provision
shall be made of automatic and manual hazard flashing. Stop lights and tail lights shall
be controlled by 2 further train wires. Headlights and cab lights shall be locally
controlled.

4.10.2 Interior Lighting
4.10.2.1 The interior lighting for the passenger area shall consist of LED luminaires and control
gears, fed from the 220V AC circuit. The light elements shall be connected in three
groups with separate circuit breakers in a pattern that provide uniform illumination even
in the event of partial failure.
4.10.2.2 The AC lighting control gears shall be designed to be reliable. An accelerated life-time
test shall be arranged to confirm that the proposed control gears can achieve a target of
less than 1% failure rate in 10 years. Alternatively, a lifecycle cost analysis may be
proposed for optional selection.
4.10.2.3 The emergency lighting shall cover the cab area, auxiliary driving post and all saloon
doors area. All emergency lighting shall be fed directly from the battery to provide
emergency lighting in case of main power failure. The frequency of the inverter control
gears shall be above 18kHz.
4.10.2.4 All interior lighting shall be complied with the LED lighting standard as specified in
Appendix 26
4.10.2.5 The colour temperature of all LED luminaires used for interior illumination of
passenger areas shall be proposed by Contractor and demonstrate in Detailed Design
stage subject to review and approval by the Engineer.
4.10.2.6 The Contractor shall demonstrate that the lighting levels specified herein can be
achieved taking into account that the car lightings will be the only source of light.
4.10.2.7 The lighting shall not be interrupted when the LRV passes through neutral sections of
the overhead line.
4.10.2.8 The lighting fixtures including diffusers shall form an integral part of the ceiling and
shall be moisture and dust proof to IP55 rating for 1 hour with rattle-free components.
The average level of illumination at a height of 1m above the floor on the upper surface
of a 45-degree plane shall be of minimum 300 lux, while the average level of
illumination at floor level shall be of minimum 200 lux.
4.10.2.9 The lighting fixtures shall be simple to open for changing LED luminaires. Quick
release shakeproof fasteners shall be used.

4.10.2.10 The lighting in the cab shall be of incandescent or LED type, connected to the battery
circuit. The light level delivered shall be adequate for the operator to read instruction
sheets (approximately 150 lux.). The cab lights shall be controlled by an individual cab
light switch.
4.10.2.11 All luminaires shall be of LED type and fittings shall be protected and diffused. No
exposed light sources will be accepted.
4.10.2.12 LED luminaires shall comprise white LED chipsets having CCR not less than 80 Ra and
the proposed temperature colour with tolerance of ± 200 K. After one year, two years
and 50,000 operation hours, the colour temperature shall be within ±5%, ±8% and ±10%
of the initial value respectively.
4.10.2.13 LED luminaires shall be designed to withstand switch cycles of 100,000 and test shall
be conducted to prove the compliance.
4.10.2.14 The Contractor shall replace all the LED lighting with a newly improved LED lighting
if:
i) The total cumulative failure rate of the LED luminaires and control gears within its
life exceeds 5% with 20% of LEDs failed in a LED luminaire is constitute as a failure of
the LED luminaire; or
ii) The illumination level at floor level drops below 95% and 90% of the initial
illumination level after one-year and two-year
4.10.2.15 Visual Effect
a) The light fittings shall be arranged such that no shadows shall be cast on seated
passengers, signage or advertising panels. The Contractor shall take into consideration
the strong directional light output characteristics of LED luminaires for the lighting
design so as to avoid glare and to achieve a uniform illuminated, comfortable and
aesthetic pleasing saloon environment.
b) Lighting shall not reduce the view through windows by seated passengers as a result
of reflections.
c) Seated or standing passengers shall not be dazzled by any interior lighting.
d) Consistency of colour and temperature shall be maintained throughout the interior.

e) Lights shall not be perceived to flicker.
f) The light fittings shall be arranged such that no shadows will be cast on seated
passengers, signage or advertising panels.
4.10.2.16 Lighting levels
a) Illumination levels quoted below are maintained illuminance which is the average
illuminance over the reference surface at the end of the complete maintenance cycle i.e.
it is the minimum value to which the illuminance is allowed to fall.
b) A maintenance factor of 0.9 shall be applied to the lighting design to take into
account the various depreciation factors such as dirt on luminaries and diffuser and lamp
lumen depreciation. The installation shall meet the service illumination throughout its
life of 50,000 hours.
c) Glare Index shall be taken as 25 (maximum). Requirement on uniformity shall follow

the Table 1 of BS EN 13272:2001.
d) There shall be no shallowing or light cut-off, and reflection from the grabrail, on the
ceiling coving panels and the associated display panels.
e) The emergency lights shall be arranged so that all the door bays shall be sufficiently
illuminated to achieve a minimum illumination level of 30 lux, measured at floor level,
and 10 lux, measured at floor level other than doorway, under emergency situation.
4.10.3 Exterior Lighting
4.10.3.1 The exterior lighting design, which involves the size, power and layout consideration,
shall be subject to the approval of the Engineer.
4.10.3.2 The exterior lighting shall consist of:
1) at the leading end of the vehicle
For DC car only
- 2 adjustable headlights with high/low beam
- 2 direction indicators (yellow)

- 1 adjustable wide beam headlight for short-range (2.5 to 50 metres)
For MT car
- 2 adjustable headlights with low beam
2) at the rear of the vehicle
- 2 Tail/Brake lights (red)
- 2 reversing lights (white)
- 2 reflectors
3) on the door side of the car
4) on the non-door side of the car
5) on the door side of the car
- each Door Open Indicator (DOI) per door (red)
4.10.3.3 All exterior lights shall be directly connected to the battery circuit. The high beam on
the headlight shall be indicated on the operator’s console. High beam of the headlights
shall also be usable as a signal without switching on exterior lighting.
4.10.3.4 The direction indicators shall be utilized as emergency warning lights in case of a
vehicle backing-up or when hazard lights switch is switched on by the operator or when
emergency brake is activated.
4.10.3.5 Except the headlight, all other exterior lightings shall use long life LED cluster displays.
LED clusters shall be replaceable within one minute. Tail/brake light assemblies shall
be sealed from sprays to IEC61133 but ventilated behind to prevent overheating. Except

the combination lamps specified in PS 4.10.3.8, all exterior LED lighting shall be
complied with the LED lighting standard as specified in Appendix 26 - LED lighting
standard.
4.10.3.6 All exterior lightings shall comply with the latest statutory requirements including
Chapter 374A of Road Traffic (Construction and Maintenance of Vehicles) Regulations.
4.10.3.7 Door Open Indicator (DOI) shall be installed showing the door status of individual door.
A red LED DOI shall be installed at the rain gutter of each door which shall turn on and
off when the corresponding door is opened and closed respectively.
4.10.3.8 Narva (Type no. 94210) or equivalent shall be used in the combination lamps (i.e.
Tail/Brake lights, reversing lights, direction indicators & reflectors) at rear end of LRV
as specified in PS 4.10.3.2 (2) & 4.10.3.9. The cables shall be connected by insulated
terminal connectors to prevent moisture from ingress into the LED.
4.10.3.9 The specification of Narva (type no. 94210)
TYPE 94210
Rear Stop Reversing

Rear Rear Position Lamp Lamp
Reflect Direction Lamp
FUNCTION Reflector Indicator (Brake (Reversing
(Tail light) light) light)
Amber
LIGHT COLOUR Red Red Red White
(Yellow)
VOLTAGE 12//24V 12//24V 12//24V 12//24V
2.1W/3 0.4W/0.4 1.5W/3 5.5W/6.5

RATED WATTAGE
W W W W
APPLICABLE
ECE R3-IA R6-2a R7 R7 R23
REGULATION

CATEGORY
(ECE REG. NO-
37) (LAMP LEDs*12 LEDs*12 LEDs*24
DESIGNATION
MARK)
LOCATION
OF MARKING NARVA
TRADE MARK
MARKED ON LENS
-Limit towards green: y ≤ x -0.120
COLORIMATRIC
-Limit towards red: y ≥ 0.390
SPECIFICATION
-Limit towards white: y ≥ 0.790 – 0.670 x
4.10.3.10 Construction and Material for Narva (type 94210) combination lamp
CONSTRUCTION MATERIAL COLOUR
LENS PC CLEAR
HOUSING(BASE) PC BLACK
REMARK
REMARK:
Cable wire PVC
0.5M CABLE
4.10.3.11 Narva (type 94210) combination lamp drawing
The Narva (type 94210) combination lamp drawing and mounting shall refer to the
Appendix 01 for reference only.
4.10.4 In saloon Door Open Indicator (DOI) shall be installed showing the door status of
individual door. A LED DOI shall be installed at the door covering panel of each door

which shall turn on and off when the corresponding door is opened and closed
respectively.
4.11 Passenger Doors
4.11.1 General
4.11.1.1 Outside sliding doors are envisaged for the vehicle as shown on drawing no.
EMLRVENG/XP/RR/A0001(A). The doors shall be designed to be visually integrated
and as flush as practicable with the car side. The door design shall allow unrestricted
use of the car-washing machine by the vehicles. The accumulation of dirt in the
guiding rails and under seals shall be prevented.
4.11.1.2 The entire door system design shall comply with BS EN14752 or other equivalent
standards subject to the review by the Engineer.
4.11.1.3 All doors shall be equipped with external manual opening release feature, which shall be
positioned next to the leading door leaf with full open position of each pair of doors.
4.11.1.4 The doorway shall have minimum clear opening width of 1700mm, and 1898mm height
with a recessed handrail on each side of the interior.
4.11.1.5 Passenger doors shall be electric powered which shall meet the performance as given in
Paragraph 4.11.2 of this Particular Specification. The general design and construction
of the electric powered door, including door leaf, sealing, safety and interlocking, shall
follow Paragraphs 4.11.1, 4.11.3, 4.114 and 4.11.5 of this Particular Specification.
4.11.1.6 The Contractor shall provide a detailed rigorous safety analysis to every sub-component
level for the design chosen. No part of the doors, door installation, door control systems
or any other door system components shall be damaged, or have their service life
shortened by repeated or continuous stalling by obstructions, or pushing back of the
doors by passengers.
4.11.2 Door Gear Assembly Design
4.11.2.1 Door Gear Assembly shall be modular design and install in the ceiling above the door.
Good accessibility and maintainability shall be provided.
4.11.2.2 The opening and closing time shall be adjustable with nominal of approximately 2
seconds. Suitable cushioning shall be provided on both sides. The door gear shall be
designed for quiet operation and appropriate silencers shall be provided.

4.11.2.3 The doors shall be mechanically locked in the closed position such that they shall
remain closed even with the loss of power. A sealed emergency release handle shall be
provided for each door in the vehicle. The door control shall be interlocked with the
propulsion system such that all doors cannot be opened when the vehicle is in motion
nor can the vehicle starts motion if any one door on the train is not completely closed
and the master controller in neutral.
4.11.2.4 Not used.
4.11.2.5 In the event of a door failure, the defective door shall be isolated electrically, and be
latched mechanically in close position. The isolation and latching shall be undertaken
by a train operator through the opening of the cover with a crew key.
4.11.2.6 Not used.
4.11.2.7 At any point of the door stroke the kinetic energy shall not exceed 10J.
4.11.2.8 If a door is held at any position in its stroke, for any period of time, the speed and force
of the door for the rest of the stroke when released shall not be more than normal.
4.11.3 Door Leafs
4.11.3.1 Door leafs shall preferably be of aluminium sandwich construction with a frame of
extruded sections to provide the stiffness and insulation at minimum weight. A
horizontal load of 6kN, applied on a surface of 0.1 sq m in the centre of the door leaf
shall cause a deflection of not more than 25mm.
4.11.3.2 The door leafs shall have 200mm high stainless steel kick plates on the interior side.
4.11.3.3 The door leaf construction shall be watertight to IP67.
4.11.3.4 A door leaf shall be capable of being removed from the car within 30 man-minutes. A
door leaf shall be capable of being replaced on the car within 30 man-minutes, including
any set-up or tests.
4.11.3.5 The door design shall protect against entrapment of passengers fingers, by having
windows flush with the door interior face, and brush type edge sealing to the passenger
side with a rubber P seal behind.
4.11.3.6 A pull handle shall be provided at the outside of door leaf no.1 to ease train crew access.

4.11.4 Sealing
4.11.4.1 The doors shall be effectively sealed in the closed position in order to avoid noise, air
draughts or water entering. Care shall be given to the requirement of the vehicle to
pass through the automatic car washer by testing to IEC 61133.
4.11.4.2 Provisions shall be made to drain water which may enter while the door is still open at
stops or due to deficient seals.
4.11.4.3 Seals and gaskets shall be easily removable for maintenance and replacement.
4.11.5 Safety and Interlocking
4.11.5.1 The operator shall be able to open and close all doors and the first door only by
respective push-buttons on the operator’s control console. All door operations shall be
combined to external mirror operation as specified in Paragraph 4.6.7.
4.11.5.2 During door opening and closing, an intermittent ‘beep’ signal shall sound from the time
the operator activates the respective button until the doors are fully opened or closed (in
the latter case with a short time delay before closing.) The timing of the beeping shall
be adjustable.
4.11.5.3 The door circuits shall be:
1) wired to the indicator lamps on the operator’s console
2) interlocked with the propulsion system, so that the vehicle cannot move unless
the doors are closed and locked
3) interlocked with the platform detection system so that the doors cannot be
opened except when the vehicle and any coupled vehicle has all doors adjacent
to a platform.
4) Provision of minimum station dwell time:
- During platform duty when the saloon doors are opened the first time, a
timing circuit shall be activated. Before the pre-set time (which is 8
seconds, but can be adjusted upon request from the operator) is lapsed, the
door system shall not respond to any door close command by pressing the
door close push button, i.e. the saloon doors shall remain open for at least
the pre-set period.

- For letting the train captain to know whether the pre-set period is lapsed,
an electronic indicator shall be provided. Under the situation of door re-
opening, after the saloon doors attempt to close once, no more timing
restriction will be imposed, i.e. the doors can be closed any time when the
door close push button in pressed.
4.11.5.4 For feature (2) mentioned above, a sealed over-ride switch shall be provided so that the
vehicle can be driven in case of malfunction of the door circuits.
4.11.5.5 For feature (3) mentioned above, a bypass illuminating push button (with protective
cover) on the control console shall permit door operation when not berthed at platform.
This push button also resets the detection system warning of an object or obstruction
between coupled cars.
4.11.5.6 Each pair of passenger doors shall be provided with interlock switches to prove that the
door is closed. One switch shall be mounted on the indirectly driven leaf and shall be
arranged to operate, when the total gap is in the range of 6 to 9 mm. It shall be
positioned to ensure that it is not affected by lateral or longitudinal displacement of the
door by normal wear of any part in service. One switch shall be installed on each
locking mechanism and shall be operated, when the latch is positively engaged. The
bracket of each switch shall be adjusted in two directions in order to ensure that the
switches shall be accurately mounted to the correct position according to the test
described in PS 4.11.5.7.
4.11.5.7 The test for the closing obstruction shall be performed by placing a 6mm steel bar at any
height between a pair of doors. The doors shall not be able to achieve ‘closed and
locked’ status with the 6 mm obstacle in position.
4.11.5.8 The saloon doors shall be powered only when the consist is at zero velocity. Zero
velocity shall be defined as less than 1km/h. Proving time for zero velocity shall be
less than 0.5 seconds. The proving of zero velocity shall be considered as safety
critical.
4.11.5.9 If the doors are identified as not ‘closed and locked’ whilst the train is in motion, full
service brake shall be applied automatically.
4.11.5.10 All doors shall be held positively locked when closed, under all conditions of power
supply. The locking status shall only be related when an open command signal is
received or the emergency release handle is operated.
4.11.5.11 No single point failure on equipment or wiring, or two point failures with one failure
undetected shall cause a door to open without being commanded.

4.11.5.12 The door loop circuits shall be trainlined to ensure the synchronized door operation of
the coupled cars.
4.11.5.13 No single point failure will lead to door open even in single LRV or coupled LRV
operation is allowed.
4.11.6 Rear Emergency Exit Door
4.11.6.1 Each vehicle shall have an emergency exit at the rear. When the emergency exit was
opened, it shall provide a clear opening from the floor of the vehicle to a height of not
less than 1700mm and of a width of not less than 600mm. It shall preferably be in the
form of vertically hinged door and must permit egress of passengers from the front
vehicle of a coupled pair of cars via step platforms on the coupler. In single car
operation, it shall allow passenger egress via a platform and ladder mechanism.
4.11.6.2 The design of the locking system shall ensure that it is impossible for passengers to fall
out accidentally, and the door must be interlocked with the traction system. An alarm
shall indicate to the driver if there is an intention or tendency for the door to open.
4.12 Auxiliary Supply System
4.12.1 General
4.12.1.1 This Paragraph defines the requirements of the auxiliary electrical system. The general
standards for electrical work in rolling stock vehicles, as defined in the relative
standards, shall apply.
4.12.1.2 The auxiliary electrical equipment, such as:
- Relays
- Power contactors
- Power control logics
- Signaling devices
- Lighting
- Communication equipment
- Information displays

- Air-conditioning equipment
- Air compressor
- Door controls
shall be fed by two supply systems, either by the 380V/50 Hz three-phase network or the
DC 24V network.
4.12.1.3 The selected AC equipment shall be compatible with the actual output waveform of the
DC/AC converter. No premature failures and extraordinary noise of AC consumers
due to non-sinusoidal waveform shall be acceptable.
4.12.1.4 A secondary direct current low voltage system, fed by a converter from the primary
system and operating with a nominal voltage of 24V DC shall be provided. Batteries
shall be used as buffer and storage elements. All apparatus utilized in the DC system
shall be designed to work satisfactorily between 0.8 and 1.1 of the nominal voltage.
4.12.2 Main and Auxiliary Equipment Boxes
4.12.2.1 Main and auxiliary equipment boxes shall be installed in the underframe. They shall
be properly seale locked and shall be earthed. Sealing shall be protected to IP55, and
to IEC 61133 allowing for vibration and subjected to test demonstration. All access
covers or doors for equipment over 24VDC shall have mechanically retained double lip
hollow tube type seals and more than one EMKA lock for redundancy. Components
within the equipment boxes which require inspection up to and including once per year
if not fully accessible to both sides via quick release access covers, shall be hinged or on
a roll out tray to provide such access.
4.12.2.2 All conduits and high voltage cables shall slope upwards to enter any boxes, containers,
sockets, etc. so that water drains away from entries. Care shall be taken to not align
entries with spray from the wheels, etc.
4.12.2.3 Boxes shall be supported by brackets and not suspended by bolts in tension. All boxes
and containers shall have a design life of 40 years minimum allowing for fatigue and
ballast impact.
4.12.2.4 All flexible conduit and fittings shall have good electrical insulation properties, at least
medium mechanical properties, be low smoke halogen free and fire retardant, UV
resistant, and seal to IP66 according to BS EN 50086, 1994 and 1996.
4.12.3 Electrical Distribution System and Protection

4.12.3.1 The electrical distribution system shall meet all applicable standards. All 3 phase
electrical wiring shall be colourcoded BBG. Wiring shall be of the irradiated
polyethylene type or equivalent, with an insulation test voltage of 3.5kV. The
minimum wire cross-section (conductor) shall be 1 sq mm. Current rating calculated
according to IEC 287 for continuous most unfavorable operation conditions, eg. in
insulation completely surrounded, at 30°C ambient shall not exceed the OEM
recommended values.
4.12.3.2 The wires shall be grouped to facilitate connecting. Each wire shall carry permanent
identification marks (stamped on shrunk sleeves); each sub-system shall be allocated a
specific group of numbers conforming where-ever possible to the Phase I LRV MLR
format or where not feasible, then according to the requirements as defined by the
Equipment Designation System EDS (standard IEC 115).
4.12.3.3 A minimum of 20% spare wires shall be provided at every junction box and terminal
block except for high tension cabling. The cable routing of the spare wires shall be
determined during the detailed design stage. Trainlines shall run from the connector in
front of the vehicle to a junction box in the rear of the vehicle. The jumper cable of the
coupler shall be connected to this junction box.
4.12.3.4 The use of miniature circuit breakers to protect groups of similar or related elements is
preferred over fuses. They provide reset capability without the need of spare parts and
may also be used as switches to set up special circuit conditions during testing or
maintenance.
4.12.3.5 The circuit breakers and fuses shall be grouped and installed in the operator’s cab.
Each circuit breaker shall be properly labelled according to the format, layout, and
nomenclature of Phase I LRV MLR wherever possible.
4.12.3.6 Circuit protection co-ordination shall ensure that circuit interruption localizes the fault.
The protection devices shall act to protect the downstream devices and shall be capable
of interrupting the maximum as well as the minimum fault currents. A co-ordination
analysis shall be submitted for review by the Engineer.
4.12.3.7 All auxiliary power and control equipment shall be easily accessible for inspection,
testing and maintenance.
4.12.3.8 The Contactor shall be rated for maximum current capacity and overload interruption
capability. All control relays shall have wetting action of contacts, integral varistor
surge protection. A submission shall propose a long reliable life for all control
components e.g. switches, pushbuttons, control and timer relays, etc. supported by OEM
endurance data and with reference to DIN VDE 0660 and IEC 947 for the Engineer’s
review.

4.12.3.9 All the relays used shall be of railway proven type and shall comply with the following
international standards or equivalent:
Standard Title
Railway Applications – Electric Equipment for Rolling

IEC60077
Stock
IEC60571 Electronic Equipment Used on Rail Vehicles
Railway Applications – Rolling Stock Equipment – Shock

IEC61373
and Vibration Tests
IEC60947 Specification for low-voltage switch gear and control gear
Specification for degree of protection provided by

EN60529
enclosures (IP code)
EN50121 Electromagnetic Compatibility for railway applications
Railway Applications – Electronic Equipment Used on

EN50155
Rolling Stock
4.12.3.10 Other than the international standards specified in clause 4.12.3.9, all the relays used
shall meet the following requirements. Any deviation from the following requirements
shall be reviewed without objection by the Engineer.
Type: 35mm DIN rail plug-in socket type relay

Coil Voltage: 24VDC (or otherwise specified by the
Engineer)
Pickup Voltage: 16 to 33VDC (or otherwise specified by the
Engineer)
Drop Voltage: ʀ 2.5VDC
Nominal Power: ʀ 5W
Dielectric Strength: ʁ 1,500VAC for 1 min. between contacts
and contact, coil & frame
Insulation Resistance: ʁ 100M at 500VDC
Life Expectancy: ʁ 30 millions operation cycles
Indicator: LED coil voltage indicator
Operating Temperature: 25qC to 70qC
Humidity: 0 to 99%
Safety Relay Characteristic: Weld-no-transfer contacts.

Magnetic arc blow out and/or double

make/break contacts to guarantee
electrical life cycle.
4.12.3.11 The Contractor shall design the relay panel to facilitate future relay maintenance. Where
possible, relay with similar function shall be grouped together onto the relay panel in
modular basis. The relay panel module shall be easily removed and re-installed in order
to enhance the maintainability. The final design of all relay panels shall be subject to
review without objection by the Engineer.
4.12.3.12 The design of the relay panel module shall allow easy dismantling from the LRV for
fault finding in the Employer’s maintenance workshop. In particular, the connection
between the relay panel modules and the carbody wiring shall be by means of railway
proven connectors. The type of connector selected shall be subject to review without
objection by the Engineer.
4.12.3.13 The Contractor shall provide all associated tools for the testing of the relay panel
modules. The testing tools shall be able to assist the Employer’s maintenance team in
identifying the faulty relays on the panel module.
4.12.4 Auxiliary Converter
4.12.4.1 The design and operation of auxiliary converter shall comply with the following
international standards or equivalent:
Standard Title
IEC60077 Rules for Electric Traction Equipment
IEC60571 Electronic Equipment Used on Rail Vehicles
Railway Applications – Rolling Stock Equipment – Shock

IEC61373
and Vibration Tests
Power Converters Installed On Board Rolling Stock –

IEC1287-1
Characteristics and Test Methods
Power Converters Installed On Board Railway Rolling

IEC61287-2
Stock – Additional Technical Information
Electromagnetic Compatibility: Rolling Stock – Train and

EN50121-3-1
Complete Vehicle
EN50121-3-2 Electromagnetic Compatibility: Rolling Stock – Apparatus
EN50155 Railway Applications – Electronic Equipment Used on

Rolling Stock
4.12.4.2 Each vehicle shall be equipped with a line switch, the input protection equipment, gate
controls and battery charger. The inverter case shall be resiliently mounted to the
vehicle to avoid transmission of noise and vibration to the interior of the car. A
modular arrangement shall be provided.
4.12.4.3 Suitable protection shall be included in the power conditioning circuits to protect from
high frequency transient voltages, over-voltage, over-current and earth faults.
4.12.4.4 The auxiliary converter shall take input power directly from the pantograph such that it
is independent of the propulsion power equipment.
4.12.4.5 The input to the auxiliary inverter will be DC voltage from 525 to 900 volts and the
output shall be 380 volts 50 Hz 3-phase with a simulated sine wave form that shall be
used to supply industrial motors without motor derating. The capacity is to be sufficient
for 110% of the total auxiliary power demand including the lighting, air compressor, air
conditioning, battery charging and control systems.
4.12.4.6 All auxiliary power output AC supplies shall be galvanically isolated from the input
supply. They shall be regulated to 50 Hz ± 1 Hz with total harmonic distortion below
10%.
4.12.4.7 Ramp up function in frequency and amplitude for stop-start shall be included.
4.12.4.8 Equipment assemblies shall be functionally grouped and modularly mounted, to reduce
replacement time and to simplify repair. Assemblies with identical function shall be
interchangeable.
4.12.4.9 Control circuit logic shall permit testing and monitoring of the operation of the auxiliary
power supply system when running. Appropriate test equipment shall be supplied as a
contract deliverable.
4.12.4.10 The auxiliary power control system shall carry out self-tests to ensure the integrity of the
equipment. Sufficiently detailed status, fault and diagnostic information shall be
transmitted to the train fault recording system to enable prompt maintenance corrective
action.
4.12.4.11 All control electronic equipment for the propulsion and auxiliary supply systems shall
be rated for operation over the temperature range 0°C to 70°C. Cooling fans shall
circulate air in control equipment enclosures where necessary to maintain hot-spot
temperatures below this limit, but only if other methods are unsuccessful.

4.12.4.12 The battery charger shall be a current limiting type that can withstand a short circuit
condition. It shall be proven design on rolling stock application. The battery charger
shall supply power at a nominal 24 volts to the control systems and other electronic
equipment without the need for separate protection against harmonics. A battery charger
fault indicator shall be provided to the Train Captain such that the problem of battery
drained out can be avoided.
4.12.4.13 An auxiliary converter that uses the same modules as the traction inverter is preferred. It
shall use the same type of power control device and the same method of cooling as the
traction inverters. The cooling demand shall be low and force ventilation should not
be required during stabling when the main loads are isolated. The Contractor shall
provide detailed algorithm on how to minimize the energy required for cooling during
normal operation and with the vehicles stabled.
4.12.4.14 Capacitor discharge devices shall ensure that capacitor terminal voltage is less than 50
volts within 2 minutes of removal of primary power, and shall provide positive
indication of such to maintenance personnel.
4.12.5 Batteries
4.12.5.1 The battery shall be of nickel cadmium type with stainless steel cell casing. It shall meet
the IEC 623 and IEC 993 requirements.
4.12.5.2 The battery shall provide adequate capacity to run the emergency circuits on the vehicle.
For design purposes, the following operational requirements shall be met after loss of
output from the battery charger.
- the ‘as new’ battery shall provide emergency lights, radio, propulsion control
inclusive of 4 track brake applications with an entry-speed of 40 km/h for at least
one hour from the 85% charged condition.
4.12.5.3 The battery shall have a high impact resistant container with handles and flip top flame
arresting vents. For ease of checking and maintenance, the batteries shall be installed
on a pullout tray in an adequately vented battery box in the underframe. The pullout
tray shall have a positive latch when in the closed position. The battery shall be
completely shielded from sunlight.
4.12.5.4 The battery pull-out tray and box shall be constructed of stainless steel, which shall
comply with BS 2550. All the live parts such as the terminals and connection bars shall
be covered by insulated materials.
4.12.5.5 The battery shall not require water refill for a frequency of more than once per 60 days.
The battery shall float on the dc output of the low voltage supply where output voltage
shall have a fine adjustment and excellent stability so as to avoid both over and under
charging of the battery.
4.12.5.6 All battery guide bars of LRV shall incorporate the provision of safety link in order to
retain the battery guide bar from reaching track level in the event of detachment.
4.13 Destination and Run Number Signs and Announcements
4.13.1 General
4.13.1.1 The Contractor shall adopt electronic type display system for the destination and run
number display units. No mechanical type display system shall be used.
4.13.1.2 The front destination signs shall be synchronized with the side and rear destination signs
and the control signal shall be trainlined using the same control code as existing
vehicles. The destination display system shall be specified in Paragraph 8.5
4.13.2 Enclosures
4.13.2.1 The sign enclosures shall not have a transparent front screen but shall be sealed and dust
proof with easy access using Emka type locks.
4.13.2.2 Both the display module and enclosure shall allow easy removal by maintenance
personnel. The installation design shall be approved by the Engineer for demonstration
of ease of maintenance. The temperature rating of all components shall match the life of
the vehicle.
4.13.3 Run Number Display Unit
4.13.3.1 A run number display unit shall be installed at the lower left corner of the windshield. It
shall be of LED type with localized control by the drivers. The design of LED panel
shall ensure that the run number is legible from the distance of approximately 20m. In
particular, the LED display panel shall not cause glare reflection to the drivers from the
windshield.
4.14 CCTV Monitoring System
4.14.1 The Saloon CCTV Monitoring System shall include Five fixed cameras mounted at a
fixed orientation inside the LRV saloon. The viewing lens shall be protected from
vandalism. The three cameras shall provide coverage for the three door areas and two
cameras shall capture the saloon from rear end of the LRV with two SD storages, i.e. 2
sets of “1 saloon read end CCTV + 1 SD card” shall be provided.

4.14.2 The Underframe CCTV Monitoring System shall include two fixed cameras mounted at
LRV underframe to enable the operator to monitor the rear of the LRV in the event any
object falls onto track in between two coupled LRVs.
4.14.3 The External CCTV Monitoring System shall include one fixed camera mounted at
No.3 door to view the passengers boarding and alighting from No.3 door to No.1 door.
4.14.4 In general, the Saloon CCTV Monitoring System shall interface with the platform
sensing function of Falling Object Detector Alarm system such that the CCTV monitor
shall be switched ON automatically when the LRV enters the platform and switch OFF
automatically when the LRV leaves the platform. In addition, manual switch ON and
auto switch OFF the CCTV monitor shall be provided for the Train Captain depending
on train location, train speed and door status. The final design shall be submitted for
approval during detailed design.
4.14.5 In general, the External CCTV Monitoring System shall interface with the platform
sensing function of Falling Object Detector Alarm system such that the CCTV monitor
shall be switched ON automatically when the LRV enters the platform and switch OFF
automatically when the LRV leaves the platform. In addition, manual switch ON and
auto switch OFF the CCTV monitor shall be provided for the Train Captain depending
on train location, train speed and door status. The final design shall be submitted for
approval during detailed design.
4.14.6 The switching of the monitor screen from the Saloon CCTV System, External CCTV
Monitoring System to the Underframe CCTV Monitoring System shall be controlled by
a dedicated selector.
4.14.7 The CCTV monitor and all associated switches / selectors shall be integrated with the
operator’s console. The layout design shall be submitted for review by the Engineer.
4.14.8 The cameras shall be of CCD type for colour images with automatic light compensation
with a video output voltage of 1Vp-p level to CCIR PAL colour standard. The choice of
camera shall take into consideration the variation of lighting level at different time of
the day.
4.14.9 The video image shall be transmitted via the trainlines of the LRV. Under coupled set
condition, the video image captured by the cameras of the rear LRV shall be transmitted
to the front LRV for monitoring by the LRV drivers.
4.14.10 Colour video images shall be shown to a CCTV monitor in the driving cab. The overall
signal to noise ratio shall be better than 50dB.
4.14.11 One colour video monitor shall be provided for the driving cab of the LRV. The video

monitor to be supplied shall be active matrix LCD TFT type with continuous auto
brightness adjustment. The video input voltage shall be a composite video signal 1Vp-p
to CCIR PAL colour requirement. The monitor shall be blank automatically when no
signal is detected.
4.14.12 The colour video monitor shall be sufficiently large to show a maximum of ten camera
images simultaneously with the monitor screen split into ten equal portions. There shall
be ten dedicated pushbuttons (or alternatively touch screen device) provided for driver
to select any camera image with full screen display on the monitor.
4.14.13 The camera and the colour video monitor shall be capable of withstanding mechanical
shock of at least 10g and continuous mechanical vibration of at least 7g.
4.14.14 The colour video monitor shall have dimmer control for the driver to adjust the
brightness of the screen to suit the day and night operating environment. It shall also
enable the driver to adjust the contrast and brightness directly on the colour video
monitor.
4.14.15 Recording function shall be provided which shall also be encrypted. The duration of
CCTV footage shall be at least 7 days. The recorded images shall be kept in the storage
for 7 days, and shall be deleted automatically after 7 days. The freed storage space shall
be used for subsequent recordings.
4.14.16 Fault reset button shall be provided to allow the Train Captain only to reset the CCTV in
case of failure without erasing the recorded footage.
4.14.17 The fault indicator shall be provided when the recording function fails.
4.14.18 A playback terminal shall be provided for footage playback in Train Crew Office in
TMD.
4.14.19 Power requirements:
The system shall be fed by dc power supply in train.
The system shall support half an hour continuous operation in case of main
supply failure.
The system shall not be affected by power surge.
4.14.20 The Cab-front Camcorder equipment shall be installed at the front of the driving
console, at about centre position facing straight and with a tilting angle of about 12 Deg

~ 13 Deg downward such that the track condition ahead can be captured. To provide
redundancy, two sets of “1 camcorders + 1 SD storage” shall be installed next to the
each other.
The performance of Cab-front Camcorder equipment shall be as follows:-
Sensor 3 Megapixel CMOS
Lens F/2.0, 6G Megapixel lens
View Angle 130º
1920 x 1080 @ 30FPS (Default)

Resolution 1280 x 720 @ 60FPS
1280 x 720 @ 30FPS
LCD Display 2.4
G-Sensor 3 Axis G-Sensor built-in
U-HDR WDR+ 3D Noise Reduction
Output interface HDMI / AV / USB2.0
Audio Video/audio sync. Recording / mute
Certificate CE / FCC / BSMI (D33I02)
Video H.264 烏 .AVI file
Storage SDHC card up to 32GB
G-Sensor triggered recording

Auto recording
Circular record
Emergency record
Human Tech. Image inverse
Date stamp
Vico Tag
WDR
3D Noise Reduction

Among the Cab-front Camcorders in each car of LRV shall be supplied by 24

VDC power.
Cab-front Camcorder equipment shall capture the image clearly in night time
environment.
4.15 Falling Object Detector System (FODS)
4.15.1 General
The system comprises two separated functions of doors-open-control and falling-object-

detection, which consists but not limited of seven major components to interacting each
other.
4.15.1.1 Platform optical sensors
Two pieces of platform optical sensors #1 and 2 are separately installed beside door
leaves No. 1 and 6 to detect and allow passenger doors can be opened only a platform is
beside.
When under coupled set operation, the arrangement of the platform optical sensors
would be named as #1, 2, 3 and 4 installed beside door leaves No.1, 6, 7 and 12 to
detect and allow passenger doors can be open only a platform is beside.
The platform optical sensors also control the activation and deactivation of falling-
object-detection function according to platform optical sensors output under coupled set
operation. (Refer to PS 4.15.3.2).
The platform optical sensors used on existing LRV (SICK WTB27-3F2611) or

equivalent sensors shall be submitted for approval.
4.15.1.2 Fallen object optical sensors

Two pairs of fallen optical sensors shall be installed underneath at both ends of the
forefront and the stem of each LRV, but to be used only under coupled set operation.
4.15.1.3 Magnet switch and spring activator
A magnet-switch shall be installed above the rear coupler, which is to disable both
fallen object optical sensors #D and #A of a coupled set when the coupler is not at the
centre line position.
4.15.1.4 Controller

Function of the controller shall be able to determine:
- whether allows the doors can be opened;
- trigger / stop falling-object-detected alarm;
- reset the falling-object-detected alarm according to the input of alarm-reset-

button;
- turn on spotlight automatically;
- control the on / off of spotlight according to the manual control function

incorporate in the alarm-reset-button;
- monitor for system fault;
- recording for operation events
when input signal(s) from relevant sensors and switches is given.
4.15.1.5 Spotlight-under-frame
A spotlight shall be installed next to the rear coupler is to project lighting from high
angle to light up the coupling area. Once a foreign object that exists in the coupling gap
is detected, the spotlight shall be turned on automatically.
4.15.1.6 Alarm-reset-button
The alarm reset button shall be a dual function design as a push button to reset fallen
object alarm and turning off the spotlight. It shall also provide an amber indicator to
display the on/off status of both fallen object alarm and spotlight as well.
4.15.1.7 Door-open-bypass-button
Similar function as the alarm-rest-button, the red door-open-bypass-button has a dual

function to display the door open enable / disable statuses of door operation and system
fault indication, but also be a bypass button to override the function that imposed by the
platform sensors of FODS.

4.15.2 The door-open-control function
Whatever travelling in single-car or coupled-set operation, under normal condition,

doors shall allow opening only when all platform sensors (2 for single-car or 4 for
coupled-set) detected a platform beside.
4.15.3 The falling-object-detection function
4.15.3.1 When two LRVs are coupled, the fallen object sensors #C, #D of the leading car and the
fallen object sensors #A, #B of the trailer car are emitting four pieces of invisible beams
when activated automatically to form up a detection zone to covering the coupling area.
4.15.3.2 The falling-object-detection function shall be activated when entering platform and
deactivated when departing from the platform base on the outputs of platform optical
sensors as the table below:
Platform Optical Falling-object-

Sensor(s) detected detection function
platform
P1 0
P1 + P2 0
P1 + P2 + P3 1
P1 + P2 + P3 + P4 1

P2 + P3 + P4 1
P3 + P4 1
P4 0
4.15.3.3 To minimize the false alarm reporting when raining, FODS shall interface with
windscreen wiper/washer switch to obtain the input of the switch position, i.e. when the
wiper system is switched on either at slow or high speed position, the respond time of
each single object sensor shall defer to 0.09 second from 0.04 second.
4.15.4 Time records of the system operation
The controller of the FODS system not only control the doors open and falling object
detection but has the ability to record down the time records of different operational
events.
4.15.4.1 Time record notes down for different operation events
Some selected operational events shall be recorded down for the time of activating and
they include:
a) Alarm activated time records individual for each object sensors.
b) Alarm activated time records individual for different modes of:
1. Activated time records for enter to the platform.
2. Activated time records for slow down to stop.
3. Activated time records for all doors opened.
4. Activated time records for all doors closed.
5. Activated time records for starting (embraced by the platform).
6. Activated time records for departing (overhung the platform).

c) Activated time records for triggering the door-bypass-switch
d) Activated time records for doors opening.
e) Activated time records for doors closing.
f) Activated time records for resetting the door-bypass-switch.
g) Time arrived to the platform.
h) Time departed from the platform.

5 BOGIES
5.1 General
5.2 Bogie Frame
5.3 Structural Requirement
5.4 Suspension System
5.5 Wheelsets
5.6 Maintainability
5.7 Propulsion Installation
5.8 Brake Installation
5.9 Miscellaneous Equipment
K1846-15E PS 05 Bogies PS05-Page 1 of 22

5 BOGIES
5.1 General
5.1.1 The bogies shall be compatible with the existing underfloor wheel lathe at TMD such
that wheel turning could be carried out without the need for removal of bogies or
disassembly of any part from the bogie or carbody. The Contractor shall provide a set of
hold-down device for the new LRVs to be used with the existing wheel lathe at TMD.
5.1.2 The bogie of the new LRV shall be interchangeable with the bogie of existing Phase III
and Phase IV LRV (i.e. new LRV can adopt bogie of Phase III and IV for operation and
Phase III and IV LRV can adopt bogie of new LRV for operation) such that the LRVs
shall deliver the same structural and dynamic performance as per its original design. The
Contractor shall provide design verification of such interchangeability and shall be
responsible for carrying out testing for verification. (subject to confirm by Mechanical
team)
5.1.3 The bogie/carbody interface including the slewing ring and bogie bolster shall be
optimized to minimize wear and tear and maintenance.
5.1.4 The bogie and bogie bolster shall be proven by a fatigue test conducted at no additional
cost to the Employer.
5.1.5 Each vehicle shall be equipped with two interchangeable four-wheel bogies. The two
axles shall be powered by a single motor (mono-motor). The bogie and suspension
system shall be designed such that it provides for a service life equal to that of the
vehicle (in normal service and under adequate maintenance). The forces applying to
the bogie under service conditions of AW3 on the Light Rail tracks shall be measured.
Those forces shall be applied to the bogie FEA model to verify the stresses used in
design calculations and verify the design fatigue life prediction.
5.1.6 The bogies shall be identical, i.e. the front bogie and the rear bogie must be
interchangeable (the mounting and demounting of items peculiar to the leading bogie
such as flange lubrication, sander, etc. at minimum time is acceptable).
5.1.7 While negotiating at the tightest curve of R20m, no part of the bogie shall protrude the
carbody edge. The Contractor shall provide a schematic diagram to show that the
bogies do not protrude the carbody edge when both bogies are resting on a tightest curve
of R20m.
5.1.8 The bogie design shall minimize the wheel flange-to-rail contact and noise produced
while negotiation curved track.

5.1.9 The Contractor shall prove by calculation during the design phase that flange forces
which may cause derailment have been minimized. The method for this calculation
shall be proposed by the Contractor but, in any case, the L/V ratio shall not exceed 1.2
(where L = Lateral force on wheel flange and V = Vertical force on wheel tread). L
and V forces applied for more than 0.05 seconds should be considered for this
calculation on the leading wheel and on a running distance of more than 2 metres under
worst-case conditions.
5.1.10 For each individual car the bogie-to-body interface shall allow for all bogie movement
throughout the operating environment.
5.1.11 The cars shall be designed so that they do not generate excessive forces between wheels
and rails over the full range of variation in car and track condition.
5.1.12 The combined effect of static wheel unloading, wheel diameter and wheel tread profile
shall not prejudice safety by causing excessive stress or deformation in the contact zone
between the wheel and rail.
5.1.13 The connection of the bogie to the carbody shall allow lifting of the car with the bogies
attached (safety hooks). The bogies however shall be easy to separate from the car by
standard tools.
5.2 Bogie Frame
5.2.1 The bogie frame shall be fabricated or casted structure adequately designed to withstand
the loads and shocks encountered in this type of operation.
5.2.2 The frame shall be machined where necessary to provide the measurement datum for the
alignment of the wheelsets and mounted hardware. The difference in the diagonal
distance of the journal bearings under tare condition shall not exceed ± 0.5mm. Each
side of the frame shall have a marked jacking area. It shall also be equipped with four
lifting lugs, so that a complete bogie can be transported by crane.
5.3 Structural Requirement
The design shall be such that the stresses developed under AW4 load, when running on
minimum quality track under all operating conditions and at speeds up to and including
80 km/h, do not exceed the yield strength of the material, with a safety factor of not less
than 1.2.
5.3.1 Dynamic Requirements and Track Forces

5.3.1.1 The natural frequency of the bogie, including any suspension natural frequencies, shall
be sufficiently separated from any other natural frequencies of either the carbody or any
equipment mounted thereto, such that resonance, noise and excessive vibration are
avoided with the bogie in any operating condition, and with any acceptable level of wear
of bogie components.
5.3.1.2 The design shall provide a means for easy shimming to compensate for wheel wear and
other lost height in the bogie due to wear without resulting in any effect on air spring
pressure.
5.3.1.3 The bogie shall be designed according to the latest findings with regard to ride comfort
(see requirements in Paragaraph 2.4.9) and minimum wear. Wearing parts shall be
avoided by using elastomeric elements as well either a circular ball-bearing or sealed
anti-friction system connecting to the carbody. Low or anti-friction pads shall only be
acceptable with guaranteed maintenance - free periods of 660,000 km.
5.3.1.4 Shims required to compensate for bogie construction tolerances shall be welded in
place. Any shimming required to correct for carbody construction tolerances which
result from excessive carbody warpage or twist shall be permanently welded to the
carbody.
5.3.2 Wheel Unloading
5.3.2.1 The bogies shall be designed to enable the safe operation of the cars on the most adverse
combination of track twist of 1:200, with any combinations of air springs deflated.
Under this condition, the maximum unloading of any wheel shall not exceed 60% of the
nominal wheel load. The nominal wheel load is defined as the sum of each individual
measured wheel load with the car standing on a straight and level track divided by the
number of wheels.
5.3.2.2 This shall be verified by factory test on one of the first two LRVs by measuring the
loads on the leading bogie as the rear bogie is shimmed to simulate a ramped
superelevated track. Alternatively a dynamic test by strain gauging of wheel loading
may be proposed.
5.3.3 Static Strength
5.3.3.1 As a minimum requirement, the maximum stress resulting from the following loads
acting simultaneously on the bogie frame shall not exceed 85% the yield stress of the
bogie frame material : -
1) 125% of the AW4 load in the vertical direction
2) 50% of the AW4 load in the lateral direction

3) Longitudinal load resulted from acceleration and braking.
4) Load applied to the bogie frame resulting from forces exerted by the traction
motors and the braking equipment during acceleration and braking.
5) Loads applied to the bogie frame resulting from the inertia of the bogie mounted
components and equipment due to acceleration, braking, vibration and shock, in
all three planes. The longitudinal shock shall be taken as 3g.
5.3.3.2 For the calculation of these longitudinal acceleration and braking loads, the maximum
instantaneous acceleration and braking rates shall be used.
5.3.3.3 The bogie frame shall be able to withstand a longitudinal shock of 5g, lateral shock of
1g and vertical shock of –1 to 3g where “+” signifies downward, without failure. This
shall be taken as occurring simultaneously with an AW4 vertical load.
5.3.4 Fatigue Strength
The bogie frame shall withstand any dynamic loads imposed by the forces acting on the
frame, without exceeding the fatigue endurance limit at 10 million cycles for the bogie
frame materials. As a minimum, this shall include : -
1) A vertical load equal to the sum of AW2 static vertical loads on the bogie
primary suspension springs times 1 ± 0.4 equally applied to the secondary
suspension points.
2) A lateral load of ± 0.25 of AW2 static vertical loads on the bogie primary
suspension springs.
3) A longitudinal load of ± 0.15 of AW2 static vertical loads on the bogie primary
suspension springs.
5.3.5 Bogie and Carbody Connection
The carbody/bogie connection shall withstand the following loads without permanent
deformation : -
1) A vertical load of 0.75 times the AW4 weight of the car (excluding bogies)
2) A lateral load of half the body mass at AW2 subjected to an acceleration of 1.1g.
3) A longitudinal load equivalent to the bogie mass subjected to an acceleration of

± 3.0g.

5.3.6 Frame Mounted Equipment
5.3.6.1 Equipment mounted on the bogie frame shall withstand, without permanent
deformation, all inertia forces associated with operating the cars on the Light Rail
System over the design life of the cars.
5.3.6.2 At a minimum, equipment mounted on the bogie frame shall withstand, without
permanent deformation the loads associated with the following accelerations acting on
the mass of the item : -
1) Vertical ± 20.0g
2) Lateral ± 3.0g
3) Longitudinal ± 5.0g
5.3.6.3 Items mounted on the bogie frame shall have a fatigue life of not less than 10 million
cycles under loads associated with the following accelerations acting on the mass of the
item : -
2) Lateral ± 1.5g
Shock and Vibration Test shall be carried out in accordance with IEC61373 Railway
Applications – equipment - Shock and Vibration tests for all frame mounted equipment.
5.3.7 Axlebox Mounted Equipment
5.3.7.1 Equipment mounted on the axlebox shall withstand, without permanent deformation all
static and dynamic forces associated with operating the cars on the Light Rail System
over the design life of the cars.
5.3.7.2 At a minimum, equipment mounted on the axle box shall withstand, without permanent
deformation, the loads associated with the following accelerations acting on the mass of
the item : -
2) Lateral ± 5.0g

5.3.7.3 Items mounted on the axle box shall have a fatigue life of not less than 10 million cycles
under loads associated with the following accelerations acting on the mass of the item : -
2) Lateral ± 3.0g
5.3.7.4 Shock and Vibration Test shall be carried out in accordance with IEC61373 Railway
Applications – equipment - Shock and Vibration tests for all axle mounted equipment.
5.3.7.5 RFID Axle Box Temperature Detection System
5.3.7.5.1 The Named Supplier of trainborne RFID Axle Box Temperature Detection System is
specified in Appendix 21.
5.3.7.5.2 The RFID tags shall be properly enclosed and installed on every bogie. Each RFID tag
shall connect with a temperature sensor which shall be installed on each axle box.
5.3.7.5.3 The information transmitted by each RFID tag shall include but not limited to the
following:
1) Preset high temperature indication
2) High temperature sensor fault
3) Tag healthy signal
4) Unique RFID serial number
5) Time and date of the transmission
5.3.7.5.4 The RFID tags shall operate in 2.4GHz ISM frequency for communication with
trackside receivers.
5.3.7.5.5 The RFID tags shall transmit tag and temperature data in a fixed time interval
automatically. No acknowledgement is required from trackside receiver unit.

5.3.7.5.6 The data received by the receiver will be transmitted via the Corporate Data network
(CDN) to Tuen Mun Depot Monitoring Servers in Depot Control Centre (DCC) & MTR
Media Centre (MMC). The RFID readers with the associated electrical and network
installations are installed in on both UP Track and Down Track platform track side of
S030 (Lung Mun station), S270 (On Ting Station) and S480 (Tin Fu Station) platforms.
5.3.7.5.7 Performance Requirements of the Trainborne RFID Axle Box Temperature Detection
System Interfaces
1) The operation of the trainborne RFID Axle Box Temperature Detection System
shall not interfere with the normal operation of the LRV and Signalling System.
The operation of the trainborne RFID Axle Box Temperature Detection System
shall not cause interference to other RFID and electronic equipment currently in
use on the railway systems.
2) The trainborne RFID Axle Box Temperature Detection System shall be able to
uniquely recognise and detect the current temperature and highest temperature in
past two hours from each axle box.
3) The RFID tags and temperature sensors shall be able to real-time monitor the
axle box temperature and transmitted the data to track-side receiver at pre-
defined location. Interval for data transmission of not more than 30 seconds for
each cycle.
4) The measured temperature of the trainborne RFID Axle Box Temperature

Detection System shall be within ±2°C from the true temperature from the axle
box mounting bolt. The range of temperature measurement shall be from 0°C up
to 200°C.
5) The RFID tag must display a negative temperature or fault notification when
there is connection error / failure between the temperature sensor and the RFID
tag body.
6) The axle box temperature sensing RFID system shall cater for future expansion
of the Employer fleet size.
5.3.7.5.8 Design Constraints
1) Power Supply and Electrical Requirements
The RFID tags shall be powered by internal battery to support its operation.
External power source is not required.
2) Reliability Requirement

The track-side receiver hit rate from each RFID tag must reach 92% for the radio
transmission. The reliability of the tag must be higher than 99.98% among the
total population pf tags for new LRVs.
3) Maintainability Requirements
a) The RFID tag shall achieve a minimum service life of 4 years. One
battery replacement is allowed during its service life and no major
replacement shall be required during the 4 years period.
b) The RFID tags shall be designed and installed to maximise its

availability, to minimise the amount of maintenance required and to
ensure that maintenance can be safely easily and quickly carried out.
c) The Contractor shall provide easy access for components which require
regular inspection, adjustment and replacement.
d) All equipment, including the mechanical mountings and cabling of the

RFID tag, shall be designed to facilitate prompt removal and replacement.
e) The Contractor shall provide all the special equipment necessary for the
installation and removal of modules from the trainborne RFID Axle Box
Temperature Detection System.
4) System Life Time
a) The RFID tag shall be designed that it can achieve a minimum service life
of 4 years. One battery replacement is allowed during its service life and
no major replacement shall be required during the 4 years period.
b) The Contractor shall declare the expected life and the maintenance
requirement of the equipment to achieve the design life time.
5.3.7.5.9 Functional Requirement
1) The RFID tags and temperature sensors shall be able to real-time monitor the
axle box temperature and transmitted the data to track-side receiver at pre-
defined location.
2) The axle box temperature sensing RFID system shall be able to update and
forward the last detected temperature and continuous detected maximum
temperature in the past 2 hours at the last detected point from individual tag with
its unique information, from temperature sensing area with date and time to
monitoring system for processing.

3) The axle box temperature sensing RFID system shall be able to evaluate the
temperature detected from the axle box mounting point (target zone) on the axle
box and translate the information into ‘Normal’ and different temperature alarm
levels. The axle box temperature sensing RFID system shall provide at least the
following preset temperature alarms in accordance to BS EN 15437-1:
a) Critical temperature alarm;
b) Warning temperature alarm; and
c) Attention temperature alarm.
4) The Contractor shall provide preset temperature alarm levels customized for the
Employer’s LRV and running conditions in HKSAR. The temperature reading
shall be made available on the monitoring station. The threshold or range of each
level shall be made editable with preferential access.
5.3.7.5.10 Design Requirement
1) RFID Tag and Temperature Sensor
a) The temperature sensor and RFID tag-on-PCB and related accessories for
LRV installation shall include:
- RFID tag-on-PCB;
- IP66 rated box housing to install RFID tag-on-PCB according to BS EN

60529;
- Battery to power the RFID tag-on-PCB and must last longer than 3 years;
- Temperature probe extended from the RFID tag-on-PCB and the cable
extension, the cable must have sufficient length to connect from the
housing mounting position onto the axle box cover;
- The cable between RFID tag-on PCB and temperature probe must be
protected and approved by the Engineer. All operation and maintenance
operation on the LRV shall not cause damage to temperature sensor cable;
- Fixing assembly for housing mounting position, which are provided in the
form of completed assembly of RFID tags and mounting bracket;
- The RFID brackets are preferably being mounted by bolt and nut.
b) The RFID tag and temperature sensor shall comply with:

- Battery life with at least 3 years for continuous operation;
- Office of the Communications Authority (OFTA) approved general

public communication frequency;
- Interval for data transmission of not more than 10 seconds for each cycle
- Temperature variation not more than Ʋ2 °C;
- Temperature memory on highest temperature detected in the past 2 hours

at last data transmission cycle;
- Disconnection on temperature sensor from RFID tag-on PCB must

display a fault temperature lower than zero degree Celsius.
c) The Contractor shall comply with international Rolling Stock standard

which cover EMC, Vibration & Shock and Water & Dust Ingress for all
equipment installed.
d) The RFID tag must be self-powered and must not be connected to power
source from the train.
e) Following design standard must be observed for PCB and temperature

sensors with associated mounting bracket:
- The RFID tags and mounting bracket (if any) to be installed onto the LRV
shall comply with the shock and vibration test requirements per IEC
61373.
- The test category shall depend on the position on LRV where the tags are
installed. The Contractor shall submit a test plan to the Engineer for
Approval prior to carrying out the shock and vibration test. All non-
metallic materials to be installed on the LRV shall also compile with
BS6853 category Ib or EN 45545 and shall be submitted to the Engineer
for Approval;
- The temperature sensor shall comply with shock and vibration test
requirement per IEC 61373 category 3 for axle mounted equipment;
- The RFID equipment shall comply with emission and immunity

requirement of BS EN 50121-3-2 and BS EN 50121-4;
- The temperature senor and RFID tag shall be weather proof to IP66 or
above per BS EN 60529: 1992;

- Bolts, nuts and studs shall be of Grade 8.8 or above to BS EN ISO 898-1;
- Plastic materials shall be flame retardant, acid-based cleaner resistant and

UV resistant to appropriate standards including Restriction of Hazardous
Substances (RoHS);
- The tag and mounting assembly must subject to static stress / fatigue
analysis / random vibration simulation under the maximum bending
moment. The mounting bracket shall demonstrate life of more than 2.5
times of prescribed service life, 20 years;
- For avoidance of the doubt, the standard of the extreme load cases
depending on its mounting position as follows without permanent
deformation:
Carbody mounted equipment – The equipment shall be designed to

survive the load cases stipulated in PS 4.3.5;
Bogie mounted equipment – The equipment shall be designed to

survive the load cases stipulated in PS 5.3.6;
or
Axle mounted equipment – The equipment shall be designed to

survive the load cases stipulated in Clause D.2.3 in Annex D of EN
13749:2011.
2) RFID Axle Box Temperature Monitoring System automatic association
a) The Contractor shall propose a fully automatic system to associate both

RFID tag at individual axle box on New LRVs.
b) The Contractor shall confirm the method of association for the Engineer’s
Approval.
c) The Contractor shall note to keep the human intervention on automatic

association to minimum. For avoidance of the doubt, the MMI shall be
automatic recognise association after RFID tag has been changed on
individual axle box.
d) Mobile RFID Reader and association mechanism shall be provided as part

of automatic association. The association result shall be uploaded onto
Man-Machine Interface (MMI) software via any means of transfer
protocol. Double check mechanism shall be provided on both MMI
software and Mobile RFID reader.

e) The Contractor shall provide permanent labelling on both New LRVs and
RFID tag with associated printing tool to allow Employer to reproduce
label. The Contractor shall supply the supplier and model of label for the
Engineer’s Approval.
3) The Contractor shall provide necessary amendment on the software or install

new MMI software used in the LRV RFID Axle Box Temperature Monitoring
System to ensure the information of New LRVs can also be monitored in Tuen
Mun depots and MMC.
4) Environment Considerations for Temperature Detection System
a) The outdoor ambient air temperature and relative humidity in HKSAR

ranges from 0 °C to 40 °C and 0 % to 100 % noncondensing, respectively.
b) The RFID Temperature Monitoring System shall have built in mechanism

to compensate the ambient temperature for true Axle Box Temperature
display.
5.3.7.5.11 Material and Workmanship Requirement for Temperature Detection System
1) Unless otherwise specified, the material and workmanship of the RFID Axle Box
Temperature Monitoring System shall comply with the requirement specified in
PS 16.
2) The Contractor shall carry out the insulation resistance test and dielectric
withstanding voltage test on all wiring with the following sequence:
a) Conduct 1st insulation resistance test at 1,000 VDC to the wiring with
respect to earth. The result insulation resistance of each cable shall be no
less than 100 MΩ;
b) Conduct dielectric withstanding voltage test with voltage at 2,500 VAC

for 1 minute. The leakage current shall be no more than 100 mA; and
c) Conduct 2nd insulation resistance test at 1,000 VDC to the wiring with
respect to earth. The result insulation resistance of each cable shall be no
less than 100 MΩ.
3) All conduits and fittings shall be of hot dip galvanized steel to BS 4568 -1, BS
EN 61386 -1 and BS EN 61386 -21 with Class 4 protection. Flexible conduit
shall be flame-retardant, flexible, of heavy duty nylon types made of polyamide
PA66, of UL94 Class V-0 and halogen free.
4) Labelling

a) All electrical components such as controllers, motors, fuses, relays,

contactors, timers, solenoids, limit switches, cables and sensors shall be
labelled according to their identity in the respective schematic diagrams
for easy maintenance.
b) Cable marker shall be provided at both sides of each cable. The

identification numbers of the cable markers shall be the same as shown in
the electrical circuit diagrams.
5.3.7.5.12 Testing and Commissioning
1) The RFID Axle Box Temperature Detection System shall be tested and
commissioned in accordance with PS 09.
2) Calibration and Test certificates applicable to the equipment shall be submitted

to the Engineer for Approval before the acceptance of the axle box temperature
sensing RFID System.
5.3.8 Obstruction Deflectors
5.3.7.6 The leading wheel sets on the car shall be provided with obstruction deflectors over the
full width of the track to prevent obstructions on the track passing beneath the wheels of
the leading bogies. The deflectors shall be adjustable to a constant height of 120mm
maximum above rail for all conditions of wheel and suspension wear.
5.3.7.7 The obstacle deflector shall be made of a ductile material and shall collapse in a
controlled manner so that, during plastic deformation, it does not foul the track or
running gear and that contact with the wheel tread, if it occurs, does not pose a risk of
derailment. During plastic deformation the obstacle deflector shall remain securely
attached to the bogie.
5.4 Suspension System
5.4.1 General
5.4.1.1 The two stage suspension systems of the vehicle shall be designed to provide maximum
ride comfort and reduce transmission of shocks and vibrations to the bogie frame and
carbody. The components selected shall not change their properties during the
serviceable life of the components; the necessity for adjustments is not desirable.
5.4.1.2 In order to achieve the ride quality requirements, the following points shall be taken into
account : -
- natural frequency of carbody-bouncing < 1.0 Hz at AW0

- good separation of bogie pitching and bouncing frequencies, and no yaw or any
instabilities to be exhibited up to 90 kph with new or worn wheels.
- carbody bending frequency different from all other natural frequencies
The tilting coefficient‘s’ as defined in the UIC Codex 505.2 shall not be greater than 0.4
at AW3 condition.
5.4.1.3 Optimum adhesion conditions shall be achieved by an appropriate load path, reducing
the weight transfer. The suspension system shall limit the differences in wheel-load
within a bogie to plus or minus 2.5% measured on a static vehicle.
5.4.2 Primary Suspension
5.4.2.1 Forced steering of the axles shall not be used.
5.4.2.2 The degree and rate of settling of the suspension, if any, shall be such that the settling
will have no adverse effect of the overall performance of the car, and that any necessary
adjustment after settling is minimized.
5.4.2.3 The suspension system shall so restrict the motion of the carbody that it cannot under
any combination of conditions, including wear, exceed the kinematic envelope specified
herein.
5.4.2.4 The primary support of the bogie shall be elastomeric springs. The longitudinal and
lateral stiffness of the axle attachment shall be high enough to avoid unfavourable
positioning of the wheelset in tight curves.
5.4.2.5 The primary suspension shall allow the wheelsets to be installed within the specified
tolerance, if necessary by shimming. The need to install selected (matched) spring
elements is not favoured.
5.4.2.6 Vertical and lateral (if necessary) stops shall limit the displacement of the wheelset
relative to the frame.
5.4.3 Secondary Suspension
5.4.3.1 For the secondary suspension a self-levelling to ± 4mm air spring system shall be used
between the bogie frame and the spring bolster, providing vertical and lateral
suspension. The yaw between bogie and carbody shall be by means of a circular ball-
bearing or anti-friction pads if approved. Cut out cocks shall be located for similar
operation as on existing vehicles, and with good access.

5.4.3.2 The air springs shall be fitted with emergency springs to allow a safe ride (with reduced
comfort) in the case of air loss. Levelling valves shall be provided in order to keep the
car floor at an equal distance from the bogie frame at all vehicle loads. Overflow
valves shall be installed in order to bleed an air spring in case of failure of the opposite
spring. The air spring system shall be optimized for maximum comfort and safety.
5.4.3.3 The lateral spring characteristic shall be of progressive type.
5.4.3.4 The longitudinal suspension shall be by means of anchor rods and adequately
dimensioned elastomeric bushings. The height of the anchor rods shall be optimized
for uncoupling of bogie pitching movements.
5.4.4 Shock Absorbers
5.4.4.1 Hydraulic shock absorbers shall be utilized to achieve the required ride comfort
requirements.
5.4.4.2 Only heavy-duty models, by manufacturers with considerable experience in the field of
railway shock absorbers, will be acceptable.
5.5 Wheelsets
5.5.1 General
Wheelsets shall be designed and manufactured according to recognized norms and

standards. The wheel shall be designed to match the track data as shown in Paragraph
2.4. Particular attention should be given to minimize flange wear, notwithstanding that
flange lubricator will be provided as referred to Paragraph 5.9.5.
5.5.2 Wheels
5.5.2.1 Elastomerically cushioned wheels shall be used. They shall be of a service proven type
and manufactured and tested to international recognized standard. The lateral
displacement between disc and tyre shall be limited to plus or minus 5mm by adequate
stops. The earth brush of one wheelset shall be dimensioned so that it can carry the
entire return current of the vehicle. The earth shunts from disc to tyre shall be both
internal and external types with sufficient number to provide redundancy in case of
some breakages. External type shall be recessed in the tyre to avoid track guide rails.
Dampers shall be provided to reduce wheel tread squeal on various curves as per
Paragraph 2.4.6.
5.5.2.2 The typical design of the existing wheels of all phases of LRVs is shown in drawings
B1/BOG/0001 and B1/BOG/0002.

5.5.2.3 The wheel profile shall be as given on drawing no. EMLRVENG/XE/RR/A4000(A).

The tyre shall allow a wear of 30mm on the radius before reaching its scrape limit.
The tyre shall be replaceable by existing standard tools and equipment. The wheel hub
shall be designed for oil pressure removal.
5.5.2.4 The Contractor shall submit for review by the Engineer a calculation to validate the
probable severe loading experienced under normal service.
5.5.3 Axles
5.5.3.1 Solid axles shall be utilized. They shall be designed and manufactured according to
recognized standards. The material of the axle shall comply with BS EN13261 or
equivalent subject to the review by the Engineer. A fixed machined datum for future
maintenance reference shall be provided on the axle and shall be properly protected
against corrosion. All radii at cross-section changes shall be properly designed and
carefully machined and polished.
5.5.3.2 The axle ends shall be centred to facilitate for axle machining and wheel turning.
5.5.3.3 The sizes of the oil injector connection nipple, for removal of wheels or brake disc, shall
be 1/8”, ¼”, ½” or ¾” BSP.
5.5.3.4 The Contractor shall complete the submission for the procurement specification for the
axles within 60 days from the day of Contract Commencement. The procurement
specification shall include details such as detailed dimensions, geometry, materials
composition, method of casting, machining details, surface treatment and design
standards adopted.
5.5.3.5 The Contractor shall demonstrate with the procurement specification that the axle
supplied with the New LRV is interchangeable with all phases of the Employer’s LRVs.
5.5.3.6 The Contractor shall complete all design calculation related to the axle and satisfy that
the procurement specification of the axle is capable of meeting the loading requirements
of New LRV and all the Employer’s existing LRVs.
5.5.4 Journal Bearings
5.5.4.1 Self-contained, tapered-roller type journal bearings (TBU) shall be utilized. They shall
feature adjustable bearing play and maintenance free, i.e. without need of greasing
during regular maintenance. The calculated life of 90% of the bearings shall be at least
2 million km.

5.5.4.2 The wheelset/journal bearing sub-assembly shall be easily mounted on to the axle boxes
or axle levers, and shall be easily mounted on without the need for additional jigs and
fixtures. There shall be provisions to hold the axle on the existing underfloor wheel
lathe at TMD.
5.6 Maintainability
5.6.1 The bogie shall provide easy and safe access for all maintenance, including access for
Train Operator to operate the isolating cocks for bogie-mounted equipment and parking
brake manual releases.
5.6.2 Wheels, axles, bearings, gearboxes and motor assemblies shall be interchangeable
between ends of the bogie and between bogies.
5.6.3 The total time to remove and replace any bogie, including setting car height, should not
exceed 2 hours.
5.6.4 The bogies shall be essentially maintenance free between overhauls, except for safety
inspection, wheel machining and adjustment to compensate for wheel wear.
5.6.5 The interval between overhauls shall not be less than 660,000 kilometres of service
operation. The Contractor shall verify that this requirement has been achieved.
5.7 Propulsion Installation
5.7.1 General
This Paragraph covers the installation of the propulsion system onto the bogie as well as
its mechanical components. The design of the traction motor as well as its
characteristics are given in PS 6.2. The Contractor shall pay particular attention to the 3
phase color codings throughout and allowing for bogie rotation without the need of
cable dismantling. Carbody to bogie cabling shall not allow cables to rub. Bogie
control cabling shall utilize multi-pin plug connectors. The traction power cables shall
use plug connectors, all such connectors shall be of rolling stock proven type with high
vibration and temperature resistibility and rated for sealing to IP65 as a minimum.
5.7.2 Motor Installation
5.7.2.1 In any case, a proven design is required. In the case of a mono-motor design the
traction motor and the two right-angle hollow-shaft gears shall form a solid block,
which shall be suspended on the bogie frame by four resiliently mounted bolts.

5.7.2.2 Replacement of one single axle by dismantling the respective gearbox shall be possible
with standard tools and fixtures.
5.7.2.3 The motor cooling air shall be supplied to the motors from inlets at the car side through
ducts. A plenum chamber inside the car-body-bogie attachment shall be connected to
the motor air inlet. If a flexible bellows design is used, it shall not allow collapse that
would restrict airflow. In case of twin motor design for each bogie with motors being
mounted longitudinally to form a mono block as above, the motors shall be electrically
but not mechanically coupled. Alternatively, two motors may be installed on each
bogie mounted parallel to the axles and each motor shall drive through a resilient
coupling and an axle mounted gearbox. Air for ventilation shall be drawn from the
side of the car to the centre of the bogie in the same manner as for the mono
motor/block configuration.
5.7.3 Gears
5.7.3.1 Monoblock Design - The transmission of power to the axle shall be via a bevel gear
drive and a quill shaft. The gears shall be of the spiral type with an efficient
lubrication system and designed for a minimum life of 1,200,000 km.
5.7.3.2 Aluminium or steel gearboxes will be acceptable but an aluminium design must be
completely proven. The design of the gearbox shall incorporate efficient sealing to
eliminate oil losses. It shall also allow easy checking and oil replacement to be done in
maintenance pit. Overfilling shall not be allowed.
5.7.3.3 Two Motor Design - Axle hung gear units shall be attached to the bogie frame by a
torque reaction rod fitted with resilient bushes. A separate safety link shall be used to
support the gearbox in the event of a failure of the reaction rod.
5.7.3.4 Gear shall be made from forged blanks and shall be helical with a tooth hardness of at
least Rc55 for a depth of 1mm. A ground finish shall be used to achieve a low noise
level under all operating conditions.
5.7.4 Axle Coupling
A flexible coupling shall be used between each motor and gearbox to transmit the
traction effort from the gear to the axle. This coupling shall allow for relative vertical,
lateral and longitudinal movement to the axle. The coupling shall not produce
noticeable imbalance at the condition of maximum offset of the axle relative to the
gearbox and shall have a torque capacity under the worst-case alignment condition that
is in excess of the maximum under all operating and fault conditions. Only service
proven, maintenance-free types will be acceptable.
5.8 Brake Installation

5.8.1 General
This Paragraph deals with the installation of the brakes in the bogie. The technical
features of the brakes are described in Section 7.
5.8.2 Disc Brakes
5.8.2.1 One disc shall be mounted on each axle of the bogie. The brake disc shall be of split
disc type.
5.8.2.2 The disc brake actuator shall preferably be resiliently mounted to the frame, the brake
hangers shall be installed with pins in replaceable bushings according to standard
railway practice. The ease of maintenance is important.
5.8.2.3 The spring applied/air released disc brake shall be equipped with a release mechanism
which can be operated from the side of the vehicle in case of an emergency.
5.8.3 Magnetic Track Brakes
5.8.3.1 The two track brake magnets of a bogie shall be suspended on the axle boxes by springs.
The heights of the brake shoe above the rail shall be approximately 9mm and easily
adjustable over the whole wear-range of wheel tread and brake shoe.
5.8.3.2 Guiding of the magnets in the frame shall be by proven methods in order to avoid
rattling and wear and to provide the transmission of the track-brake forces into the bogie
frame.
5.9 Miscellaneous Equipment
5.9.1 Mud Guards
5.9.1.1 Mud guards shall be mounted to the bogie frame over the wheels. The attachment of
the mud guards shall facilitate easy dismantling and assembling.
5.9.1.2 Mud guards as modified for use in Hong Kong conditions are preferred for axles 2 and
3. The mudguards should extend to 100mm above the rail at tare. They should not
hinder wheel profile measurement. The purpose is to minimize water or mud being
flung from No. 2 axle onto underframe equipment.
5.9.2 Sander

5.9.2.1 The sander equipment and its function is described in Paragraph 7.5. The sand shall be
delivered in front of the leading wheels through a flexible hose and nozzles. The
nozzles shall be designed to prevent clogging due to moisture and shall be mounted
adequately to the bogie frame.
5.9.2.2 Due to the large yaw angles of the bogie, the installation of the hose from the car-
mounted sand boxes to the delivery nozzles shall be determined experimentally. The
installation shall prevent any ‘low’ portions, where sand could accumulate and block the
hose. Tail-pipe with groove shall be used in combination with standard hose fitting at
the downstream of sanding valve stem for connection of sand hose. The hose shall be 2-
ply synthetic fabric reinforced material handling hose, which shall be good in abrasion
and weather resistant. The sanding function shall be possible in the entire speed range
and on curves down to 20m radius.
5.9.3 Earth Brushes
5.9.3.1 The LRV shall be equipped with earth brushes for traction return and earthing,
preferably sealed units on the axle ends. The earth brushes shall be properly rated so
that the brushes selected can carry the entire return current of the vehicle, both on a
short term and a continuous rating.
5.9.3.2 The earth brushes for traction return current and earthing current shall be separated. A
dedicated earth return current path shall be arranged from the carbody to the earthing
return brushes to avoid possible leakage current running through the axle bearing.
5.9.3.3 The junction boxes, terminals and cables connecting between carbody and bogies shall
be easy accessibility for inspection, testing and maintenance.
5.9.4 Speed Sensors
The speed sensor shall either be on the motor gearbox or on the axle end. They shall
be of digital type. The Contractor shall provide guaranteed MDBSF figures in the
tender with an explanation of their derivation. The speed sensor shall deliver the
signals for the speed indicator, the crashlog recorder and the kilometre-counter
(accumulating the running kilometres of the vehicle). The output of the speed sensors
will also be utilized for the slip-slide control system. There shall be sufficient number
of isolated output channels to avoid sharing of signal by different systems. Speed
sensors shall be wired using keyed plugs differentiated throughout so that no cross
connection of axles is possible.
5.9.5 Flange Lubrication System
All New LRV shall be equipped with a flange lubrication system to prevent flange wear
and flanging noise. The flange lubrication shall be controlled by electronic timer. Two

pairs of nozzles are installed at the leading axle such that the spraying can be applied
onto the flange face and flange back of the leading wheelset of the vehicle according to
the timer settings. The flange lubricator system shall be bogie mounted and the
delivery rate shall be 50 mm3 per cycle. The flange lubrication bracket shall comply
with the loading requirement as stipulated in PS 5.3.6. The grease of the flange
lubricator system shall not affect the performance of other system. Over lubrication to
mainline shall be prevented.
5.9.6 Rail Head Lubrication System

4 nos. of New LRVs shall be fully equipped with rail head lubrication system to prevent
rail squeal noise while installation provisions such as hoses, pipes, brackets and
electrical wiring shall be provided on other LRVs. The system designed such that it can
be activated at any operating speed. Two nozzles are installed at the front area of leading
bogie such that the spraying can be applied on the rail head surface area in front of
leading bogie according to the manual operation. The rail head lubricator shall be bogie
mounted and delivery rate shall be in accordance with the operation requirement of
Light Rail. The rail head lubrication bracket shall comply with the loading requirement
as stipulated in PS 5.3.6. The grease of the rail head lubricator system shall not affect
the performance of other system. Over lubrication to mainline shall be prevented.

6 PROPULSION SYSTEM
6.1 General
6.2 Traction Motors
6.3 Traction Inverter
6.4 Control Electronics for All Systems
6.5 Primary Power Supply
K1846-15E PS 06 Propulsion System PS06-Page 1 of 15

6 PROPULSION SYSTEM
6.1 General
6.1.1 Basic Concept
6.1.1.1 The vehicle shall be equipped with two propulsion boxes, one per bogie. The propulsion design
shall use Vector Control of 3-phase variable voltage variable frequency power output from IGBT
modules. Each box shall be completed with a line switch, the input protection equipment, gate
controls and a braking resistor.
6.1.1.2 The inverter case shall be resiliently mounted to the vehicle to avoid transmission of noise and
vibration to the interior of the car. A modular arrangement shall allow the active parts of the
equipment to be replaced with the main case in place under the vehicle. It shall not be necessary to
remove the casing from the vehicle for routine maintenance purposes.
6.1.1.3 The propulsion system shall be installed in the car to meet the following requirements:
give an even load distribution on both bogies
good accessibility
short high voltage cabling
6.1.1.4 High voltage equipment shall be installed in the underframe with the exception of the pantograph
and the lightening arrester and an approved high speed circuit breaker which shall provide flash-
over protection.
6.1.2 Performance
6.1.2.1 The vehicles shall meet the minimum performance requirements as outlined in PS 2.3 under all
normal operating conditions.
6.1.2.2 Route 505, 610 and 615 shall be used for the thermal load calculation based on the alignment
drawings provided in Appendix 1. The station dwell time shall be 20 seconds, terminal station
dwell time shall be 60 seconds, and signal stop dwell time shall be 7.5 seconds. An AW3 loaded
car shall be assumed for the entire trip. Under these conditions, there shall be a 10% reserve with
regard to the thermal capacity of the propulsion system for continuous operation, and allowing for
all traffic lights, pedestrian crossings and temporary speed restrictions for track work and other
variables.
6.1.2.3 The traction motors and the regenerative brake shall have the capacity to provide the entire braking
effort in service brake. For compatible smooth transition, the set up time for powering or braking
shall be less than 0.3 seconds.
6.1.2.4 Since vehicles will be operating at a much reduced frequency in off-peak hours, a non-receptive
line shall be assumed. Despite under non-receptive line condition, the braking effort of the
regenerative brake shall be maintained by means of braking resistor. The braking resistors shall
also be used for emergency braking.

6.1.2.5 A separated force-ventilated brake resistor shall be used for each bogie and shall be continuously
rated to cope with 110% of the power output of the traction motor(s). The hot air from the
resistors shall not be discharged to the sides of the vehicle and shall not have a detrimental effect
on other components or equipment mounted in the underframe. Adequate protection shall be
applied to prevent radiant heat from reaching cables and other items near the resistors.
6.1.2.6 Resistor insulators shall not require cleaning for more frequent than every 5 years.
6.1.3 Design Criteria
6.1.3.1 The general design criteria and standards to be followed are given in PS 02 and PS 03. For the
necessary tests reference is made to PS 09. The propulsion system shall be designed in a modular
way for ease of maintenance. A high degree of interchangeability of components, sub-assemblies
and assemblies shall be achieved. The maintainability requirements as set out in PS 21.12 shall be
met providing good accessibility to all equipment.
6.1.3.2 Equipment boxes shall be as light as possible but still provide a dust proof and waterproof housing
for the components to IP55 or better for the electronic compartments.
6.1.3.3 The equipment and installation shall be designed and executed to comply with the service life
requirements of the LRVs; i.e. it has to withstand the mechanical and electrical stresses inherent in
this type of operation. All installations including fixing bolts and connection clips shall be
adequately protected against any form of oxidation. Particular attention shall be given to the
insulation between circuits and between components and the body. The dielectric qualities shall
be maintained with time as well as with the voltage fluctuations encountered in this type of
service.
6.1.3.4 Two independent propulsion systems shall be provided on each LRV. In case of failure on either
one of the two propulsion systems, the LRV shall be able to run under self-power to the depot at
AW0 loading from any point in the Light Rail system, safely without speed restriction due to lack
of full propulsion capacity.
6.1.4 Location and Installation
6.1.4.1 The propulsion system shall be grouped into functional units and installed in dust and waterproof
equipment boxes. The size and weight of the boxes shall allow easy handling during maintenance.
The design of the equipment boxes shall allow easy removal from the car by simple means. The
boxes shall be provided with easily removable covers, side and bases in order to allow a high
degree of accessibility during maintenance.
6.1.4.2 Items requiring routine inspection or cleaning more frequently than at 2 years intervals shall have
accessibility and maintainability demonstrated in a Factory Acceptance Test to the Engineer’s
approval.
6.1.4.3 The mounting of the equipment boxes shall meet the shock and vibration criteria. Heat shields
shall be provided where necessary (e.g. above and around the brake resistor box). Arc protection
shall be provided by means of barriers and separating walls in equipment boxes and cable ducts.
6.1.4.4 Electrical connections as well as the connection to air ducts shall be simple and easily accessible.
The interface shall be waterproof.
6.1.4.5 The lightning arrester shall be installed on the roof adjacent to the pantograph. The cables from the

pantograph and lightening arrester to the underframe shall entirely run inside a steel conduit at
good earthing potential.
6.1.4.6 As a principle, the three classes of wiring namely High Voltage DC, Low Voltage DC and AC,
shall be separated.
6.1.5 Cabling
6.1.5.1 All cables including single and multi-core shall have heat resistant insulation minimum 125°C
continuous, insulation test voltage 3kV unless otherwise approved. They shall have low smoke,
zero halogen, good flame retardant/self extinguishing and low toxicity properties. Standards refer
to PS 16.3.1.2.
6.1.5.2 The cables shall have good mechanical properties, tear and abrasion resistance and strong
resistance to environmental, chemical conditions.
6.1.5.3 Connection to resistors shall be of glass-fibre insulated (200 degrees Celsius) cables type KDJ9, or
approved equivalent.
6.1.5.4 High power cables shall be run in cable ducts; free running for short distances shall be allowed.
High power cables shall be adequately cleated, either with plastic or wooden cleats, or with metal
cleats together with protective sleeves. Highly flexible cables shall be utilized as electrical
connection between carbody and bogie.
6.1.5.5 Low voltage or signal cables shall be run grouped in bundles in cable ducts or conduits. Pulling
cables through tubes shall be avoided as far as possible.
6.1.5.6 The minimum conductor cross-section used on the vehicle shall be 1 sq mm (AWG #18); within
the subassemblies, e.g. the Electronic Control Unit, smaller wires are acceptable.
6.1.5.7 The individual conductors shall be permanently marked by an approved method, either by shrink
sleeves on each end or by continuous stamping. The numbering system shall give an indication of
the various circuits.
6.1.5.8 At least 15% reserve wires shall be included in low voltage and control cabling. The filling factor
of the ducts and conduits shall not exceed 80%.
6.1.5.9 The connection shall be made by terminals of an approved type. Soldering shall be avoided as far
as possible. Quick connectors shall be of an approved type and tamper proof.
6.1.5.10 Three-phase cabling will be colour coded (BBG) as well as marked by identification numbers.
6.1.5.11 The cable ducts shall be easily accessible and replacement of individual cables shall be allowed.
The cables shall be cleated in the ducts and properly protected in order to avoid chaffing. The
sealing of the cables between the car underframe and vehicle interior as well as at the entry into the
equipment boxes shall be properly arranged in order to avoid entry of moisture. In order to
minimize cable fires in the event of flash-overs as well as to localize fault, arc barriers shall be
installed in the cable ducts at appropriate points, e.g. each entry to an equipment or terminal box.
6.1.6 Earthing

6.1.6.1 As a principle, all components which could develop or be subject to a potential difference, shall be
earthed against the carbody by earthing straps, made from highly flexible copper strands, protected
by flexible elastomeric or plastic sleeves (e.g. ‘Natvar’). This shall apply to:
high voltage equipment boxes
bogie frame
air compressor
6.1.6.2 The earthing system of the vehicle shall be in accordance with VDE 0115 or other equivalent
standard subject to the review of the Engineer. Attention is drawn to PS 16.3.7.
6.1.6.3 The design of the earthing system shall ensure no leakage current to the axle bearing so as to
minimize the risk of electric corrosion. Dedicated earthing return brushes (separated from traction
return current brushes) shall be arranged to provide a good earth return current path.
6.2 Traction Motors
6.2.1 General
6.2.1.1 The Traction Motor shall be a proven type on application in rolling stock vehicles. The traction
motors shall be designed and built by a manufacturer with a considerable experience in this field.
6.2.2 Design
6.2.2.1 The 3-phase AC squirrel cage motors are to be insulated with class H materials or approved
equivalent and are to have a capacity that is sufficient to cope with the specified performance at
110% of the AW3 load condition without exceeding the rated temperature rise for the class of
insulation. The motors are to be based on a proven design for operation in traction service where
there is a high duty cycle that includes regenerative braking.
6.2.2.2 The design and performance of the motors shall be integrated with the traction inverters to avoid
generation of magnetically induced noise. Particular attention is to be given to the noise at low
speed as the noise produced by the other sources is likely to be low.
6.2.2.3 For simplicity, the motors shall be self ventilated drawing unfiltered air ducted from the sides of
the vehicles. They shall be resiliently mounted to the bogie frames and the mounts shall have a
service life of at least 40 years. Failure of the mounts shall not allow the motors to fall onto the
track or to prevent the safe movement of the vehicle. The bottom of the motor case shall be flat to
allow the motor to be placed on a flat surface. Lifting eyes shall form an integral part of the case.
Alternatively the motors may be force cooled using unfiltered air from the side of the vehicle if
necessary.
6.2.2.4 Static coil ends shall be secured to prevent damage under all operating conditions including
overload due to fault currents. The rotor shall be laminated and the shorting rings shall be brazed
to the conductor bars to form a high strength squirrel cage. The proposed method of preventing
differential movement of the conductor bars to avoid damage from thermal effects or from
centrifugal forces at high rotational speeds shall be defined. The finished rotor shall be balanced
to prevent excessive vibration of the motor on the resilient mounts.

6.2.2.5 Grease lubrication of the bearings shall have sufficient capacity for a minimum of 3½ years
operation between service intervals. The Contractor shall demonstrate to the satisfaction of the
Engineer that they have achieved at least a three and a half (3½) year greasing service interval.
6.2.2.6 Lubrication of motor and gearbox bearings shall be accessible without the need for equipment
removal, and shall be designed to prevent overfilling or leakage from seals.
6.2.2.7 Motor bearing maintenance inspection intervals (excluding lubrication if required) shall exceed
1,000,000km, and bearing shall have a design life of greater than 2,000,000km.
6.2.2.8 The problem of resonant frequencies of the mechanical components of the motor at any operational
frequencies shall be avoided. Provision shall be made so that dust can be blown out from the
motor without damage to any of the components.
6.2.2.9 Attention is drawn to the requirement to ford water and operate in severe rainfall conditions.
Adequate measures shall be taken to prevent dirt, water and foreign objects from begin drawn into
the motor, and must be demonstrated for the Engineer’s approval. A motor design which shall not
require floor hatches shall provide good access to all sensors, terminals, connections, etc. from a
pit.
6.3 Traction Inverter
6.3.1 Design
6.3.1.1 Each traction inverter shall supply variable voltage variable frequency power to the traction
motor(s) fitted to one bogie. The inverter design and performance shall be integrated with the
motor design to reduce the magnetically induced noise output to a practical minimum. The
Contractor shall provide details of the motor noise at full rated load over the full speed range and
shall describe the method of noise minimization that has been applied to the design proposed.
Motor torque fluctuations shall be kept to a minimum and fully explained in the design
submissions.
6.3.1.2 The capacity of the traction inverter shall be sufficient to provide the specified acceleration at any
voltage between 525V and 900V with an over load of 10% above the AW3 vehicle mass. The
traction inverters shall be used in regenerative braking mode or to supply power from the motors to
braking resistors. All motoring and braking regulation shall be controlled by solid-state control
systems. The Contractor shall provide evidence of previous experience with similar high duty
cycle operations with traction equipment of the type proposed.
6.3.1.3 The control system of the traction inverter shall be fully functional without degradation at any
battery voltage between 17V – 30V. In particular, under a low battery voltage condition (e.g.
battery charger failure), the traction inverter shall be able to start up from fully shut down
condition.
6.3.1.4 A low power loss, high frequency inverter technology using power transistors or IGBT is preferred
but the Contractor may propose alternative latest design. The alternative latest design shall be of
proven type in rolling stock application with reliable performance.
6.3.1.5 The individual sub-assemblies shall be plug-in units, sitting in a common equipment box in the
underframe. The equipment box shall adopt resilient mounting and also for internal equipment to
provide redundancy on any pathway which could transmit vibration into the carbody. The ease of
maintenance shall be fully considered (see also PS 21.12).

6.3.1.6 Switching elements and cabling, carrying pulsating direct current, shall be separated and shielded
efficiently in order to meet the radio frequency interference requirements (see PS 2.4 and PS 16).
The resonance frequency of the input filter shall be sufficiently low in order to avoid the telephone
interference as specified in PS 2.4. The EMI and EMC requirements shall be fully addressed.
6.3.1.7 Adequate shielding shall be provided to prevent interference with onboard or trackside equipment
such as signaling and communications systems.
6.3.1.8 The routing of high-voltage cables carrying pulsating currents as well as the installation of the
inductors shall be as short as possible so as to avoid leaking of strong magnetic fields into the
vehicle and affecting other equipment.
6.3.1.9 A discharge circuit of the capacitors or adequate warning devices shall be provided to avoid
possible safety risks to maintenance personnel when opening the VVVF equipment box. In
addition, a pointer shall be provided to give positive indication of the cover at the ‘closed’ position
as a further safety precaution.
6.3.1.10 The design shall allow operation of the vehicle at very low voltages at creeping speed (washing
plant, vehicles coupling) without on-off cycling.
6.3.2 Cooling
6.3.2.1 Inverter cooling shall be of indirect means. Intermediate liquid coolant is not preferred, but if
proposed shall have a zero ozone depletion potential index in compliance with the Montreal
Protocol.
6.3.2.2 Any liquid used in the cooling system must be non-toxic, environmentally benign and must not
present a fire hazard at any time during the life of the installation (ref. BS 6853 category 1b or
EN45545). Energy used to cool the traction inverters shall be taken into account in selecting the
most suitable combination of power control device and cooling method.
6.3.2.3 Cooling may be by recirculated air inside the inverter case. Ambient air shall not be used to
directly cool the power control devices. The interfaces of the VVVF box shall match the vehicle
design while allowing for resilient mounting. The inverter shall be properly protected from
malfunctions of the cooling system.
6.3.2.4 Ambient air shall carry over no water, but regardless of this the box structure and interface shall be
fully seal welded. The thermal impedance between each power device and the atmosphere shall be
kept to a minimum.
6.3.2.5 Full access for cleaning shall be provided through large covers secured by EMKA locking but
achieving sealing to IP55 as a minimum.
6.3.3 Braking Resistors
6.3.3.1 Braking resistors, adequately rated to carry the entire braking energy of the LRV in case of non-
receptive line for regeneration, shall be provided. The resistor shall be installed in the underframe
and be force-ventilated.
6.3.3.2 The brake resistors shall be located in an adequately shielded equipment box. Any radiation heat
transfer into the carbody shall be avoided. Heat resistant electrical connection shall be provided.

6.4 Control Electronics for All Systems
6.4.1 General
6.4.1.1 A semi-automatic driving and control system shall be utilized on the vehicle to meet the following
basic requirements :
make optimum use of wheel/rail adhesion while accelerating and decelerating.
allow smooth starting and braking.
provide smooth transition between resistive and regenerative braking.
provide smooth transition between dynamic and pneumatic braking.
record faults and diagnostic data.
provide performance test records.
6.4.2 Design
6.4.2.1 As a minimum, all electronic equipment shall comply with IEC 571: Electronic Equipment used on
Rail Vehicles, for design, manufacture and testing and shall use components purchased against an
internationally recognized quality assurance and reliability certification procedure.
6.4.2.2 The control electronics shall employ digital technique based on micro-processors technique. The
pins and sockets of control electronic connections of Printed Circuit Boards and multi-connector
plugs and receptacles (except for the end of vehicle train-line jumper connectors) shall be gold-
plated to prevent tarnishing.
6.4.2.3 All control electronic equipment mounted below floor level, e.g. the propulsion and auxiliary
supply systems shall be rated for operation over the temperature range T3 of Table 1, IEC 60571.
All control electronic equipment mounted within the vehicle, e.g. other systems - air conditioning,
braking, fault recording, performance monitoring, PLCs, signalling and communications shall be
rated for T3 of Table 1, IEC 60571 operation.
6.4.2.4 Cooling fans shall circulate air in equipment enclosures where necessary to maintain hot-spot
temperatures below this limit.
6.4.2.5 Where microprocessor systems incorporate technology such as surface mount components, multi-
layer circuit boards, or flexible PCBs, the Contractor shall provide evidence demonstrating that he
has satisfactory operational experience of the successful use of these technologies in a similar
railway environment.
6.4.3 Control System

6.4.3.1 The control system shall be fully compatible in operation with the system fitted to the existing
LRVs and shall have the same power and brake control arrangement in the driver’s cab and at the
hostler control station. New LRVs shall be required to couple and operate in tandem with Phase
III and Phase IV LRVs in the LRV fleet without special measures and with no detriment to the
performance or service life of either type.
6.4.3.2 The basic operation of the control electronics shall provide an input signal to the inverter. This
input signal shall be computed by responding to operator’s command, trainline commands,
interlock signals, vehicle speed, etc.
6.4.3.3 A separate switch shall be provided for operation with limit speed of 4 km/hr for coupling cars in
multiple and for operation in the car washing plant.
6.4.3.4 Air spring pressures from at least one bogie shall be used to provide an average load signal to the
control system so that the traction or braking forces may be adjusted to compensate for the
variations in gross mass. This shall cater for the load range from tare to AW3 load condition.
6.4.3.5 The traction controller shall receive signals from the driver’s controller, the hostler station, the
trainlines and the traction equipment. It shall regulate the operation of the traction inverters
accordingly. Starting tractive effort shall be ramped up to provide a controlled rate of change of
acceleration up to the demand level. Input from a load monitoring system shall ensure a constant
response to the controls so that specified acceleration rate is achieved under the required range of
load conditions.
6.4.3.6 Traction power shall be ramped off in response to driver or trainline braking commands and
braking effort shall be ramped up in a controlled manner. Regenerative baking shall not increase
the line voltage above 900V and the resistive brake shall be used to support the regenerative brake
if the line receptivity is less than the braking capacity of the motors.
6.4.3.7 The controls shall ramp down the regenerative brake effort before the speed falls below the fade
out point so that the transition from regenerative to friction braking shall not be perceptible. The
transition shall be at the lowest speed possible which still allows adequate energy input into the air
brake disc pads to prevent eventual glazing. In the event of a sudden change in line receptivity, the
controls shall divert energy to the braking resistors and this shall not of itself produce any change
in brake force. Transition from electric to friction braking shall be smooth and shall not be
detectable within the vehicles.
6.4.3.8 If a LRV rolls in the reverse direction prior to starting, the control system shall limit the starting
current to prevent a traction inverter or traction motor over load condition. An immediate rapid
ramp down of power shall occur when emergency braking is required.
6.4.4 Slip/Slide Control
6.4.4.1 The slip/slide control system shall be optimized for efficiency and comfort. It shall react
immediately after recognition of a slip or slide condition and reduce the tractive or brake effort on
the affected axle and subsequently build it up again gradually. The slip/slide shall be designed to
react safely for simultaneous slipping or sliding of both bogies.
6.4.4.2 The slip/slide system shall be designed for fail-safe operation such that a slip/slide system failure
shall not prevent the application of braking at any level desired.
6.4.4.3 The slip/slide system shall be functional under all acceleration and dynamic and disk braking
commands. Failure of any component in the slip/slide system shall not prevent development of a

full emergency brake application for case (ii) in PS 7.3.1.1.
6.4.4.4 The slip/slide system shall minimize damage to the wheel treads caused by wheel slide or slip and
provide the shortest possible stopping distance under adverse rail conditions.
6.4.4.5 The slip/slide system shall monitor the speeds of the axles and shall detect slides or slip by
evaluation of axle speed differences and acceleration/deceleration rate levels. Cabling to speed
sensors and dump valves shall use keyed plugs differentiated to prevent any cross connections of
axle signals.
6.4.4.6 The slide efficiency shall be η > 0.9. The slide efficiency shall be tested and demonstrated during
type test. The test methodology shall follow UIC 541-05 or equivalent and the detailed test
parameters and test procedures shall be submitted for review by the Engineer.
6.4.4.7 Slide efficiency is defined as the coefficient of the effective deceleration from the first occurrence
of a slide divided by the momentary deceleration at this moment :
1
V °²• 2 (S° - ½ • V°•t¹)
η =
a¹
V ° = vehicle/wheel speed at the moment of the beginning of the deceleration
S° = braking distance (from time t° to rest)
t¹ = built-up time of braking effort from t° to the begin of first slide occurrence
a¹ = measured deceleration of the vehicle at the moment t¹ (begin of first slide)

The slip control efficiency shall be the same as the slide efficiency and shall be determined by an
analogue method.
6.4.5 Fault/Failure Management and Performance Recording
6.4.5.1 A fault and performance monitoring system (Train General Information System – T.G.I.S.) shall be
included, providing the following main features :
indication of primary malfunctions and faults by relative indicators on the operator console
quick on-board fault diagnosis (e.g. by means of LED indicators)
monitor screen display for operation and maintenance staff.
6.4.5.2 The micro-processor control system shall include an event recorder and performance monitoring
facility that will analyze and store fault data. This is to cover all of the main items of equipment
installed on the vehicle.
6.4.5.3 Equipment Monitoring
(1) The details of items monitored by TGIS are listed in Section 1 of Appendix 36. The items are

mainly including:
Traction system
Traction energy consumption
Regenerative energy return
Braking system
Auxiliary inverter(s)
performance values
voltage excursions
energy consumption
Battery charger
performance values
voltage excursions
Door gear
performance values
test door closing time
Air conditioning
Lighting
Air compressor
performance values
operating cumulative hours
Communications equipment

(2) The Contractor shall include, but not limited to, the monitoring items as listed in Section 1 of
Appendix 36.
(3) The Contractor shall propose and submit list of monitoring items for the Engineer’s approval.
6.4.5.4 Man-Machine Interface (MMI) Requirement
(1) The operator shall be provided a display unit inside driving cab in order to interact with the
TGIS.
(2) The display unit shall integrate with an input device of touch screen display to receive
commands from the operator.
(3) The display unit shall be able to receive display control command (for example, brightness
setting, and selection of page/menu).
(4) The MMI design shall include “Operation Mode” for providing driving information to operator;
and “Maintenance mode” for providing system information to maintainer.
(5) As a minimum requirements, the Contractor shall provide the information as shown in Section
2 of Appendix 36.
(6) The proposed MMI shall be submitted to the Engineer for approval.
6.4.5.5 Fault Detection
(1) When a fault occurs, the TGIS system shall determine the primary cause of the event and
where possible shall take corrective action. If automatic corrective action is not feasible, or the
fault is relevant to the safe operation of the vehicle, the driver shall be informed through the
fault lights in the cab or by a similar indication.
(2) The list of fault to be handled in TGIS shall be submitted to the Engineer for approval.
6.4.5.6 The Contractor shall provide a communication network configuration diagram which shall be
submitted for review by the Engineer that details all transmission modes and media.
6.4.5.7 Fault analysis algorithms, data acquisition routines and data storage logic shall be programmed and
presented using Windows type of user interface.
6.4.5.8 A bi-directional data port shall be provided in the TGIS system for connection to a maintenance
PC. The plug-in point for this shall be easily accessible. The Contractor shall provide the software
required to facilitate data exchange between the PC and the TGIS and any other sub-systems
connected to the TGIS. There shall be no licensing restriction to the use of this software.
6.4.5.9 Each event record is to include details of the time and date that the fault occurred and relevant data
about the operation of the vehicle for approximately 100 metres prior to the event. These details
are to be removed from the event recorder memory when the fault information is extracted by one
of the methods described above. All major electronic equipment shall be synchronized with the
master clock.

6.4.5.10 The fault diagnostics system is to provide maintenance data for the traction inverters, auxiliary
inverter and braking equipment. This shall be sufficient to direct depot staff to a failed or faulty
module so that fault finding shall be kept to a minimum. Traction performance measurements
shall be accessible in the cab/saloon via a plug connector to allow for instrumented trial running.
6.4.5.11 A fault memory unit shall monitor the propulsion control electronics to record the relevant signal
(e.g. currents, line capacitor voltage, speed, motoring/braking command, brake level, date, time
and kilometer reading etc.) for a suitable duration before and after the propulsion fault occurrence.
6.4.5.12 The memory unit shall provide accurate details for routine brake testing records. Chart prints shall
be of A4 size. Two sets of fault retrieval system shall be supplied. This system shall be equipped
with all necessary hardware, software and printers.
6.4.6 Crash Log Recorder
6.4.6.1 The Contractor shall provide crash log recorder in compliance with GM/RT2472. The crash log
recorder shall be compatible with Microsoft Window o/s. The crash log recorder shall be provided
on-board for recording the vehicle conditions such as speed, command status and distance versus
time before standstill with a storage of at least the following input and output signals:
Inputs :
1 power supply (vehicle battery)
1 frequency signal (distance pulse generator)
8 digital signals (brake, horn, indicators etc.)
Outputs :
1 analogue signal (speed)
6 digital signals; relay contacts (alarm, speed threshold etc.)
2 frequency signals; transistors (distance pulses, time pulses)
1 serial interface to the data module
1 serial interface RS 232 (PC/TEL-AS)
6.4.6.2 The recording process shall be continuous whenever the vehicle is running. Termination of the
recording shall be activated only by the rescue staff after the accident. The vehicle operator shall
not be able to terminate the recording function.
6.4.6.3 The resolution of distance recording shall be 0.5 meter.
6.4.6.4 STM recoding manner shall be 1s (time based) or 100m (distance based) or digital signal change or

1kph change (speed base).
6.5 Primary Power Supply
6.5.1 General
This Paragraph describes the elements necessary for power pick-up and vehicle protection. These
are the elements between the overhead catenary system and the propulsion system.
6.5.2 Pantograph
6.5.2.1 One single-arm pantograph shall be mounted above the centre of the front bogie (see drawing no.
EMLRVENG/XP/RR/A0001(A)).
6.5.2.2 Raising of the pantograph shall be by compressed air, lowering by springs. The compressed air
shall be taken from main air or alternatively from a battery powered auxiliary compressor before
the build up of main air. A vented isolating cock shall be provided at the same position on the
underframe as existing cars between the magnet valve and pantograph. The handle of the cock
shall be able to be locked in the vent-open shut position by a 10mm hasp padlock.
6.5.2.3 The design shall include shear-bolts, which cause the pantograph to lower e.g. in case it is caught in
the overhead line system.
6.5.2.4 The pantograph shall be capable of sustained operation over the full range of contact wire height,
the full range of overhead line voltage, and at all operating speeds as specified herein.
6.5.2.5 The pantograph profile shall not exceed the contour requirement as detailed in drawing no.
EMLRVENG/XP/RR/A4000(A). A double collector, with the contact strips about 250 mm apart,
shall be envisaged. Each contact strip shall consist of three identical replaceable carbon shoes of
an approved composition and design. The static contact pressure shall be constant within the
operating range of 6100 to 4000 mm and shall be set at 8 kgf nominal.
6.5.2.6 Means shall be provided to enable the pantograph to be pulled down and secured in the lowered
position from the track level. Raising and lowering of the pantograph shall be controlled by a
switch on the operator’s console. This function shall be trainlined, allowing remote control of the
pantographs on the individual vehicles of the train.
6.5.3 Lightning Arrester
6.5.3.1 For the protection of the electrical circuits, a lightning arrester shall be installed as close as possible
to the pantograph. It shall be connected to the earth system of the vehicle and be capable of
withstanding a discharge current of not less than 5 kA. The lightning arrestor shall comply with
BS EN 50123-5 or equivalent subject to the review by the Engineer.
6.5.3.2 All roof mounted equipment and the LRV itself shall be protected against lightning strikes, such
that a lightning strike does not damage any electrical equipment and does not cause a shutdown of
the propulsion system.
6.5.4 Shop Supply

6.5.4.1 Power supply for vehicles in the workshop shall be allowed by means of shop supply connection. A
micro-switch shall be integrated with the shop supply receptacle lid cover. When the cover is
opened, the micro-switch shall be activated to interlock the pantograph from being raised and also
electrically isolate both the pantograph and the traction system.
6.5.4.2 An adequately dimensioned socket shall be installed easily accessible in an equipment box in the
vehicle underframe. The receptacle shall preferably be of type P327-002 supplied by Multi-
Contact Australia P/C and/or made to be fully compatible with the existing shop supply
equipment.
6.5.4.3 This shop supply shall allow operation of 750 V DC systems for testing and checking in the
workshop. A plug-in fuse shall also provide, when removed, protection against back-feed to the
pantograph.

7 FRICTION BRAKE
7.1 General
7.2 Compressed Air System
7.3 Brake Control Equipment
7.4 Disc Brakes
7.5 Sander
7.6 Magnetic Track Brakes
K1846-15E PS 07 Friction Brake PS07-Page 1 of 10

7 FRICTION BRAKE
7.1 General
7.1.1 The service brake shall be blended to minimize the use of friction brake. This means
that the brake system shall be arranged so that the electrodynamics brake shall be
matched with the friction brake system in order to return as much as possible of the
generated power to the overhead wire. If the line is not receptive, the power shall be
partially or fully dissipated in on-board resistors in a second priority. Braking effort
from the friction brake system will only be required : -
- at low velocities, when the dynamic brake effort is no longer sufficient e.g.
< 12 kph.
- in case of failure of the dynamic brake. In this case the vehicle shall be able
to perform a minimum of 6 full service brake stops at AW3 from 70kPH, and
then return to the depot at AW0 loading from any point in the Light Rail
System, safely without speed restriction due to lack of capacity of the friction
brake system.
7.1.2 The friction brake system shall consist of spring-applied air-released disk brakes and
an emergency magnetic track brake system. They shall be adequately dimensioned to
meet the performance requirements as set out in PS 2.3.
7.1.3 The friction brake shall be tested to determine the lowest speed at which brake pad
glazing is prevented.
7.2 Compressed Air System
7.2.1 General
7.2.1.1 Compressed air will be required on the vehicle for:
- the friction brake system
- the air suspension
- the pantograph
- miscellaneous equipment
7.2.1.2 The compressed air shall be generated by a compressor and fed into a supply system
with adequate reservoirs to guarantee a certain autonomy of the car after a failure of
the compressor.

7.2.1.3 The compressed air shall be interconnected to the coupled car. In addition, quick
disconnecting fittings shall be provided in the front and the rear of the vehicle to allow
connection to a workshop supply as well as connection to a Unimog or other rescue
vehicle in a vehicle rescue operation.
7.2.1.4 Adequate noise attenuation, resilient mounting, and damping of air exhausts shall be
provided.
7.2.2 Compressor
7.2.2.1 The compressed air shall be supplied by means of a motor/compressor unit. The
motor shall supplied by a 380 V 50 Hz three-phase system. A ramp-up frequency
soft start is preferred if a dedicated inverter with redundancy is used for the power
supply.
7.2.2.2 The compressor shall be designed for a duty cycle not exceeding 50% with all systems
running normally. Reciprocating maintenance-free type or rotary type compressor
with proven railway service experience with feature of low noise emission to comply
with the noise level requirements will be considered by the Engineer and the design
shall be subject to the Engineer’s Approval.
7.2.2.3 The air compressor shall be mounted to an intermediate frame, resiliently suspended in
the underframe, to reduce vibration transmission.
7.2.3 Air Drier
7.2.3.1 Compressed air shall be dried. There shall be an intercooler between the low and
high pressure stage of the compressor (if applicable) as well as an air dryer unit at the
compressor outlet.
7.2.3.2 For rotary type compressor, an external oil separator shall be provided to guard against
oil ingression to the downstream of pneumatic system.
7.2.3.3 Only service-proven units shall be adopted.
7.2.4 Reservoirs and Piping
7.2.4.1 Air reservoirs and piping shall be in accordance with standard railway practice. Pipes
shall be of non-corrosive material. The connection shall be by approved fittings.
No welding or hot-bending of pipes will be allowed. The piping shall be completely
cleaned before completion in order to prevent valve malfunctions due to dirt and
particles.

7.2.4.2 Reservoirs shall be constructed of LAHT corrosion resistant steel or stainless steel.
7.2.4.3 Aluminium reservoirs shall only be acceptable subject to passing a fatigue life analysis
and test for 40 years life with no indication of creep all at elevated temperature of
65°C. The fatigue test criteria shall be reviewed by the Engineer. Any weld
deficiency as indicated below shall be rejected by the Engineer:
1) surface features such as excessive mismatch at weld joints, any crater,

excessive bead convexity or concavity or reinforcement, sharp undercut or
overlap of weld toe, gas porosity or incomplete fusion, arc strike or splatter,
repairs, etc, or
2) subsurface features such as underbead cracks, gas porosity, inclusions,

incomplete fusion or inadequate penetration, etc;
7.2.4.4 Reservoirs shall be adequately tested and certified to conform to the applicable
pressure vessel codes. They shall receive an interior treatment for corrosion
protection as necessary and be fitted with auto-drain valves. Components and valves
shall be labelled.
7.2.4.5 The brake reservoir shall be sized to allow 10 brake applications after failure of the
compressor.
7.2.4.6 The valves shall be grouped on manifold plates for ease of installation and
maintenance.
7.2.4.7 The piping of auxiliary systems can be by heavy duty plastic tubes of rolling stock
proven and the type and design shall be subject to Engineer’s approval.
7.2.4.8 Compressed air pipes shall be of stainless steel or copper and suitable for 15 bar
working pressure. All fittings, valves and components shall be non-ferrous. All joints
shall utilise standard compression fittings. Teflon tape shall not be used. Ferrous
materials with suitable corrosion protection may be used for reservoirs or elsewhere
only after review by the Engineer.
7.2.4.9 All pipework shall be kept clean and free of swarf during construction and blown out
and cleaned thoroughly before service to ensure clean, dry compressed air. All pipes
shall be adequately secured to prevent movement.
7.2.4.10 Reservoirs shall conform to BS 3256, or approved equivalent, and shall be fitted with a
suitable automatic drain valve and manual drain cock.

7.2.4.11 No air cylinders, pistons or pneumatic valves shall require lubrication between
overhauls.
7.2.4.12 All applications requiring hoses shall use an approved type of date stamped hose,
complying with BS 3682.
7.2.4.13 All cocks, valves and levers exterior to the LRVs shall be suitably protected and
shielded against impact from ballast etc; whilst at the same time being accessible for
use.
7.3 Brake Control Equipment
7.3.1 General
The brake controls shall be properly interfaced with the propulsion system controls in
order to allow an efficient and safe operation of the car. The friction brake however
shall be able to operate independently from the propulsion system providing full
redundancy and complying with the stopping distance requirements of PS 2.3. The
fail-safe principle shall be utilized. Load weighing compensation of the friction
braking shall be offered, and must be compatible with existing vehicles. The load
signal will be utilized for other applications besides braking.
7.3.1.1 The brake control shall function as follows:
i. Service braking shall be electrodynamics, with assistance of friction

brake only at low speed.
ii. Emergency braking, called for by the operator, shall be resistive

electrodynamics in combination with the electromagnetic track brake,
with the assistance of the friction brake only if necessary.
iii. In case of electrodynamics failure the friction brake combined with

electromagnetic track brake shall meet the requirements of drawing no.
LRV-G-003A. In this case the brake cylinders shall not be vented to
atmospheric pressure. Wheel slide protection shall be in operation
during this braking mode.
iv. Emergency braking, induced, e.g. by the separation of two coupled

vehicles, or by operation of the ‘Panic’ button, shall be by the friction
brake system exclusively including the electromagnetic track brake.
Load weighing, deceleration control or wheel slide protection shall not
be necessary during this braking mode. The propulsion system shall
be switched off and it shall only be possible to it restore by returning the
hand controller to the ‘zero’ position.

7.3.2 Brake Control
7.3.2.1 A safety analysis shall be performed on the brake control system, including
mechanical, electrical, electronic components, interfaces, etc. and software, for the
Engineer’s review. The brake control system shall consist of the control electronics
and the electropneumatic valves. The electronics shall be properly interfaced with
the propulsion control, supplied from the battery. The brake control electronics shall
also be monitored by fault annuciators inside the cab. There shall be cross
monitoring of the EBCU and CCU so that the EBCU checks the CCU during dynamic
braking and the CCU checks the BECU during pneumatic braking. Failure shall
automatically result in change over to another braking mode.
7.3.2.2 It shall utilize micro-processor technology and shall utilize a PWM-signal interface.
The PWM-signal shall be proposed by the contractor for approval.
7.3.2.3 The valves for the brake control shall be grouped in racks, in equipment boxes, in
order to facilitate maintenance. This requirement however shall not override the
requirement for the short response time of the brakes, which shall be in the case of
emergency brake case iii, pneumatic : -
maximum dead time 0.2 sec
maximum build-up time 0.6 sec
7.3.2.4 This means that 90% of the maximum required brake force shall be built up within 0.8
second.
7.3.2.5 The 10% brake shall act as the minimum brake with minimal brake effort applied
thereby minimizing jerking and ride discomfort. This shall be demonstrated on-site to the
satisfaction of the Engineer. The Contractor shall be responsible for rectification if the
ride comfort including the transition between dynamic brake and friction brake is not
to the satisfaction of the Engineer.
7.3.3 Slide Protection
7.3.3.1 The friction brake control system shall be interfaced with the propulsion slip/slide
control system.
7.3.3.2 The system shall instantaneously reduce the brake effort on an axle which has been
detected to slide. The braking effect shall be restored as fast as possible, the slide
protection shall be bypassed in case of pneumatic emergency brake application (case
iv).

7.3.3.3 In regard to the slide protection efficiency, reference is made to PS 6.4.4.
7.3.4 Parking Brake
The parking brake function is covered by the spring applied/air released disc brake.
A switch in the operator’s cab shall enable the operator to apply the parking brake.
The parking brake shall be automatically applied as soon as the master key is pulled
out in the operator’s cab or during standstill. The brakes shall also come on in case
of a loss of air supply (as soon as safe running is no longer possible).
7.4 Disc Brakes
7.4.1 General
There shall be two discs per bogie, one per axle.
7.4.2 Brake Actuators
7.4.2.1 Compact brake actuators with integrated slack adjuster shall be utilized. They shall
be mounted on the bogie frame in a way to eliminate uneven pin and bush wear. The
mounting shall allow easy replacement from the pit.
7.4.2.2 A mechanical release system shall be provided in order to allow towing of a car
without air as well as shunting individual bogies. This feature shall be accessible
from the car side and shall have a clear indication (e.g. broken seal) of being released.
Resetting of the emergency release shall be automatic by application of minimum air
release pressure.
7.4.2.3 Resetting a slack adjuster shall be possible from the pit without dismantling the
actuator.
7.4.2.4 Each actuator shall equip with a micro switch. The micro switches shall be
electrically connected in series to indicate released friction brakes in the cab.
7.4.3 Discs
7.4.3.1 The brake discs shall consist of a hub, press fitted on the axle, and the ventilated disk
itself. It shall have the thermal capacity to meet the requirement defined in PS 7.1.
7.4.3.2 The material of the discs shall be matched with the pad material and the braking
system to be supplied in order to:

- reduce changes of the coefficient of friction due to temperature, moisture, wear,

or glazing
- prevent any squeal and noise
- provide an equal retarding rate over the entire speed range
- The brake discs shall be of split design.
7.4.4 Calipers and Pads
7.4.4.1 Brake calipers and hangers shall be designed in accordance with normal railway
practice. The action of the brake levers on the pads shall be centralized in order to
avoid any uneven brake pad wear. The hangers and the brake supports shall be
equipped with pressed-in hardened bushes. The pins shall be matched to the
bushings.
7.4.4.2 Brake pad material shall be matched to the discs in the operating environment
(temperature, high humidity) in order to get best results. Pads shall conform to UIC
requirements; the overall tolerance of the specified braking rate shall not exceed
plus/minus 15%, but regardless of this the braking distances on LRV-G-003A shall be
achieved. Replacement of pads must be easily possible from a pit. Asbestos shall
not be permitted in the brake pads.
7.5 Sander
7.5.1 General
7.5.5.1 Sand, deposited on the rail in front of the leading wheel-set of the leading bogie, will
be utilized to increase the adhesion in critical situations.
7.5.5.2 The sand shall be carried in sand boxes, located preferably in the underframe or in the
vehicle. It shall be deposited in front of the leading axle through hoses to a dispensing
nozzle, attached to the bogie frame.
7.5.2 Control
Control of the sander function shall be : -
1) manually by a push-button on the operator’s control panel
2) automatic, as soon as the emergency brake is applied

3) automatic, in case of slip/slide
7.5.3 Sand Boxes
Each sand box shall provide a capacity of approximately 30 litres of sand. They shall
be of a sloped conical shape in order allow complete drainage. Filling of the
sandboxes from the exterior of the vehicle shall be compatible with the existing
MTRC filling arrangements. The sandboxes shall be effectively sealed to prevent
sand dust exiting into the car interior or blowback during filling. The covers shall
seal to IP55 rating against water entry.
7.5.4 Sander Valves
Electropneumatic ejector sander valves of a proven type shall be utilized. Care has to
be taken to ensure the valves can deliver sand effectively even during humid and rainy
weather.
7.6 Magnetic Track Brakes
7.6.1 General
Electromagnetic track brakes shall be used as adhesion independent supplementary

emergency brakes. They shall be of a proven type and of a design that guarantees the
deceleration rate under all practical conditions.
7.6.2 Track Brake Magnets
7.6.2.1 The track brake magnets shall be suspended between the wheels of the bogie as set out
in PS 5.8.3.
7.6.2.2 The windings shall be filled with highest quality insulating material and be installed in
a non-corrosive metal housing. The brake shoe shall be of multiple wear type.
7.6.2.3 The connection on the magnet shall be easily accessible and sealed. The cable should
run uninterrupted from the magnet to the terminal box on the carbody and shall be of
uniform length; if in-line connections will have to be made, they shall be of an
approved type.
7.6.2.4 The track brake magnets and connections shall meet the formidability requirements as
set out in PS 2.4.5.
7.6.3 Track Brake Control

7.6.3.1 The track brake shall be connected in parallel. The circuit shall be fused. Control
shall be through the track brake contactor, which shall be activated as follows : -
- by interruption of control power at velocities V > 3 km/h (e.g. when the

vehicles are separated in multiple traction)
- during emergency stops by the operator, or during separation of coupled

vehicles
- by utilizing the track brake push-button on the operator’s console
- by failure of the brake control electronic system
7.6.3.2 The track brake shall be automatically switched off when the vehicle comes to a stand-
still (this feature can be bypassed for track brake tests). The application of the track
brake shall be signalled by a bell and hazard lights. The track brake signal shall be
trainlined.
7.6.3.3 When the track brake is normally expected to be not available when the rotational
speed of LRV is zero, the track brake circuit shall ensure:
(i) When the panic button is pressed, regardless of line speed, the track brake shall be applied for
a minimum duration of 15s; and
(ii) When the emergency brake is applied, regardless of line speed, the track brake shall be applied
simultaneously and can be released either when the emergency brake is released or a duration
of 15s is lapsed.

8 SIGNALLING AND COMMUNICATIONS SYSTEMS
8.1 Integrated Communications Panel
8.2 TETRA Radio System
8.3 Integrated On-board Information System (IBIS)
8.4 On Board Passenger Information System (OPIS)
8.5 Destination Display System (DDS)
8.6 GPS / RFID System (G/RS)
8.7 Handover Procedure of Free Issue Items under PS8.2 to 8.5
8.8 Installation, Testing and Commissioning of Free Issue Equipment
K1846-15E PS 08 Signalling and Communications System PS08-Page 1 of 10

8 SIGNALLING AND COMMUNICATIONS SYSTEMS
8.1 Integrated Communications Panel
8.1.1 An Integrated Communications Panel (ICP) shall be provided by the Contractor.The ICP
shall incorporate the following items free-issued by the Employer or procured from the
Named Supplier by the Contractor under Option 1 and Option 2:
-Driver Control Panel (DCP) of the On-board Passenger InformationSystem (OPIS)
-Man Machine Interface (MMI) of the Integrated On-board InformationSystem (IBIS)
-Control console for TETRA Radio System
8.1.2 The ICP shall be ergonomically designed and be installed at a location for ease ofaccess
by the LRV operator under all operating conditions. The design of the ICPshall be similar
to the existing layout on Phase IV LRV. Layout and details ofoperating using the ICP
shall be submitted for review and approval by theEngineer.
8.2 TETRA Radio System
8.2.1 The TETRA Radio System is the major radio communication system between theLRV
operators and the Light Rail Operation Control Centre (LR OCC). The control of the
TETRA radio system shall be via its control console on the ICP.
8.2.2 The TETRA Radio System shall be free-issued by the Employer or procured from the
Named Supplier for providing communication between the LR OCC and the LRV
operator. The driving cab shall be equipped with a set of TETRA radio equipmentwith the
following components:
-DC-DC converter (from DC24V to DC12V);
-Transceiver unit;
- LROCC Call Interface Box
-TETRA radio antenna;
-Driver control console;
-Loudspeaker; and
-Gooseneck microphone.
8.2.3 Provide that the TETRA Radio System is supplied by the Contractor which procured from

the named supplier, following requirements shall be followed:-
1) The Contractor shall be responsible for the supply, interface design, installation, and
test and commissioning of Trainborne Radio System.
2) The Contractor shall purchase from the Named Supplier of Trainborne Radio Set of the
Terrestrial Trunked Radio (TETRA) system (including transceiver, console, DC-DC
converter, LROCC Call interface unit, loudspeakers, microphone, and antenna, etc.)
and install the Trainborne Radio Set, and associated interconnection cables
3) The Contractor shall ensure that the Trainborne Radio Sets are compatible with those
operating on the existing Light Rail Vehicle (LRV) of Light Rail in terms of functions,
operation, performance and interfaces with the trainborne equipment.
4) The Contractor shall provide, install, and test and commission all connectors,
interfacing plugs and sockets, earthing connections and all associated equipment
housings and mounting materials.
5) The Contractor shall provide accommodation including mountings, equipment cabinets

and cable access for installation of all the trainborne radio equipment.
6) The Contractor shall provide the power supply interface and the protection device to
the Trainborne Radio Set in accordance with PS 16. The Contractor shall ensure that
the power supply arrangement can fulfill the emergency power supply requirement as
stipulated in PS 4.12.5. A time delay off (30 seconds and ± 30 seconds adjustable)
power supply circuit shall be incorporated to maintain the power supply of the
Trainborne Radio Set during shutdown and open up operation by the train operator.
7) The Contractor shall liaise with the Named Supplier of Trainborne Radio for the
configuration of the Trainborne Radio Set and shall be responsible for the test and
commissioning of all the installed Trainborne Radio Set and associated interconnection
cables. The contractor shall submit the commissioning test procedures and
commissioning test reports to the Engineer for approval.
8) Each driving cab shall be fitted with the Trainborne Radio Set which allows two way
communications between the train operators, LR OCC and with the depot controller.
9) The Trainborne Radio Set shall be a closed selective call system that enables a two-
way communication between LR OCC and an individual LRV or a group of LRVs.
10) The Trainborne Radio Set shall provide emergency call between LR OCC and an
individual LRV.
11) Once power is available from the LRV to a Trainborne Radio Set, it shall automatically
start-up, register with the Central Equipment and then ready to support radio

communication.
12) Each Trainborne Radio Set shall have a dedicated call button (“LR OCC” button).
Upon pressing this button once by the operator, a call shall be directed to the concerned
LR OCC Operators.
13) Each Trainborne Radio Set shall have a dedicated button ("Emergency” button) which
enables the user to make emergency call to the concerned LR OCC Operators.
14) Each Trainborne Radio Set shall have a dedicated button ("PTT” button) which enables
the user to make group call to the concerned talk-group users with the talk-group name
shown in the console.
15) The Contractor shall install an antenna on the roof of LRV for each Trainborne Radio
Set. The antenna shall be installed according to proper Radio Frequency practice. The
antenna specification and installation design shall be submitted to the Engineer for
approval.
16) The Contractor shall program all the necessary information, including talk-groups, scan
list, unique equipment ID in the Trainborne Radio Set to support operations in the
Light Rail TETRA System. The unique equipment ID of each Trainborne Radio Set
shall be directly related to the Car Number of the LRV cab where the Trainborne Radio
Set shall be installed. The Car Number of each LRV cab will be assigned by the
Engineer.
17) The Contractor shall register each Trainborne Radio Set to Light Rail TETRA system.
18) The Contractor shall ensure that the radio transceiver inside Trainborne Radio Set shall
be Type Approved for use in Hong Kong by the Office of the Communications
Authority (OFCA) and the relevant type approval certificate shall be submitted to the
Engineer for Approval. Manufacturing of equipment of the Trainborne Radio Sets shall
only be commenced after type approval is obtained from OFCA.
19) The Contractor shall apply the radio licence from the OFCA and pay the licence fee of
each Trainborne Radio Set unit till end of DLP.
20) The Contractor shall ensure that the Trainborne Radio set has a Mean Time Between
Failure (MTBF) figure of not less than 30,000 hours
21) All parts of the Trainborne Radio Sets shall be properly protected from ingress of dust
and water according to the following enclosure standards of IEC 60529:

Equipment & Location IP rating

Equipment outside LRV compartments including IP 65
radio antenna
Equipment inside LRV compartments except IP 55
console of Trainborne Radio Set
Console of Trainborne Radio Set IP 54
8.2.4 Provide that the TETRA Radio System to be free issued by the Employer, following
requirements shall be followed:-
1) The handover procedure of the free-issued items shall follow PS 8.7. The Contractor
shall be responsible for the interface design, installation and test and commissioning
works of the abovementioned radio equipment. The position and mounting design shall
be submitted for the Engineer’s approval. In particular, easy access to the roof mounted
antenna cable connection shall be provided from within the passenger saloon.
2) The TETRA radio antenna when installed on the vehicle roof shall be completely water
tight between the roof and the antenna assembly. The antenna shall not infringe with
the kinematic envelope.
3) The Contractor shall provide all interfacing mountings and cables for all the TETRA
radio equipment. The interfacing details of the TETRA radio system are shown in
Appendix 9.
4) The Contractor shall be responsible for all the interface design, installation and test and
commissioning works. The Contractor shall engage with the OEM to submit necessary
interface, test and commissioning specification and get approval from the Engineer
prior to any test and commissioning works.
8.3 Integrated On-board Information System (IBIS)
8.3.1 The trainborne signalling equipment consists of the IBIS system and the IMU 100 On-
board Unit. They shall be equipped inside a single equipment rack. In this document, the
whole trainborne signaling system is called the IBIS for simplicity.
8.3.2 The main functions of the IBIS are digital data processing and transmission within the
vehicle and provide radio communication functions between the LRVs and the Operation
Control Centre (OCC) (e.g. emergency calls and control centre announcements etc.). The
IMU 100 On-board Unit is used for transmitting train operation information such as route,
trip, position, destination of the train and the driver ID between the vehicle and the OCC
via the track equipment of the signalling system.
8.3.3 The IBIS equipment shall be free-issued by the Employer. The onboard systemfor the
LRV consists of:

-IBIS Man Machine Interface Unit (IBIS MMI);
-IBIS Control Unit (include all IBIS Control Modules and the IMU 100 On-board
Unit);
-IMU 100 antenna;
-IBIS Radio Antenna; and
-Radio Frequency Identification (RFID) tag.
8.3.4 The Contractor shall be responsible for the interface design, installation and test and
commissioning works of the abovementionedIBIS equipment. The position and mounting
design shall be submitted for theEngineer’s approval. In particular, easy access to the roof
mounted IBIS radioantenna cable connection shall be provided within the passenger
saloon.
8.3.5 The IBIS radio antenna when installed on the vehicle roof shall be completelywater tight
between the roof and the antenna assembly. The antenna shall notinfringe with the
kinematic envelope.
8.3.6 An IBIS MMI shall be installed in the ICP for providing control functions to thedrivers,
which allows them to monitor and operate the IBIS system. Theinstallation position of
IBIS MMI shall be integrated with other MMI of signalling and communication
equipment as stated in PS 08.
8.3.7 The Contractor shall provide all interfacing mountings and cables for all the IBIS
equipment. The interfacing details of the IBIS system are shown in Appendix 10.
8.3.8 The Contractor shall be responsible for all theinstallation and test and commissioning
works.The Contractor shall engage with the OEM to submit necessary interface, test and
commissioning specification and get approval from the Engineer prior to any test and
commissioning works.
8.4 On Board Passenger Information System (OPIS)
8.4.1 The OPIS shall provide user-programmable visual and audio information for the
passengers, particularly for information about next stop as well as safetymessages and
warnings for the passengers. The audio announcement shall bebroadcasted through the
loudspeakers in the vehicle. The broadcast messagesshall be stored as digital format in the
memory of the OPIS equipment. The OPIS equipment shall be free-issued by the
Employer. The onboard equipment shallinclude the following:
-Driver Control Panel (DCP);
-OPIS Control Unit;
-Saloon Information Display Unit;

-Saloon Loudspeaker;
-Passenger Emergency Communication Unit
8.4.2 The Contractor shall be responsible for the interface design, installation and test and
commissioning works of the abovementionedOPIS equipment. The installation position
and mounting design shall besubmitted for the Engineer’s approval.
8.4.3 A Driver Control Panel (DCP) shall be installed in the ICP as the operatingterminal for
the OPIS. The driver shall be able to select the route through akeyboard. In addition,
manual selection of special announcements, e.g. in case ofemergency, shall be provided.
The position of DCP shall be integrated with other signalling and communication
equipment as stated in Section 8 of this ParticularSpecification.
8.4.4 The OPIS control unit shall be a 19-inch rack. The Contractor shall arrangeappropriate
location for installation. The OPIS control unit shall be in closeproximity of IBIS control
unit for ease of cable connections between the OPISand IBIS control units.
8.4.5 The Contractor shall provide all interfacing mountings and cables for all the OPIS
equipment. The interfacing details of the OPIS system are shown in Appendix 11.
8.4.6 The Contractor shall be responsible for all theinstallation and test and commissioning
commissioning works.LED indicator shall be installed at door covering panel which shall
light up when the Passenger Emergency Intercom (PEI) is activated.
8.4.7 The OPIS shall enable the Train Captain to communicate with all PEIs at the same time
including the PEIs in the front and rear car of a coupled-unit.
8.4.8 The OPIS shall broadcast a pre-set message immediately and automatically when the
following criteria are met:
- LRV speed is greater or equal to 2kph; and
- Emergency brake train line is de-energized (i.e. application of emergency brake)
Such message shall be kept broadcasting until either the LRV speed is less than 2 kph or the
emergency brake train line is energised.
8.4.9 The content of Public Address (PA) messages shall be included the latest version of the
following area:-
i) Door open PA messages

ii) Emergency PA messages
iii) Special PA messages
iv) Route PA messages
and shall submit to Employer for approval.
8.5 Destination Display System (DDS)
8.5.1 The Destination Display System (DDS) shall comprise of electronic destinationdisplay
units. The DDS shall serve to provide high visibility of destination nameand route number
of the LRV to the passengers. The DDS shall interface with theOPIS for automatic
control of the DDS.
8.5.2 The DDS equipment shall be free-issued by the Employer. The onboardequipment shall
include the following:
-Front Destination Display Unit (Front DDU);
-Side Destination Display Unit (Side DDU);
-Rear Destination Display Unit (Rear DDU); and
-Operator Display Console (ODC)
The Contractor shall be responsible for the interface design, installation and test and
commissioning works of the abovementioned DDS equipment. The installation position
and mounting design shall be submitted for the Engineer’s approval.
8.5.3 The Contractor shall provide all interfacing mountings and cables for all the DDS
equipment. The interfacing details of the DDS system are shown in Appendix 12.
8.5.4 The Contractor shall be responsible for all the installation and test and commissioning
commissioning works.
8.5.5 The contents display on DDS shall be included the latest version of LRV route table and
shall submit to Employer for approval.
8.6 GPS / RFID System (G/RS)
8.6.1 The Light Rail GPS/RFID System (G/RS) shall comprise of electronic GPS / RFID
equipment. The G/RS shall serve to provide speed monitoring, signal passed at danger

monitoring and over-carrying avoidance. The G/RS shall interface with the door control
and distance monitoring equipment for automatic control of the G/RS.
8.6.2 The G/RS equipment shall be free-issued by the Employer. The onboard equipment shall
include the following:
-GPS equipment
-RFID equipment
The Contractor shall be responsible for the interface design, installation and test and
commissioning works of the abovementioned G/RS equipment. The installation position
and mounting design shall be submitted for the Engineer’s approval.
8.6.3 The Contractor shall provide all interfacing mountings and cables for all the G/RS
equipment.
8.6.4 The Contractor shall propose the schedule for Engineer’s approval on the delivery of the
G/RS equipment. The Contractor shall be responsible for all the installation and test and
commissioning works. The Contractor shall engage with the OEM to submit necessary
interface, test and commissioning specification and get approval from the Engineer prior to
any test and commissioning works.
8.6.5 The delivery programme requirement shall refer to PS19.
8.7 Handover Procedure of Free Issue Items under PS8.2 to 8.5
8.7.1 The free issue items under PS8.2 to 8.5 shall be the existing in-used equipments removed
from the Phase II LRV. These equipment shall be removed from Phase II LRV and free
issue to the Contractor for installation on the new LRV.
8.7.2 The Contractor shall carry out the handover process jointly with representative of the
Employer. The handover procedure shall include the below key steps:
- Functional testing of free issued items in their original installed LRV by the Employer
and the Contractor
- Removal of the free issued items from their original LRV by the Employer
- Visual inspection and simplified functional test of the removed free issue equipment
shall be carried out by the Employer using workshop bench test equipment and witnessed
by the Contractor
8.7.3 The Contractor shall take full responsibility to deliver, install and engage the OEM of the
free issued items to submit test specification and to carry out test and commissioning
activities which stipulated in PS 9.4.9.

8.7.4 The point of delivery of the equipment from the Employer to the Contractor shall be in
Hong Kong. The equipment shall be installed and tested on the 1st DC Car and the 1st MT
Car in the Contractor’s factory.
8.7.5 The Contractor shall create and submit a free issue item handover plan and procedure to
the Employer for approval of the schedule and procedure of handover of on board free
issue equipment mentioned in PS 8.2.to 8.5.
8.8 Installation, Testing and Commissioning of Free Issue Equipment
8.8.1 Installation, testing and commissioning of free issue equipments mentioned in PS 08 on

first DC and MT car shall be carried out in the Contractor’s factory and remaining LRVs
shall be conducted in Employer’s premises except the cables and connectors which shall be
carried out in the Contractor’s factory.

9 VERIFICATION, TESTING AND COMMISSIONING
9.1 General
9.2 Samples
9.3 Inspections
9.4 General Testing Requirements
9.5 Type Tests
9.6 Strength Tests
9.7 Vertical Deflection Test
9.8 Crashworthiness Analysis Verification
9.9 Water Tightness Test
9.10 Bogie Verification
9.11 Kinematic Envelope Verification
9.12 Noise and Vibration Verification
9.13 Propulsion System Combination Test
9.14 Traction Gear Test
9.15 TGIS Test
9.16 SIV Test
9.17 Braking Test
9.18 Passenger Seat Test
9.19 Air-Conditioning Verification
9.20 EMC Testing
9.21 Traction Energy Consumption Test
9.22 Passenger Vehicle Weight Test
9.23 Reliability Validation in Factory
9.24 Preventive Maintenance and Overhaul Verification
K1846-15E PS 09 Verification, Testing and Commissioning PS09-Page 1 of 35

9.25 Performance Tests
9.26 Battery Capacity Test
9.27 On-Site Testing and Commissioning
9.28 Pre-Revenue Operation
9.29 System Performance Demonstrations

9 VERIFICATION, TESTING AND COMMISSIONING
9.1 General
9.1.1 The Contractor shall, by means of a design verification process in accordancewith the
requirements of the Design Verification and Validation Plan specified in PS 9.1.3, which
shall be submitted within 2 months of the Date for Commencement of the works,
demonstrate that all of therequirements of this Particular Specification have been met.
9.1.2 The vehicles and their sub-systems and components shall be designed and tested to
appropriate international standards. These shall include but not limited to the followings: -
1) IEC 60077 Rules for electric traction equipment.
2) IEC 60349 Standard for A.C. Machines.
3) IEC 60322 Rules for ohmic resistors used in power circuits of electricallypowered
cars.
4) IEC 60349 Electric traction - Rotating electrical machines for rail androad cars.
5) IEC 60571 Electronic Equipment used on Rail Vehicle.
6) IEC 61071 Power electronic capacitors.
7) IEC 61133 Electric traction - Rolling stock - Test methods for electric and
thermal/electric rolling stock on completion of construction and before entry into
service.
8) IEC 61287-1 Power converters installed on board rolling stock – Part 1 :

Characteristics and test methods.
9) IEC 61377 Electric traction - Rolling stock - Combined testing of inverter fed
alternating current motors and their control.
10) EN 50121-3-2 Railway Applications - Electromagnetic Compatibility,Part 3-2 Rolling

Stock Apparatus.
11) EN 50121-3-1 : 2006 Railway Applications - Electromagnetic Compatibility, Rolling

Stock - Train and Complete Vehicle
12) EN 50126-2 Railway Applications - Dependability for Guided Transport Systems -

Part 2: Safety.

13) EN 50128 Railway Applications - Software for Railway Control and Protection
Systems.
14) EN 50129 Railway Applications - Safety-related Electronic Railway Control and

Protection Systems.
9.1.3 Design Verification and Validation Plan
The Design Verification and Validation Plan, supplementary to the Design Plan, shall be
prepared by the Contractor in order that design Verification and Validation activities are
properly directed. The plan shall address, but not be limited to, the following : -
1) the objectives of each Verification phase and each Validation phase;
2) defined input and output criteria for each development phase;
3) identification of types and detailed methods of test, Verification and Validation

activities to be carried out;
4) detailed planning of Verification and Validation activities to be carried out, including

schedules, resources and approval authorities;
5) selection and utilisation of the test equipment, and their test environmental conditions;
and
6) criteria on which the Verification or Validation is judged to be acceptable. These

criteria shall be traceable to the design and performance requirements as stipulated in
this PS.
7) The Contractor shall, by means of a design Verification and Validation process,

demonstrate that all requirements within the Specification have been met. The
Contractor shall prepare a Design Verification Table (DVT) that identifies the
Contractor's proposed methodology for demonstrating compliance.
8) The DVT shall be supplied to the Engineer for his review and shall be monitored
throughout the design and construction of the Works. Any changes to the DVT must be
submitted to the Engineer for review before implementation.
9) The DVT shall identify the proposed Verification and Validation process(es) for each
specification requirement and the acceptance criteria for achieving the requirement.
10) The DVT does not relieve the Contractor of any other requirements of the Specification
in relation to design review, Verification, Validation, conformance or planning.

11) For each item in the DVT, the Verification and Validation methods to be used shall be
listed by the Contractor. The methods used shall be reviewed by the Engineer. At least
one stage of Verification and Validation shall be performed prior to production of an
item.
12) The verification methods singly or in combination listed below are acceptable if
implemented appropriately and adequately by the Contractor, and are subject to review
by the Engineer for each application : -
a) Similarity - equipment and requirement are identical to those

successfully applied on other projects.
b) Historical - requirement has been met by numerous previous design.
c) Calculations and Drawings - for review.
d) Design Review - either scheduled or specifically targeted.
e) Mock-Up - actual size representation of design.
f) Development Test - performance testing on equipment or material under

development.
g) Type Test - performance testing of the as-built component, assembly or

system.
h) Routine Test - test every component, assembly or system.
i) Random Sample Tests at the discretion of the Engineer for bulk.
j) First Article Inspection (FAI) - acceptance of the exact look and fit of
equipment.
k) Inspection - formal inspection of the finished item.
l) In Service - for service demonstration requirements only.

After each Verification or Validation activity, a Verification Report shall be produced
including, as a minimum, the following : -
1) the Verification or Validation results stating whether the objectives and criteria of the
Design Verification and Validation Plan have been met; and
2) the reasons for failure if there is a failure and the follow up rectification.
9.2 Samples
9.2.1 General

9.2.1.1 Within 60 days of the Date for Commencement of the works the Contractor shallsubmit a
plan for review of samples including passenger seat, grab pole, interiorpanel, window
seal, strap hanger, door seal, switch, MCB, relay, lighting fitting, head light, rear light,
driver seat etc.
9.2.1.2 The Contractor shall provide a full-scale engineering mock-up of the cab (refer to PS 04)
to facilitate design approval. The manufacture of the first LRV shall not commence unless
the mock ups are approved.
9.3 Inspections
9.3.1 General
9.3.1.1 Without prejudice to Clause 57 of the General Conditions of Contract, theEngineer shall
have freeaccess to the Contractor's premises throughout theContract, for the purpose of
reviewing andinspecting the design and manufactureprocesses.
9.3.2 Assistance to the Engineer and Engineer Representative
9.3.2.1 The Contractor shall facilitate the timely granting to the Engineer, the Engineer’s
Representatives and his assistants and, where applicable, their dependants, inrespect of
any country where works are to be carried out, of : -
1) necessary permits and licenses for performing their duties; and necessary visas,
licenses, permits and customs clearance for entry and exit; and
2) repatriation when required and in the event of emergencies.
The Contractor shall facilitate the clearance through customs of any equipment,materials
and supplies required by and of the personal effects of the Engineer, theEngineer’s
Representatives and his assistants and, where authorized by the Engineer, their
dependents.
9.3.3 Access for the Employer and Employer’s Representative
9.3.3.1 The Contractor shall facilitate the timely granting to the Employer, the Employer’s
Representatives and his assistants and, where applicable, their dependants, in respect of
any country where works are to be carried out, of : -
1) i) necessary permits and licenses for performing their duties; and
ii) necessary visas, licenses, permits and customs clearance for entryand exit; and
2) repatriation when required and in the event of emergencies.
The Contractor shall facilitate the clearance through customs of any equipment,materials
and supplies required by and of the personal effects of the Employer,the Employer’s

Representatives and his delegates.
9.3.3.2 The Contractor shall extend to the Engineer and the Employer full co-operation and
provide facilities at each of its main premises and final assembly site toenable convenient
inspection of materials, work, and equipment. This shallinclude provision of office space
dedicated for the Engineer’s use and suitable for occupation by up to four people,
equipped with desks, telephones, PCs withinternet access, facsimile machine, locker
facilities, and filing cabinets. Theoffice shall have adequate heating, air conditioning and
lighting, with convenient access to toilets.
9.3.3.3 Copies of all Design Data shall be provided. Design Data shall be sufficient toenable the
Engineer to review design, construction, assembly, installation,workmanship, clearance,
tolerance, and functioning of the vehicles.
9.3.3.4 The Engineer and the Employer shall be at liberty to inspect the manufacturingprocess at
any stage.
9.3.3.5 Without prejudice to any other provision of the Contract, the Engineer reservesthe right to
reject all materials and workmanship which do not fully conform to this Particular
Specification. Repetitious rejections at either a subcontractors’ or the Contractor’s
facilities shall be cause for the Engineer to suspend inspection.In such case, the work in
question shall also be suspended until satisfactory corrective action is taken by the
Contractor.
9.3.3.6 Without prejudice to Clause 57 of the General Conditions of Contract, theEngineer and
the Employer may view construction processes and witness tests ofcompleted units at the
premises of any manufacturer executing any part of the Works.
9.3.3.7 The Engineer and the Employer shall have unrestricted rights of inspection of all
documents, tools and test equipment to be delivered to the Engineer as part of theWorks
9.3.4 Inspection Hold Points
9.3.4.1 The Contractor shall propose a structured set of inspection hold points. Thehold points
shall be structured so that a formal hold point is allowed for eachsignificant element of
the manufacturing process for the vehicle and all majorsuppliers’ components.
9.3.4.2 The construction of each car shall not proceed until the inspection by theEngineer has
been completed or waived.
9.3.4.3 The Contractor shall propose the inspection hold points within 180 days of theDate for
Commencement of the Works. The inspection hold points shall besubmitted for review by
the Engineer.
9.3.5 Inspection Prior to Delivery
9.3.5.1 The Engineer shall be afforded the opportunity of inspecting all cars to bedelivered under
the contract before leaving the Contractor’s facility and prior todelivery to the Site.
9.3.5.2 The Contractor shall advise the Engineer no less than 15 days in advance of a carbeing
available for inspection.
9.3.5.3 Once the inspection and any required remedial actions are completed to thesatisfaction of
the Engineer, the Engineer shall give consent for car shipment.The Engineer will not
withhold consent for shipping unreasonably, provided all pre-delivery assembly and
testing has been successfully completed.
9.3.5.4 Should the number of un-accepted LRVs at the Site impact service delivery, thereshall be
ground to withhold consent for shipping.
9.3.5.5 Consent to ship indicates only that the Engineer is prepared to allow delivery ofthe car to
the Site.
9.3.5.6 Any car delivered without the Engineer’s consent shall be refused access to theSite.
9.3.6 First Article Inspections
9.3.6.1 First Article Inspections (FAI) shall be performed as specified, in the following : -
First Article Inspections (FAI) shall be performed jointly by the Engineer and the
Contractor on all major equipment identified by the Engineer. Equipment shall be
shipped from the point of manufacture only after an FAI has been completed or waived
by the Engineer.The Contractor shall provide a minimum of 15 working days notice to
the Engineer before any FAI.
1) At least 15 days prior to each FAI, the latest drawings, inspection and test procedures,
specifications and quality documentation required for adequate inspection of the
equipment under inspection shall be submitted to the Engineer. The drawings shall be
complete to the lowest level replaceable unit.
2) The Contractor shall ensure that he and his subcontractors are prepared for all FAIs.
The Contractor shall not schedule more than one FAI on the same day without prior
approval by the Engineer.
3) The FAI shall evaluate component and system maintainability.
4) The FAI shall enable the Engineer and the Contractor to jointly establish the quality of
workmanship for the balance of like components.
5) The FAI shall not be conducted until the design drawings of the equipment have been
reviewed. If drawings with outstanding comments are used, the Engineer’s comments
shall be satisfied at the FAI and represented by the inspected equipment.
6) FAIs shall only be performed on a component built using approved production

processes, tooling and manpower.
9.4 General Testing Requirements

9.4.1 General
9.4.1.1 The Contractor, in addition to testing for design verification purposes, shall carryout all
testing of cars to ensure and demonstrate that the vehicle and all itsequipment is safe,
functional and suitably reliable for revenue service.
9.4.1.2 The Contractor shall be responsible for all materials, consumable, test equipment, labour
and facilities for the test, unless otherwise specified.
9.4.2 Test Planning and Reporting
9.4.2.1 The Contractor shall within 90 days of the Date for Commencement of the Workssubmit
for review by the Engineer a Commissioning Plan outlining categories andthe general
quantity of tests to be carried out and approximate schedule of testing.
9.4.2.2 The Commissioning Plan shall be submitted in accordance with the requirementsof the
General Specification 25.1. The Commissioning Plan shall be separated intotwo major
categories: the Factory Acceptance Test and the On-Site Testing andCommissioning.
Each category shall include a combination of type and routinetests as identified by the
Design Verification and Validation Plan specified inPS 9.1, and shall include all other
specific requirements as specified inPS09.
9.4.2.3 For the submission of the On-Site Testing and Commissioning Plan, theContractor shall
combine the requirements of Installation Tests, Partial Acceptance Test, System
Acceptance Tests and Tests on Completion as specifiedin Paragraph 25 of the General
Specification, into one single plan, if appropriate.
9.4.2.4 The Contractor shall within 180 days of the Date for Commencement of theWorks submit
for review by the Engineer an updated version of theCommissioning Plan detailing:
1) All tests to be carried out.
2) Scheduled test date.
3) Location of the test.
4) Function to be tested and requirement to be demonstrated.
5) Party responsible for the testing.
9.4.2.5 The Engineer, in reviewing this revision, will indicate which tests he intends to witness and
which test specifications and reports shall be submitted for review.
9.4.2.6 Without prejudice to any other provisions of the Contract, the Engineer reserves the right
to witness any or all tests, and to require submission of any or all test specifications and
reports. The Engineer reserves the right to reasonably call for additional tests if considered
necessary.

9.4.2.7 The Contractor shall reissue the Commissioning Plan monthly thereafter, updating all
information as test scheduling is confirmed and tests are carried out, annotating which tests
the Engineer will witness and which test reports shall be submitted. No test date shall be
changed without the Engineer having a minimum of 15 days notice.
9.4.2.8 The Contractor shall within 90 days of the substantial completion of the Works submit for
review a Commissioning Plan Compendium, recording all testing carried out, functions
and performance demonstrated, reports produced and reviewed by the Engineer. This shall
include all System Performance Demonstrations.
9.4.2.9 The Contractor shall within 90 days of the expiry of the Reliability Demonstration Period
submit for review an updated Commissioning Plan Compendium that reflects any changes
and additions since the original release.
9.4.3 Testing Details
9.4.3.1 For any tests where the Engineer has indicated that he wishes to witness a test, no testing
shall be carried out against a test specification prior to its review by the Engineer.
9.4.3.2 Test specifications shall include sample test certificates and the design values and
tolerances shall be shown.
9.4.3.3 Where material or details used in this Contract are not covered by separate specifications,
samples of such materials shall be tested, if required by the Engineer. All material or
details represented by samples, which are found to be non-compliant, will be rejected.
9.4.3.4 The Contractor shall replace any material or detail destroyed in the process of testing.
9.4.3.5 Testing requiring the running of high voltage equipment shall be carried out at the
Contractor's works or other nominated test facility, if permitted by the Engineer, but shall
also be demonstrated on the Employer railway lines.
9.4.4 Types of Tests
9.4.4.1 Inspection and testing of the equipment shall include all inspections, tests, checks,
procedures, etc. whether mechanical, pneumatic, hydraulic or electrical, as required to
ensure that the equipment supplied meets the requirements of the Contract.
9.4.4.2 Inspection and testing shall comprise, but not be limited to:
- Mechanical and Chemical testing of materials
- Destructive and non-destructive tests of materials
- Checks and examinations of welds
- Checks of fits and assemblies
- Dimensional checks

- Testing and Inspection of paints and coatings
- Balancing tests
- Electrical tests
- Running tests
- Functional tests
- Reliability tests
- Performance tests
- Load and overload tests
- Acceptance test
9.4.4.3 These tests will be carried out principally as:
- Type tests
- Routine tests
- Special tests
9.4.4.4 The techniques, equipment and instrumentation to be used for these tests, checks,
inspections, examinations, etc. shall be in accordance with internationally accepted
standards, rules or codes, and in particular those mentioned in the Specification.
9.4.4.5 If in the Engineer’s opinion instruments, apparatus, devices, etc. used by the Contractor
need calibration or re-calibration, then such instruments, apparatus, devices, etc. shall be
calibrated by an independent authority or institute approved by the Engineer
9.4.5 Random Sample Tests
9.4.5.1 Tests shall be carried out on random samples of a lot of equipment, parts or material.
Selection of samples to be tested will be done by the Engineer and all the equipment, parts
etc. shall be presented for this purpose. The number of samples taken will be either at the
discretion of the Engineer, particularly for smaller lots, or shall conform to the generally
accepted rules and standards of statistical testing.
9.4.5.2 Should a single sample fail during random sample testing then the following shall apply : -
- small lots : all pieces shall be fully tested;
- large lots : a second set of samples, identical in number with the first one, shall
be chosen and tested. If this set passes all tests satisfactorily, the lot shall be
considered to be acceptable. If again one or more samples fail in one or more
tests either the whole lot shall be rejected or all pieces of the lot be fully tested
individually, as determined by the Engineer.

9.4.5.3 Pieces of lots which have been declared unacceptable and samples which have failed in test
shall be marked immediately and shall not be presented for test again.
9.4.6 Tests at Manufacturer Works
9.4.6.1 Before any material, equipment, apparatus, component etc. is packed or dispatched from
the place of manufacture, it shall have passed, as far as practicable, all tests, inspections,
checks, examinations, etc. required by pertinent and internationally accepted standards,
rules or codes.
9.4.6.2 All materials, apparatus and other parts or components of the equipment to be tested,
inspected, checked, examined, etc. at the place of manufacture shall be made properly
accessible for testing and inspection work. There shall be no interference or disturbance
from other shop activities when conducting checks, tests and inspections.
9.4.6.3 All equipment, materials, apparatus and other parts or components shall be adequately
sheltered and protected against the weather whilst being tested, inspected, checked and
examined.
9.4.6.4 Parts and components shall be assembled to the greatest extent possible as agreed, and
dimensional checks performed on all major assemblies, sub- assemblies, parts and
components especially when close tolerances and fits are involved (tolerance of shafts,
clearance between stationary and moving parts, connecting dimensions for assembly with
other elements and supplies, combined functioning of electrical equipment, etc.).
9.4.6.5 If dimensional checks show discrepancies in measurements which may affect the fit,
assembly or dismantling of the respective part or component, proper and workmanlike
corrections or modifications shall be carried out immediately. Such corrections or
modifications shall, however, in no way lead to sacrifices with respect to reliability of
operation or interchangeability and shall only be performed with the Engineer's approval.
If the correction or modification cannot be carried out in accordance with the terms
mentioned above, the part or component concerned may be rejected.
9.4.7 Type Tests - General
9.4.7.1 Type tests shall be performed to establish the required main characteristics of the
equipment and that they conform with the requirements specified for the Contract. Type
testing shall be carried out on a single item of apparatus or assembly of each type and
rating and shall be witnessed by the Engineer or the Engineer’s Representative. If there is
evidence of successfully performed type tests on identical apparatus in an independent
laboratory, the respective certificates may be accepted in lieu of testing. Such type test
certificates shall be submitted to the Engineer.
9.4.8 Routine Tests
9.4.8.1 Routine tests are required both to prove that the product is in accordance with equipment
which has been successfully type tested and to reveal faults or defects in materials or
equipment due to inadequate or insufficient supervision during fabrication, assembly, etc.
9.4.9 Summary of Tests
The tests to be performed are summarized in the following list which is not exhaustive,
and, which shall be amended as necessary during the detailed design of the vehicle.
The meaning of the test-code shall be as follows : -
T = Type test - Class I

R = Routine test - Class II
C = Test certificate - Class III
A. COMPONENTS AND SUB-SYSTEMS (Factory tests)
A1 Mechanical Equipment
A1.1 Structural material T
A1.2 Primary springs T, R
A1.3 Air springs T, R
A1.4 Hydraulic dampers T, R
A1.5 Windshield T, R
A1.6 Air reservoirs T, C
A1.7 Doors system (loadings and cyclic operation) T
A1.8 Door gear T, R
A1.9 Brake cylinders T, R
A1.10 Air compressor T
A1.11 Wheels and axles R, C
A1.12 Bogie frame T, R
A1.13 Carbody T, R
A1.14 Couplers T, R
A1.15 Passenger seat T
A1.16 Sander equipment T, R
A1.17 Air conditioning T, R
A2 Electrical Equipment
A2.1 Pantograph T, R
A2.2 Main circuit breaker T, R, C
A2.3 Traction motor T, R, C
A2.4 Gearbox T, R
A2.5 VVVF propulsion unit T, R
A2.6 Static converter unit T, R
A2.7 Brake resistors T, R
A2.8 Line capacitor T, R
A2.9 Inductivity T, R

A2.10 Master controller T, R

A2.11 Electronic traction control unit T, R
A2.12 Fault monitoring system & TGIS T, R
A2.13 Contactors and relays C
A2.14 Operator control desk T, R
A2.15 Installation material C
A2.16 Equipment boxes R, C
A2.17 Magnetic track brake T, R
A2.18 Propulsion system combination test T
A2.19 Propulsion and auxiliaries power supply systems T, R
A2.20 TETRA Radio System [if named supplier] T, R
A2.21 Integrated On-board Information System (IBIS) T, R
[if named supplier]
A2.22 On Board Passenger Information System (OPIS) T, R
[if named supplier]
A2.23 Destination Display System (DDS) T, R
[if named supplier]
A2.24 Falling Object Detector Alarm T, R
A2.25 RFID Axle Box Temperature Detection System T, R
A2.26 CCTV Monitoring System T, R
A2.27 Lighting Test T, C, R
A2.28 Any other system provided by named suppliers T, R

B. VEHICLE SYSTEM TESTS (pre-shipping)
B1 General and Mechanical Tests
B1.1 Gauge test (stationary vehicle) T, R

B1.2 Weighing (with deflated air springs) T, R
B1.3 Air tightness test T, R
B1.4 Stationary braking tests T, R
B1.5 Car water tightness test T, R
B1.6 Checks for accident prevention T
B1.7 8-hour cycling test (static converter and doors) R
B1.8 Auxiliary equipment function test T, R
B1.9 Endurance tests T
B2 Electrical Tests
B2.1 Dielectric test T, R
B2.2 Continuity check and return circuit test T, R

B2.3 Running test on aux. machines T, R

B2.4 Impulse voltage withstand test T, C
B2.5 Switchgear operating test T, R
B2.6 Auxiliary circuits check R
B2.7 Control circuit checks R
B2.8 System check of propulsion controls R
B2.9 Functional check of fault monitoring system R
B2.10 Starting and acceleration test T, R
All modes brake test - dynamic, air T, R
B2.11 Check of battery charger T, R
B2.12 Check of battery life/capacity T
B2.13 Line short-circuit test T
B2.14 Functional test of the front, rear and side T, R
destination signs
B2.15 Air-conditioning tests T, R
B2.16 TETRA Radio System T, R
(routine required
if named supplier)
B2.17 Integrated On-board Information System (IBIS) T, R
(routine required
if named supplier)
B2.18 On Board Passenger Information System (OPIS) T, R
(routine required
if named supplier)
B2.19 Destination Display System (DDS) T, R
(routine required
if named supplier)
B2.20 Falling Object Detector Alarm T, R
B2.21 RFID Axle Box Temperature Detection System T, R
B2.22 GPS/RFID System T,
B2.23 CCTV Monitoring System T, R
B2.24 Lighting Test T, R
B2.25 Any other system provided by named suppliers T, R
B3.1 400km trouble free running test (DC) R
B3.2 400km trouble free running test (DC+MT, if R
applicable)
B4 10,000km Reliability Proving Test (DC+MT) T
C. LINE TESTS
C1 Functional test T, R
C2 Running tests on curved track and over humps T
C3 Starting and acceleration tests and wheelslip T, R
C4 Towing of disable car test T

C5 Checks on working conditions and amenities T, R

C6 Test on safety equipment T, R
C7 Test for safety of running T
C8 Pantograph Test T, R
C9 Test for resistance of motion T
C10 Interruption and voltage jump test T
C11 Short-circuit and overload tests on the vehicle T
C12 Check of level of internal overvoltages T
C13 Check of vehicle generated ripple voltage T

C14 Check of magnetic interference T
C15 Noise level tests T
C16 Ride comfort test T
C17 Tractive capacity test T
C18 Electric braking test and wheelslide T, R
C19 Friction brake test and wheelslide T, R
C20 Magnetic track brake test T, R
C21 Energy consumption test T
C22 Checks on typical running schedule T
C23 Interference test for radio intercommunication and T
public address and track side signal and control
equipment
C24 Functional test of the communication and public T, R
address system with wayside communication
equipment
C25 EMI and EMC test T
C26 TETRA Radio System T, R
C27 Integrated On-board Information System (IBIS) T, R
C28 On Board Passenger Information System (OPIS) T, R
C29 Destination Display System (DDS) T, R
C30 Falling Object Detector Alarm T, R
C31 RFID Axle Box Temperature Detection System T, R
C32 GPS/RFID System T, R
C33 CCTV Monitoring System T, R
C34 Any other system provided by named suppliers T, R
D. COMMISSIONING TEST
D1 Commissioning test R

D2.1 400km trouble free running test (DC) R

D2.2 400km trouble free running test (DC+MT, if R
applicable)
D3 5,000km trouble free running test (DC+MT) T
9.5 Type Tests
9.5.1 As part of the design verification process, type tests shall be carried out to demonstrate that
the design of the LRV and its systems are fully in compliance with the requirements
specified in this Particular Specification. The tests shall be completed at the Contractor’s
manufacturing facility unless otherwise specified or reviewed by the Engineer. The cars
and coupled sets shall be tested generally in accordance with the requirements of IEC
61133. The tests shall include but not be limited to the following items.
1) The “first off’ of the windscreen shall be tested to confirm that therequirements
specified in PS 4.7.4 have been met.
2) The door pair shall be tested to prove it is capable of withstanding allloads imposed
on it during operation of the vehicle.
3) Electric door operation tests shall be performed.The door system shall be endurance
tested on a rig in suitable climaticconditions to demonstrate that the door system will
allow the vehicle tomeet the requirements of this Particular Specification. The rig
shall testopening and closing of the door, obstruction detection and re-open of the
door in a combination to simulate likely service operation and shall besubmitted for
review by the Engineer.
9.6 Strength Tests
9.6.1 The first carbody structure shall be tested to prove compliance of the structure with the
static strength requirements as specified in PS 4.3. All load cases specified in PS 4.3 shall
be tested. The carbody shall be structurally complete, and shall exclude such items as
exterior and interior trim, windows, doors, seats, lights, insulation, and interior lining.
9.6.2 During the tests, the carbody shall be supported on bogies or a simulation thereof to allow
longitudinal movement. This loading shall be distributed in proportion to the distribution
of weight of the finished car. Equipment loads greater than 50kg shall be replicated for the
test.
9.6.3 For the purpose of determining compliance with this Particular Specification, a member
shall be considered as having developed permanent deformation if the yield point or yield
strength in the appropriate direction-tension or compression - published or otherwise
issued by the material manufacturer is reached or exceeded. For material for which the
manufacturer publishes a yield point, strain gauge readings taken as directly proportional
to the claimed yield point stress shall be used to determine whether or not the yield point
has been reached.
9.6.4 For material for which the manufacturer publishes a yield strength, strain gauge readings
corresponding to a directly proportional reading for the yield strength plus 0.002 mm per
mm shall be used to determine whether yield has occurred, but this is allowed only in the
case of first-time loading of such members. For the second and subsequent loading of
material for which the manufacturer of that material publishes a yield strength, yielding
shall be determined by multiplying the measured strain by the manufacturer published
modulus of elasticity and comparing the result with the manufacturer published yield
stress. In all cases, for the calculation of strain at the published yield point or yield strength
values, the modulus of elasticity shall be taken as the manufacturer published value.
9.6.5 If a reading indicating attainment of the yield point or yield strength is found on any strain
gauge, the Contractor may request a retest prior to redesign; and the Engineer may grant
this request with the provision that up to four additional strain gauges in the same general
area will be required to determine the effects on surrounding material of the plastic
deformation that has presumably occurred, and to determine whether stress values as great
as the published yield point or yield strength are reached in the retest. If the high reading
has been accompanied by visible evidence of distress in the member, a design correction
shall be required regardless of strain gauge values indicated in any retest.
9.6.6 The zero point for strain gauge readings shall be the readings found after relaxation of total
loads provided that no reading encountered at intermediate load levels shall have indicated
attainment of the yield point or yield strength. If such a reading has occurred at a lower
level, the additional strain gauges required in the preceeding paragraph shall be required
prior to imposition of the compression load.
9.6.7 During the tests, vertical deflections shall be measured in the region of the side sill on both
sides and on transoms on track centre line.
9.6.8 The car will be considered to have met this Particular Specification if all the following
criteria are satisfied : -
1) No permanent deformation or yielding of the carbody has been observed or

recorded as specified in the preceeding paragraphs.
2) Plotted vertical deflections at incremental vertical loads from AW0 to the

specified maximum vertical load for testing purposes (measured on both sides of
the car midway between bolsters and taken as the average thereof) did not
deviate, at any load increment, from a straight line, drawn from the origin to the
deflection at the specified maximum vertical load for testing, by more than 5%.
3) Maximum recorded stresses in principal structural elements did not exceed the
corresponding allowable stress values which have been selected by the
Contractor and reviewed by the Engineer prior to starting the test program.
4) Indicated residual strain at strain gauges on principal structural elements,

following removal of the maximum vertical loading, does not exceed the
maximum error resulting from the accuracy of the instrumentation.
9.6.9 A minimum of 100 strain gauges shall be applied during the testing. Location of the strain
gauges shall be subject to review by the Engineer.
9.6.10 Carbody Dynamic Strength and Design Life Demonstration
9.6.10.1 The Contractor shall demonstrate, by means of appropriate calculations and tests, the
carbody fatigue load and design life specified in PS 4.3.4, and shall be reviewed by the
Engineer.

9.6.10.2 Assessment of fatigue shall be in accordance with BS 7608:1993.
9.7 Vertical Deflection Test
The same carbody shall also be subjected to a vertical deflection test. All passenger doors
shall be installed, complete with operators, thresholds, and all sealing and weather
stripping; and at each increment of test load the doors shall be opened and closed
electrically by means of the door operators. Any failure to operate at the prescribed speed
profile, or any indication of binding, shall require corrective action to be taken, by the
Contractor, to the car structure, to the door arrangement, or both.
9.8 Crashworthiness Analysis Verification
9.8.1 The Contractor shall demonstrate that the car satisfies the bumper energy absorption
requirements for which static testing is not specified, described in PS 4.3.6.3 by providing
analyses and test data.
9.8.2 Any energy absorption device used for the purposes of satisfying the crashworthiness
requirements, either of the reusable type or sacrificial type, shall be tested to confirm the
required characteristics have been met.
9.9 Water Tightness Test
9.9.1 All areas of the car sides, ends and roof, including doors and windows, shall be given a
complete test for water tightness. The tests shall be made before installation of sound
deadening material, thermal insulation, and interior finish. Water shall be sprayed from
nozzles which are spaced no more than 1 metre from, and aimed directly at, the surface
being tested with all fans running according to paragraph 2 of clause 5.12.2 of IEC 61133.
9.9.2 All spray applications shall run for 10 minutes before the inspection for leaks begins and
shall run continuously during the inspection.
9.9.3 Underfloor boxes that are required to be watertight shall receive a water test similar to the
water tightness test of the carbody. The water tightness test shall be successfully performed
one time on the individual boxes prior to installation underfloor, in a manner simulating
the conditions as would be expected with the boxes mounted on the car, and again during
the test of the complete carbody. During test of the boxes after installation, the required
spray is to be directed at the exposed sides and ends of the boxes as would normally occur
during car washing operations, or in service running, with fans running.
9.9.4 The fresh air intake ducts in the car roof shall be tested, in a similar manner, with
ventilating fans running at full speed, to determine the effectiveness of the water-excluding
features of the ductwork. On all cars the fresh air intake ducts shall be water tested for
workmanship.
9.10 Bogie Verification
9.10.1 Dynamic analysis
An analysis of the bogie dynamic stability on the Light Rail track, shall be submitted for
review. The analysis shall cover the full range of speed from 0 to 80 km/h, and the full
parameters shall be taken as at the most disadvantageous limits of their tolerance bands,
taking manufacturing variations and ageing effect into account.
9.10.2 Bogie and Bolster Static Load Test
9.10.2.1 A static load test shall be performed on the first bogie including its bolster to demonstrate
that the static load requirements specified in PS 5.3.3 are satisfied.
9.10.2.2 No fewer than 75 strain gauges shall be applied to the bogie at maximum stress points,
subject to review by the Engineer. Location of maximum stress points shall be determined
by a finite element analysis.
9.10.2.3 The test shall be repeated two additional times for a total of three tests with complete
release between applications. Forces shall enter the bogie at the normal application points,
and shall be so combined in each case as to produce the maximum unit stresses at the
critical points for which the stress estimates were furnished.
9.10.3 Bogie and Bolster Fatigue Test
9.10.3.1 Upon completion of the static load test, the first bogie including its bolster shall be fatigue
tested to demonstrate that the bogie and bolster have adequate fatigue strength under
dynamic loading. The loads applied to the test should be in accordance with the design
loads specified in PS 5.3.4, and shall be for the review by the Engineer.
9.10.3.2 The test shall be conducted with all equipment and suspension components fitted. The test
shall simulate the loads experienced by the bogie over a 40 years life. Replacement of
suspension components, bushes and any consumable parts during the testing will be
accepted. The need for replacement of any other components or the occurrence of
detectable cracks in the bogie or any mountings will result in the test being deemed a
failure to meet the specification requirements.
9.10.3.3 The phasing of the loads shall be selected by the Contractor and reviewed by the Engineer,
and shall be such as to produce the worst-case stresses at critical locations. The frequency
of the load cycling shall be approximately equal to the natural vertical frequency of the
bogie assembly or as otherwise reviewed by the Engineer.
9.10.3.4 No fewer than 75 strain gauges shall be applied to the bogie frame during the test to
monitor stress changes. Strain gauges shall be applied at locations of maximum stress,
determined by the analysis and the static load test.
9.10.3.5 During the fatigue tests, the bogie and bolster shall be visually inspected periodically to
detect possible crack initiation and progression. If evidence of progressive cracking or
failure is found, the cause shall be assessed by the Engineer and the Contractor, after which
an appropriate correction shall be established and the test repeated.
9.10.3.6 At the conclusion of the test, a magnetic particle or dye penetrate inspection shall be made
for cracks in the presence of the Engineer. If any crack is found, the design shall be
corrected, the bogie re-tested, and all bogies and bolsters installed under the cars shall be
modified in accordance with the corrected design.
9.10.4 Mainline Dynamic Loads and Strain Measurements

9.10.4.1 Additional fatigue analyses shall be performed, for the bogie and bolster, using track test
data obtained from dynamic measurements conducted on the Light Rail system. The loads
experienced by the bogie on a time base system shall be measured and then shall be
applied to the FEA model. The results shall be compared with the pre-manufacture design
FEA fatigue life calculation. Dynamic strain measurements shall also be recorded. The
time based strain signals so acquired will be subjected to a cycle counting technique and
the results will be used to assess the fatigue damage.
9.10.4.2 The Contractor shall provide a full explanation for this analysis resolving any
inconsistencies in measurements, interpolation/extrapolation of data and the allowable
cumulative damage. As a minimum, the extrapolated total damage by both methods for 40
years shall not be greater than the cumulative damage sustained by the bogie frames used
in the fatigue test. The number of round trip measurement to be conducted shall be
sufficiently large to achieve statistical stability of the test results.
9.10.4.3 Strain gauges shall be placed on bogies in any area which has an earlier calculated
cumulative fatigue damage of greater than 0.75 obtained from the FEA, and in any other
locations at the discretion of either the Contractor or the Engineer.
9.10.5 Bogie Clearance Test
9.10.5.1 Bogie clearances, lengths and locations of hoses and cables, and coupler and drawbar
clearances and operations shall be checked by moving coupled cars over a curve and a
crossover duplicating or exceeding the most restrictive track work.
9.10.6 Wheel Unloading Verification
9.10.6.1 The Contractor shall submit detailed calculations to demonstrate that the requirements of
PS 5.3.2 have been met. The calculations shall be performed with all suspension
parameters, bogie and carbody stiffness in the upper limits of the manufacturing tolerances.
9.10.6.2 The Contractor shall perform a wheel unloading test to verify the calculations submitted.
The test shall be conducted in the most disadvantageous combination of loading and
suspension conditions.
9.10.7 Overturning Verification
9.10.7.1 The Contractor shall submit calculation of turnover stability of the LRV to demonstrate
that the requirements specified in PS 2.4.5 have been met. The calculation shall include
wind speed, direction and sustained period of time, LRV speed, track cant, oscillatory
frequency of the vehicle and the risk analysis of turnover.
9.10.8 Primary Suspension Test
9.10.8.1 A load deflection test and accelerated ageing tests shall be performed to demonstrate that
the spring rate of the primary suspension system and the creep rate for the materials used
are within the design limits. These tests shall prove that the primary suspension system
behaves as predicted and will not result in excessive deflection or a decrease in bogie
clearance above top of rail to less than the minimum specified herein.
9.10.9 Bogie Rotational Resistance (X-factor)

9.10.9.1 Bogie rotational resistance (X-factor) shall be equal to or less than 0.08 when the car is
negotiating the minimum radius curve. This requirement shall be achieved for a bogie
rotational speed of 0.2 degrees per second, under all loading conditions, and for all
suspension conditions, excluding deflation and over inflation of the air suspension. In case
of air suspension over-inflated or deflated, the X-factor shall be equal to or less than 0.1.
However, the contractor shall set X-factor of equal to or less than 0.08 as a target during
the design of the bogie under these abnormal conditions.
9.10.9.2 X-factor is given by the following formula:-
9.10.9.3 The Contractor shall submit calculations for Approval to demonstrate that the requirements
of PS 9.10.9.1 have been achieved.
9.11 Kinematic Envelope Verification
9.11.1 Kinematic Envelope Analysis
9.11.1.1 The Contractor shall conduct analyses to confirm that the design of the cars and the
suspensions satisfies the requirements of the Kinematic Envelope specified PS 2.4.3.
9.11.2 Kinematic Envelope Test
9.11.2.1 Kinematic envelope tests shall be conducted for an LRV at the Contractor’s facilities. The
test shall be conducted by simulating the worst combination of conditions as specified in
PS 2.4. The lateral and vertical displacements of the critical reference points of the cars
shall be compared with the theoretical values obtained from the analyses specified in PS
9.11.1. The effect of any other parameters contributing to the kinematic movement of the
cars but are not simulated in the test shall be added to the measured displacement values to
confirm that the cars will stay within the Kinematic Envelope under the specified
conditions.
9.11.2.2 Upon delivery of the LRVs, the Contractor shall perform dynamic measurements to
validate any assumptions used in the calculation of the Kinematic Envelope.
9.12 Noise and Vibration Verification
9.12.1 Noise and Vibration Measurements
9.12.1.1 Exterior and individual systems and equipment noise measurements are to be made in
accordance with ISO Standard 3095, and interior noise measurements are to be made in
accordance with ISO Standard 3381, except where otherwise specified.
9.12.1.2 Ride quality vibration measurements shall be carried out in accordance with UIC 513 or
other equivalent standard subject to the review without objection by the Engineer.
9.12.1.3 Unless otherwise stated, noise means sound pressure level as defined in the latest revision
to ANSI S1.4. All noise levels listed are in decibels referred to 20 micro Pa, as measured
with the ‘A’ weighting network of a standard Type 1 sound level meter with time
weighting F.
9.12.1.4 For all tests, the levels of all sounds or vibrations other than those being evaluated shall be
not less than 10 dB below the levels of sound or vibrations being evaluated, when
measured with the same weighting network or (1/3) octave bands as that being used for the
test.
9.12.1.5 Noise measurements shall be performed with the LRV running on level tangent track with
continuously welded rail ground smooth. Noise measurements shall evaluate the wheel
tread to railhead interaction on medium curves of 100 to 200 metres radius. Welded rail
joints along the test section shall be smooth and even on the running surfaces and on the
gauge edge so that no abnormal noise or vibration is generated by wheels passing over the
joints.
9.12.1.6 Wayside noise measurements shall be performed preferably in a free field environment
with no nearby structures or reflective surfaces which could influence the measurements by
more than 2 dB, subject to validation, other than the standard ballast and tie roadbed and
the adjacent flat, clear ground.
9.12.2 Noise and Vibration Assurance Plan
9.12.2.1 The Contractor shall ensure that the car and equipment are designed and built so that the
stipulated noise and vibration criteria of this Particular Specification are not exceeded.
Particular attention shall be given to the designing of all equipment to ensure minimum
generation of noise and vibration, and to the attenuation of air and structure borne noise
and vibration along the path from source to passenger and to wayside receptors. Vibration
isolators, enclosures or baffles, acoustical absorption, car body panels and flooring with
adequate sound insulation and other appropriate methods shall be incorporated into the car
design to adequately attenuate noise and vibration generated by the wheels and rails and all
car elements and equipment to ensure that the limitations on interior and wayside noise and
vibration are not exceeded. All equipment shall be designed to eliminate rattling and
resonance at all speeds up to 10 km/h above maximum normal running speed by the use of
damping, gaskets, resilient mounts or similar methods.
9.12.2.2 During the design and development of the car, the Contractor shall make tests and
calculations to substantiate that the noise levels of the completed LRVs will comply with
these specifications. Noise levels of all individual systems and equipment shall be
determined by tests. The overall noise levels of the complete vehicle while operating, shall
be calculated on the basis of these tests, taking into account the characteristics of the car
body structure, equipment mounts and the additive effect of multiple noise sources.
9.12.2.3 The Contractor shall perform noise and vibration tests on at least one complete LRV to
demonstrate compliance with all specifications stated herein. All test procedures, data and
results shall be submitted to the Engineer for review.
9.12.2.4 The Contractor shall, within 30 days from the Date for Commencement of the Works,
prepare and submit to the Engineer a Noise and Vibration Assurance Plan for review,
which defines how the Contractor will put in place a system to ensure that the final
vehicles meet the noise requirements.
9.12.2.5 The Noise and Vibration Assurance Plan shall include:

- Expected total car noise levels, and sub-system noise levels for all equipment
and systems.
- Expected vibration levels for equipment, systems and measurement locations

specified herein.
- Expected dynamic characteristics of the primary and secondary suspension.
- Details of proposed approach to determining noise and vibration levels.
- All codes and standards to be used during the design and verification of the cars.
- Plan for noise and vibration design reviews.
- Details of proposed sub-system testing to be carried out during the design and
manufacture of the cars.
- Details of proposed vehicle testing to demonstrate specification compliance.
- The Plan shall be updated as at each Design Stage by the Contractor and be
submitted to the Engineer for review.
9.12.3 Noise and Vibration Design Review
9.12.3.1 At least three Noise Design Reviews shall be held during the design and construction of
the cars. At least 15 days prior to each review, the Contractor shall submit noise level and
vibration predictions, calculations, design information, material property information, test
results and other relevant data that relate to all noise and vibration related aspects of the car
design.
9.12.4 Pre-Qualification Noise Testing
9.12.4.1 As part of the noise assurance program, noise levels from all propulsion and auxiliary
equipment and systems shall be limited and tested to specification by the Contractor to
ensure that the interior and wayside noise limits for the completed LRV are achieved.
9.12.4.2 These tests are to be performed prior to installation of equipment on the car under semi-
anechoic conditions or in a free field outdoors. The ground or floor in the vicinity of the
undercar equipment tests should be hard and noise reflective.
9.12.4.3 The pre-qualification testing shall be carried out in a situation that reflects the actual
installation on the car with the equipment supported above the floor at the approximate
elevation at which it will be mounted in the car.
9.12.4.4 Measurements are to be taken at 8 equally spaced locations around the undercar
equipment, at 5 m distance from the geometric center of the equipment and at a height of
1.2 m above ground.
9.12.4.5 The noise produced by each traction motor shall not exceed 70 dB(A) at 5 m in any
direction from the center of the motor at all speeds from zero to the equivalent of 80 km/h
car speed at loads equivalent to maximum dynamic braking or powering. Normal cooling
air ducts employed on the motors as well as the cooling fan or blower is to be installed and
operating for this test.
9.12.4.6 The noise produced by each propulsion system gearbox shall not create levels in excess of
65 dB(A) at 5 m in any direction from the geometric center of the gearbox at all speeds
from zero to the equivalent of 80 km/h car speed and at loads equivalent to maximum
dynamic braking or powering.
9.12.4.7 The noise produced by the individual operation of each undercar equipment unit or system,
motors, blowers, air compressor systems and other noise generating systems and
components, except traction motors and gears, shall not exceed 60 dB(A) at 5 m in any
direction from the center of the equipment or system while it is operating at normal
conditions. All duct work, baffles or appurtenances which form a part of the installed
assembly shall be included as part of the equipment for the noise test. Compressed air
discharges shall use silencers and be resiliently mounted. The noise level produced shall
not exceed 75 dB(A) at 5 metres.
9.12.4.8 The noise produced by the roof mounted air conditioning units, when installed in a mock-
up to simulate a car installation, shall not exceed 57 dBA at any location in a vertical plane
15 m from the track centerline of the mock-up while the equipment is operating under all
normal conditions and loads.
9.12.4.9 Should the pre-qualification test indicate that the equipment does not comply with the
required levels, then the Contractor shall either modify the equipment or select alternative
equipment and retest for compliance.
9.12.4.10 If sound transmission loss for car components such as doors, floors, or walls
are to be measured for development purposes, the measurement procedures shall be similar
to those specified in ASTM E90-75 for laboratory tests or ASTM 336-71 for field tests of
the complete car.
9.12.5 Final Noise Test
9.12.5.1 The Contractor shall conduct noise measurement for an LRV to confirm all interior and
exterior noise criteria specified in PS 2.4.6 and PS 2.4.9 and are satisfied.
9.12.6 Pre-Qualification Vibration Testing
9.12.6.1 As part of the noise and vibration assurance program, vibration levels from the traction
motor shall be tested by the Contractor prior to installation onto the car.
9.12.6.2 The vibration of any traction motor, detached and supported on resilient mountings
providing at least 6 mm static deflection shall not exceed 0.04 mm peak-to peak
displacement anywhere on the motor while the motor is rotating at maximum normal
operating speed and at 50% of maximum normal operating speed.
9.12.7 Primary and Secondary Suspension Vibration Design and Testing
9.12.7.1 The Contractor shall submit a design of the bogie including the primary suspension to the
Engineer for review with a supporting dynamic analysis indicating the heave, pitch and
rock mode frequencies achieved by the design. The Contractor shall also submit to the
Engineer for approval a verification procedure for this requirement. The verification must
include, as a minimum, a modal analysis of the powered bogies on a completed LRV. The
analysis shall indicate the frequencies of the heave, pitch and rocking modes of the bogie.
The frequency range of the analysis shall be from 1 Hz to 30 Hz with a constant averaging
interval of 1 Hz or less and will be based on harmonic excitation of the bogies over this
frequency range.
9.12.7.2 The Contractor shall submit a design of the secondary suspension to the Engineer for
review with a proposal for verification of its dynamic performance. The verification must
include, as a minimum, a modal analysis of at least one completed LRV in order to
measure the natural frequency and damping characteristics of the secondary suspension.
The frequency range of the analysis shall be from 0.5 Hz to 5 Hz with a constant averaging
interval of 0.25 Hz or less and will be based on harmonic excitation of the bogies over this
frequency range.
9.12.7.3 A measurement test shall be carried out on at least one LRV at speeds of 0 to 80 km/h on
the same track used for verification of the wayside noise levels for a moving LRV as
specified in PS 2.4.6.2.
9.12.7.4 A measurement test shall be carried out on an LRV for verification of the car interior
vibration as specified in PS 2.4.9.
9.13 Propulsion System Combination Test
Factory testing shall be performed of the complete propulsion, braking and TGIS systems
configuration, using simulated loads on the traction motors. The testing shall reflect, as far
as practicable, the layout of equipment on the car. Combined propulsion system testing
shall be in accordance with IEC 61287-1 and IEC 61377. Testing shall include simulated
service operation, fault handling, including wheel slip/wheel slide control, braking and
load weighing interfaces and abnormal operation and failure condition operation.
Maintenance requirements in PS 6.2.2 shall be proven.
9.14 Traction Gear Test
The traction gear shall be subject to a life test, equivalent to a service life of 660,000 km.
The interface with the motor as well as the axle coupling shall be tested in the same test.
After the test the gear shall be thoroughly checked to ensure that the life of the gear is not
less than specified in PS 5.7.3.
9.15 TGIS Test
Factory testing shall be performed for the TGIS system to verify designed capacity of the
systems, functional requirement and correct interface as described in PS 6.4.5. The real
interface hardware and software should be used where possible.
9.16 SIV Test
Testing shall be carried out to demonstrate the capability and stability of the auxiliary
power system to provide the required power under the normal and transient conditions so
no drop out of power occurs as the pantograph passes neutral sections at different voltages
nor during instantaneous load variations (50% ɦ 150% ɦ 50%). The disturbance of the
power input caused during any of these conditions shall be minimized in the design and
confirmed by factory and line tests.
9.17 Braking Test

The braking system shall be tested to demonstrate its ability to satisfactorily meet the
stopping distances in any mode and at any load, AW0 to AW3. Whether operating as a
single vehicle or coupled to any other vehicle, jerking shall be minimized in service
braking models. Jerks shall not exceed 1.5m/sec³. To optimize passenger comfort
durations of 0.2 seconds shall be considered.
The friction brake system shall be line-tested in order to optimize it with regard to:
- reaction times/dead times in conjunction with the propulsion control
- match of brake pads and disks
- wear of pads and disks
- braking effort to pad glazing and noise generation

9.18 Passenger Seat Test
Passenger seat testing shall apply loads for a 40 year life and an abrasion/chipping test to
demonstrate that the surface finish shall not require “touching up” or repainting/rework for
10 years minimum.
9.19 Air-Conditioning Verification
9.19.1 Climatic Chamber Test
9.19.1.1 The air conditioning system in one car shall be tested in a climate laboratory capable of
simulating the ambient environment and applicable heat loads. The selection of the
laboratory for this test shall be subject to review by the Engineer. Temperature in the
climate laboratory shall be uniform throughout. A maximum of 3°C variation will be
permitted from the rail to 500 mm above the roof and from end to end of the car.
9.19.1.2 The testing shall begin by “soaking” the car at 34°C for at least 16 hours. The length of
time required to stabilise temperatures after air conditioning equipment is energised shall
be measured. Testing shall include a functional check of all apparatus and controls, an air
balance test, a pressurisation test and a temperature and relative humidity check to show
compliance with the specified requirements. The declared energy consumption shall also
be validated.
9.19.1.3 After temperatures have levelled off (for each test condition) the temperatures at no less
than 25 representative locations, including the operating compartment, shall be recorded
every minute for 30 consecutive minutes in order to determine temperature variation.
9.19.1.4 Tests shall be run at a range of at least 4 ambient temperatures and relative humidity levels,
complete with full passenger loads, solar loads and equipment loads. The energy
consumption for all of these tests shall be measured.
9.19.2 Flow Rate Test
The flow rate and cooling of the air conditioning system shall be tested on a complete LRV
to confirm that under all conditions the LRV shall meet the requirements as specified

herein.
9.19.3 Fire Performance Verification
9.19.3.1 A matrix showing the total weight of all materials, where used, heat load, heat release rate,
flammability and smoke emission test, identifying the test facility, test requirements, test
results, and nature and quantity of the products of combustion shall be submitted by the
Contractor during detailed design review.
9.19.3.2 Test results for all materials used on the cars shall be submitted to the Engineer for review.
9.20 EMC Testing
9.20.1 The Contractor shall perform measurements to demonstrate EMC requirements specified in
PS 2.4.10, PS 16.5, PS 16.6, PS 16.7 and PS 16.8 have been achieved. Demonstration of
EMC compliance shall be considered a type test requirement.
9.20.2 A type test shall be performed on a single LRV and on coupled sets (new LRV to new
LRV and new LRV to Phase III and Phase IV LRV with both leading and trailing
configuration) to investigate control wiring stability. Control wiring shall be demonstrated
by design and test to not suffer from electrical spikes, surges, noise, signal clipping or
disturbance which could cause, in combination with one other fault, equipment
maloperation or damage. Signals, either analogue, digital, or pulse width modulated shall
be checked for correctness on the Light Rail System as as well as in factory FAI.
9.21 Traction Energy Consumption Test
The vehicles energy usage shall be tested according to IEC 61133, to verify the correct
recording of energy usage into the T.G.I.S. for traction consumption and of regenerated
braking energy return.
9.22 Passenger Vehicle Weight Test
9.22.1 Each LRV shall be weighed. Where the weight of a passenger vehicle is referred to in this
Paragraph it shall be the weight in kilograms measured in accordance generally with IEC
61133 or other method proposed by the Contractor and approved by the Engineer.
9.22.2 The weighing equipment shall be calibrated – no tolerances shall apply, i.e. 5.3.6(a) of IEC
61133 is excluded.
9.22.3 The following criteria shall apply : -
9.22.3.1 The vehicle shall be in full operational condition at AW0. Lubricant and washer
containers shall be to full marks. The sand boxes shall be empty.
9.22.3.2 The difference in wheel loads within a bogie shall not exceed ± 2.5%.
9.22.3.3 Each axle load shall not exceed ± 2% of the average of the vehicles axle loads.

9.22.3.4 The measured load on the line of the wheels on one side does not differ by more than ±
4% from the average of the measured loads on both lines of wheels.
9.23 Reliability Validation in Factory
9.23.1 Reliability Proving Test
9.23.1.1 The reliability proving test shall be carried out according to the following operation
profiles in order to simulate the actual service pattern:
i. with the LRV under test is in tare load, start the LRV with maximum motoring
demand to its maximum speed and then stop with maximum service braking
demand (note that re-motoring is allowed if necessary and re-generative braking
shall be used for this test purpose);
ii. perform the platform duties during stop i.e. operate the door and OPIS (note that
the LRV shall not be stopped for more than 20 secs);
iii. repeat (i) and (ii) again until the accumulative mileage of the LRV runs reached
10,000km which is approximately equal to 1 month of operation cycle.
9.23.1.2 For training purpose, a team of experienced LRV operators may be provided to the test site
as the testing crews at the discretion of the Engineer (refer to PS 13.1).
9.23.1.3 For the above 10,000km reliability proving runs, there shall be at least 5,000km runs
cumulatively is free from any major equipment failure, such as a power device of the
traction equipment failed.
9.23.1.4 In the event that the requirement of 5,000km trouble free runs cannot be met due to a major
equipment failure, the Contractor shall, at his own expense, investigate the failure, rectify
the fault and take whatever action is deemed necessary to meet the requirement.
9.23.1.5 In the event that the 5,000km trouble free runs is not achieved, the 5,000km trouble free
runs shall be repeated until the 5,000km trouble free requirements set out in PS 9.23.1.1 is
achieved.
9.23.2 Test in Factory
9.23.2.1 For all LRVs except for the first DC and MT LRVs manufactured, Test Run shall be
carried out in the Contractor's test track according to the following operation profiles in
order to simulate the actual service pattern:
i. with the LRV under test is in tare load, start the LRV with maximum motoring
demand to its maximum speed and then stop with maximum service braking
demand (note that re-motoring is allowed if necessary and re-generative braking
shall be used for this test purpose);

ii. perform the platform duties during stop i.e. operate the door and OPIS (note that
the LRV shall not be stopped for more than 20 secs);
iii. repeat (i) and (ii) again until the accumulative mileage of the LRV runs reached
400km.
9.23.2.2 For the above 400km reliability proving runs, the test LRV shall be free from any of the
following failures:
i. failures defined in the Register of LRV Failures (PS 21.5.13);
ii. failures that the Engineer considers would render the LRV unfit for passenger
service, as defined in PS 21.7.5.1, conditions for LRV failures; or
iii. failures that the Engineer considers would endanger the safe operation of the
Railway.
9.23.2.3 In the event that the requirement of 400km trouble free runs cannot be met due to any
failure specified in PS 9.23.2.2, the Contractor shall, at his own expense, investigate the
failure, rectify the fault and take whatever action is deemed necessary to meet the
requirement.
9.23.2.4 In the event that the 400km trouble free runs is not achieved, the 400km trouble free runs
shall be repeated until the 400km trouble free requirements is achieved.
9.24 Preventive Maintenance and Overhaul Verification
9.24.1 The Contractor shall demonstrate the declared costs, time and interval for the Preventive
Maintenance and Overhaul will be met, through a series of type tests and demonstrations.
The list of type tests and demonstration shall be reviewed by the Engineer.
9.24.2 Consideration shall be given by the Contractor to use some form of accelerated life test for
some components to verify the preventive maintenance and overhaul costs. Evidence of
equipment, subject to review by the Engineer, which is of identical and proven design
which has been used elsewhere, may also be considered as a means of verification. For
Preventive Maintenance, the Contractor shall use the vehicle which has already entered the
revenue service as the means to demonstrate the achievement of declared value.
9.24.3 If the material and labour cost or the time taken to perform the maintenance task or the
interval for maintenance of the as built vehicle exceeds the declared value, the Contractor
shall make changes to the equipment to reduce the maintenance costs. Such changes shall
not adversely affect the safety and reliability of the vehicle.
9.25 Performance Tests
9.25.1 The Performance Tests to be performed by the Contractor under the Contract shall not be
considered as complete until the completion of the Reliability Validation specified in PS
21.10.3, and the completion of the Preventive Maintenance and Overhaul Verification
specified in PS 9.24, have been demonstrated satisfactorily.
9.26 Battery Capacity Test
9.26.1 Test Criteria
9.26.1.1 The Contractor shall carry out a battery capacity test in accordance with IEC 623
Paragraph 6.1, on 3 batches of 16 battery cell samples which shall be randomly selected
from those 2.5 to 3 year old batteries by the Engineer. The acceptance criteria as stipulated
in IEC 623 Clause 6.1 shall be modified in line with the declared remaining capacity, 95%,
as specified in the following paragraph.
9.26.1.2 The Contractor shall guarantee that after 3 years of service and without renewal of the
electrolyte, the 5 hour rated capacity of the battery shall not be less than 95% of its rated
capacity.
9.26.2 Test Procedure
9.26.2.1 The Contractor shall submit the corresponding capacity verification test specification for
review. The test arrangements shall be as follow : -
- 3 batches of battery cells shall be randomly selected by the Engineer. The Contractor
shall transport the sample cells to the factory and carry out the agreed capacity tests.
After the tests, the Contractor shall re-condition the tested cells and return them to
the Engineer.
- If any 2 out of 3 batches of battery cells fail to pass the tests, the batteries supplied
shall be considered as capacity design failure. The Contractor shall then provide the
replacements for all the supplied batteries free of charge. The replacement batteries
shall be of improved design and shall be required to fulfill the requirements of this
Particular Specification.
- If only one batch of battery cells fail to pass the tests, the failure shall be considered
as an isolated case. The Contractor shall only replace the defective cells with new
ones.
- The Contractor shall provide the complete investigation report on all defective cells
found within the tests.
9.26.3 Battery Capacity Guarantee
9.26.3.1 The Contractor shall declare and guarantee that after 5 years of service and without
renewal of the electrolyte, the 5 hour rated capacity of the battery shall not be less than
90% of its rated capacity.
9.26.3.2 The Contractor shall guarantee after 15 years of service, the remaining available capacity
when fully float charged shall be capable of performing the emergency duty specified in
PS 4.12.5.
9.27 On-Site Testing and Commissioning

9.27.1 During commissioning of the LRVs at the Site, the following inspection and tests (“On-
Site Commissioning”) as a minimum shall be carried out to demonstrate functions of the
systems of each LRV. On-Site Commissioning shall be considered as the Completion Tests
to be performed by the Contractor under the Contract. The testing shall be performed in
accordance with IEC 61133. The testing shall be divided into progressive stages - static,
low speed, high speed, etc.
- Post delivery inspection.
- TGIS operation.
- Air system integrity.
- Air system protective devices.
- Performance of air suspension.
- Air suspension protective devices.
- Parking brake integrity.
- Static air brake integrity.
- Static emergency brake performance.
- Performance acceleration to set speeds.
- Performance of service and of emergency brake from set speeds at AWO

(routine) and AW3 (type test).
- Regenerative braking from set speeds at AW0 (routine) and AW3 (type test). Air
braking from set speeds at AW0 (routine) and AW3 (type test).
- Operation through neutral sections.
- Train radio operation.
- Public address system operation.
- Passenger emergency alarm operation.
- Lighting operation.
- Air conditioning operation.
- Passenger information display operation.
- Cab controls, functions and indications.
- Door control and functionality, per door.
- Safety critical functions.

- Routine 400 km trouble free pre-revenue running of each vehicle and 5000 km
trouble free run type test.
- IBIS, Tetra Radio, OPIS and DDS
- Falling Object Detector Alarm
- RFID Axle Box Temperature Detection System
- GPS/RFID System
- CCTV Monitoring System
- Any other system provided by named suppliers

9.27.2 The Contractor shall carry out any other routine test demonstrating fulfillment of
requirements of Interface Specifications.
9.27.3 Commissioning shall be carried out on all LRVs supplied under this Contract.
9.27.4 Commissioning tests, which require use of the existing line, shall be carried out without
causing disruption or delay to service operations
9.27.5 For each LRV delivered to the Site, the Contractor shall establish an Open Actions List.
The Open Actions List shall record all actions to be carried out on the LRV, and shall be
added to as actions become known. These shall include: -
- Type, routine, integration and commissioning tests.
- Fault correction and equipment repairs.
- Fleet modifications and defect rectification.

9.27.6 The Contractor shall carry out compatibility test to confirm the compatibility of the DC car
and MT car with the existing maintenance facilities in TMD. The Contractor shall submit
the test plan for review.
9.28 Pre-Revenue Operation
9.28.1 Test Run in Light Rail System
9.28.1.1 "Test Run" means that period when the Designated Contractors shall be testing their plant
and equipment and run the same in conjunction with the Employer.
9.28.1.2 After the completion of the line tests refer to PS 9.4.9, each LRV shall undergo Test Run
(DC and DC+MT) in the Light Rail System to verify the reliability requirements between
the LRV and the existing Light Rail System are met. The Contractor shall provide a
competent engineering personnel to attend the Test Run to provide technical advice to the
LRV operator when it is required, such as, during fault recovery of the LRV. Type test and
routine test are required:

i. 5,000 km trouble free run (DC+MT) Type test
ii. 400 km trouble free run (DC, DC+MT) Routine test
9.28.1.3 In order to simulate the actual service pattern, the Test Run shall be carried out according
to the following operation profiles:
i. With the LRV under test is in tare load, operate the LRV according to the service
schedules provided by the IBIS system of Light Rail System.
ii. A special test path will be assigned to the test LRV during passenger service
periods and no passenger shall be allowed to go abroad of the test LRV. The
Contractor shall provide appropriate means, such as, to erect barriers at all doors,
on the test LRV to prevent passengers from boarding the test LRV, as shall take
any other precautions to meet the Employer's operating requirements, as instructed
by the Engineer.
iii. At the discretion of the Engineer, another special test path may be assigned to the
test LRV during the non-traffic hours at night, the Contractor shall ensure that the
required attendant (refer to PS 9.28.1.2) is provided;
iv. perform the platform duties during stop i.e. operate the door and OPIS;
v. repeat (i) to (iv) above again until the accumulative mileage of the test LRV runs
reached 5,000km/400km.
9.28.1.4 For the above 5,000km/400km reliability proving runs, the test LRV shall be free from any
of the following failures:
i. failures defined in the Register of LRV Failures (PS 21.5.14);
ii. failures that the Engineer considers would render the LRV unfit for passenger
service, as defined in PS 21.7.5.1, conditions for LRV failures; or
iii. failures that the Engineer considers would endanger the safe operation of the
Railway.
9.28.1.5 In the event that the requirement of 5,000km/400km fault free runs cannot be met due to
any failure specified in PS 9.28.1.4, the Contractor shall, at his own expense, investigate
the failure, rectify the fault and take whatever action is deemed necessary to meet the
requirement.
9.28.1.6 In the event that the 5,000km/400km trouble free runs is not achieved, the 5000km/400km
trouble free runs shall be repeated until the 5000km/400km fault free requirements is
achieved.

9.28.1.7 The distance travelled of the LRV recorded by the OPIS and crashlog recorder shall be
used for the 5,000km/400km trouble free measurement.
9.28.1.8 In addition during the above periods system-wide tests shall be undertaken that shall
require the attendance of the Contractor and the relevant Designated Contractors and or the
Employer.
9.29 System Performance Demonstrations
9.29.1.1 As part of the Tests on Completion as specified in Clause 25.2 of the General
Specification, the Contractor shall share responsibility for the integration of the LRVs into
an operating railway. The Engineer will use a project integration process to co-ordinate all
interfaces between the rolling stock and other systems and facilities.
9.29.1.2 System performance demonstrations shall be carried out to prove the compatibility of
complementary systems. The demonstrations will generally take the form of simulated
service operation and failure conditions. The Contractor shall provide all necessary
assistance and support to the Engineer in carrying out such demonstrations.

10 PACKAGING AND SHIPPING
10.1 Packaging
10.2 Shipping
10.3 Delivery
10.4 Crating
10.5 General Precautions
10.6 Packaging Procedures
K1846-15E PS 10 Packaging and Shipping PS10-Page 1 of 5

10 PACKAGING AND SHIPPING
10.1 Packaging
10.1.1 Packaging shall be as defined in the General Specification.
10.1.2 The Contractor is free to ship cars by any mode he sees fit to choose.
10.1.3 During transportation of cars by sea, at no time shall cars or spare parts be exposed to
salt water or spray when unprotected. Loading on deck is forbidden unless
authorized by the Engineer in writing. The vehicles shall be sealed against the
ingress of salt-laden air. Electrical and electronic cubicles or containers and
pneumatic equipment shall be sealed with dessicant containers added for shipping.
10.2 Shipping
10.2.1 All shipping costs to the designated delivery point shall be borne by the Contractor.
10.2.2 The Contractor shall prepare a shipping manual to cover the shipping of all items
covered under this contract, including cars and spare parts. The shipping manual
shall detail the method, packaging and other details required to ensure the safe
shipment to the delivery point. The shipping manual shall be submitted 90 days prior
to the first shipment for review by the Engineer.
10.2.3 The Contractor shall notify the Engineer ten days in advance of any expected shipment
date and give further notification of the actual shipment date and routing when
established. This shall complement the inspection requirements prior to delivery as
specified herein.
10.2.4 Unless otherwise approved by the Engineer, no loose or boxed equipment shall be
permitted to be shipped in the cars.
10.2.5 The Contractor shall be responsible for all legal requirements, duties, dues, taxes and
other such encumbrances required for the importation of cars, spare parts and other
items into Hong Kong SAR.
10.2.6 The Contractor shall be responsible for performing all actions necessary to clear cars,
spare parts and other items through Hong Kong SAR customs in accordance with then
current applicable law.
10.3 Delivery

10.3.1 The Contractor shall be responsible for delivery of all items to be supplied under this
contract to the sites designated by the Engineer.
10.3.2 The Contractor shall be responsible for the unloading of LRVs and spare parts at the
designated delivery point and transferring them to the TMD.
10.3.3 Cars, parts or items damaged in transit shall not be considered as delivered until all
repairs or replacements have been completed and all necessary spare parts or items
have been delivered to the designated site.
10.3.4 All documents, manuals, drawings and other deliverables shall be delivered to an
address in Hong Kong SAR to be designated by the Engineer in writing.
10.3.5 The Contractor shall be responsible for all storage and security of cars, spare parts and
other items until the items have been inspected and are considered delivered at the
designated point by the Engineer.
10.3.6 Removal of all temporary fittings required for shipment and reassembly of equipment
shall be the responsibility of the Contractor, and shall be completed prior to the cars or
parts being inspected and considered delivered.
10.3.7 The items shall be considered delivered when all damage has been repaired and all
documentation and post delivery preparation has been completed to the satisfaction of
the Engineer.
10.4 Crating
10.4.1 The Contractor shall provide all packings, cratings and markings. In doing so, it shall
comply with the following requirements: -
- Each case, crate or package shall be waterproof, rot-proof and insectproof, of

robust construction and suitable for the intended purposes. The Contractor
shall, in determining the package materials to be used, take cognizance of the
climatic conditions likely to occur during the period of transport, shipment and
storage.
- Care shall be taken to prevent movement of items within cases, crates or

packages by the provision of bracings, straps and securing bolts as necessary.
Bags of loose items shall be packed in cases, and shall be clearly identified by
well-secured metal labels on which the quantity and name of the part and its
index or catalogue number have been stamped.

- Plug connected electronic circuit boards shall be removed from their racks,
packed and shipped separately.
- All packing shall be free from sharp edges to prevent injury to persons or other
objects.
10.5 General Precautions
10.5.1 The Tube ends and other similar openings shall be blanked off to prevent ingress of dirt
or moisture. Flanged ends shall be protected by adhesive tape or jointing material
covered by a properly secured wooden blank not smaller than the flange itself. Plain
tube ends shall be closed off with bungs or plugs or suitable materials firmly fixed in
position.
10.5.2 Particular care shall be taken to prevent mechanical transport related damage or
corrosion of shafts and journals where they rest on timber or other supports which may
contain moisture. At such points, wrappings impregnated with anti-rusting
composition and of sufficient strength to resist chafing under the pressures and
movements during transit shall be used.
10.5.3 Spare ball and roller bearings and similarly protected items shall not be removed from
the manufacturer’s wrappings or packing.
10.5.4 Fragile materials shall be packed in such a way that they shall not be damaged during
transit and when they are properly unpacked for quality inspection. Glass shall be
easily re-packable without removing the original wrappings or packing for long-term
storage within the same packing case.
10.5.5 Appropriate precautions in accordance with the Contractor’s safety regulations, the
regulations of Light Rail, and statutory regulations shall be taken in respect of all
hazardous, toxic, inflammable, etc. materials.
10.6 Packaging Procedures
10.6.1 All required inspection/test certificates shall be supplied and packed together with
individual material. All packaging materials and procedures shall be subject to review
by the Engineer.
10.6.2 The Contractor shall open all spare parts packages for witnessing by the Engineer and
then repack before entry into Light Rail stores.
The Contractor shall clear the Works, the equipment, spare parts and other items to be
supplied under the Contract through Hong Kong SAR customs and undertake all such

requirements and expenditures needed for the importation of the Works, the
equipment, spare parts and other items to be supplied under the Contract into Hong
Kong SAR.

Rev.: Draft A2 Procurement of New LRV
11 PRODUCT SUPPORT
11.1 Employer Maintenance Strategy
11.2 General Requirements
11.3 Support Services
11.4 Support Documentation
11.5 Defects Liability Period
K1846-15E PS 11 Product Support PS11 – Page 1 of 4

11 PRODUCT SUPPORT
11.1 Employer Maintenance Strategy
11.1.1 The operational strategy for the LRV is that the cars shall be 100% available for revenue
service during peak periods. Maintenance shall be carried out between the peaks,
during the evening and night-time, and at weekends. The Contractor shall perform the
obsolescence management up to the point of interface with other systems.
11.1.2 The Contractor shall ensure replacement of a failed major component or module on a
vehicle is possible in the six-hour maintenance time slot at night.
11.1.3 The Contractor shall provide a written maintenance regime for the vehicle. This
regime shall detail the maintenance tasks required to be carried out on the cars. The
maintenance regime shall be subject to the approval of the Engineer.
11.1.4 The maintenance regime shall be produced using an internationally recognised

methodology, which shall allow the Engineer to understand the reasoning for each
maintenance task.
11.1.5 The maintenance regime shall consider all systems on the vehicle that have an impact on
the safety, customer service or operational costs.
11.1.6 The maintenance regime shall determine the correct blend of detective, predictive,
preventative or corrective maintenance tasks that are performed on the vehicle.
11.1.7 Preventative and corrective tasks shall be minimized and predictive or detective
techniques used where possible.
11.1.8 The TGIS shall be utilised to automatically carry out safety checks. Operational checks
and light cleaning shall be carried out daily. All other maintenance activities will be
included in a balanced maintenance regime, which enables preventive maintenance,
corrective maintenance and component exchange to be carried out progressively in the
time slots available.
11.1.9 The Contractor shall develop and document any heavy cleaning requirements of the cars.
This shall state the generic types of cleaning materials that may be used on each surface
and any mechanised equipment that may be utilised to maintain the surface finishes.
11.2.1 To enable operation at near 100% service availability, the cars shall be inherently
reliable.
11.2.2 Equipment shall be designed for ease of maintenance.
11.2.3 Modular design principles shall be used, with like equipment grouped together.
Functionally identical equipment shall be physically interchangeable, to reduce the

number of different components. Functionally different equipment shall be physically

incompatible, to prevent misplacement.
11.2.4 Removal and replacement of line replaceable units (LRUs) shall require the minimum
action and time, while all equipment shall be securely installed.
11.2.5 The layout and design of equipment shall be compatible with the requirements of a
balanced maintenance regime.
11.2.6 The balanced maintenance regime shall be condition based, where possible, with
equipment condition being continuously monitored by the TGIS. The TGIS shall
identify equipment which has failed, which is about to fail, or which is becoming
unreliable.
11.2.7 Modifications and updates to equipment identified and implemented during the
commissioning and warranty periods shall be applied consistently across the fleet of
cars. Where possible, modifications identified before all cars are manufactured shall be
incorporated in successive cars at the factory prior to shipment.
11.2.8 Any inherent fleet defects identified by the Engineer to the Contractor shall be corrected
consistently for all cars, at the Contractor’s sole cost.
11.3 Support Services
11.3.1 The Contractor shall provide maintenance staff and assistance throughout the
commissioning and Defects Liability Periods. All maintenance shall be carried out
within the operating schedule maintenance periods. As a minimum requirement, two
competent field engineers (one mechanical/brakes, one controls/propulsion/electric)
shall be permanently located in Hong Kong until the last Defects Liability Period has
expired.
11.3.2 Access to the depot and to LRVs by the Contractor’s staff shall be controlled by the
Engineer. The Contractor shall adhere to all MTRC working practices, including safety
procedures.
11.3.3 The Contractor shall provide maintenance training to the Employer, as defined
elsewhere in this specification.
11.3.4 Where maintenance or additional work is required on the cars, the procedure and
documentation for the work shall be applied strictly, regardless of whether the work is
carried out by the Contractor or the Employer.
11.4 Support Documentation
11.4.1 The Contractor shall produce a complete set of operations, maintenance and cleaning
manuals and spare parts catalogues for the cars and all systems, subsystems and
equipment. These shall be supported by procedures and frequencies, which recommend
the maintenance and cleaning regime to be applied to the cars.

11.4.2 All documentation shall be provided to the Engineer for review and approval prior to the
start of revenue service.
11.4.3 The manuals and spare parts lists shall be both paper and electronic copies. The format
of the electronic copies shall be proven in at least two other applications and shall allow
for links between parts catalogues and maintenance instructions.
11.4.4 The format for the paper copies shall be as stated in the General Specification.
11.4.5 The Contractor shall ensure that the systems provided to supply maintenance
instructions and parts information are compatible with MTRC Maintenance
Management Systems.
11.4.6 The parts catalogue shall be well ordered and shall contain sufficient information to
identify all components that are fitted to a vehicle. The parts catalogue shall identify
both manufacturer’s part number and the MTRC part number if these are different and
both are available.
11.4.7 The Contractor shall be responsible for providing training to the Employer’s staff in the
use of both the electronic and paper versions of the parts catalogue.
11.4.8 The Contractor shall demonstrate that a trained person familiar with layout of the vehicle
can identify the part number of any component fitted to the vehicle in less than 3
minutes using both the electronic and paper versions of the parts catalogue. The manuals
shall be in the following formats:
Table 11- 1 – Summary of the formats

No. Submissions Dimension
1. Drivers’s Operating Manual (pocket A5 size)
2. Driver’s Trouble-shooting Manual (pocket A5 size)
3. Maintenance and Servicing Manual (A4 size)
4. Heavy Overhaul Manual and OEM Manuals (including (A4 size)
Special Tools and Testing Equipment)
5. Spare Parts Manual (A4 size)
6. Service Schedule and Work Procedures Manual (A4 size)
7. Schematics (electrical to include all plug/receptacle (A3 size)
layouts, etc, and with tables of contactors relay, timers,
etc, and pneumatic, etc)
8. Software Manual (A4 size)
9. Cleaning Manual (A4 size)
11.5 Defects Liability Period
11.5.1 The Defects Liability Period of the LRVs shall be two years.

12 SPARES, SPECIAL TOOLS & TEST EQUIPMENT
12.1 Spare Parts
12.2 Special Tools
12.3 Design Development Tools
12.4 Test Equipment
12.5 First Line and Portable Test Equipment
12.6 Third Line Test Equipment
K1846-15E PS 12 Spare, Special Tools and Test Equipment PS12 – Page 1 of 8

12 SPARES, SPECIAL TOOLS & TEST EQUIPMENT
12.1 Spare Parts
12.1.1 “Spare Parts” shall mean spare parts of any description, including sub-assemblies and
spares supplied by subcontractors of any tier.
12.1.2 Spare Parts shall be further subcategorised as follows:
(1) Contract Spares;
(2) Commissioning Spares; and
(3) Defects Liability Spares,
all as hereinafter defined.
12.1.3 The supply of Contract Spares by the Contractor under the Contract is the subject of a
Provisional Sum contained in the Pricing Document. The Engineer may issue
instructions from time to time for the expenditure of the whole or any part of the
Provisional Sum and the supply of any of the Contract Spares listed in the Pricing
Document. In the event that the Engineer does not issue any instruction in respect of
any item included in the list of Contract Spares, the supply of such items by the
Contractor shall not form part of the Works.
12.1.4 The supply of Commissioning Spares and Defects Liability Spares by the Contractor
shall form part of the Works, and without prejudice to any other provision of the
Contract, the Contractor shall be deemed to have allowed in the Contract for the supply
of Commissioning Spares and Defects Liability Spares.
12.1.5 The Commissioning Spares shall not be required to be consigned and handed over to
the Employer upon completion of the commissioning of the Works.
12.1.6 The Defects Liability Spares shall not be required to be consigned and handed over to
the Employer upon completion of all of the Defects Liability Periods.
12.1.7 The Contractor shall submit to the Engineer for review, in the format of a spares
schedule in both hard and soft copies (including illustrated parts catalogues), a list of
the Spare Parts divided into individual parts or sealed units and categorised as Contract
Spares, Commissioning Spares and Defects Liability Spares, (“the Spares Schedule”).
12.1.8 In respect of Contract Spares, such list shall be an amplification and confirmation of
the list of Contract Spares contained in the Pricing Document, and shall be amended as
necessary to reflect changes in design that may have occurred since the date of the
Letter of Acceptance.
12.1.9 In preparing the Spares Schedule, the Contractor shall categorise different
sub-assemblies of the main assembly/equipment.
12.1.10 The Contractor shall deliver the Contract Spares, if instructed, to a location as directed
by the Engineer prior to the commencement of Integration Tests.

12.1.11 The Contractor shall keep on the Site throughout the installation and commissioning
periods, sufficient stocks of spare parts to enable immediate replacement of any item of
the System found to be defective or in non-conformance with the Specification during
the installation and commissioning period.
12.1.12 The Contractor shall supply and deliver the Commissioning Spares on or before the
commencement of any installation activities.
12.1.13 The Contractor shall not use any of the Contract Spares to replace any faulty items in
the System during the installation, erection and commissioning period.
12.1.14 The Contractor shall keep sufficient stocks of spare parts in Hong Kong SAR
throughout the Defects Liability Period to enable rapid replacement of any item in the
Permanent Works found to require replacement as part of the Contractor’s obligations
during the Defects Liability Period.
12.1.15 The Contractor shall supply and deliver the Defects Liability Spares on or before
substantial completion.
12.1.16 The Contractor shall not use any of the Contract Spares to replace any item in the
Permanent Works during the Defects Liability Period.
12.1.17 Spare parts that are purchased as part of this contract shall be subject to the supply and
packing requirements contained in the General Specification.
12.1.18 Half quantity of each type of spare part purchased by the Employer shall be delivered
before the substantial completion of the first vehicle. The remaining spare parts shall
be delivered before the substantial completion of the last car.
12.1.19 The Contractor shall agree with the Engineer the part numbering system that shall be
used. The Contractor shall allocate a part number to each component that can be
removed from the vehicle once constructed.
12.1.20 Lubricants, paints, cleaning materials, adhesives etc, that are used on the vehicle shall
be identified in the parts catalogue in the appropriate sections. These items shall be
identified by generic names or grades rather than brand names.
12.1.21 Notwithstanding the above, the following two paragraphs list the consumable spare
parts and lubricants, which are being used by the Employer on his existing fleet. The
Contractor shall, as far as possible, adhere to these products and consider them during
the design process.
12.1.22 Consumable Spares
The following consumable spare are used in the existing LRVs by the Employer:
- brake pads KNORR (P/N: C105737/20A0Z)
- brake discs KNORR (P/N: II68844/1)
- wheel BOCHUMER
VEREIN-VERKEHRSTECHNIK

GMBH (P/N: 321322)
- pantograph carbon strips (middle section SCHUNK GENERAL CARBON

& end section) LIMITED (P/N: S04-12-0909 and
S04-22-0909)
12.1.23 Lubricants and Aiding Materials

The following lubricants and aiding materials are in use with the Employer: -
- gear oil EXXONMOBIL HONG KONG LTD (P/N:

HD85W/140 (MOBIL)
- oil for air compressor CASTROL ALPHASYN (P/N:

"CASTROL ALPHASYN" T46)
- oil for flange lubrication SHELL HONG KONG LIMITED (P/N:

OMALA S2 G220)
- brake calliper grease a) ITS RESOURCES LTD (P/N:

MOLYDUVAL LONG LIFE)
b) GCC TRADING LIMITED (P/N:

""AGIP"" AUTOL TOP 2000)
- traction motor roller bearing grease SHELL HONG KONG LIMITED (P/N:
GADUS S2 V100 3)
- air spring assembly grease UNION INTERNATIONAL TRADING

CO (P/N: 2KB-N12006-1.1)
- liquid for windshield washer Medo Chemical (MP-68)
- chemicals for car washer HH045537 "VIEW"
- headlub Igralub Art no. 505.00
12.2 Special Tools
12.2.1 Special tools for the purposes of the Specification is defined as any tool or gauge
which has been manufactured specifically for maintaining the vehicle, or which cannot
be obtained ex-stock from at least two commercial tool manufacturing companies.
12.2.2 Equipment shall be designed for ease of maintenance.

12.2.3 Unless special tools and test equipment already in use at the TMD are approved as
suitable and adequate by the Engineer, the special tools and test equipment to be
supplied by the Contractor shall include, but not be limited to, the following : -
- car control electronic unit test stand
- loading and test stand for traction motors
- loading and test stand for the VVVF propulsion unit and sub-system
- loading and test equipment for the static converter
- test stand for the TGIS unit
- brake valve test stand
- brake electronic control unit test stand
- air-compressor test stand
- air-conditioning system test stand and mobile storage racks allowing separate
upper & lower stacking
- bogie datum setting (unloaded & loaded) jigs and equipment
- bogie spring test equipment
- fixtures to change tyres
- bench test racks for all PCB’s individually, and as assemblies / modules,
allowing for environmental chamber testing
- damper test machine
- checking gauges
- adapters to lifting equipment
- bench tester for PLCs
- car end to end coupler cable test stand
12.2.4 The computerized car diagnostic equipment shall be easily plugged into the car-borne
fault monitoring TGIS and shall allow the maintenance personnel to : -
- quickly identify and locate a problem
- simulate the functions and thoroughly test the car
12.2.5 This system shall be integrated, i.e. work for the car as a system and not be confined to
the propulsion system.

12.2.6 The Contractor shall agree a numbering system for special tools with the Engineer and
each tool supplied under this contract shall have a unique number clearly stamped,
engraved or etched on it.
12.2.7 Each tool shall have the drawing number to which it was manufactured clearly stamped,
engraved or etched on it.
12.2.8 Each special tool supplied shall be recorded in a log. The detail and format of this log
shall be subject to the approval of the Engineer. An update of this log shall be
supplied to the Engineer at monthly intervals beginning with the delivery of the first
car and finishing at the end of the Contract.
12.2.9 Drawings shall be produced for all special tools, in sufficient detail to enable the tool
to be manufactured in the future.
12.2.10 Any tool or gauge which requires calibration shall be clearly marked as requiring this,
and the means of recalibrating the tool shall be clearly stated in the drawings supplied.
12.2.11 Tools or gauges shall be designed such that they shall not require recalibrating at
intervals less than 6 months.
12.2.12 All tools or gauges requiring calibration shall be supplied calibrated, marked with
calibration expiry date and accompanied by relevant supporting documentation.
12.2.13 Some special tooling may be required to act as the interface between the new cars and
existing equipment used to maintain the existing Light Rail cars or other fixed depot
equipment. Where this is required the Contractor shall be responsible for ensuring
that the special tooling does not invalidate any warranty on that equipment, and that
the equipment supplier approves the use of the special tooling.
12.2.14 All special tools and test equipment delivery schedule shall follow the requirements in
Section 5 of Appendix 17.
12.2.15 All special tools which provided by the Contractor shall be supplied by the OEM of the
system being tested or the supply source shall be certified by the OEM of the system
being tested.
12.3 Design Development Tools
12.3.1 Any tools, test boxes, software or moulds produced by the Contractor specifically to
enable the contractor to manufacture the vehicles shall become the property of the
Employer upon completion of the Contract.
12.3.2 The Contractor shall ensure that any tools or software comply with relevant standards
and that full documentation and drawings are supplied.
12.3.3 System Design Electronic Modelling
The design of each system shall be presented with each component represented in
electronic format that allows commercially available software (to be accepted by the
Engineer) to simulate system operation and vary all tolerances and/or simulate
component or sub-component failures and analyse the effects.

12.4 Test Equipment
12.4.1 The Contractor shall carry out an evaluation of all systems on the vehicle to determine
which systems shall require special test equipment in order to identify faults on that
system.
12.4.2 The Contractor shall consider the reliability and routine maintenance requirements of
each system for which test equipment is required and determine the numbers of each
piece of test equipment that shall be required. This analysis shall be subject to the
review by the Engineer.
12.4.3 As a minimum the Contractor shall supply one piece of each test equipment identified,
except as agreed by the Engineer.
12.4.4 Each piece of test equipment shall be uniquely identified and shall be recorded in the
same log as special tools.
12.4.5 Full instructions for the use of test units shall be provided, along with drawings and
maintenance and calibration instructions.
12.4.6 Any test equipment which requires regular calibration shall be clearly marked as
requiring this, and the means of calibrating it shall be clearly stated in the instructions
supplied.
12.4.7 Test equipment shall be designed such that it shall not require calibrating at intervals
less than 6 months.
12.4.8 All test equipment requiring calibration shall be supplied calibrated, marked with
calibration expiry date and accompanied by relevant supporting documentation.
12.4.9 All electrical test equipment shall be earthed and double insulated in accordance with
Specification BS 4743.
12.4.10 Test equipment supplied shall be either portable equipment for First or Second Line
maintenance or bench equipment for Third Line maintenance.
12.4.11 All special test equipment which provided by the Contractor shall be supplied by the
OEM of the system being tested or the supply source shall be certified by the OEM of
the system being tested.
12.5 First Line and Portable Test Equipment
12.5.1 The number of different types of portable test units shall be kept to a minimum. The
TGIS shall be utilised wherever possible for obtaining information from the vehicle
and for performing system diagnostic functions.
12.5.2 Portable test equipment shall be able to diagnose the equipment that is responsible for
a fault to line replaceable unit level.
12.5.3 Portable test equipment shall be supplied in ruggedised cases which shall protect the
equipment inside when dropped.

12.5.4 The Contractor shall carry out a manual handling assessment on each piece of portable
test equipment. From this assessment the Contractor shall determine the carrying
method for each piece of equipment.
12.5.5 Portable equipment shall not weigh more than 10kg and be no larger than 600mm L x
600mm H x 300mm W.
12.5.6 All lettering or displays on portable test boxes shall be able to be read under all
conditions that the box is likely to be used. The Contractor shall determine the
number of operations that the test equipment will perform and shall demonstrate that
the test equipment is sufficiently reliable for the use it shall receive.
12.5.7 Portable test equipment shall either operate from its own rechargeable battery supply,
or shall be capable of taking its supply from the car or equipment under test via a test
socket.
12.5.8 Battery powered test equipment shall be capable of recharging from a 240V 50Hz AC
supply.
12.5.9 First line test equipment shall be handed over within 3 months of the substantial
completion of the first car.
12.6 Third Line Test Equipment
12.6.1 Bench test equipment shall be provided to enable testing of all line replaceable units.
12.6.2 Bench test equipment shall be used for diagnosing a fault down to individual
component level.
12.6.3 The power supply available for powering bench test equipment will be 220V 50Hz
AC.
12.6.4 The bench test equipment shall be capable of simulating the full range of supply
conditions for both electrical and pneumatic supplies.
12.6.5 The bench test equipment shall be capable of running automatic tests on the equipment
to identify the failure of any components.
12.6.6 The bench test equipment shall be suitable for ‘soak’ and for cyclic testing equipment
for any predetermined length of time. If failure occurs during this ‘soak’ testing the
bench test equipment shall store the details of the fault and reporting this to the
maintainer at a later time. For reporting, the bench testing equipment shall connect to
the ethernet, LAN and have a local printer.
12.6.7 For soak testing in an environmental chamber, a remote mounting rack connected by
cable to the bench test equipment shall be used. The cable length shall be not be less
than 2 metres. Parts shall be ruggedized as necessary.

13 TRAINING
13.1 Objectives
13.2 Documentation
13.3 Proficiency
13.4 Language
K1846-15E PS 13 Training PS13 – Page 1 of 4

13 TRAINING
13.1 Objectives
13.1.1 The Contractor shall provide a programme to educate and train the Employer’s
personnel in all details of the vehicles and their associated equipment so that the
Employer is able to operate, service, maintain and repair the vehicles and their
equipment himself, safely and efficiently.
13.1.2 The Contractor shall assume no knowledge of the features of the cars on the part of
the Employer’s personnel and shall design the programme to bring the level of
knowledge of one fully adequate for the objective. The Contractor may assume that
the designated Employer’s personnel in attendance at training are competent in their
particular field.
13.1.3 The programme shall develop within the Employer’s organization the capability to
continue the education of personnel by means of internal training programmes. The
programme will as a first stage contain a ‘Train the Trainer’ component. The
programme shall include formal and informal instruction, models, manuals, diagrams,
audio-visual material and catalogues. All material used in the programme shall be
durably constructed and will become the property of the Employer.
13.1.4 Manuals to be used during training shall be delivered to the Engineer at least one
month prior to any training class. The manuals shall be accurate, complete, and of
professional quality.
13.1.5 Details of Proposal
13.1.5.1 Within 3 months of the date of the Date for Commencement of the Works, the
Contractor shall submit a detailed training programme, plan and course syllabus to
the Engineer for approval. These plans shall include information about the
instructors (number and qualifications), length of training and courses, location of the
training and description of course content. Information shall further be given on the
required qualification of the trainees when they enter the programme, and on the
method for examination and approval on completion.
13.1.6 Scope
13.1.6.1 A “train the trainer” programme and in-depth technical and operational training
courses for maintenance and operational supervisors shall be provided.
The training programmes shall cover all aspects of operation and maintenance of the
vehicles and their equipment including, among others : -
- fleet operations
- car logic controls
- system interfaces
- servicing of equipment

- preventive and other maintenance
- repair and overhaul
- trouble shooting
- demonstration of rerailing and rescue procedures (on the Employer’s track)
The training shall be effected by : -
- training of key personnel in the manufacturer’s works
- training of trainers
- training of operating and maintenance staff by classroom courses, simulations

and on-site practice
- on-the-job training during Commissioning Tests
13.1.6.2 The Employer’s employees shall be exposed to the depth of detail that is necessary
for the performance of preventive (scheduled) and corrective (unscheduled)
maintenance operations.
13.1.6.3 Trainees shall have the opportunity to perform the more complex maintenance
functions on the car and in the depot, in addition to troubleshooting “bugged” systems
using the appropriate subsystem test devices.
13.1.6.4 The programme shall emphasise the details of performing heavy maintenance repair
and rebuilding of selected components.
13.1.6.5 The training shall be scheduled in order to allow a smooth integration of the vehicles,
delivered under this contract, into the service operation of the basic Light Rail system.
Enough drivers and maintenance personnel shall be trained before arrival of the first
vehicle in Tuen Mun, so that vehicle acceptance and commissioning does not suffer
personnel shortages.
13.1.6.6 The following training shall be provided by the Contractor.
1) Training of key personnel (approximately 5 people) for a period of
approximately one month each at the manufacturers’ facilities and/or with
transit authorities.
2) Training in Hong Kong of the Employer’s entire operations and maintenance
personnel (approximately 300 and 200 persons respectively) up to the start of
revenue service of the LRV vehicles.
The Contractor’s staff will present the initial courses for 2, then assist the trainers in
taking over this function. The Contractor’s staff will be present and be responsible
for supervising these courses.
13.2 Documentation

13.2.1 The training material shall be developed from and have a basis in the Operations and
Maintenance Manuals for the vehicles and its sub-systems. The purpose of this
material will be to train the personnel who will conduct internal training courses.
13.2.2 Special training material for classroom instruction shall be provided. This shall
include up-to-date tutorial materials such as : -
- Familiarization brochures
- Instruction manuals
- Audio-visual instructions
- Models
13.2.3 Training shall include both Computer-Based Training (CBT) and hands on experience
on the cars. CBT shall be provided in as form that can be used for training of new
staff and for refresher courses for existing staff.
13.2.4 If any special software is required to run CBT courses, then sufficient copies shall be
provided for simultaneous training of 10 staff.
13.2.5 This material shall be updated by the Contractor during the training period and
handed over to the Employer as the basis for the on-going training. The Employer
shall have the copyright for this material.
13.3 Proficiency
13.3.1 The Contractor shall device a system and standards in assessing the proficiency of the
trainees. The system and standards shall be subject to review by the Engineer.
13.4 Language
13.4.1 The training courses and related documentation provided by the Contractor shall be in
English/Chinese. Two complete sets of reference documents minimum shall be
provided in English.

14 SUBMISSION REQUIREMENTS
14.1 General
14.2 Submission Control and Progress Monitoring
14.3 Meetings and Format
14.4 Contractor’s Responsibilities
14.5 Material Contract Deliverables
14.6 Supplemental Modification Deliverables
14.7 Design Process
14.8 Documentation to be Supplied
14.9 Test Reports and Certificates
14.10 Configuration Control
K1846-15E PS 14 Submission Requirement PS 14-Page 1 of 13

14 SUBMISSION REQUIREMENTS
14.1 General
14.1.1 This section defines how submissions, including design documents and other material
submitted for review by the Engineer, shall be presented and controlled.
14.1.2 The Contractor shall follow the Engineer’s submission system to provide submissions,
letters and documentation. Please refer to Appendix 7 for detailed submittal list
information.
14.2 Submission Control and Progress Monitoring
14.2.1 The Contractor shall, within 30 days of the Date from commencement of works, submit
for review and approval a Submissions programme, this shall : -
(1) Identify all design, manufacture, test, operations and maintenance contract
deliverables, required by the Engineer in this specification and the relevant
sections of the General Specification
(2) Assign reference numbers to all submissions.
(3) Identify the planned submission date for each submission.
14.3 Meetings and Format
14.3.1 If the Contractor believes that a discussion or presentation will aid the approval process
or the Engineer’s understanding of the design, then a request for a meeting may be made
15 days in advance of the proposed date. This request shall include a time, location and
agenda.
14.3.2 If the meeting is to review or present design information or other material, this material
shall be forwarded to the Engineer at least 10 days prior to the meeting.
14.3.3 Meetings shall not be arranged to gain formal or informal oral acceptance of designs.
The Engineer shall give full or partial approval only through the submission process.
14.3.4 Not used
14.3.5 All documentation shall be submitted to the format contained in the General
Specification.
14.3.6 Textual submittals, including reports, specifications, and calculations, shall also be
submitted in electronic form.

14.3.7 All ‘as built’ final documentation shall be electronically stored on DVD ROM media.
The Contractor shall, not less than 3 months prior to substantial completion of the first
LRV, submit a first draft of the documentation DVD to the Engineer. A final version
shall be submitted at substantial completion of the last LRV. Any updates due to
design changes during testing or revenue service shall be at the Contractor’s expense.
14.3.8 The Standard DVD ROM format shall be as defined in ISO 9660. The Contractor shall
demonstrate that drawings reproduced from the DVD ROM are legible. Legibility will
be determined by being able to distinguish all dimensions, dimension lines, outlines and
dash lines without use of supplementary viewing aids.
14.4 Contractor’s Responsibilities
14.4.1 General
14.4.1.1 In addition to the requirements of the general specification the contractor shall ensure
that the requirements contained herein are carried out.
14.4.1.2 All submissions shall be complete with all relevant data required for review and
approval by the Engineer. Lack of revision information or data detailing each change
in any resubmission will be a cause for rejection of the submission and the restart of the
submission cycle.
14.4.1.3 The Contractor shall maintain a complete up-to-date, organised file of all past and
current submissions including an index and locating system, which identifies the status
of each submission.
14.4.1.4 The index shall be available for the Engineer’s review.
14.4.1.5 The Contractor shall provide supplemental information with each submission, in
sufficient detail to explain completely the equipment described and their intended
manner of use.
14.4.2 Design Management and Control
14.4.2.1 In order to ensure that the requirements of this specification are met, the Contractor shall
establish and maintain documented procedures to control and verify the design of the
LRV and all its equipment. These procedures shall meet the requirements of ISO 9001
or equivalent, subject to review by the Engineer.
14.4.2.2 The Contractor shall establish and maintain a systematic, documented, comprehensive,
and verifiable system integration process throughout the Contract. This process shall
ensure that interfaces and interaction between cars, infrastructure, subsystems, software,
and operating and maintenance requirements have been identified and engineered to
function together as a system.
14.4.3 System Integration Process

14.4.3.1 The Contractor shall systematically identify and formally document all design,
manufacturing and operating interfaces between equipment within the LRV, and
between the LRV and external systems, facilities, operations and the environment likely
to affect or be affected by the LRV.
14.4.3.2 A mechanism and assigned project responsibility for interface management and control
shall be provided, such that every identified interface has a defined resolution process
that can be monitored.
14.4.3.3 The Contractor shall define methods to confirm compatibility between LRV equipment
and carrying out integration tests to demonstrate that all equipment functions and
performs properly, both individually and as part of the complete LRV.
14.4.3.4 The system integration process shall be suitable for audit by the Engineer.
14.4.4 Interface Management
14.4.4.1 The Contractor shall within 90 days after the Date for Commencement of the Works
prepare and submit to the Engineer for review an Interface Management Plan (IMP)
which defines how the Contractor will systematically identify and document technical
interfaces.
14.4.4.2 The IMP shall provide a management tool for the resolution of all technical interface
issues. It shall include lists of all major equipment and definition of which equipment
has a direct interaction with other equipment. The IMP shall be regularly updated and
submitted to the Engineer for review as technical interfaces are identified, progressed
and resolved.
14.4.4.3 The IMP shall include a system of interface control documentation, which shall
define for each interface: -
(1) The entities within the Contractor’s organization responsible for managing and
engineering the interface and any other entities involved (e.g. departments,
subcontractors, etc.);
(2) The agreed interface arrangement (physical installation, power supply signal
levels, transfer characteristics, protocols, etc.)
(3) The proposed method and schedule for verifying the interface integrity, the
individual equipment performance and the combined system performance.
(4) A program of integrated tests to demonstrate the performance of all the equipment
operating together.
14.4.5 Contractor’s Design Review

14.4.5.1 At appropriate stages in the design process, formal documented reviews of the design
and related issues shall be planned and conducted. This shall be performed at fleet,
LRV, system and subsystem levels, as appropriate, to verify and demonstrate: -
(1) Safety for manufacture, testing, operation and maintenance.
(2) Compliance with the relevant codes, specifications, the General Specification and
the Particular Specification.
(3) Fitness for purpose, fulfilling the necessary operational functionality and
performance.
(4) Integration and interfacing within the project and to external elements.
(5) The Contractor shall within 30 days of the Date for Commencement of the Works
submit for the Engineer review a Design Review Schedule. This schedule shall
define the scope and timing of design reviews.
14.4.5.2 In reviewing the Design Review Schedule the Engineer will indicate in which of the
design reviews the Engineer intends to participate. The Engineer reserves the right to
attend any or all design reviews.
14.4.5.3 The Contractor shall ensure that participation in design reviews includes representatives
of all functions, disciplines and entities concerned with the equipment and the stage
being reviewed.
14.4.5.4 The Contractor shall at least 15 days prior to the date of each design review submit
in-progress design documents of the elements to be addressed at the meeting.
14.4.5.5 The Engineer’s Representative shall within 7 days after the date of each design review
submit for review Design Review Minutes, detailing all issues raised during the review,
their resolution or ongoing design status and due date for resolution.
14.4.6 Engineer’s Design Audit
14.4.6.1 The Engineer will carry out design audits of the Contractor periodically throughout the
Contract as deemed necessary for validation of the design. These design audits will
generally cover performance, integration, co-ordination and operation issues, and detail
design issues so far as they are considered necessary by the Engineer.
14.4.6.2 The Contractor shall provide all documentation and personnel participation reasonably
requested by the Engineer to enable these design audits to be carried out.
14.4.6.3 The Contractor shall within 10 days of the date of each design audit submit for review
Design Audit responses detailing all issues raised during the audit, their resolution or
ongoing design status and due date for resolution.

14.5 Material Contract Deliverables
14.5.1 Materials deliverables shall be identified by a clear and durable identification plate,
which shall include the following information: -
- Contract title and number.
- Issue and revision status and date
- The names of the Contractor, Subcontractor, supplier or manufacturer.
- Identification of product by either description, model number, type number or

serial number.
- Subject identification by Contract Drawing, Design Drawing or Specification

reference.
14.6 Supplemental Modification Deliverables
14.6.1 Changes in approved submissions will not be permitted unless those changes are
resubmitted in the same manner as the original deliverable and accepted by the Engineer.
14.7 Design Process
14.7.1 General
14.7.1.1 The design shall follow the ‘top-down’ procedure. Before proceeding with the
detail design, the Contractor shall submit design concepts and preliminary design
drawings to the Engineer for approval.
14.7.1.2 These design concepts and preliminary design drawings shall clearly indicate the
intentions of the Contractor in regard to the construction of the vehicle. If necessary
the Contractor shall explain such design concepts during the regular design review
meetings.
14.7.2 System Design
14.7.2.1 Design presentation of the each system shall be elaboratory or the proposed system
configuration shall emphasis how the across contract requirements are to be achieved.
14.7.2.2 The system design submission, as a minimum, shall identify the function of each system,
sub-system, equipment or other element within the overall design and specify the
relationships and interfaces between each element of the system, including the systems
of the interfacing Project Contractors or equipment suppliers.

14.7.3 Detail Design
14.7.3.1 The detail design shall address each element of the system design. Detail specification
with supporting calculation shall be developed at this stage. Manufacture of production
units will only be allowed to commence following approval of the relevant design
elements.
14.7.3.2 Detail electrical and control schematics shall be developed to illustrate how the various
operational and functional requirement can be achieved. Software design and
development shall also be carried out during this stage.
14.7.3.3 The submission shall clarify and confirm as necessary all technical aspects of all
interfaces with other elements of the Contractor’s overall design and of any interfaces
with Works being supplied by interfacing Project Contractors.
14.7.3.4 Ergonomic design shall make reference to the produced Phase I LRV MLR and shall be
developed as part of the detail design.
14.7.3.5 Ergonomic design shall include the Human factors studies to demonstrate that all
ergonomic design requirements given in Appendix 22 are satisfied including the Cab
design.
14.7.3.6 A detail submission list for the detail design shall be submitted to the Engineer 30 days
prior to the start of the detail design. As a minimum the submission shall be in
sufficient detail to evaluate the progress and technical adequacy of the selected design
approach.
14.7.4 Final Design
14.7.4.1 Installation detail and method statements for various areas and section shall be released
progressively during this stage. Manufacture will only be allowed to commence
following Engineers review of the relevant design with no objection raised.
14.7.4.2 A detailed submission list for final design shall be submitted 30 days prior to start of
final design.
14.7.5 Baseline Design Review
14.7.5.1 Baseline Design Review is to be arranged prior to the conclusion of the System Design.
At 30 days after completion of each critical design submission during the detail design
stages, the Contractor shall arrange a Design Baseline Review meeting to baseline the
design for the next stage of activity.
14.8 Documentation to be Supplied
14.8.1 Detailed Drawings, Designs and Specifications

14.8.1.1 At least 90 days before proceeding with any particular work related to the individual
items of the Works, the Contractor shall submit corresponding detailed drawings,
designs, final design data, design analysis and design computations along with all other
studies and detailed specifications (in typewritten bookbound form) which shall show all
details of material, manufacture, assembly, testing, erection, commissioning, operation
and maintenance of the Works.
14.8.1.2 The detailed drawings and specifications shall include, but not necessarily be limited to,
the following :
(1) General assembly drawings
(2) Assembly drawings, showing:
- sectional views
- details of mounting of the internal equipment
- function of the assemblies
- adjustment and operating ranges
- methods of lubrication
(3) Detail manufacturing drawing showing:
- detail dimensions
- tolerances
- materials
- nameplate diagrams
- any modifications made to OEM items
(4) Engineering instructions and detailed specifications for:
- software programme structure, flow chart, and source codes

- manufacturing
- fabrication
- painting, including final colour scheme
- heat treatment
- welding
- surface treatment
- testing
(5) Detailed specifications for all equipment and material with the exception of
material for which standards and norms exist.
14.8.1.3 Drawings shall be numbered by categories and the numbering system shall be submitted
to the Engineer for approval.The manufacturers may also attach their own number. The
Contractor shall follow the Drawing & CADD Manual in Appendix 4.
14.8.1.4 Drawings shall additionally show the number of the next assembly drawing and shall
have a blank area 90 X 70 mm adjacent to the title block, for use by the Engineer.
14.8.1.5 Calculations shall clearly indicate to which element of the work they relate and shall
commence with a brief summary of the design concept and design criteria. When
reference is made to books, papers or other publications, the following information shall
be given: - author, title, publisher, edition, date, and page number. In the case of
infrequently used references the Contractor shall provide a copy for the use of the
Engineer, together with a translation, where necessary.
14.8.1.6 The sequence of submission of drawings, specifications and designs shall be such that
pertinent information is available when each document is received for review.
Contractor’s drawings, specifications and designs formally submitted, shall bear
certification, signed by an authorized representative of the Contractor, that the
information shown thereon has been checked by the Contractor, and is correct for use in
the Works.
14.8.2 Diagrams
14.8.2.1 Schematic, circuit and wiring diagrams including list of materials, cable lists, etc. shall
be submitted. For off-the-shelf items, specifications shall be provided.
14.8.2.2 These diagrams shall show the internal and external connections of all apparatus, their
designation, terminal number, colour codes, etc. and shall be used for manufacturing,

equipment installation and operation of the vehicle. Nomanclature, designations,

identifications shall be compatible and consistent with that used on existing Phase I/II
LRV equipment, and layout shall be similar.
14.8.3 Part Bills
14.8.3.1 The Contractor shall submit with the first drawing issue, where applicable,
corresponding parts bills. Reference to the respective detail or assembly drawing,
material used or catalogue (in case of commercial equipment) shall be made.
14.8.3.2 Catalogue Cuts, Illustrations, etc.
14.8.3.3 Applicable requirements of the Specification with reference to drawings shall apply
equally to catalogue cuts, illustrations, printed specifications, design data, analyses and
calculations, and manufacturer descriptive literature and instructions for all commercial
equipment furnished to demonstrate fully that all parts will conform with the
requirements and intent of the Contract.
14.8.4 Copies of Orders
14.8.4.1 The Contractor shall send to the Engineer one copy of every order (referred to herein as
‘copy-orders’) and one to the Engineer’s Representatives, which he places with suppliers
and Sub-Contractors for materials and plant required to meet its obligations under the
Contract. For the purpose of this Clause, the term ‘Suppliers’ includes departments of
the Contractor own organization, the intention and requirement being that the Engineer
shall have information in the form of copy-orders in respect of all materials and plant.
14.8.4.2 Where the Sub-contract between the Contractor and a Supplier or Sub-contractor takes
the form of a multi-page document the Contractor shall issue for the purposes of this
Clause an order with that Sub-contractor, making reference to the Sub-contract, and shall
send the Engineer one copy of that order, and to the Engineer’s Representativesone
copy.
14.8.4.3 Sub-contracts shall be submitted to the engineer for approval.
14.8.4.4 Copy-orders shall all be of the same form and size, unless the Contractor proposes and
the Engineer approves otherwise. They need not show prices but shall give all
information necessary to identify the materials or plant, the subject of the order, the
quantity to be provided, the place of manufacture or supply, and the part of the Works
for which the materials or plant are required. Copy-orders shall be sent promptly to the
Engineer and a further copy-order sent at the same time to the Project Manager.
14.8.5 Operation and Maintenance Manuals
14.8.5.1 90 days before delivery to site of the first vehicle under the Contract, the Contractor
shall submit the first draft of the operation and maintenance manuals to the Engineer for
approval, including where applicable such manuals as are to be provided by Suppliers of
goods and/or materials and sub-contractors.

14.8.5.2 The final draft version of the operation and maintenance manuals (in the format as
specified in PS 11.4, 14.8 and GS26 shall be available 90 days after Substantial
Completion of the first vehicle. The manuals shall be updated as set out in PS 14.10. and
GS26.
14.9 Test Reports and Certificates
14.9.1 General
14.9.1.1 This Paragraph defines the requirements in regard to the submittal of test reports and
certificates of the type and routine tests as defined in PS 9.4.
14.9.2 Test Reports and Certificates to be Submitted
14.9.2.1 Within 30 days of a routine test of the class I and II, the Contractor shall submit two (2)
copies of the relative test report or certificate to the Engineer.
14.9.2.2 These test reports and certificates shall clearly indicate whether the item tested has
fulfilled all test criteria. In case of minor deviations to the criteria, which the
Contractor still considers to be acceptable, a statement with the relative justification
shall be submitted in the report or certificate for the approval of the Engineer.
14.9.2.3 Test certificates of class III tests and defined in PS 9.4.9 shall be submitted. These
certificates shall also be kept ready for inspection by the Engineer at the Contractor’s
premises.
14.9.3 Vehicle Logbook
14.9.3.1 For each vehicle to be manufactured under the Contract, the Contractor shall prepare a
Vehicle Logbook which shall contain all relative documents and information in regard to
the specific vehicle.
14.9.3.2 This logbook shall stay with the vehicle during the manufacturing process and shall
be continuously updated by the Contractor. It shall be properly structured and be in
durable form, so that it can be used by the Employer after delivery of the vehicle during
its entire service life.
14.9.3.3 The Log Book shall be structured as follows:
- Table of contents
- Summary sheet
- Manufacturing checks

- Routine test reports
- Configuration control
- Serial lists
- Release certificate
- Commissioning test report
- Commissioning certificate
- Substantial Completion certificate
14.9.4 Submittal of the As-Built Drawings
14.9.4.1 Before the Substantial Completion of the first vehicle, the Contractor shall submit one
set of ‘as-built’ drawings on DVD ROM and also in the form of durable rolled
reproducible (transparencies). These drawings shall be marked ‘as-built’ and shall be
based on the ‘approval’ drawings.
14.9.4.2 Before the taking-over of the last vehicle to be supplied under the Contract, the
Contractor shall supplement the transparencies by providing the following:
- Two DVD ROMs
- Two sets of ‘as-built’ drawings paper prints.
- One set of ‘as-built’ drawings in transparencies on plastic film incorporating all

approved changes/modifications.
- One set of all purchase and material specifications.
- Two sets of circuit diagrams, illustrated diagrams (layout of PCB, software

listings etc) necessary for the independent operations and maintenance of the
system.
14.10 Configuration Control
14.10.1 General

14.10.1.1The Contractor shall maintain technical documentation records, which allow: -
(1) Identification of any part of any level of the system;
(2) Identification of the next assembly drawing number of any equipment;
(3) Tracing the associated documents for each part such as : -
- specification and control drawings
- source control drawings
- Sub-Contractor, vendor or supplier part number
14.10.2 Records
14.10.2.1The Contractor documentation shall be capable of identifying changes and of retaining

the record of superseded configuration requirements affecting items which have been
formally accepted.
14.10.2.2The 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 as set in PS 14.9.2.
14.10.2.3The 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.

15. FIRE PERFORMANCE
15.1 General
15.2 Material Properties
15.3 Maximum Heat Load
15.4 Fire Barriers
15.5 Equipment Requirements
15.6 Submittals
K1846-15E PS 15 Fire Performance PS15-Page 1 of 3

15 FIRE PERFORMANCE
15.1 General
15.1.1 The vehicle shall be designed to minimize the risk of a fire starting, as far as is
practically possible.
15.1.2 Each LRV shall be designed in accordance with BS 6853 Cat Ib or BS EN 45545. The
LRVs shall be considered as Category Ib vehicle as defined in BS 6853.
15.1.3 Materials used in the construction of the LRV shall be selected to reduce to the
maximum extent practical the heat release, propensity to ignite, rate of flame spread,
smoke emission and toxicity of combustion gases.
15.1.4 The LRV shall be designed to prevent fire propagation through the use of fire barriers
and fire resistant equipment housings. Flammable materials shall be well contained and
protected.
15.1.5 Not Used.
15.1.6 The Contractor shall submit a plan to the Engineer for review which shall describe the
process that will be used to systematically identify and eliminate fire hazards, to avoid
the use of combustible materials whenever practical and to reduce to the extent practical
the energy content, heat release rates and smoke toxicity of the combustible material that
are used.
15.1.7 The plan shall include the Standards to be followed and the tests to be completed and
shall be submitted for review by the Engineer.
15.2 Material Properties
15.2.1 Materials used for constructing the cars shall generally meet the ignitability
requirements of Category Ib of BS 6853 or BS EN 45545.
15.2.2 Materials tested for surface flammability shall not exhibit any flaming running or
flaming dripping that would propagate the fire.
15.3 Maximum Heat Load

The maximum heat load of all combustible materials in the passenger compartment
shall not exceed 10,000 MJ
15.4 Fire Barriers
When tested in accordance with BS 476-20 and -22, the floor assembly shall provide 30
minutes fire resistance. The floor test shall include all penetration types.
15.5 Equipment Requirements
Electrical equipment shall be installed in containers or lockers capable of resisting a fire

in the enclosure, short circuit, flashover or any other malfunction for at least 30 minutes.
Housing covers or doors shall be provided with intumescent seals to ensure that the fire
does not propagate and eliminate the flow of oxygen into the container.
15.6 Submittals
A matrix showing the total weight of all materials, where used, heat load, heat release
Rate, flammability and smoke emission test identity, test facility, test requirements, test
results, and nature and quantity of the products of combustion shall be submitted by the
Contractor during detailed design review. Test results for all materials used on the cars
shall be submitted to the Engineer for review.

16 MATERIALS AND WORKMANSHIP
16.1 General Requirements and Standards
16.2 Mechanical Requirements
16.3 Electrical Requirements
16.4 Electronic Equipment
16.5 Interference General
16.6 Interference Requirements
16.7 Immunity Requirements
16.8 Printed Circuit Boards and Electronics Construction
16.9 Software
16.10 Pneumatic Systems
16.11 Labels
16.12 Bearings and Pivots
16.13 Painting
16.14 Livery, Styling, Colour Schemes and Material Finishes
K1846-15E PS 16 Material and Workmanship PS16-Page 1 of 22

16 MATERIALS AND WORKMANSHIP
16.1 General Requirements and Standards
16.1.1 Materials
16.1.1.1 No materials used in the construction of the cars shall give rise to health hazards for
passengers or staff. Materials shall be suitable for normal repair operations (welding,
cutting, etc.) without the need for staff to be protected by other than normal means.
16.1.1.2 Materials shall be in accordance with the relevant standard appropriate for the
application. Particular attention should be paid to fatigue limit, corrosion and material
degradation with time.
16.1.2 Equipment Fitting
16.1.2.1 All functionally and physically identical parts shall be interchangeable with each other.
The Engineer may require demonstrations to ensure that this requirement is met.
16.1.2.2 Similar but non-interchangeable parts shall have different mounting arrangements, so as
to ensure against mistakes in fitting. Equipment shall not be reversible on their
mountings.
16.2 Mechanical Requirements
16.2.1 Metals
16.2.1.1 Metals shall be supplied in compliance with the following material standards, or
approved equivalent : -
1) Steel Castings - BS3100 (592)
2) Stainless Steel - Chromium content range 16 to 18 %
Nickel content range 6 to 8 %
(General use/decorative) Carbon content maximum 0.07 %
(Structural/heavy welding) low carbon content maximum 0.03 %

16.2.1.2 Nitrogen may be used to control the amount of austenite and thus the work hardening
effect.
16.2.1.3 Each heat lot shall have a ladle analysis for chemical composition to AS/NZS 1050.
The composition except for carbon content shall be to ASTM A666-80. The material
shall be free of precipitated carbon and an intergranular corrosion screening test to
ASTM 262 performed and in case of doubt a full test to AS 2038 to confirm acceptable
class C1 or C2 material is supplied. Laboratory tests shall be performed as carbide
precipitation is a potentially dangerous condition.
16.2.1.4 Each lot shall have a tensile test to ASTM A 370 with the specimen oriented according
to ASTM 666-11 and the number of tests to ASTM 666-12.
16.2.1.5 Structural material especially of temper grades having tensile strength above 800 MPa
should not have a yield strength exceeding 80 % of that value. Each lot shall be tested
for bending to ASTM A 370 with the axis of the bend parallel to the direction of rolling.
Elongation shall be tested.
16.2.1.6 The Contractor shall specify the various temper classes and tabulate the permitted
mechanical property ranges considered appropriate, and other criteria eg. :- finish,
dimensional tolerances, etc, for the Engineer’s review.
3) Steel in welded structures - BS4360 Grade WR50
4) Aluminium panels - BS1470 Grade HS30
5) Aluminium forgings - BS1472 Grade HS30
6) Aluminium castings - BS1490 Grade LM6
7) Aluminium sections - BS4300 Grade 15H17

16.2.2 Welding
16.2.2.1 All welding procedures shall be documented by the Contractor. Approval of the
welding procedure shall be as required by BS 4870 : Approval Testing of Welding
Procedures, or equivalent. Approval of the welder shall be as required by BS 4871 :
Approval Testing of Welders Working to Approval Welding Procedures, or equivalent.
16.2.2.2 The Engineer reserves the right to require the quality of individual welds, particularly in
critically stressed areas, to be verified by an Approved non-destructive Testing (NDT)
procedure.
16.2.2.3 In all cases the Contractor’s Quality Assurance system will be expected to demonstrate
weld quality as least as high as the Standards relevant to the process concerned.
16.2.3 Composites
16.2.3.1 The Contractor shall propose for the Engineer’s review quality standards to apply to the
manufacture and testing of composite, glass fiber, laminated, etc, components.
16.2.3.2 These shall be reviewed in detail during the design stage. All components shall have
all edges, etc, sealed to prevent water entry into the core.
16.2.4 Corrosion
16.2.4.1 Protection of materials against corrosion shall be according to the state of the art
appropriate for the environment of Hong Kong SAR which is to be considered as severe
coastal/industrial and the operating conditions of the cars. Corrosion protection
method for metallic components and equipment cases shall be subject to review by the
Engineer.
16.2.4.2 Hollow spaces shall be treated and sealed.
16.2.4.3 All contacting surfaces of similar metals assembled by means other than welding shall
be treated with an approved anti-corrosion agent before assembly.
16.2.5 Fasteners
16.2.5.1 Screw threads shall be of ISO metric sizes.

16.2.5.2 ISO Metric fine thread shall be used in applications where the fastener is subject to
alternating transverse loads. In other cases, the coarse series of threads shall generally
by used, except where precluded by size.
16.2.5.3 Screw threads smaller than M5 size shall only be used after review by the Engineer, for
instruments and small electrical details. Screw and bolt heads shall be of hexagonal
form on all M5 and larger screws.
16.2.5.4 The tightening moment shall be prescribed for any high loaded or safety relevant
connection.
16.2.5.5 Fixings shall be locked adequately to prevent loosening in service. Fixings shall
withstand any shock loads the equipment is likely to encounter.
16.2.5.6 In critical areas the locking of all nuts, bolts and fixings shall be of a positive form,
which prevents mechanical rotation of the nut relative to the bolt. Locking by means
of adhesives (e.g. Locktite) and by self-locking nuts is subject to the approval of the
Engineer.
16.2.5.7 Rivnuts i.e. threaded inserts secured by clamping or crimping to a sheet or bonding
within fiberglass components, are not acceptable. Crown nuts and self tapping screws
are not allowed.
16.2.5.8 If bolts pass through a hollow or crushable section, the section has to be stiffened by
means of a welded in tube.
16.2.5.9 Stainless steel parts shall be attached by stainless steel screws or fasteners.
16.2.6 Mountings
16.2.6.1 Where practicable all equipment shall be arranged in self-contained groups or modules,
and enclosed to protect if from the effects of dirt, dust and moisture.
16.2.6.2 An equipment group may be mounted in a box or case, on a frame or a panel, as

appropriate to the equipment type. The individual items of equipment shall be
arranged such that they can be removed separately, or in sub-groups as appropriate.
Any group mounting shall be self-supporting when removed, and sufficiently strong to
be lifted out complete, under normal workshop conditions.
16.2.6.3 Transformers weighing over 0.5 kg shall not be mounted above floor level.

16.2.7 Enclosures
16.2.7.1 Wherever possible, equipment shall be mounted in sealed enclosures, or shall be

pressure ventilated with filtered, clean air and may be treated as mounted in clean
conditions, as specified in BS 2618 : Specification for Electric Traction Equipment.
16.2.7.2 Filters shall be of the dry type and shall not require cleaning more frequently than at
three monthly intervals. Such cleaning shall preferably be by knocking or blowing off
the dirt or replacing the filter. If washing of the filters is required this shall be at not
more frequent intervals than six months.
16.2.7.3 Ventilation of enclosures with unfiltered air will be considered only for equipment
proven to be reliable in such conditions. Equipment mounted in such enclosures shall
be considered as mounted in dirty conditions, as specified in BS 2618 : Specification for
Electric Traction Equipment.
16.2.7.4 Air inlets, outlets and vents shall be designed so that ingress of rain or rubbish is
prevented, irrespective of whether the car is moving or stationary, and independent of
the direction of the wind or the car movement.
16.2.7.5 Enclosure doors and covers shall be securely attached using EMKA latches. These
shall include safety devices and keyed access to prevent accidental unlatching.
16.2.7.6 Enclosure interiors shall be painted in a light colour to assist in maintenance.
16.2.7.7 Apparatus using two stages of insulation shall also be enclosed completely, either in an
earthed metal case or in a case made from insulating material.
16.2.7.8 No enclosures containing apparatus operating at a voltage exceeding 300V to earth shall
be allowed in, or shall open into, passenger areas.
16.2.7.9 Enclosures in which heat or arcs may be generated shall be lined with barriers of
insulating material. This material shall also be used for vents, where required. The
design of such vents in the case of heavy duty equipment shall be such that the arc has a
clear path to the outside of the enclosure and such that the vents do not tend to impede
the emerging gas.
16.2.7.10 All enclosure covers shall be designed to be handled by a single person in an ergonomic
manner.
16.3 Electrical Requirements

16.3.1 Wires and Cables
16.3.1.1 All wires and cables shall be adequately protected for the maximum design and fault
currents, and designed for minimum volt drop.
16.3.1.2 Flammability, Smoke Emission and Toxic Fume Emission
The cables shall meet the requirements of the standard BS 6853 Cat 1b or the standard
BS EN 45545.
16.3.1.3 The insulation for all wires and cables shall be flame retardant and be specifically
formulated to minimize smoke, noxious emissions or corrosive fumes in the event of
severe overheating or fire. Insulation and sheathing materials shall be suitable for not
less than 85ºC working and not readily susceptible to damage.
16.3.1.4 Insulation materials shall be substantially free (less than 0.1% by weight) of halogens,
phosphorus, sulphur and nitrogen. The insulation shall fit tightly over the conductor
but shall strip freely.
16.3.1.5 Wires and cables shall be designed to minimize insulation weight and combustible
material, while still being resistant to mechanical and environmental stresses.
16.3.1.6 All motor leads and other exposed cables shall be supported and protected to minimize
the chance of damage due to bogie movement.
16.3.1.7 Previous railway usage of proposed wires and cables shall be stated.
16.3.1.8 Cable markers shall be located so that they can be read easily. They shall be of an
approved non-metallic type with clear markings, and of a type that does not tend to
come loose or deteriorate. It shall be demonstrated, to the satisfaction of the Engineer,
that the text does not fade or smudge.
16.3.1.9 A cable marker shall be used at each location a cable is attached to a plug/socket,
terminal strip or component. Additional markers shall be used intermediate points
where access to the cable is practicable during maintenance.
16.3.2 Cable Runs, Ducts, Conduit and Fittings
16.3.2.1 Where possible cables shall be run in enclosed ducts. Ducts shall be sealed, including
any removable lids or covers, against ingress of moisture, dust and dirt. Lids shall be
provided as necessary to enable cables to be introduced easily into the duct.

16.3.2.2 Cables and cable looms shall be secured into the duct sufficiently frequently to prevent
movement. Any bends shall be of ample radius and no sharp corners shall occur which
could contact cables.
16.3.2.3 All cable looms used for interconnection, distribution and trainlines shall have a
minimum of 10% or 2 off, which ever is greater, spares of each cable type in the loom.
16.3.2.4 Conduit shall be adequately secured and supported to avoid vibration that would cause
noise, or lead to abrasion or fracture. Where appropriate, gland plates shall be used
with conduit entries to facilitate easy withdrawal of cables.
16.3.2.5 No unprotected cables shall pass through the passenger areas.
16.3.2.6 All cables carrying current of a voltage less than 50V shall be kept separated from the
high and low voltage cable.
16.3.3 Cable Termination and Terminals
16.3.3.1 All areas where Faston or Quick connect terminals are proposed shall be submitted to
the Engineer, with justification, for review.
16.3.3.2 Captive washers shall be used where possible.
16.3.3.3 Terminals and terminal boxes shall be arranged such that water collecting in ducts and
conduits cannot reach live parts.
16.3.3.4 Terminals for circuits of different voltages shall be kept in separate groups. Negative
and neutral terminals shall be grouped separately.
16.3.3.5 Cable termination’s shall prevent excessive flexing of the core where it emerges from
the lug.
16.3.3.6 Except in plugs and sockets all cable termination’s shall be of the mechanical solderless
type. Cables terminating in plugs or sockets may be secured by soldering where the
plug is too small for crimping to be practicable and a suitable cable clamp shall be
provided.
16.3.4 Cables in Enclosures
16.3.4.1 Cables within enclosures shall be run in bundles, where possible, tied and supported at

regular intervals. The looms shall have a neat appearance and have sufficient slack to
prevent strain being placed on cable termination’s.
16.3.4.2 High and low voltage cable shall be kept separate. Where cables carrying voltages of
greater than 200 volts between conductors are carried in the same jumper as other
cables, they shall be run together only as far as the adjacent junction box. Any such
arrangement shall be submitted to the Engineer for review.
16.3.4.3 AC cable runs shall not cause eddy current heating of conduits.
16.3.4.4 Feed through capacitors or ferrite ring shall be fitted to all power cables at the entrance
to the equipment enclosure.
16.3.5 Electrical Creepage and Clearance
16.3.5.1 Surface creepage and clearance distances between voltage potentials and carbody earth
shall be as defined in BS 2618 : Specification for Electric Traction Equipment, for all
electrical circuits, equipment and associated cabling. Voltages less than 250V shall be
treated as 250V.
16.3.5.2 Creepage or clearance where arcs are present, or along the outside of a cable sheath,
shall be 200% of that defined in BS 2618 : Specification for Electric Traction
Equipment.
16.3.6 Insulating Components
16.3.6.1 Insulators, arc barriers and insulating panels should be made from materials proven to
have acceptable life in the application. In the event of flashover, the material shall be
capable of being cleaned and made fit for further service.
16.3.7 Protection & Earthing
16.3.7.1 Except as specifically required otherwise, DC and single-phase AC circuits shall be such
that one pole of each device shall be connected directly to the negative or neutral line,
without switches, fuses or contacts on the negative side.
16.3.7.2 High voltage traction circuits shall be protected by an approved fault interrupting device
to the requirements of IEC 60077 : Rules for Electric Traction Equipment.
16.3.7.3 In all cases, the fault discriminating characteristics of the system shall be submitted to
the Engineer for review.

16.3.7.4 Low voltage fuses and associated fuse carriers shall comply with IEC 60269 : Low
Voltage Fuses. Protection and isolation of low voltage circuits shall be in accordance
with IEC 60157-1, or approved equivalent.
16.3.7.5 High voltage circuits and low voltage circuits should not be earthed together, separate
earthing shall exist.
16.3.7.6 Physical realization of all earthing points for electrical and electronic systems shall be
designed in accordance with the design intent at the point of installation at the
frequencies under consideration. All earthing points shall be visible and accessible for
inspection and trouble shooting.
16.3.7.7 The Contractor shall produce a complete earthing scheme, which shall prevent traction
return current passing through motor and axle bearings, gearboxes, bogie center
bearings, couplers, or any path other than the design path. The earthing scheme shall
be submitted to the Engineer for review.
16.3.8 Circuit Design
16.3.8.1 Circuit diagrams shall be clear and easy to interpret, and shall comply with IEC 60117,
or approved equivalent and in accordance with PS 14.8.2.
16.3.8.2 Apparatus coding, and cable and wire designations shall be in accordance with PS
14.8.2 submitted to the Engineer for review.
16.3.9 Power Semiconductors
16.3.9.1 All power semiconductors shall operate safely within their thermal operating limits,
under all normal and abnormal duties. Over-temperature protection shall be provided
for power semiconductors.
16.3.9.2 Power semiconductors used for switching in power conditioning circuits shall not be
connected in parallel.
16.3.9.3 Any equipment required for the cooling of semiconductors shall not reduce the
reliability of the power conditioning system, and shall not contribute to the car noise
emissions. Semiconductor packaging and cooling systems shall be of a service proven
configuration.
16.3.9.4 Circuits controlling power semiconductors shall be isolated from the electronic
hardware through isolation devices.

16.3.10 Motors
16.3.10.1 In order to minimize maintenance, no motors shall be provided which require

replacement of brushes or other wearing components.
16.3.11 Connectors
16.3.11.1 A single family of connectors shall be used for functionally similar connections on the
vehicle. Separate families of connectors may be used for power connections and
control connections. The number of different connectors in the family shall be
minimized. Prior to the start of detailed design the Contractor shall propose a
connector co-ordination policy for review by the Engineer.
16.3.12 Equipment Enclosure
16.3.12.1 The choice of material for equipment enclosure shall, in addition to the earlier
requirements take into consideration the requirement to provide electromagnetic
shielding. All removable covers shall be provided with EM gaskets to maintain
continuity of earthing and prevent EMI.
16.4 Electronic Equipment
16.4.1 General Electronics Requirements
16.4.1.1 As a minimum, all electronic equipment shall comply with internationally recognized
standards for design, manufacture and testing and shall use components purchased
against an internationally recognized quality assurance and reliability certification
procedure.
16.4.1.2 The equipment shall operate satisfactorily over the temperature range T3 of Table 1, as
specified in IEC 60571 : Electronic Equipment used on Rail Vehicles, modified as
necessary for operation in conditions of high ambient temperature.
16.4.1.3 Design of circuits shall ensure correct operation under the worst combination of
tolerance within and between components in all specified conditions of operation and
environments.
16.4.1.4 Calibration of circuits shall be achieved during testing by the use of “select on test”
components. Variable resistors shall not be used unless unavoidable, and only with the
express approval of the Engineer.

16.4.1.5 Circuit boards in safety control system shall be connected through a safety circuit to
disable the vehicle if a circuit board is removed, unless the control system is proven safe
and tolerant of such circumstances.
16.4.1.6 The Contractor as part of the bid documentation shall submit details of his equipment
construction and procurement quality control system. Electronic components shall
only be purchased from suppliers with a minimum ISO 9001/2 certification.
16.4.2 Vibration
16.4.2.1 Electronic equipment shall be able to withstand the vibration levels specified in RIA 20,
or approved equivalent.
16.4.3 Microprocessors and Software-based Equipment
16.4.3.1 Where microprocessor systems incorporate technology such as surface mount

components, multi-layer circuit boards, or flexible PCBs, the Contractor shall provide
evidence demonstrating that he has satisfactory operational experience of the successful
use of these technologies in a similar railway environment.
16.4.3.2 All microprocessor based system shall have watchdog circuits to ensure correct software
operation. The watchdog circuit should not be reset except when the main control
programme is operating correctly. When the watchdog circuit detects a fault it shall
trigger hardware forcing all system outputs into a safe state before resetting the system
and entering a self-test mode. Normal operation shall only be resumed if all self-test
checks are satisfactory. The watchdog shall not be unduly protective resulting in
frequent shut down of the systems.
16.4.3.3 Microprocessor systems shall incorporate self-test and diagnostic facilities to locate and
indicate faults within the system. The system shall have has sufficient built-in
diagnostic capabilities to automatically identify all system faults.
16.4.3.4 Where microprocessor electronics systems require additional test equipment this shall
be portable for use on the car. It shall derive its power supply from that of the system
under test. Test equipment shall be robust and easy to use with the minimum of
specialist training.
16.4.3.5 LEDs shall be used to indicate faulty modules to allow rapid fault diagnosis and
maintenance.

16.4.3.6 Faults occuring during system operation shall be logged with information stored in non-
volatile memory. The data stored shall be processed by the TGIS or other electronic
control for review or retrieval.
16.4.3.7 Microprocessor system hardware block diagrams shall be provided.
16.4.4 Supply Voltage Variations
16.4.4.1 Electronic equipment shall operate satisfactorily over the full range of the car’s low
voltage supply system.
16.4.5 Transients
16.4.5.1 Electronic equipment shall not be damaged, or malfunction when subjected to direct
spikes and surges on the supply and indirect burst transients as defined in IEC 60571 :
Electronic Equipment used on Rail Vehicles.
16.5 Interference General
16.5.1 Electronic equipment shall not generate interference at levels that will be detrimental to
the performance of other equipment.
16.5.2 Electronic equipment shall comply with the requirements specified in EN50121-3-2 and
low frequency magnetic field to IEC1000-4-8.
16.5.3 Electronic equipment which shall be subjected to conducted interference at frequencies

below 150kHz shall be subjected to additional testing.
16.6 Interference Requirements
16.6.1 Radiated Frequency Emission
16.6.1.1 All equipment supplied shall be designed and tested to EN550114 Group 1 Class A
emission levels. Relevant test reports shall be submitted for the Engineer’s review.
16.6.2 Conducted Emission Test
16.6.2.1 All equipment supplied shall be designed and tested to EN550114 Group 1 Class A
emission levels. Relevant test reports shall be submitted for the Engineer’s review.

16.7 Immunity Requirements
16.7.1 Radiated Frequency Immunity
16.7.1.1 All equipment supplied shall be designed and tested to IEC 1000-4-3 Class 3 immunity
levels. Relevant test specification and test report shall be submitted for the Engineer’s
review. The performance criterion A as described herein shall apply.
16.7.2 Electrostatic Discharge Immunity
levels. Relevant test specification and test reports shall be submitted for the Engineer’s
review. The performance criterion B as described herein shall apply.
16.7.3 Fast Electrical Transient Immunity
levels. All I/O ports connected to existing relay control circuits which are subjected to
transient caused by relay switching shall be treated as Power Supply Ports for the
purpose of the immunity tests. Relevant test specification and test reports shall be
submitted for the Engineer’s review. The performance criterion B as described in
herein shall apply.
16.7.4 Surge Immunity
16.7.4.1 All equipment supplied shall be designed and tested to IEC 1000-4-5 Level 3 immunity
levels. All I/O ports connected to existing relay control circuits which are subjected to
transient caused by relay switching shall be treated as Power Supply Ports for the
purpose of the immunity tests. Relevant test specification and test reports shall be
submitted for the Engineer’s review. The performance criterion B as described herein
shall apply.
16.7.5 Conducted Disturbances Immunity
16.7.5.1 All equipment supplied shall designed and tested to IEC 1000-4-6 Level 2 immunity
levels. Relevant test specification and test reports shall be submitted for the Engineer’s
review. The performance criterion A as described herein shall apply.
16.7.6 Equipment Performance Criteria for Immunity Tests

16.7.6.1 All equipment supplied shall not become dangerous or unsafe, or be damaged as a result
of the application of the immunity tests. One of the following performance criteria
shall apply according to the tests performed : -
Performance criterion A : -
The equipment under tests shall maintain normal performance within the specified
limits throughout the course of the tests. No software codes or data shall be affected in
any way by the tests.
Performance criterion B : -
The equipment under tests may suffer from a temporary degradation or loss of function
or performance during the tests. The equipment under tests must be self-recoverable
without any operator intervention or system reset upon withdrawal of the test
waveforms/signals. No software codes or data shall be affected in any way by the
tests.
16.8 Printed Circuit Boards and Electronics Construction
16.8.1 General
16.8.1.1 Printed circuit boards (PCBs) shall be of the ‘glass epoxy’ type with the components
mounted on one side only. The copper laminate shall be firmly attached to the board
and shall be resistant to blistering and peeling when heated with a soldering iron.
16.8.1.2 Both sides of the assembled PCB shall be coated with an insulating and protecting
coating compliant with MIL-I-46058, or approved equivalent, which can easily be
removed with a brush-applied solvent without adversely affect board-mounted
components.
16.8.1.3 Surface mount technology may only be used with the agreement of the Engineer, and
will only be approved where the Contractor can demonstrate satisfactory experience of
similar equipment in an operational railway environment.
16.8.1.4 Soldering of electronic components shall comply with MIL-HDBK-454 (1),

Requirement 5.
16.8.1.5 Solderless wire wrap may be used only for interconnection within an assembly. Where
wire wrap is used for back plane wiring within an electronics frame, the wire wrap pins
shall be enclosed to protect against mechanical damage when the frame is removed from
the car.

16.8.2 Printed Circuit Board Connectors
16.8.2.1 PCBs shall be connected to the case or rack wiring using multi-pin connectors, which
shall have successful service history in rail applications and must be submitted for
review by the Engineer before commencing design.
16.8.2.2 PCBs shall have mechanical polarization to prevent insertion into the wrong socket.
The use of PCB edge connectors is not permitted unless reviewed by the Engineer on a
case-by-case basis. PCBs and modules shall be positively retained in the rack or case
by a fastener or spring loaded locking pin.
16.8.3 Limitation of Failure
16.8.3.1 In any electronic rack system, the failure of any one module or individual circuit board
shall neither cause loss of the electronics power supply within the rack, nor cause
subsequent failure of circuits on other PCBs or modules.
16.8.4 Status Monitoring
16.8.4.1 Test points shall be protected against damage to the equipment due to accidental short
circuit.
16.8.4.2 Printed circuit board extenders shall be provided for test purposes. The Contractor
shall provide detailed maintenance and troubleshooting procedures, including
waveforms at critical locations of the circuitry.
16.8.5 Integrated Circuits
16.8.5.1 All integrated circuits and semiconductor devices shall be standard devices available
from at least two different manufacturers.
16.8.5.2 All integrated circuits shall be burned in and screened for defects to a level equivalent to
MIL-STD-883, Method 5004, reliability Class B. Alternative standards if proposed
shall be submitted to the Engineer for review.
16.9 Software
16.9.1 Software shall be written in a structured manner and fully documented during all stages
of design and development, with at least two levels of documentation above the source
code level. This shall meet the requirements of EN 50126-2 : Dependability for
Guided Transport Systems - Part 2 : Safety, EN 50128 : Software for Railway

Control and Protection Systems, and EN 50129 : Safety-related Electronic Railway

Control and Protection Systems, or approved equivalents.
16.9.2 The Contractor shall submit software quality plan for the review of the Engineer before
work commences on software design. The software quality plan shall clearly state the
controls and practices used in the software life cycle from specification through to in-
service operation which include the following:
i) project details including name, Contract Number, location of file;

ii) a summary of the Project requirements including all proposed quality assurance
activities;
iii) all quality assurance and quality control procedures proposed by the Contractor
for his use in execution of Works;
iv) a list of all the Codes of Practice, Standards, and Specifications that the
Contractor proposes to apply to work where they may differ from or
complement the requirements of the Contract or where the Contract requires
that they be proposed;
v) the Contractor's proposals for internal and sub-contractor quality assurance
audit;
vi) a statement detailing the records that the Contractor proposes to keep, the time
during which they will be prepared and the subsequent period and manner in
which they will be stored.
vii) inspection and test plan for every activity requiring inspection. The Plan shall
identify tests and inspections required for systems/parts of the rolling stock at
relevant stages of the Contract, and who is responsible for releasing an activity
from a "Hold Point". The plan shall include the following:
- System / part
- Contract stage
- Manufacturing stage
- Test type
- Identity of person(s) to perform test / inspection
- Test and inspection specification
- Test / inspection record type
- Distribution of records
- Identity of person(s) to perform inspection / witness
vii) a method of identifying changes and modifications to the Quality Plan during
execution of the Contract.
16.9.3 Independent review, verification and testing, using real and synthetic data, shall be
performed at the software module and system level. The Engineer may audit the

Contractor against the software quality plan at any stage in the Contract. The
Contractor shall ensure that all software is fully debugged prior to final acceptance.
16.9.4 Sufficient software documentation shall be provided to give the Engineer a full
understanding of the software function and operation. Documentation shall be
complete, yet clear and concise, and include all modifications up to final acceptance.
Documentation shall include software block diagrams showing signal flow, logic, and
hardware interfaces. A top level flow diagram and description of detailed operation
shall be provided. Software documentation sufficient for the Employer to carry out
modification after completion of the Contract shall be submitted for review.
16.9.5 Safety critical systems are required to comply with the software requirements of the GS.
Safety critical systems shall include as minimum braking, door control, slip/slide and
load weighing.
16.10 Pneumatic Systems
16.10.1 Equipment Identification
16.10.1.1 All brake apparatus shall be identified by means of appropriate nameplates, showing the
parts number (minimum size 15mm characters).
16.10.1.2 Manual valves and cocks shall bear a colour identification. The operational position of
the manual levers shall be in the longitudinal direction of the vehicle.
16.10.2 Pressure Drop
16.10.2.1 The pressure drop in the main air line, starting at nominal pressure, shall not exceed
10kPa (0.1 bar) in 5 minutes. For this test, the spring applied friction brakes shall be
air-released.
16.10.3 Test Facilities
16.10.3.1 Sufficient test-valves shall be included in the pneumatic system, so that all control
pressures can be picked up by pressure gauges or recorders.
16.10.4 Pneumatic Piping (Tubes > 10mm Diameter)
16.10.4.1 Stainless steel pipes according to UIC 803-10/19 shall be utilized on the bogies.

16.10.4.2 Compressed air pipes shall be of stainless steel or copper and suitable for 15 bar
working pressure. All fittings, valves and components shall be non-ferrous. All
joints shall utilize standard compression fittings. Teflon tape shall not be used.
Ferrous materials with suitable corrosion protection may be used for reservoirs or
elsewhere only after review by the Engineer.
16.10.4.3 Bending radii shall be in accordance with the relative standards, e.g. DIN 5508. All
pipework shall be kept clean and free of swarf during construction and blown out and
cleaned thoroughly before service to ensure clean, dry compressed air. All pipes shall
be adequately secured to prevent movement.
16.10.4.4 Water siphons shall be avoided.
16.10.4.5 Reservoirs shall conform to BS 32565, or approved equivalent, and shall be fitted with a
suitable automatic drain valve and manual drain cock.
16.10.4.6 No air cylinders, pistons or pneumatic valves shall require lubrication between
overhauls.
16.10.4.7 All applications requiring hoses shall use an approved type of date stamped hose,
complying with BS 3682.
16.10.5 Pneumatic Piping (Tubes < 10mm Diameter)
16.10.5.1 Copper or plastic pipes can be utilized for applications with an outside diameter of
10mm and less.
16.10.5.2 Connections shall be made with fittings according to DIN 2353 or equivalent. The
pipes shall be reinforced with an internal tube in the fitting area.
16.10.6 Fittings
16.10.6.1 The fittings shall be copper or stainless steel, non corroding or treated with an
appropriate corrosion protection. The fittings and the internal reinforcing tubes shall
not produce an orifice effect.
16.10.6.2 In order to achieve low brake reaction times, right-angle fittings shall not be utilized in
the relevant pneumatic circuits.
16.10.7 Insulation of the Pipes

16.10.7.1 In order to avoid corrosion due to electrolytical effects, the pneumatic tubes shall be
isolated from the structure by means of plastic brackets or insulation layers.
16.11 Labels
16.11.1 All items shall be labeled with the maker’s name and the type and form of the piece of
item, serial number and rating data, and the date of manufacture of the particular piece
of equipment.
16.11.2 For equipment used in more than one application, labels indicating equipment function
shall appear either on the equipment or on its mounting.
16.11.3 Rotating machines shall carry a rating plate indicating current and voltage ratings and
whether continuous or otherwise, speed at rated current, and maximum speed. In
addition, a connection diagram shall be provided inside or adjacent to the terminal box,
where provided. Terminals shall be colour coded RYB.
16.11.4 Unidirectional rotating machines shall carry an arrow showing the correct direction of
rotation and, in the case of axial fans, of the airflow.
16.11.5 All labels, rating plates, and the arrows required for fans shall be mounted in such a
position that they can be seen from the usual point of access.
16.11.6 The labels shall be clearly stamped, cast or engraved and securely attached to the
equipment. Where appropriate, equipment shall be labeled with warnings of high
temperature and electric shock risk. Warning labels shall be written in both Chinese
and English or pictograms as reviewed by the Engineer.
16.12 Bearings and Pivots
16.12.1 All bearings and pivots shall withstand shock loads and vibration in addition to the
normal static and dynamic loads.
16.12.2 Metal to metal wearing surfaces shall be avoided wherever possible. Any locations
where this is not possible shall be for the Engineer’s review.
16.12.3 Rolling element bearings shall be of the pre-packed pre-lubricated and sealed type and
shall run, between overhauls, without re-lubrication or replacement. Care shall be
taken to ensure that brinelling does not occur.

16.12.4 Bearing requiring periodic applications of oil or grease at inspection are only acceptable
where reviewed by the Engineer.
16.12.5 Lubricants shall be identified on assembly drawings, using generic (not proprietary)
terminology.
16.13 Painting
16.13.1 All painting processes shall be proven in a railway application, operating in similar
climate to this project, and shall be subject to review. Such processes shall include
surface preparation suitable for the material, corrosion preventative priming and multi-
layer high durability finish.
16.13.2 Painting shall be done in an environmental chamber to ensure no dust adheres during
drying and optimum application conditions.
16.13.3 Exterior stainless steel, aluminium, or their alloys shall not be painted.
16.14 Livery, Styling, Colour Schemes and Material Finishes
16.14.1 The sketches as provided in figure 16-1 below, depicting the exterior view of the LRVs,
are for reference only. They serve to illustrate the desired layout, livery, styling and
colour scheme and the expectation of the quality and finish that the LRVs shall look
like. If there is any conflict between the requirements of this Particular Specification and
the contents of these sketches, the requirements of this Particular Specification shall
take precedence.

Figure 16-1
16.14.2 The Contractor shall be responsible for the development of livery, styling, colour
schemes and finishes for the review by the Engineer through presentations and the
demonstration.
16.14.3 All exterior livery shall be applied through the use of a “stick on” vinyl or decal. The
exterior shall not be painted, except at the front end of the driving cab, whereby the
application of vinyl or other decals may not produce satisfactory and long lasting finish.
Exterior livery shall be able to withstand the humidity and climatic conditions common
in Hong Kong SAR and specified herein, and shall be able to withstand repeated
washings in the Employer’s train wash plants at TMD.

17 QUALITY MANAGEMENT
17.1 Quality Plan
17.2 Design Control
17.3 Purchasing
17.4 Process Control
17.5 Correction Action
17.6 Systematic Design Management
K1846-15E PS 16 QUALITY MANAGEMENT PS17 – Page 1 of 4

17 QUALITY MANAGEMENT
17.1 Quality Plan
17.1.1 The Contractor shall submit a quality plan which shall include, in addition to the
requirements as set out in the General Specification, the following:
(1) A statement detailing the records that the Contractor proposes to keep, the time
during which they will be prepared and the subsequent period and manner in
which they will be stored.
(2) A system to enable the Engineer to conduct compliance audits on any aspect of
design and to allow the Engineer to trace the cause of material / workmanship
defects back to design, through the manufacturing, installation, testing and
setting to work stages. This shall be supported by the Configuration Control
Program refer to Appendix 16.
(3) Design verification and validation plan, purchasing plan and process control
plan inclusive.
17.2 Design Control
17.2.1 The quality plan shall include details on how the Contractor shall develop the
Contract requirements into concept design and then detailed design in a systematic
manner with the System Engineering Management approach as described in
Appendix 16.
17.2.2 As part of the quality plan the Contractor shall submit a design verification and
validation plan as appropriate for Approval. If the Contractor considers to submit
the plan separately, the plan shall be submitted no later than 4 weeks prior to the first
design submission to be made.
17.2.3 The design verification and validation plan shall include descriptions of the
following:
(1) System functional and interface requirements.
(2) Any assumptions made on system / subsystem parameters / characteristics.
17.2.3.2 Technique used in design verification and validation for each system / subsystem that
may include calculation, theoretical / numerical analysis, computer simulation,
comparison with a similar proven design, tests and demonstrations using prototype or
similar design equipment.
17.2.3.3 Schedule of the design verification and validation activities.
17.2.4 The results of the design verification and validation shall form part of the Monthly
Report and be submitted in accordance with the requirements of the SEMP as
described in .

17.3 Purchasing
17.3.1 As part of the quality plan the Contractor shall submit a purchasing plan for
Approval. The purchasing plan shall identify all products / services to be purchased
for the Contract and all activities to be conducted in assuring the quality of the
purchased products / services. If the Contractor considers to submit the plan
separately, the plan shall be submitted no later than 3 months prior to placing the
order.
17.3.2 The purchasing plan shall include descriptions of the following:
(1) Products/services to be purchased.

(2) Purchasing documents describing each product / service to be purchased and all
the required product / service quality records including specification, standard,
code of practice, certificate and statutory documents.
(3) Contractor's review and approval procedures of the purchasing documents in
ensuring correctness and adequacy of the specified requirements.
(4) Incoming goods / materials inspection procedures together with the inspection
sample size and the acceptable quality standard.
(5) All the purchasing documents and the related product / service quality records
shall be properly maintained by the Contractor and shall be made available to
the Engineer on request.
(6) The Contractor shall be responsible for the validation of all sub-contracted
work.
17.4 Process Control
17.4.1 As part of the quality plan the Contractor shall submit a process control plan for
Approval 3 months before the start of any one of the processes.
17.4.2 The process control plan shall include descriptions of the following:
(1) Procedures defining the manner of production, installation and servicing.
(2) Equipment used in these processes and the required working environment.
(3) Methodology in ensuring compliance with the required standards / codes of
practice.
(4) Monitoring, control and approval procedures including in-process inspection
and final product inspection for the process parameters, product characteristics,
equipment and working environment.
(5) Qualification of equipment and personnel required.
17.4.3 Photographic Progress Records
(1) The Contractor shall submit photographic records to illustrate progress of
manufacturing, whenever appropriate from start of manufacture upon
completion of the Work.

(2) The photographic records shall be submitted as a snapshot with the monthly
progress report. The Contractor may consider electronic transmission of such
records.
17.5 Corrective Action
Corrective actions requiring changes to designs / procedures shall be properly

documented and submitted for Approval in accordance with the Configuration Control
Program as described in Appendix 16.
17.6 Systematic Design Management
As an integral part of the Quality Management System, the Contractor shall operate a
System Engineering Management System (SEMS) as described in Appendix 16.

Issue : 1 Contract K1846-15E
18. ENVIRONMENTAL MANAGEMENT REQUIREMENTS
18.1 Purpose
18.2 Policies
18.3 Environmental Management System (EMS)
18.4 Environmental Management Plan (EMP)
K1846-15E PS 18 Environment Requirement PS18 – Page 1 of 5

18 ENVIRONMENTAL MANAGEMENT REQUIREMENTS
18.1 Purpose
18.1.1 The policies and procedures presented in this Section establish a common frame of
reference for developing the Environmental Management System (EMS) according to
the Environmental Policy of the Employer. Copy of the Employer's Environmental
Policy is available for the Contractor's reference upon request.
18.1.2 These policies and procedures establish the basis for a systematic approach to
meeting environmental obligations.
18.1.3 This Section supplements the General Specification on the environmental
management requirements and shall apply to all sub-contractors and suppliers.
18.1.4 The Contractor shall establish and maintain the EMS in accordance with the policies
and procedures.
18.2 Policies
18.2.1 In order to ensure that the quality of the Contractor's Works meet the quality
requirements and to provide evidence of such quality to the Engineer, a Quality
Management System to the ISO 9000 series shall be adopted as an integrated part of
the EMS.
18.2.2 The ISO 14000 series, in particular, the ISO 14001:2004 - Environmental
Management System Specification, or the equivalent standards, including, the
National Sanitation Foundation (NSF) 110, the British Standards Institute's (BSI)
7750, the Eco-Management and Audit Scheme (EMAS), the International Chamber of
Commerce (ICC) Sustainable Development Principles, and the Global Environmental
Management Initiative (GEMI) shall be applied to implement an effective
environmental management system.
18.2.3 The confirmed commitments shall be able to:
(a) Comply with the relevant environmental legislation;
(b) Minimise the environmental impact;
(c) Comply with the global initiatives, including, the Montreal Protocol for the
elimination of CFCs;
(d) Set measurable performance goals for continuous improvement;
(e) Audit progress against these goals;
(f) Be specific to apply them to implementation of the Contract;
(g) Be broad enough to meet the site requirements on different locations of
production;

(h) Protect the health and safety of the users of the Trains, including the passengers,
train operators and maintainers;
(i) Be updated to reflect all necessary changes
18.3 Environmental Management System (EMS)
18.3.1 The EMS shall be a systematic approach applied to the management of the
Contractor's environment performance i.e. adherence to a suitable environmental
policy, the meeting of environmental objectives and the ability to demonstrate to the
Engineer that the policy requirements and objectives are met.
18.3.2 The EMS framework shall identify resources for developing, implementing,
measuring, and periodically reviewing the Contractor's progress toward achieving the
environmental policy.
18.3.3 The EMS framework shall include but not limited to the following items:
(a) The Contractor's organisational structure;
(b) Planning activities;
(c) Defined responsibilities; and
(d) Standard practices, procedures and processes.
18.3.4 The EMS framework shall be recorded in an Environmental Management Plan (refer
to PS 18.4) and submitted for Approval within four weeks of the date of the Letter of
Acceptance.
18.3.5 An environmental performance evaluation mechanism shall be provided in the EMS
to measure, analyse, assess and describe the Contractor's environmental performance
particularly those associated with pollution prevention.
18.3.6 A life cycle assessment process shall be provided in the EMS to evaluate the
environmental attributes, burdens and impacts associated with the product, process or
service.
18.3.7 The life cycle assessment shall be able to measure the environmental impact of a
product from raw material extraction to final disposal. It shall also include the impact
of manufacturing, distribution and transportation, product use and recycling.
18.4 Environmental Management Plan (EMP)
18.4.1 The EMP shall include the following items, in addition to the requirements as set out
in Environmental Requirements in the Supplement to Section 17 of the General
Specification.
(a) Defining the overall aims;
(b) Understanding the constraints;
(c) Identifying the task elements;

(d) Setting the overall timetable;

(e) Determining the resources needed;
(f) Deciding on the project management approach; and
(g) Establishing progress monitoring system.
18.4.2 Guidelines or standards on how to manage specific issues, including, CFC
elimination or energy conservation, shall be addressed at the management level.
These guidelines or standards shall be formalised into specific procedures at the
implementation level.
18.4.3 The general guidelines specified in the ISO 14004:2004 shall be followed as far as
applicable.
18.4.4 In addition to the site arrangements specified in PS 01, the Contractor shall ensure
that the current legislation and regulations of the Hong Kong SAR listed below shall
be complied with:-
(a) Noise Control Ordinance (Cap 400)
(b) Air Pollution Control Ordinance (Cap 311)
(c) Water Pollution Control Ordinance (Cap 358)
(d) Dumping at Sea Act 1974 (Overseas Territory Order) 1975
(e) Merchant Shipping (Oil Pollution)(Hong Kong) Order 1975
(f) Summary Offences Ordinance (Cap 228)
(g) Factories and Industrial Undertakings Ordinance (Cap 59)
(h) Waste Disposal Ordinance (Cap 354)
(i) Public Cleansing and Prevention of Nuisances (Regional Council)
By-Laws (Cap 132)
(j) Public Cleansing and Prevention of Nuisances (Urban Council) By-Laws
(Cap 132)
(k) Building Ordinance (Cap 123)
(l) Building Ordinance (Application to New Territories) Ordinance (Cap 121)
(m) Public Health and Municipal Services Ordinance (Cap 132)
(n) Waste Disposal (Chemical Waste) (General) Regulation (Cap 354)
(o) Practice Note for Professional Persons PN 1/93 –Noise from Construction
Activities - Statutory
(p) Practice Note for Professional Persons PN 2/93 – Noise from Construction
Activities - Non-Statutory Controls

(q) Practice Note for Professional Persons PN 1/94 – Construction Site

Drainage
(r) Practice Note for Professional Persons PN 2/94 – Potentially Hazardous
Installation

19. Programme
19.1 General
19.2 Delivery, Testing and Commissioning in Hong Kong
19.3 Training and Operation and Maintenance Manuals
K1846-15E PS 02 Programme PS02-Page 1 of 4

19 PROGRAMME
19.1 General
19.1.1 The Contractor's attention is drawn to the requirements of Clauses 15, 64, and 67 of the
Conditions of Contract (COC) and Sections 4, 8, 10, 13, 14, 16, 21, 23, 24 and 25 of the
General Specification (GS).
19.1.2 The following programming data is included with the Particular Specification :-
Appendix 17 - Schedule of Delivery, Engineer’s Preliminary Programme, Project Calendar
19.1.3 The Contractor shall complete the Works by the completion dates as specified in the
Schedule of Critical Dates contained in Appendix 17 or such other dates as may be
determined under the Contract.
19.1.4 Not used.
19.1.5 The Completion Obligations to which liquidated damages or general damages shall apply
are identified in the Schedule of Critical Dates. The aggregate of liquidated and general
damages (Conditions of Contract - Clause 70.11) and daily rate of liquidated damages
(Conditions of Contract - Clause 70.4) are stated in the Appendix to the Form of Tender.
19.1.6 The Contractor's attention is drawn to the provisions of Clause 70.5 of the Conditions of
Contract regarding the application of general damages.
19.1.7 The Contractor’s attention is drawn to the provision of Clause 15.3 of the Conditions of
Contract on the Schedule of Designs. The Contractor shall allow adequate duration for
comment, resubmission and Approval of his Design Data. The Engineer’s Preliminary
Programme includes a sub-programme in Appendix 17
19.1.8 The Contractor shall plan in detail the full scope of Works taking into account the complex
nature and different phases and aspects of the Contract and shall provide programmes
which reflect the detail planning undertaken, are realistic, achievable and are accompanied
by detailed supporting information. All programmes must clearly identify the critical path.
19.1.9 The Contractor’s attention is drawn to the following programme submission as required by
the Engineer:
19.1.9.1 Contractor’s Design and Manufacturing Programme.
19.1.9.2 Contractor’s Preliminary Installation Programme.
19.1.9.3 Contractor’s Installation Programme.
19.1.9.4 Software Development Programme.
19.1.9.5 Commissioning Programme in the form of a subprogramme to the Contractor’s

Preliminary Installation Programme and Contractor’s Installation Programme.
19.1.9.6 New LRVs Delivery to TMD Programme.
19.1.9.7 Three Month Rolling Programme.
19.1.9.8 Any other programmes required by the Engineer.
19.1.10 Not used
19.1.11 The following Interfacing Contractors will deliver the following equipment for type testing
no later than the dates shown in the following table. The Contractor shall be responsible to
collect these equipment from Hong Kong to Contractor’s factory for installation on the
first LRV:
Interfacing Contract Interfacing Interfacing Contractor’s

Contractor’s Point Completion of Delivery of
of Delivery Equipment (Month/Year)
G/RS System specified in PS 8.6

Hong Kong March 2018
(for 1st LRV)
To be determined based on
G/RS System specified in PS 8.6
Hong Kong the detailed Project
(for remaining LRVs)
Programme
19.1.12 Delivery of equipment requirement refers to Appendix 19.
19.2 Delivery, Testing and Commissioning in Hong Kong
19.2.1 The Schedule of Delivery in Appendix 17 and the Engineer’s Preliminary Programme and
the Completion Obligations shall be planned in accordance with the constrains and
requirements specified in PS 1.1. The Contractor shall note the provisions provided for the
testing and commissioning of the LRVs in TMD and coordinate his activities to optimise
the utilisation.
19.2.2 The Contractor shall deliver the LRVs to TMD according to the Delivery Dates as
stipulated in Appendix 17.
19.2.3 Not used.
19.2.4 Not used.
19.2.5 Not used.
19.3 Training and Operation and Maintenance Manuals

19.3.1 The programme for Training, and Operation and Maintenance Manuals in Appendix 17
shall be coordinated with the handing over of the first LRV to facilitate the passenger
service of the handed over LRVs.

20. INTERFACE ARRANGEMENTS
20.1 Introduction
20.3 Detailed Interface Management Requirements
K1846-15E PS 20 Interface Arrangement PS20-Page 1 of 3

20 INTERFACE ARRANGEMENTS
20.1 Introduction
20.1.1 The Contractor shall be responsible to undertake all the necessary interfacing duties with
the Designated Contractor, Named Suppliers, Free issue item suppliers, the Engineer and
all third parties in order to ensure complete compatibility with the interfacing systems and
setting to work of the Works. Where necessary, the access of design data, personnel, items
of plant, equipment and building materials shall be granted.
20.1.2 The detailed interface requirements with the Designated Contractors, Named Suppliers,
free issue item suppliers, the Engineer and all third parties are described in details in
Appendix 8 to Appendix 12 and Appendix 23.
20.2.1 As an integral part of the System Engineering Management System (refer to Appendix 16),
the Contractor shall perform interface management.
20.2.2 The Contractor shall be responsible to purchase the systems/equipment from the Named
Suppliers as described in Appendix 21.
20.2.3 The Contractor shall be responsible for the system design and integration, purchase,
installation, testing, commissioning, training, documentation and warranty of the
purchased systems/equipment.
20.2.4 The Contractor shall assume full responsibility in ensuring the system design and
integration, purchase, installation, testing, commissioning, training, documentation and
warranty of the purchased systems/equipment from the Named Suppliers.
20.2.5 The Contractor shall liaise with the Named Suppliers in ensuring that the purchased
systems/equipment shall meet the intended functional and performance requirements of the
systems/equipment as defined in the PS.
20.2.6 The Contractor shall investigate all interface matters and satisfy himself regarding the
availability of the required information for interface designs from the Designated and
Interfacing Contractors, Named Suppliers, free issue item suppliers, the Engineer and all
third parties. Any interface issues that may affect the performance of the Works shall be
brought to the attention of the Engineer.
20.2.7 All changes in interface design shall refer to the Configuration Management detailed in PS
14.10.
20.2.8 Any interface issue that is related to system assurance shall refer to PS 21.
20.2.9 Any interface issue that is related to the Electromagnetic Compatibility shall refer to PS
2.4.10.
20.2.10 Any interface issue that is related to the software design shall refer to PS 16.9.

20.3 Detailed Interface Management Requirements
20.3.1 The Contractor shall submit an organisation chart together with the associated Curriculum
Vitae of the key design personnel of the coordination team which shall be under the
responsibility of the System Engineering Management representative (refer to Appendix
16).
20.3.2 By the end of the SEMP stage 1, the Contractor shall submit all required interface
documentations for Approval. For the above interface documents, there shall be a
corresponding reference in an item-by-item manner to the respective interface
requirements specified in the PS. In addition, a master interface index to summarise all
interface requirements corresponding to the individual systems, shall be provided for easy
reference.
20.3.3 By the end of the SEMP stage 2, the Contractor shall submit all required System
Specification Documents which will form part of the detailed interface specification for
each interfacing system/equipment according to Appendix 16.
20.3.4 By the end of the SEMP stage 3, the Contractor shall submit all required System Design
Documents to demonstrate how the proposed design will comply with all interfacing
functions according to Appendix 16.
20.3.5 By the end of the SEMP stage 4, the Contractor shall submit all required interface design
proposals according to which shall form part of the Level 4 Design Data (refer to
Appendix 16.).
20.3.6 By the end of the SEMP stage 5, the Contractor shall submit a schedule of Integrated Test
(refer to PS 14.4.4.3 and PS 9) for each interfacing system/equipment for Approval. The
Contractor shall obtain agreement with the associated Designated and Interfacing
Contractors, Named Suppliers, free issue item suppliers, the Engineer and all third parties
beforehand regarding the scopes of work, methodologies, responsibilities, test site
arrangements, expected test date, test procedures, durations and reports beforehand and
record in the above Integrated Test Schedule.
Table 20-1 Interfacing Systems / Designated Contracts
Contract Designated Contract or Interfacing Systems Designated Contract

Number / Interfacing System
(If
applicable)
N/A Light Rail System Trackwork Interfacing Systems

N/A Overhead Line System and Power Supply System Interfacing Systems
N/A TMD Interfacing Systems
N/A IBIS Signalling System Interfacing Systems
N/A Communication Systems (Tetra Radio, OPIS, DDS, Interfacing Systems
etc)
N/A Electric Vehicle, Engineering Vehicle, and Existing Interfacing Systems
LRV Systems
N/A RFID Axle Box Temperature Monitoring System Interfacing Systems
N/A G/RS System Interfacing Systems

21 SYSTEM ASSURNACE
21.1 General
21.2 Definitions
21.3 System Assurance Organization
21.4 System Assurance Plan (SAP)
21.5 System Assurance Requirements
21.6 Operational Hazard Management
21.7 Reliability Requirements
21.8 Availability Requirements
21.9 Maintainability Requirements
21.10 RAM Demonstrations
21.11 Independent Safety Assessor (ISA)
21.12 System Assurance Audits
K1846-15E PS 21 System Assurance PS21-Page 1 of 44

21 SYSTEM ASSURNACE
21.1 General
21.1.1.1 This Section defines the requirements and techniques for system assurance.
21.1.1.2 The Contractor shall undertake System Assurance as defined in Clause 21.2 and shall
review the design, construction, implementation, testing, commissioning, and Railway
Operation elements of the Works to identify and mitigate all potential hazards that will
affect the safety of passengers, staff, contractors, public and property during the
construction and operational phase of the existing or future railway systems. Any
protection measures to eliminate, control, or mitigate the effect of potential operational
hazards shall be documented.
21.1.1.3 Reliability, availability, maintainability and safety (RAMS) requirements are specified
in Clauses 21.5, 21.7, 21.8 and 21.9.
21.2 Definitions
21.2.1.1 “System Assurance” means undertaking specific tasks in various phases of equipment
acquisition or modification programmes in order to help ensure that the delivered
equipment is fit for purpose in that it performs consistently to the required safety,
reliability, availability and maintainability at the minimum cost of ownership. System
Assurance tasks shall include reviews of system safety, reliability, availability,
maintainability, operability and systems engineering as appropriate.
21.2.1.2 “As Low As Reasonably Practicable” (ALARP) means the ALARP principle commonly
applied in the evaluation of safety risk reduction measures. Any risk reduction measure
to deal with the outcome of a particular hazard shall include an evaluation of the cost of
implementing such measure in comparison with the safety benefits that will result.
Where costs are considered to be disproportionately high in the context of the benefits
gained, the measures may be considered as not reasonably practicable and alternatives
may be accepted at the discretion of the Engineer.
21.3 System Assurance Organization
21.3.1.1 The Contractor shall establish a system assurance organizational structure that assumes
the system assurance responsibilities and enables effective communication during the
system assurance process.
21.3.1.2 The Contractor shall appoint a System Assurance Manager (SAM) within 1 Month of
the date of the Letter of Acceptance to manage all the system assurance activities.

21.3.1.3 The SAM shall possess proven experience in system assurance for rolling stock systems.
He / she shall possess at least five years’ experience in managing system assurance
activities for successful new rolling stock projects. The SAM shall be good at both
written and spoken English. The Contractor shall submit the curriculum vitae of the
SAM to the Engineer for Approval prior to the appointment of the SAM and
commencement of the system assurance work.
21.3.1.4 The Contractor shall submit the request to the Engineer for Approval in case of change
of the SAM.
21.3.1.5 Unless otherwise specified, the meetings and workshops specified in this PS Section
shall be hosted in Hong Kong SAR at venues arranged by the Contractor. All key
participants including the SAM from the Contractor and their sub-contractors shall be
physically present in the meetings and workshops.
21.4 System Assurance Plan (SAP)
21.4.1.1 The Contractor shall submit a SAP for the Works to the Engineer for Approval within 1
Month after the Date for Commencement of the Works and submit updates at the end of
each SEMP stage. The required tasks and deliverables are summarised in Table 21-1 at
the end of this Section.
21.4.1.2 The SAP shall serve as the basic device for the Contractor to plan, manage and control
the system assurance processes within his own organization and also to exercise control
over the activities of his sub-contractors. The Contractor shall ensure that all system
assurance requirements are met for each project stage.
21.4.1.3 The SAP shall show the complete range of system assurance activities to be undertaken
during the design development, production, and initial operation of the LRV in order to
achieve the system assurance requirements, including issues relating to interfaces with
other systems. It shall describe in detail how and when the Contractor will undertake the
activities.
21.4.1.4 The objectives of the SAP are to ensure that:-
(a) The requirements of reliability, availability, maintainability and safety (RAMS)

are fulfilled
(b) The reliability, availability, maintainability (RAM) problems and safety hazards
can be identified early in the project

(c) Any improvements found during the system assurance process are included in
the design in a timely manner
21.4.1.5 The contents of the SAP shall consist of, but not be limited to, the following elements:-
(a) Organization and Key Personnel – Those parts of the Contractor's

organization, and the organization of any sub-contractors involved, that will
carry out responsibility for implementation of the SAP, shall be described. The
organizational and functional relationships shall be described, together with the
relevant lines of communication, enabling identification of the persons
responsible for the implementation of each activity and their authority.
Resumes covering personal qualification and experience of key personnel of
the Contractor/ sub-contractors that will carry responsibility for the
implementation of the SAP.
(b) Roles and Responsibilities – The roles and responsibilities of the personnel
involved in the management and execution of system assurance activities shall
be described.
(c) Monitor / Control of Sub-Contractors – The means implemented by the

Contractor for managing the sub-contractors, including the mechanism for
monitoring and controlling the sub-contractors’ System Assurance activities
shall be described. This shall include meetings to review progress.
(d) System Assurance Programme – A bar chart programme incorporating

timescales and dates showing the System Assurance activities / deliverables, as
well as its relationship with the Key Dates, shall be provided.
(e) Integration of System Assurance Activities within Project – The mechanism

for the integration of the system assurance activities within the overall
processes for the Works throughout the design, manufacture, installation,
Testing and Commissioning phases, shall be described, in particular the process
for notification to the Engineer of unacceptable risk, necessary actions and
programme deviations, etc. The procedures for monitoring and control of the
system assurance activities of the Contractor / Sub-contractor shall also be
described.
(f) Techniques and Methods to be Employed – The analysis techniques to be

used at each stage and potential sources of data to be used for the safety
analysis and RAM analysis shall be described. The deliverables and reports,
including those specifically required under this Contract, shall be listed. The
planned contents for each of them shall be described. In case of any design
change, the Contractor shall update and submit all relevant system assurance
deliverables to the Engineer for Approval.

21.5 System Assurance Requirements
21.5.1 System Assurance Tasks
21.5.1.1 The Contractor shall carry out system assurance tasks at different stages of the SEMP
and during the Defects Liability Period (DLP) in order to ensure that all system
assurance requirements, in particular, those issues related to software and interface
design, can be satisfied.
21.5.1.2 System assurance tasks shall be integrated into the design, development, manufacturing
and installation activities as a systematic approach. Outputs of such tasks shall be fed
back to the respective activities and corrective actions shall be developed and
implemented where necessary. The outputs of system assurance tasks shall be submitted
as level 4 Design Data (refer to Appendix 16).
21.5.1.3 The Programme of system assurance tasks shall include, but not be limited to, the
following:-
(a) System assurance analyses, which shall include, but not be limited to:-
x Preliminary Hazard Analysis (PHA)

x Interface Hazard Analysis (IHA)
x System Hazard Analysis (SHA)
x Operating & Support Hazard Analysis (O&SHA)
x Deterministic Safety Assessment (DSA)
x Quantitative Risk Assessment (QRA) / Fault Tree Analysis (FTA)
x Safety Integrity Level (SIL) Analysis
x Failure Modes, Effects and Criticality Analysis (FMECA)
x Safety Criteria Item (SCI) Identification
x Preliminary RAM Analysis
x Derivation and Apportionment of RAM targets
x RAM Modelling and Predictions
(b) Safety Verification and Validation
(c) RAM Testing / Commissioning
(d) RAM Performance Demonstrations
(e) Failure Reporting And Corrective Action System (FRACAS)

21.5.1.4 Information such as failure modes and probabilities employed in the analyses shall be
based on life experience or properly designed tests. The Contractor shall provide
evidence to justify any assumptions adopted in the analyses.
21.5.1.5 For the purpose of RAMS analysis, the Contractor shall assume that the LRVs operate
12.5 hours a day and 365 days a year.
21.5.1.6 The results of safety analyses shall be consolidated into the OPHL and shall be updated
and submitted for Engineer approval to account for any changes in the design of the
LRVs according to Table 21-1.
21.5.2 System Safety Report
21.5.2.1 The System Safety Report shall summarise the system safety activities undertaken, key
safety issues and findings. The System Safety Report shall comply with the structure
and contents required by the latest version of EN50126-2:2007 to be approved by the
Engineer.
21.5.2.2 Within 90 days after the Date for Commencement of the Works, the Contractor shall
submit the Table of Contents of the System Safety Report for Engineer’s Approval
before the formal System Safety Report submission.
21.5.2.3 The Contractor shall submit the first revision of the System Safety Report together with
the relevant design documentations and references to the Engineer for Approval at
SEMP stage 3. The final revision of System Safety Report shall be submitted for
Approval before the delivery of the first LRV under the Contract. The Contractor shall
include the System Safety Report submission schedule in the SAP for Approval.
21.5.3 Deterministic Safety Assessment (DSA)
21.5.3.1 The Contractor shall assess the design in respect of the application of, and compliance /
non-compliance with current design codes and standards. This assessment will include
the identification and assessment of any design safety principles associated with each
aspect of the design and to confirm compliance / non-compliance with these principles
and the PS requirements. It forms the main qualitative, non-numerical, assessment for
safety of the Works supplied in this Contract.
21.5.3.2 The Contractor shall incorporate the DSA items provided by the Engineer, if any, and
register further safety requirements and principles from the Contract requirements,
relevant codes of practice, standards and regulations, and design / operations safety
principles.

21.5.3.3 The Contractor shall then:-
(a) Assess the design, including Contractor’s design and alternative design, if any,
in respect of the application of, and compliance / non-compliance with the
identified safety requirements and principles
(b) Verify the realization of safety requirements and principles in the system
installed
21.5.3.4 The relevance and application of the identified design safety requirements and principles
shall be confirmed for normal, degraded and emergency operation of the system.
21.5.3.5 The Contractor shall provide cross reference to the documentary evidence in the DSA to
the satisfaction of the Engineer to prove compliance with all safety requirements and the
completion of measures provided for achieving the safety requirements at SEMP stage 2
and updates at remaining SEMP stages. Examples of closeout evidence are design
drawings, calculations, test reports, s ite verification, material compliance certificate or
Operation and Maintenance documents.
21.5.3.6 In the event that the DSA identifies any matter of the Contractor’s design or
Contractor’s submission does not meet with the identified safety requirements and
principles, the Contractor shall conduct full justification with operational hazard review
(and Quantitative Risk Assessment upon request by the Engineer) and submit to the
Engineer for Approval.
21.5.3.7 The results of the DSA shall be documented using the template as stipulated in
Appendix 31 and submitted (in both hardcopy and softcopy in Microsoft® Excel format)
to the Engineer for Approval at SEMP stage 2. The updated version of the DSA shall be
submitted in the remaining stages. The DSA Report is a part of the System Safety
Report.
21.5.4 Quantitative Risk Assessment (QRA) / Fault Tree Analysis (FTA)
21.5.4.1 QRA shall be conducted for those hazards which have satisfied the following
conditions:-
x Residual Risk Level is assessed as R1 or R2; and
x Likely to cause fatality of passenger and/or staff
21.5.4.2 The Contractor shall conduct FTA for the following “top events”:-

(a) LRV collision (including head-on / rear-end / side-on / buffer stop collision,
etc.);
(b) LRV derailment
(c) LRV fire, smouldering / smoke
(d) LRV separation
(e) Undemanded passenger door opening (during LRV in motion or stationary)
(f) Failure to open emergency door
21.5.4.3 The frequency of system failures leading to hazardous scenario, e.g. emergency brake
failed to function, shall be less than 1xE-09 / hour.
21.5.4.4 For identified operational hazards not under the ‘top events’, the methods of analysis
(e.g. FTA, ETA) have to be approved by the Engineer and the analysis results shall be
submitted in the SEMP stage 2.
21.5.4.5 FTA shall involve the preparation of a logic diagram, which traces the events or
combinations of contributing events which have led to an undesirable occurrence
(referred to as the "top event"). Each of the contributing event(s) shall be also
considered in turn, together with the subsidiary events involved in those failures.
21.5.4.6 The process shall be continued with each event being scrutinised for its causes until it is
not practical to proceed to a lower level or the process needs not be continued because
the probability of the occurrence of the event is demonstrably negligible. The effects of
software, human factors and environmental factors shall be considered in the analysis.
21.5.4.7 The Contractor shall submit the QRA / FTA Report at SEMP stage 2. The updated
version of the QRA / FTA Report shall be submitted in the remaining stages to the
Engineer for Approval. The QRA / FTA Report are part of the System Safety Report.
21.5.5 Safety Integrity Level (SIL) Analysis
21.5.5.1 The hardware and software SIL for the Door Control system (subject to interlocking
design with signalling) and Brake Control system (including the wheel slip slide
control) shall be SIL 2 at least. The evidence of hardware backup for supporting the
determination of all software SIL shall be provided to the Engineer for approval. The
software system design and development process shall comply with the relevant
requirements stipulated in EN50128 and EN50129.
21.5.5.2 The Contractor shall carry out a SIL Analysis and allocate a SIL for other safety related
systems, including the underlying software and hardware of each system, subsystem and
/ or function, based on the various System Requirements Document (refer to Appendix
16), PS requirements and hazard analyses. In determining SIL, all causes of failures
(including random hardware failures, systematic failures and software errors) which lead
to an unsafe state shall be included. The safety analysis shall be conducted on the
interface function in accordance with the EN50129 and IEC61508 and benchmarking
with the SIL of similar railway systems shall be carried out. The SIL assessment
methodology shall be submitted for the Engineer’s approval before commencement of
the work during SEMP stage 1.
21.5.5.3 The Contractor shall demonstrate in the safety analyses that the SIL of the hardware and
software system shall be able to reduce the risks to ALARP. The SIL requirement for a
hardware and software system shall apply to all the underlying systems, subsystems and
its interfaces delivering the intended safety functions
21.5.5.4 If the Contractor wishes to propose any change to the SIL or propose any SIL for a new
system / subsystem or interface, detailed safety analysis shall be conducted on the
interface function in accordance with the EN50129 and IEC 61508 and benchmarking
with the SIL of similar railway systems shall be carried out. Determination of the
proposed SIL shall be based on a safety analysis to assess the required integrity in terms
of dangerous failures per hour or probability of failure on demand in order to mitigate
the risk to ALARP.
21.5.5.5 The SIL assessment shall be produced as part of the PHA, and shall be used to
determine the appropriate design and development techniques. The SIL defined in
EN61508 shall be used. The software and hardware system design and development
process shall comply with the relevant requirements stipulated in EN50128 and
EN50129.
21.5.5.6 All safety analyses associated with SIL shall be reported in the SIL Analysis Report and
submitted at SEMP stage 2. The final version of this report shall be submitted at SEMP
stage 3. The SIL Analysis Report is a part of the System Safety Report.
21.5.6 Failure Modes, Effects and Criticality Analysis (FMECA)
21.5.6.1 At SEMP stage 2, the FMECA shall be undertaken and highlighted on all components
in systems or equipments which are found to have failure modes whose failure
consequences are classified as "Serious" or worse or cause LRV delay greater than five
minutes in accordance with the Hazard Consequence Categories of Risk Matrix (as
shown in Appendix 28) and the Service Risk Matrix (as shown in Appendix 29),
respectively.

21.5.6.2 FMECA shall adopt a bottom-up approach to identify the effects on the operating
railway due to failure of low level equipment. Apart from hardware, the scope shall also
cover software and human factors. The effects of different modes of component failure
shall be propagated to the next level of the system or equipment and this process shall
be continued until the overall effect on system function can be determined. The effect of
any equipment redundancy shall be incorporated into the results.
21.5.6.3 An estimation of the effects of the failure on passengers and staff shall also be made,
including safety, delay to the service, and an estimation of time taken to restore the
system to normal operation will also be required.
21.5.6.4 A template of the FMECA (in Microsoft® Excel format) will be provided to the
Contractor to record the analysis results, an example is shown in Appendix 32 of this
PS. The Contractor shall highlight the Safety Critical Items (SCI) (as defined in PS
Clause 21.5.7) and those items in which their failure will have service impact to the
LRV Stop, LRV and Depot operations in accordance with the Service Criticality Rating
(as shown in PS Clause 21.7.10), Risk Matrix (as shown in Appendix 28) and Service
Risk Matrix (as shown in Appendix 29).
21.5.6.5 The Contractor shall register all the issues with safety and / or significant service impact
as identified from FMECA into the OPHL.
21.5.6.6 The Contractor shall submit a softcopy of the FMECA (in Microsoft® Excel format) to
the Engineer for Approval. The Contractor shall submit the FMECA Report at SEMP
stage 2. The updated version of the FMECA Report shall be submitted in the remaining
SEMP stages to Engineer for Approval.
21.5.7 Safety Critical Item (SCI)
21.5.7.1 A SCI is an engineering item whose integrity is critical to the safe operation of the
railway. Its failure to perform its functions could lead to an accident involving loss of
life or injury to the staff, Contractor, passengers or the public, it requires stringent
maintenance controls to ensure that it continues to satisfactorily perform the required
safety functions.
21.5.7.2 A reference list of SCI will be provided by the Engineer containing the relevant SCI
records of the existing railway. The Contractor shall review the reference list of SCI and
identify those items applicable to the Works. The Contractor shall also identify any
further SCIs that are not contained in the reference list. The Contractor shall propose
appropriate maintenance control measures during SEMP stage 2.
21.5.7.3 The methodology for the identification of SCIs shall be submitted to the Engineer for
Approval during SEMP stage 1.

21.5.7.4 The following selection criteria are used to determine the safety consequence of the
credible failures of an engineering item being assessed (items that satisfy any of the first
three criteria are considered safety critical):-
(a) Single failure that leads to Serious (< 5 major injuries) or worse consequence
(b) Double independent failures that lead to Critical (< 5 fatalities or 5-50 major
injuries) or worse consequence
(c) Triple independent failures that lead to Catastrophic (5-50 fatalities or 51-500
major injuries) or worse consequence
(d) Ignore Quadruple (or more) Failures
21.5.7.5 The Contractor shall record the SCI identification results in accordance with the SCI
sample template as outlined in Appendix 30 and submit (in both hardcopy and softcopy
in Microsoft£ Excel format) to the Engineer for Approval during SEMP 2 and SEMP 3.
21.5.7.6 The Contractor shall review the OPHL against the SCI identification results to ensure
that all identified SCIs are included within the OPHL and the risks of the associated
hazards are reduced to ALARP.
21.5.8 Preliminary RAM Analysis
21.5.8.1 At SEMP stage 1, the Contractor shall conduct a Preliminary RAM analysis which shall
give an initial indication of any RAM problems which may arise.
21.5.8.2 The Preliminary RAM Analysis shall include a preliminary assessment of the likely
levels of RAM to be achieved.
21.5.8.3 The Contractor shall undertake the RAM analysis, which is a bottom up analytical
process aiming to estimate the RAM performance of the LRV equipment and to
determine whether the RAM requirements as stipulated in PS Clauses 21.5, 21.7, 21.8
and 21.9 can be achieved with the proposed design taking due consideration of new and
/ or modified equipment items.
21.5.8.4 The Contractor shall provide reliability prediction and apportionment in accordance
with established techniques, standards or properly documented and verifiable field
failure data for identical or similar equipment. The standards used or the source of field
data, such as the latest version of MIL-HDBK-217F data, shall be clearly identified.

21.5.8.5 The Contractor shall submit the Preliminary RAM Analysis Report at SEMP stage 1 and
the final version at SEMP stage 2 to the Engineer for Approval.
21.5.9 Derivation and Apportionment of RAM Targets
21.5.9.1 At SEMP stage 1, the Contractor shall decide, subject to the agreement of the Engineer,
to what extent the overall targets for RAM of their Works shall be decomposed to sub-
system/component level. The Contractor shall then apportion the overall targets among
the subsystems / components. Those aspects of design which are contributing
disproportionately high levels of risk to the non-achievement of RAM targets shall be
identified.
21.5.9.2 The Contractor shall submit the RAM Target Apportionment Report at SEMP stage 1
and the final version at SEMP stage 2.
21.5.10 RAM Modelling and Predictions
21.5.10.1 At SEMP stage 2, the Contractor shall conduct RAM modelling and predict RAM
performance after preliminary RAM analysis to verify the RAM targets specified in this
Section can be achieved by the design of systems / sub-systems on the LRV, using
verifiable field RAM data from original product suppliers, or relevant RAM prediction
analyses based on verifiable data. The methodology (e.g. using reliability block diagram,
FTA or FMECA) shall be specified in System Assurance and Approved by the
Engineer.
21.5.10.2 The purpose of RAM modelling is to develop a model of the functional

interdependencies of the system / sub-system on the LRV. It shall provide an analytical
framework for apportioning the system level RAM targets into lower level estimates to
generate design goals.
21.5.10.3 RAM prediction is a bottom up analytical process which provides quantitative estimates
on overall system RAM performance based on estimates of lower level sub-systems.
21.5.10.4 RAM prediction shall identify weak links in the system, provide quantitative assessment
of a design with respect to achievement of the RAM targets and highlight areas having
the largest potential for improvement.
21.5.10.5 Documents shall be provided to show how the configuration of the system contributes to
its overall safety and RAM performance, and the trade-off between relevant parameters.
21.5.10.6 Failure to achieve any of the performance targets defined in PS Clauses 21.5.10.1 to
21.5.10.5 shall be deemed to be a defect.

21.5.10.7 The Contractor shall submit the RAM Modelling and Predictions Report at SEMP stage
2 and the final version at SEMP stage 3 to the Engineer for Approval.
21.5.11 Safety Verification and Validation (V&V)
21.5.11.1 The objective of Safety V&V is to demonstrate that safety functions / features which are
an integral part of the design shall work as intended. The process shall be covered by
type test and commissioning tests on items of equipment critical to safety.
21.5.11.2 The Contractor shall, by means of a design verification process in accordance with the
requirements of the Design Verification and Validation Plan specified in Clause 9.1.3 of
the PS, demonstrate that all of the requirements of this PS have been met.
21.5.11.3 The Contractor shall carry out Safety V&V for the safety related system in accordance
with the requirements of the SIL level. This shall include developing plans and carrying
out the V&V process and conducting all tests according to the plan. All test results shall
be documented and compiled in a Safety V&V report.
21.5.11.4 The Contractor shall submit the Safety V&V report at SEMP stage 4 and the final
version at SEMP stage 5 to the Engineer for Approval. The Safety V&V is a part of the
System Safety Report.
21.5.12 RAM Testing / Commissioning
21.5.12.1 During specific project stages as defined in Table 21-1, individual components and sub-
assemblies shall be tested to establish whether they shall be able to achieve the RAM
targets established in the design process.
21.5.12.2 As a minimum requirement, simulated endurance tests shall be carried out, during
SEMP stage 3 and SEMP 4, on each of the top 5 items of equipment which are expected
to contribute to the greatest number of incidents in accordance with the analyses.
21.5.12.3 Such tests shall be carried out on representative samples of the equipment to verify the
reliability predicted in the analyses to 90% confidence level single sided lower limit and
to the requirements in PS Clause 9.4.
21.5.12.4 Each item to be tested shall be operated under simulated operation conditions for at least
1.2 times of the number of duty cycles or operating time that it shall experience in actual
service between overhauls or replacements. Details of the test and the results shall be
submitted as part of the RAM Demonstration Report for the Engineer’s approval.

21.5.13 Register of LRV Failures
21.5.13.1 In addition to the OPHL, the Contractor shall also set up and maintain a Register of
LRV Failures to document all scenarios which will result in a LRV failure. The causes,
consequential effects and impact on LRV service shall be recorded for each entry in the
Register.
21.5.13.2 The Register of LRV Failures shall be submitted in both printed and electronic copies at
SEMP stage 2 and updated at the remaining SEMP stages. The electronic copy shall be
prepared in Microsoft® Excel format, or a later version as Approved, stored in a CD
ROM.
21.5.14 System Assurance Review
21.5.14.1 The Contractor shall convene System Assurance Review (SA Review) meetings to
review all system assurance activities and ensure operational hazards are
comprehensively identified within the scope of the Contract. The SA Review meetings
shall be held quarterly, or when there is any key system change. The Engineer may
participate in the SA Review meetings.
21.5.14.2 The Contractor shall review all analyses and the OPHL during the SA Review meetings
to ensure that the required mitigation measures have been incorporated in the current
system, and the mitigation measures do not introduce any new operational hazards or
increase the risk for the existing operational hazards. The Contractor shall review and
identify if there are any system deficiencies and provide recommendations to reduce any
potential risks.
21.5.14.3 The Contractor shall submit the meeting records within 14 days after each SA Review
meeting to the Engineer, and ensure actions arising from the meeting are timely
undertaken.
21.6 Operational Hazard Management
21.6.1 General
21.6.1.1 The Contractor shall conduct formal operational hazard identification workshops and
analyses to identify all relevant operational hazards systematically, which may affect the
safe and / or reliable operations of the future or the existing Operating Railway due to
the design, construction, installation, testing, commissioning, operation and
maintenance of the Works.

21.6.1.2 The operational hazard analysis shall cover equipment hazards, interface hazards,
system hazards and operating & support hazards. The Contractor shall carry out a
thorough review of the relevant operational hazards and implement safeguard actions
accordingly.
21.6.1.3 Operational hazard identification workshops shall be conducted by the Contractor

during early stage of the Works (see Table 21-1 for details), with the attendance from
the Engineer, to identify the operational hazards and propose appropriate mitigation
measures. All protection measures which are designed to eliminate, control, or mitigate
the effect of potential operational hazards shall be documented.
21.6.1.4 The scope, purpose and methodology to be applied for the workshop shall be submitted
to the Engineer for Approval before conducting the workshop. The Contractor shall
focus on the identification of new and specific operational hazards arising from the
following areas:-
(a) New and specific design functions for application
(b) Location specific design feature or site restrictions
(c) Different designs compared with the interfacing operating railway which could
introduce compatibility and interoperability issues
(d) Change in operating assumptions or design compared with the specified design
and the impacts on operation and interfacing systems
(e) Requirements for the introduction of new operating procedures, temporary or

permanent operating restrictions
(f) Activities prone to human errors due to the complicated operation and
maintenance, different equipment design principles, human machine interfaces
or nomenclature within the same operating environment
(g) Construction activities, including but not limited to Testing and

Commissioning and changeover activities, that may affect the existing railway
operations
21.6.1.5 The following areas shall be highlighted in the summary of the respective hazard
analysis for the Engineer's attention:-

(a) All new hazards identified by the Contractor as a result of the new system
design, interfaces, usage or operational environment shall be highlighted with
new Contractor’s Hazard Identification Numbers
(b) Any potential increase in risk level of existing hazards to an R1 or R2 and S1 to

S2 Level due to change in hazard frequency or consequence
(c) Proposed design options to mitigate the risk level to ALARP level, together
with Cost Benefit Analyses and recommendation(s)
(d) Any uncontrolled risks that are outside the Contractor's responsibility and
require the Engineer or other Contractor's actions
21.6.1.6 All the operational hazards identified shall be assessed in accordance with the “Risk
Matrix for Operational Hazard Management” or “Service Risk Matrix” shown in
Appendix 28 and Appendix 29. The Contractor shall make every effort to ensure that
there is no duplication of operational hazards.
21.6.1.7 For the hazard with consequence of both safety and service impacts, Risk index (R1 to
R4) shall be adopted. Service Risk index (S1 to S4) shall be adopted for the hazard with
consequence of service impact only.
21.6.1.8 The Contractor shall review and resolve the operational hazards in the OPHL in
accordance with the following principles:-
(a) Operational hazards with a residual risk rating of R1 or R2 and S1 or S2 are not
acceptable. The Contractor shall propose safeguards to mitigate the risks to R3
or R4 and S3 or S4 level in a timely manner to avoid late design change. Unless
the Contractor can demonstrate that practical design and / or construction
safeguards cannot be identified, the use of other alternatives, such as operating /
maintenance procedures or training of operating / maintenance staff, will not be
accepted as suitable safeguards; and
(b) Should there be any operational hazards with a residual risk rating of R3 or S3
that are of particular concern, the Engineer may request the Contractor to
provide evidence to show that the risks of such operational hazards are reduced
to ALARP level.
21.6.1.9 Should there be any operational hazards requiring more accurate risk evaluation, upon
request from the Engineer, the Contractor shall carry out QRA, e.g. FTA and / or Event
Tree Analysis (ETA), to assess the risk levels of particular operational hazards.

21.6.1.10 The Contractor shall record and submit all the identified operational hazards identified
in the operational hazard identification workshops and various safety analyses in an
OPHL. References to relevant information / analysis items shall be included in the
OPHL to describe the source(s) of the operational hazards identified. The OPHL shall
be included as part of the System Safety Report (refer to PS Clause 21.5.2).
21.6.1.11 The OPHL shall be submitted at the beginning of SEMP stage 1 in accordance with the
template shown in Appendix 27 for Engineer’s approval. The softcopy of the template
will be provided by the Engineer. Contractor shall review the progress of the operational
hazard resolutions in the OPHL at least monthly and submit an updated OPHL (in
Microsoft® Excel format) to the Engineer until all operational hazards are closed out.
21.6.1.12 For operational hazards requiring design safeguards to resolve, the Contractor shall
provide sufficient close out information and evidence to the Engineer prior to design
approval. All safeguards and method statements for controlling installation /
construction hazards shall be in place before SEMP stage 4. The close out of operational
hazards shall be done in a timely manner. O&M safeguards, which form part of the
O&M manual, shall be closed out prior to completion of the system for passenger
service.
21.6.1.13 An operational hazard shall only be closed when the Contractor has confirmed
completion of the agreed safeguards and provided cross-references to relevant evidence
such as design submissions, calculations, inspection records, Testing and
Commissioning results, as-built drawings etc. to the satisfaction of the Engineer.
21.6.2 Preliminary Hazard Analysis (PHA)
21.6.2.1 PHA shall provide an early, top level assessment of the design for possible hazards and
to initiate appropriate actions to mitigate / eliminate hazards.
21.6.2.2 The Contractor shall submit the PHA Report at SEMP stage 1 and the final version at
SEMP stage 2. The PHA Report is a part of the System Safety Report.
21.6.2.3 The hazards identified in the PHA shall be reported using the OPHL template in
Appendix 27.
21.6.3 Interface Hazard Analysis (IHA)
21.6.3.1 The IHA shall be conducted upon completion of the PHA.

21.6.3.2 The IHA identifies and assesses existing or potential hazards between subsystems and /
or systems and their effect on overall system safety and operations. The emphasis is on
interfaces. The IHA shall be conducted on the critical interrelationships of each
subsystem and system to determine the cause and effect of possible independent,
dependent and simultaneous failures that could present a hazardous condition, including
failures of safety devices. When the IHA indicates a potential problem, it should be
made known to the Engineer immediately.
21.6.3.3 All hazards identified in the IHA shall be registered in the OPHL. The IHA shall be
reported using the OPHL template in Appendix 27. The Contractor shall submit the IHA
Report at SEMP stage 2 and the final version at SEMP stage 3. The IHA Report is a part
of the System Safety Report.
21.6.4 System Hazard Analysis (SHA)
21.6.4.1 The SHA shall be conducted upon completion of the PHA.
21.6.4.2 The SHA shall identify and assess hazards associated with the design of systems
including component failure modes, software errors and hazards resulting from
functional relationships between components and equipment comprising each system.
21.6.4.3 All hazards identified in the SHA shall be registered in the OPHL. The SHA shall be
reported using the OPHL template in Appendix 27. The Contractor shall submit the
SHA Report at SEMP stage 2 and the final version at SEMP stage 3. The SHA Report is
a part of the System Safety Report.
21.6.5 Operating & Support Hazard Analysis (O&SHA)
21.6.5.1 The O&SHA shall be conducted upon completion of PHA.
21.6.5.2 The O&SHA shall be conducted on all tasks and human actions, including acts of
omission and commission, by persons interacting with the system, subsystems and
assemblies at any level, and including the public. All human factors and ergonomic
aspects of the design and its operation shall be considered. When the O&SHA indicates
a potential safety hazard, it shall be made known to the Engineer immediately.
21.6.5.3 All hazards identified in the O&SHA shall be registered in the OPHL. The O&SHA
shall be reported using the OPHL template in Appendix 27. The Contractor shall submit
the O&SHA Report at SEMP stage 2 and the final version at SEMP stage 3. The
O&SHA Report is a part of the System Safety Report.

21.7 Reliability Requirements
21.7.1 General
21.7.1.1 As far as reasonably practicable, no credible single point failures shall cause the LRV
supplied under this Contract and its interfacing systems to compromise safety, for
example, LRV immobilised, nor to be unable to fulfil the service requirements.
21.7.1.2 Failure to achieve any of the performance targets defined in PS Clauses 21.5, 21.7, 21.8
and 21.9 shall be deemed to be a defect under COC Section 75.
21.7.2 Definitions
(a) Failure – A condition requiring unscheduled maintenance of a passenger

vehicle or a component or sub-assembly of such a vehicle causing service
interruption either changeover or service delays in traffic. An operation or
function which fails to perform as designed or causing nuisance alarm is
included.
(Excluding minor adjustments and replacements of consumable during the

scheduled checks as well as items found not to have been maintained in the
manner specified in the maintenance manuals during the scheduled checks.)
(b) Mean Time Between Failures (MTBF) – All failures except those failures that
do not impact on-time performance of the transit system or result in a loss of
any specified LRV functionality (e.g. because of equipment redundancy).
(c) Initial delay refers to the increase in journey time experienced by passengers on
the failed LRV at the incident location. The increase in journey time is the
duration between the time a LRV is stopped owing to a failure and the time at
which movement resumes. In this Contract, initial delay could also refer to the
time increase compared with the scheduled timetable for LRV to dispatch from
Depot.
(d) Accumulative delay refers to the additional terminus-to-terminus time of the

LRV which suffers the maximum delay in the incident.
(e) A train service is delayed due to train failure. Both initial and accumulative
delays, whichever it the greater, shall be counted.

(f) Incident – The reliability of the LRVs shall be measured based on the number
of LRV service disruption incidents, hereafter referred to as incidents, which
are caused by LRV failures during operation. An incident is defined as any one
of the following events which are caused by a LRV failure (refer to PS Clause
21.7.2 (a)).
x Removal from Service, a LRV is removed from passenger service.

x Delay to LRV Service, a LRV is delayed by 5 minutes or more.
Both initial and accumulative delays, whichever is the greater, shall
be counted.
x Failure to be dispatched, a LRV which is scheduled to enter
passenger service cannot be dispatched at the scheduled time of
departure.
(g) Events which have evidence to indicate that a LRV failure has occurred but
which end up with causes unknown shall be included retrospectively as
incidents once they are confirmed to have arisen from genuine LRV failures.
21.7.3 Measurement of Reliability
21.7.3.1 The reliability of the LRVs shall be assessed using the following measures:-
(a) Number of 5-minute Delays per Million Car Kilometres – The average number
of delays of or over 5 minutes per million car kilometres achieved by all cars in
a given period. It shall be calculated using the following formula:-
Total number of delays of or over 5 mins. in a given period x 1,000,000

Total running distance in km covered by all cars in the period
(b) Number of 8-minute Delays per Million Car Kilometres – The average number
of delays of or over 8 minutes per million car kilometres achieved by all cars in
a given period. It shall be calculated using the following formula:-

(c) Number of 20-minute Delays per Million Car Kilometres – The average
number of delays of or over 20 minutes per million car kilometres achieved by
all cars in a given period. It shall be calculated using the following formula:-


21.7.4 Reliability Targets
21.7.4.1 The LRVs shall achieve the following reliability targets by the end of the reliability
demonstration period:-
(a) Not more than 1.94 cases of delay of or over 5 minutes per million car
kilometres
(b) Not more than 1.22 cases of delay of or over 8 minutes per million car
kilometres
(c) Not more than 0.1 cases of delay of or over 20 minutes per million car
kilometres
21.7.4.2 The MTBF for the whole LRV and top five sub-systems (refer to Appendix 5 for the
system breakdown) shall be calculated using the following formula and shall achieve the
targets given in Table below.
Total Operating Time of the LRVs in a Given Period of Time

Total Number of Failures of the LRVs / Sub-system in a Given Period of Time
Proposed Target (hr)

Propulsion 30,200
Pneumatic and brake 20,200
SIV and Auxiliary Supply 20,200
Door 13,800
Air-conditioning 18,900
21.7.5 Conditions for LRV Failures
21.7.5.1 LRVs under the following conditions are deemed unfit for passenger service:-
(a) A failure or symptoms that suggest the presence of such failure, which
endangers the safe and / or normal operation of the railway. Examples are:-
x a failure in the brake system

x a failure in a safety interlock or protection circuit, such as the
door loop
x abnormal noise in the underframe
x smouldering
x serious wheel flat
x arcing on the pantograph
x failure of any emergency equipment
x failure of wiper
x failure of Falling Object Detection System
x failure of external mirror (fail to retract / extend)
x failure of head, rear or brake light
x failure of part of the traction equipment so that the LRV will
not be able to perform emergency push-out duty
(b) A failure, or symptoms that suggest the presence of such failure, which will
render the LRV being not able to meet the minimum headway requirement.
Examples are:-
x a failure in the traction equipment so that the LRV is not able to

meet the service speed profile
x any door on a LRV cannot operate properly
x a failure that requires more than 1 instance of reset or recovery
action by the LRV operator within 30 minutes
(c) A failure, or symptoms that suggest the presence of such failure, which will
degrade the quality of passenger or LRV operator comfort. Examples are:-
x any air conditioning unit on a LRV fail

x noisy air conditioning unit
x 1/3 or more of the lighting in a car fail
x cab air conditioning failure (if applicable)
x jerky movement
(d) A failure, or symptoms that suggest the presence of such failure, which will
aggravate the damage on the LRV or other railway equipment if the LRV
remains in service. Examples are:-
x wheel flats
x arcing on the pantograph
x brake hanging on
Further failure examples to be agreed with the Engineer.
21.7.5.2 Without in any way limiting any condition of the Conditions of Contract, the Contractor
shall accept full responsibility for the design of the Works or any part thereof as regards
structural strength, efficient operation, satisfactory performance in service and
compliance with the requirements of the PS during the DLP. Should the Works, or any
part thereof, fail structurally, fail to operate or perform as specified in this period for any
cause, other than through damage, derailment, collision, not arising from any fault in
design, or any other cause which is the responsibility of the Employer, such failure shall
be deemed to be a design failure. The Contractor shall then effectively remedy such
failure free of cost to the Employer. The remedy shall include modification of the parts
concerned and any associated removal and re-installation work, and the general
application of the remedy to such other like parts on all vehicles that the Employer
deems also liable to fail as set out above.
21.7.5.3 The method of counting failures shall take account of the following points:-

(a) Consumable items shall not count. A proposed list of consumable shall be
included. Switches, push buttons, LED indicators, etc. are not favoured for
inclusion as consumables in less than 5 years, relays designed for not less than
15 years, etc.
(b) A list of minor adjustments not to count shall be proposed. The list above shall
be subject to the Engineer’s reasonable review at a stage in the project
considered appropriate by the Engineer.
(c) No Fault Found may be deleted from the count, provided no repetition of the
fault occurs within a period of three months. These shall be included into the
Mean Time To Repair assessment and may be considered by the Engineer
whether to direct the Contractor to improve fault monitoring and recording on
the vehicle, training in fault-finding and/or manuals, etc. or provision of
particular engineering and design staff on site.
21.7.6 Recovery from LRV Failures
21.7.6.1 To minimise service disruption incidents caused by LRV failures, the LRVs shall be
designed to meet the following requirements:-
(a) In the event that the failure cannot be recovered and the LRV is required to be
withdrawn from service, the LRV operator shall, within five minutes, be able to
carry out failure isolation and start the return journey at fully laden load under
the LRV's own power, to the nearest depot or refuge siding.
(b) In the event that no tractive power is available from the defective LRV and an
assistance LRV is required, the LRV operator shall, within five minutes, be
able to prepare the LRV for emergency push out or pull out operation.
21.7.7 Reliability Development /Growth Management
21.7.7.1 To ensure achievement of the reliability targets on the first day of revenue service, the
Contractor shall conduct Reliability Development / Growth management during SEMP
stage 2 and 3 and carry out tests during SEMP stage 4 and 5 in order to identify any
design deficiencies or defects for improvement.
21.7.7.2 The Contractor shall demonstrate that all critical design, manufacturing and Testing and
Commissioning activities are managed and completed timely. All equipment / sub-
systems shall be tested with results to the satisfaction of the Engineer before being
integrated with other equipment during the production and installation process.

21.7.7.3 Reliability growth management shall include but not limit to specifying required system
/ sub-system tests, test schedules (from prototype development to manufacture), test
methods, duration and acceptance criteria.
21.7.7.4 The Contractor shall refer to MIL-HDBK-338, MIL-HDBK-189 and MIL-HDBK-781

for the techniques and method of reliability growth.
21.7.7.5 The Reliability Growth Management processes shall be completed before the
commencement of passenger service.
21.7.8 Reliability Growth Plan
21.7.8.1 The Reliability Growth Plan shall be submitted to the Engineer for Approval during
SEMP stage 2. The Reliability Growth Plan shall include the following:-
(a) Organization, responsibility and key personnel to carry out the reliability
growth exercise
(b) The reliability performance forecast and reliability targets on different

development stages of the project
(c) A programme summarizing the key activities
21.7.9 Reliability Growth Report
21.7.9.1 The Contractor shall submit to the Engineer a Reliability Growth prediction /
measurement at the end of SEMP stage 3, and at the end of every month after
commencement of the on-site tests. The Reliability Growth Report shall include
reliability performance statistics and comparison of the targets.
21.7.9.2 The monthly reliability performance results shall provide evidence that the predicted
reliability performance requirements are achieved and shall include any supporting
information and calculations.
21.7.9.3 Before the commencement of revenue service, the Contractor shall submit to the
Engineer for Approval a final Reliability Growth Report. The final Reliability Growth
Report shall demonstrate that the predicted reliability performance requirements have
been achieved and shall include any supporting information and calculations.

21.7.10 Service Criticality Review
21.7.10.1 Service Criticality Review aims to improve the overall reliability of railway assets. It
provide guidance on ranking the service criticality of the LRV based on potential service
impact of failure and deriving the necessary risk-based controls throughout the life-
cycle, based on the service criticality rating.
21.7.10.2 Contractor shall determine the Service Criticality Rating of the LRV equipment by the
consequence of its failure. Past incident data may be used as a reference for evaluating
the consequence of a failure, but this shall not substitute the professional engineering
judgement regarding the evaluation of a potential service impact under a credible worst-
case scenario.
21.7.10.3 Contractor shall adopt control measures based on their service criticality ratings that for
equipment that its failure would result in line and / or LRV stop disruption. It covers the
requirements on design review, maintenance review, recovery review, additional
validation for asset introduction or during modification and quality assurance of
purchased spare items.
21.7.10.4 Contractor shall prepare a Service Criticality Rating Assessment Report detailing the
service criticality ratings of the LRV and the improvement actions required.
21.7.10.5 The Contractor shall review and resolve the service critical equipment in accordance
with the following principles:-
(a) The level of details in the Service Criticality Review (i.e. down to component
level, assembly level, module level or LRU level, etc.), such that the review
effort required would be well commensurate with the potential benefits gained
from the review result shall be agreed with the Engineer.
(b) The worst-case impact in the failure scenarios that may reasonably occur on the
equipment shall be examined.
(c) Identify improvement actions so as to reduce the number of C1 and C2 items as

far as possible and to improve the overall reliability of the corresponding
system.
(d) The Service Criticality of equipment with redundancy is assessed by assuming

that the back-up provision or its redundancy is under fully functional state. If
the failure of this redundancy, or the switchover link would lead to disruption
of C1 ranking, the equipment and its redundancy system should be highlighted
to the Engineer.

(e) Note that some equipment may cause more than one type of disruption. In such
case, the severity of failure shall be examined for each type of disruption and an
overall Service Criticality Rating shall be assigned based on the worst failure
consequence.
21.7.10.6 The Contractor shall register all the issues with significant LRV service impact as
identified from Service Criticality Review into the OPHL.
21.7.10.7 The Contractor shall submit a softcopy of the Service Criticality Review (in Microsoft®
Excel format) to the Engineer for Approval. The Contractor shall submit the Service
Criticality Review Report at SEMP stage 2. The updated version of the Service
Criticality Review Report shall be submitted in the remaining design stages to Engineer
for Approval.
21.7.10.8 The duration of line disruption is measured by the accumulative delay or duration of
LRV service suspension caused by an equipment failure.
21.7.10.9 The duration of LRV stop operation is measured by the total suspension / affected time
of any equipment failure resulting in total or partial LRV stop closure that requires
operational attention (e.g. crowd control) and/or affects LRV service availability.
21.7.10.10 The Service Criticality Rating for LRV stop disruption and line disruption is defined as
follows:-
Criticality Definition Duration of Duration of

Rating LRV stop Line
Disruption Disruption
C1 Significant loss of revenue; high 1 day or > 60
public attention; customers will more minutes
make serious complaints
C2 Some loss of revenue; medium 20 minutes ~ 20 ~ 60
public attention; customers will < 1 day minutes
likely make complaints
C3 Marginal loss of revenue; limited 5 ~ 19 5 ~ < 20
public attention; customers may minutes minutes
feel mildly frustrated
C4 Insignificant loss of revenue; no < 5 minutes 3~<5
public attention; customers can minutes
normally tolerate
Table 21.10 (a) - Service Criticality Rating (Station and Line Disruption)

21.7.10.11 The Service Criticality Rating for depot disruption is defined as follows:-
Criticality Definition Duration of Depot

Rating Disruption
C1 Most critical equipment, the failure All LRVs stranded; or
of which will seriously affect LRV Depot closure > 2 hours
service delivery and/or depot
operations
C2 Critical equipment, the failure of Delay of LRV maintenance
which will have significant impact activities > 8 hours; or
on LRV service delivery and / or Depot closure ≤ 2 hours
depot operations
C3 Important equipment, the failure Delay of LRV maintenance
of which will have some effects on activities 1 ~ 8 hours
LRV service delivery and / or depot
operations
C4 Equipment that has little effect on Delay of LRV maintenance
LRV service delivery and / or depot activities < 1 hour
operations
Table 21.10 (b) - Service Criticality Rating (Depot Disruption)
21.7.10.12 The duration of depot disruption is measured by the suspension or affected time of LRV
maintenance activities due to equipment failure.
21.8 Availability Requirements
21.8.1 Definitions
(a) Availability is the probability that the vehicle shall, when used under specified
conditions, operate satisfactorily and effectively, or the number of occurrences
for which the vehicle will operate properly when called upon.
(b) Corrective Maintenance is unscheduled maintenance or repair actions,

performed as a result of failures or deficiencies, to restore equipment to a
specific condition.
21.8.2 Measurement of Availability
Availability = 1 – DT (RE) + DT (OPM) + DT (CM)

Total Time
Where:-
x Total Time is the time in hours in the assessment period multiplied by the
number of LRVs supplied under the Contract.

x DT (RE), or Down Time due to service checks, is the total down time in
hours due to service checks, summed over all units supplied under the
Contract during the assessment period.
x DT (OPM), or Down Time due to Other Preventive Maintenance, is the
total down time in hours due to Preventive Maintenance other than service
checks, summed over all sessions carried out on the LRVs supplied under
the Contract during the assessment period.
x DT (CM), or Down Time due to Corrective Maintenance, is the total
down time in hours due to corrective maintenance, summed over all
sessions carried out on the LRVs supplied under the Contract during the
assessment period. Time spent on LRV integrity inspections after LRV
reformations arising from corrective maintenance work shall be included.
(c) The above down times shall be counted starting from the moment when work is
physically started on a LRV and shall end when the LRV is restored to service
condition. The time shall cover the full content of the maintenance work
concerned, including safety precautions, inspections, servicing, replacement of
equipment, defect detection and rectification, testing and restoration to service
condition.
21.8.3 Availability Target
21.8.3.1 Availability shall be not less than 98% for each month until the Defects Liability
Certificate for the last Section is issued.
21.8.3.2 Availability is required of the vehicles on two occasions per day and demonstrated by
being certified as fit for service according to the employer’s Light Rail regulations by
05:15 for the morning period and by 15:00 for the afternoon period. The vehicles must
be dispatched for revenue service, in those periods be capable of operating without
suffering withdrawal from service caused by an equipment failure.
21.8.3.3 Exemptions:-
(a) Vehicles held out of service for train overhaul and train modification.
(b) Vehicles held out of service for reasons accepted by the Engineer e.g. testing,
training, demonstration, etc, shall be counted as Available.
(c) Subject to the Engineer’s acceptance, vehicles with minor deficiencies which
do not transgress statutory or safety requirements or which could operate as the
trailing car of a coupled set shall be considered Available.

(d) If an undue delay is caused by the Employer, preventing the Contractor

commencing Corrective Maintenance on a vehicle, then on the next occasion of
counting availability, that vehicle shall, subject to the Engineer’s acceptance, be
considered Available.
21.9 Maintainability Requirements
21.9.1 General
21.9.1.1 The primary objective of the Maintainability Programme is to maximize vehicle

availability. To achieve this objective, concentrated efforts shall be made to minimize
maintenance downtime, reduce the possibility of human error when performing
maintenance, and optimize overall accessibility of equipment for servicing, removal and
repair.
21.9.1.2 Maintainability considerations shall include features for minimizing maintenance costs
and the need for highly skilled first or second line maintenance personnel.
21.9.1.3 The Contractor shall concentrate on the design of the on assembly removal and re-
installation, adopting the concept of Line Replacement Units for expediting the repair
process for all systems, sub-systems and components.
21.9.2 Maintainability Targets
21.9.2.1 The maintainability of a given maintenance operation shall be measured by the

arithmetic mean of the times required to complete a sample of the same operation. After
the maintenance operation, the LRV involved shall be restored to service condition.
21.9.2.2 The LRVs shall meet the following maintainability targets:-
Maintenance
Interval Downtime Location Team size
Activity
Weekly (visual
Service Check TMD Stabling
inspection & 1 hour 1
A Track
function test)
Service Check 7kkm +/- 0.75kkm

8 hours 2
B (approx. 1 month) TMD
Maintenance Pit
(3 x B Check + 8 hours 5
Service Check
7kkm) +/- 3kkm
Maintenance
Interval Downtime Location Team size
Activity
C (approx. 3 months)
6 – 8 days
Service Check 150kkm +/- 30kkm
(by short 3
E (approx.18 months)
run)
E Check + 150kkm
Intermediate
± 60kkm (approx. 7 days Tuen Mun 9
Overhauls
3.5 years) Workshop
Maintenance
Major 600kkm ± 120kkm Area
16 days 8
Overhauls (approx. 7 years)
21.9.2.3 Work contents
(a) Service Check A – Maintenance inspection is conducted in checking the

condition and healthy working of all on-board LRV systems in good working
order and safe condition. The safety, health and hygiene related items such as
air filter of air conditioning system would be replaced when required.
(b) Service Check B – Maintenance inspection would cover the content of weekly
check but in-depth examinations on various LRV systems in assuring that the
operating conditions of every major LRV systems and safety equipment are in a
safe and good working order. Where necessary, cleaning and renewal of wear
and tear items would be implemented when required. The function of LRV
systems, including train control, traction & propulsion, bogie, brake, passenger
door, pantograph, auxiliary system, pneumatic and air compressor, on-board
telecommunication, radio system, CCTV, air conditioning system, and function
of safety systems such as Falling Object Detection System (FODS), door
proving circuit, Passenger Emergency Intercom (PEI) button, Cab Front
Camcorders and man-machine interface for LRV captain and passenger’s safety
equipment as well as general condition of saloon equipment, coupler and
carbody equipment are covered in this inspection. The current best practice
would require the preventive maintenance inspection be completed with
dynamic brake test and wheel shunt test right after work.

(c) Service Check C – Maintenance inspection would cover the content of weekly
check and monthly check but also in-depth examinations on various LRV
systems in assuring that the operating conditions of every major LRV systems
and safety equipment are in safe and good working orders. Where necessary,
cleaning and renewal of selected wear and tear items not covered in monthly
check and more focus condition check on selected equipment would be
implemented when required.
(d) Service Check E – Maintenance inspection would cover majority the content of
weekly check, monthly check and quarterly check but also more in-depth
examinations on various LRV systems in assuring that the operating conditions
of every major LRV systems and safety equipment are in a safe and good
working orders. Heavy cleaning of soil and dust from underframe equipment
and renewal of wear and tear items not covered in the monthly and quarterly
check would be implemented over this inspection. Moreover, more focus
inspection is put on the wear and tear condition of traction and propulsion
equipment, bogie-mounted equipment, coupler, battery sets and as well as re-
filling lubrications and conduction of qualitative check and quantitative
measurement on selected equipment as appropriate.
(e) Intermediate Overhauls – Renew or renovate saloon & underframe electrical

box components, re-condition electrical cable contact, S&C equipment
recondition and functional check by CEWS, renovate coupler, Bolster, A/C
Unit, Pneumatic Components, etc. Function test for 24Vd.c. & 750Vd.c.
components after the replacement, brake test, coupling test
(f) Major Overhauls – Renew or renovate saloon & underframe electrical box
components, re-condition electrical cable contact, S&C equipment recondition
and functional check by CEWS, renovate coupler, Bolster, A/C Unit,
Pneumatic Components etc. Function test for 24Vd.c. & 750Vd.c. components
after the replacement, brake test, coupling test and 40km running
commissioning test at Main Line. Please refer to Appendix 6 for detailed major
overhaul information.
(g) Scheduled Equipment Replacements - not more than 6 hours per session.
(h) Corrective Maintenance operations (including defect identification,

replacement of defective LRUs and restoration to service condition) that do not
require car lifting - not more than 4 hours. This shall be demonstrated
throughout the DLP to the approval of the Engineer.
(i) Replacement of LRUs that do not require car lifting – not more than 30
minutes.

(j) Corrective Maintenance operations (including defect identification,

replacement of defective LRUs and restoration to service condition) that
require car lifting, excluding time required for shunting - not more than 6
hours. In this case it is assumed that car lifting is carried out using the lifting
equipment specified in Appendix 8.
(k) Internal Light Cleaning - not more than 2.5 hours per LRV with a team size of
2 persons
(l) Internal Heavy Cleaning - not more than 4 hours per LRV with a team size of 1
person
In addition to the above maintainability targets, the LRVs shall also satisfy
maintenance requirements specified in PS Clause 21.9. Any replacement of good
LRUs due to inaccurate diagnosis shall be included in the maintenance time.
21.9.3 Optimizing Maintainability
21.9.3.1 In addition to the maintainability requirements previously identified, the Contractor

shall adhere to the following:-
(a) The interior and exterior design shall facilitate cleaning by machines. All
corners and pockets, where dirt could accumulate, shall be avoided.
(b) Reduce the vehicle down-times by the “replacement’ maintenance philosophy.
(c) Provide on-board fault isolation/trouble-shooting aids such as:-
x Panel lights, tell-tale indicators, built-in test panels and fault monitoring
system.
x Test points that are plainly marked and accessible at the vehicle
operator’s console for each functional sub-system.

(d) Placement of components and equipment cabinets so that items which are most
frequently maintained are the most accessible, and allow ease of removal.
(e) All components located under the car floor shall be designed such that they can
be demounted and transported by lifting platforms as well as by cranes.
(f) Design to minimize adjustment requirements.
(g) Design to minimize maintenance personnel skills and training.
(h) Design to minimize number of special tools.
(i) Panels and openings shall be of sufficient quantity, size and placement to
permit ready access from normal work areas. Adjustment controls, fittings,
safety valves, etc. shall be directly accessible through panels and openings.
Self-retaining fasteners shall be used. Special access opening tools shall not
be required unless considered necessary to prevent tampering.
(j) Large cable connectors should be avoided generally, but when used, adequate
separation shall be provided for accessibility. Connectors shall have metal
labels and be keyed so that they cannot be interchanged nor improperly
installed.
(k) Provide handles on heavy components over 16kg or less accessible components
over 10kg for ease of handling, or any component or cover larger than 1 square
metre area, except reviewed without objection by the Engineer.
(l) Wherever possible, provide for visual inspection of equipment.
(m) Design to eliminate torque specifications for fasteners.
(n) Within equipment compartments protect staff from high voltage sources (by
enclosing with transparent screens) while providing adequate access for fault
investigation in-situ. Electrical hazard labels shall provide warnings. The high
voltage sources shall be enclosed / separated as possible. Electrical hazard
warning labels shall adhere in vicinity for precaution.
21.9.4 Maintenance Requirements Analysis

21.9.4.1 The Contractor shall conduct a structured Maintenance Requirements Analysis to

formulate the maintenance requirements and determine the optimum maintenance
policy. One possible technique that the Contractor can apply is Reliability Centred
Maintenance (RCM), which is a logical process for identifying preventive and corrective
maintenance tasks to realise the inherent reliability of equipment at optimum
expenditure of resources.
21.9.4.2 The Maintenance Requirements Analysis shall identify for each system function the
potential functional failures, failure consequences, and the appropriate maintenance
methods such as visual inspection, condition maintenance, preventive maintenance, hard
time replacement, overhaul etc.
21.9.4.3 The Contractor shall use the template in Appendix 33 for conducting Maintenance
Requirements Analysis.
21.9.4.4 The Maintenance Requirements Analysis results shall include a summary of:-
(a) The consolidated maintenance programme
(b) A list of tasks to be undertaken at different time intervals and the manning
levels required
(c) The critical equipment or assembly requiring frequent inspection and

maintenance and the justifications
(d) The list of equipments that are subject to condition based maintenance
21.9.4.5 The Contractor shall identify maintenance logistics requirements for each maintenance
activity such as:-

(a) Personnel – skills, training, call-out process, location, crew size;
(b) Spares – quantity, turnaround times, inventory, etc.;
(c) Tools & Test Equipment – including computer & software;
(d) Maintenance facilities – power, compressed air, water, environment controls,

lighting, etc;
(e) Transportation & Handling – mode of transportation for personnel, equipment

& spares, manual handling requirements.
21.9.4.6 The Contractor shall submit the Maintenance Requirements Analysis results at SEMP
stage 3 and the final version at SEMP 4 for the Engineer’s Approval, subsequent to
which the maintenance requirements derived from the analysis shall be incorporated into
the Operating and Maintenance Manuals.
21.10 RAM Demonstrations
21.10.1 General
21.10.1.1 RAM demonstrations shall be carried out. This shall be a statistical process that requires
a predefined and significant period of operation. The information collected shall enable
comparison to be made with the analysis work undertaken during the design through to
testing & commissioning stages, with an aim to ensure that the required level of RAM is
achieved in service.
21.10.2 RAM Demonstration Plan (RAMDP)
21.10.2.1 The Contractor shall submit the first revision of RAMDP at SEMP stage 2 and the
updated version at the remaining stages for Approval by the Engineer. The RAMDP
shall address any pre-production and production tests and demonstrations on the
achievement of RAM targets during DLP or a date to be agreed with the Engineer.
21.10.2.2 The contents of the RAMDP shall include, as a minimum, the following:-
(a) Organisation and key personnel responsible for RAM

demonstration

(b) Roles and responsibilities of key personnel responsible for RAM demonstration
(c) RAM targets to be met by demonstration
(d) Items to which demonstration shall be carried out
(e) Suggested testing methods, format and procedures, consumer and producer's
risk and proposed confidence Intervals
(f) Techniques and methods to be employed, including allowance for burn-in and
reliability growth
(g) Unequivocal definition of pass and fail criteria including failure counting
criteria
(h) RAM demonstration activity programme, including test period
(i) Description of the Failure Reporting And Corrective Action System (refer to
PS Clause 21.10.2.7)
21.10.2.3 The demonstration of compliance with the RAM requirements shall be achieved within
the DLP.
21.10.2.4 The Contractor shall propose for Approval accept / reject criteria in the formulation of
the RAMDP, which shall take into account the following factors:-
(a) RAM targets specified in the PS
(b) Quantity of equipment in operation under scope of supply of the Contract
(c) Accumulative operational time or distance travelled
(d) The requirement for 90% confidence level single sided lower limit
21.10.2.5 If the required confidence level of the RAM targets cannot be demonstrated during the
DLP, then the Contractor shall present an alternative demonstration proposal in the
RAMDP.

21.10.2.6 The RAMDP shall describe the Failure Recording and Corrective Action System
(FRACAS) and the procedures for collection, analysis, correction and documentation of
failures.
21.10.2.7 FRACAS shall monitor the safety and RAM performance of the equipment, from the
design (where changes may result from conclusions of the predictive analysis), through
testing and commissioning and into operation. The system shall be used to monitor the
performance of components, to ensure all incidents are accurately and consistently
categorized with cause, significance, frequency and chargeability, and to identify
patterns of failures so that corrective actions can be taken to improve both current and
future systems. It shall log data on integrated tests and trials, failures, performance and
maintenance.
21.10.2.8 The Contractor shall keep log books and maintenance records in respect of each vehicle.
In these books and records, he / she shall record any failure of a type that would, during
the operating life of a vehicle, fall within the definitions of a Service Failure,
notwithstanding that these may occur during testing of the vehicle. Should any such
failure indicate the possibility of non-reliability in operation the Contractor shall
promptly notify the Engineer and submit his proposals for remedying the cause of the
failure.
21.10.2.9 During the period while they are in attendance, the field service engineers shall assist
the Employer in monitoring any Service Failures and shall advise him upon necessary or
desirable changes to prevent or reduce the likelihood of their recurrence. As and when
required by the Employer or the Engineer, the Contractor shall provide further advice to
augment that of the field service engineers. At the beginning of each month during the
24-month period following the date of the Substantial Completion Certificate in relation
to the individual vehicle, the Contractor shall submit to the Employer, with a copy to the
Engineer, a report on the reliability of each vehicle during the preceding month. This
report shall be:-
(a) In a form easily inserted into the vehicle log book; and
(b) In a computer format with suitable cross-indexing to allow easy reliability

monitoring of the fleet.
21.10.3 Demonstration of RAM Performance
21.10.3.1 Reliability and Availability Performance

(a) The reliability and availability demonstration period shall begin immediately
after the commencement of passenger service of the first LRV in respect of the
Sections of the Works and the whole of the Works which are related to the
Completion Obligation for Completion of Tests on Completion and ready for
Passenger Service referred to in Appendix 17.
(b) The LRVs shall be assessed collectively on per batch basis. Each batch shall
comprise the number of LRVs to be completed for each of the above mentioned
Sections of the Works and the whole of the Works. (e.g., 3 trains in Section 4
of the Works, 4 trains in Section 5 of the Works, and so on.) The period of
assessment for each batch of LRVs shall be for at least 12 months and shall end
when the reliability targets are achieved.
(c) In the event that any reliability and availability targets are not achieved, the
DLP of the LRVs under the same batch shall be extended at the Contractor’s
cost and the determination of reliability and availability achievement shall be
continued at monthly intervals until all reliability and availability targets are
achieved over a 12 consecutive months period.
(d) In the event that any reliability and availability target is not achieved, the
Contractor shall, at his own expense, take whatever action is deemed necessary
to meet the reliability and availability requirements.
(e) Systematic failures are failures not caused by failure mechanisms such as
component wear out, but by a design defect. All incidents attributed to the
systematic failure will be initially chargeable. However, subject to the
Engineer’s Approval, they may be re-classified as non-chargeable when the
failure mechanism, which is associated with a design defect, is identified and
corrective action is satisfactorily retrofitted.
(f) During the reliability demonstration period, the Engineer will maintain records
for all incidents and details of LRV failures. Such records shall be made
available to the Contractor.
(g) During the reliability demonstration period, the Engineer will review LRV
failure records and decide whether additional scenarios are to be incorporated
into the Register of LRV Failures. The Contractor shall then update the
Register for the Engineer's Approval within 30 days of the Engineer's notice for
updating.
(h) The failure records of same batch of the LRVs shall be assessed at the end of
the 12th month of the reliability demonstration period. The value of each of the
reliability measures defined in PS Clause 21.7.3 shall be calculated from the

records for the preceding 12 consecutive months and compared to the reliability
targets.
(i) The total maintenance down times for per batch basis will be collected by the
Engineer and the average availability during the preceding 12 months, shall be
worked out from the above formula.
21.10.3.2 Maintainability
(a) The Contractor shall demonstrate that the vehicle meets the maintainability
requirements. This test may be part of the maintenance training programme
(refer to Section 13 of this PS) either at the manufacturer’s works or in TMC.
(b) As part of RAM testing / commissioning (refer to PS Clause 21.5.12) and

RAM performance demonstration (refer to PS Clause 21.10.3), the Contractor
shall carry out tests to show that all maintainability targets are met.
(c) The tests shall cover all preventive maintenance, cleaning sessions and a
representative sample of actual or simulated corrective maintenance
operations (refer to PS Clause 21.9) for the calculation of the maintainability
target specified in the Letter of Clarification. Reference shall be made to MIL-
HDBK-471 in the formulation of the maintainability tests.
(d) All maintainability tests shall be completed within 6 months after the first LRV
is put into passenger service. For General Overhaul Service Check items, the
maintainability demonstration shall be completed within 24 months after the
first LRV is put into passenger service. Moreover, all maintainability
demonstration shall be performed in Hong Kong.
(e) In the event that any maintainability targets are not achieved, the Contractor
shall, at his own expense, take whatever action is deemed necessary to meet the
maintainability requirement.
(f) In the event that the maintenance cost of LCC as stipulated in Appendix 20 is
not achieved, the DLP of the LRVs shall be extended at the Contractor’s cost
and the determination of maintenance cost achievement shall be continued until
the maintenance cost target is achieved.
21.10.4 RAM demonstration Report (RAMDR)

21.10.4.1 The Contractor shall submit a RAMDR within 1 Month after completion of the
respective demonstrations. The report shall provide evidences that the respective RAM
targets have been achieved and shall include any supporting information and
calculations.
21.10.4.2 The Contractor shall submit interim reports to monitor RAM performance, and to
determine the effectiveness of corrective actions, if any, on a regular basis. Interim
results, which include FRACAS records, reliability, availability and maintainability
performance statistics and comparison of the targets, shall be submitted to the Engineer
monthly during the DLP.
21.10.4.3 The RAM performance presented in the RAMDR and monthly interim results shall be
calculated by taking the average of reliability, availability and maintainability
performance for the period starting from the date of the substantial completion
certificate or a date to be agreed with the Engineer, to the Month during which the
RAMDR or the interim results are prepared.
21.10.4.4 The Contractor shall describe the details of each failure case in the RAMDR and interim
reports. The details of each failure case shall at least include the following:-
(a) Time
(b) Date
(c) Duration of LRV service disruption
(d) Response time
(e) Recovery time
(f) Cause of incident
(g) Symptom

(h) Alarm
(i) Remedial action taken, etc
21.10.4.5 Systematic failures are failures caused by design defects, and are not caused by failure
mechanisms such as component wear out. All incidents attributed to systematic failures
shall be counted as failures for the demonstration of the RAM requirements as stipulated
in PS Clauses 21.5, 21.7, 21.8 and 21.9 during the DLP. Subject to the Engineer’s
Approval, they may be excluded from the demonstration when the failure mechanism,
which is associated with a design defect, is identified and corrective action is
satisfactorily retrofitted within a reasonable timeframe in the DLP.
21.10.4.6 Failure to Achieve RAM Requirements
(a) Should any RAM requirements stipulated in PS Clauses 21.5, 21.7, 21.8 and
21.9 be not achieved, the Contractor shall subject to the Engineer's Approval,
take whatever prompt and effective action deemed necessary to meet the
requirements.
(b) In the event that any RAM requirements is not achieved at the end of the DLP,
then the demonstration of the achievement of the requirement shall be extended
at least 1 Month and repeated at Monthly intervals, based upon the preceding
24 Months, until the requirement is achieved.
(c) Failure to achieve any of the performance targets defined in PS Clauses 21.5,
21.7, 21.8 and 21.9 shall be deemed to be a defect under COC Section 75.
21.11 Independent Safety Assessor (ISA)
21.11.1.1 The Engineer will appoint an Independent Safety Assessor (ISA) to review all design
development processes and system safety analyses, and verify that all safety related
requirements have been met. This will include verification that the systems have been
developed and validated appropriately for their application to the Engineer.
21.11.1.2 The Contractor shall make available to the ISA any data and information required in
addition to technical submissions specifically identified in this PS. (It must note that this
ISA does not form the assessor as suggested in the EN50126/28 standards, the
Contractor shall appoint their own assessor to carry out the safety assessment as
described in the aforementioned standards.)

21.11.1.3 The ISA will conduct assessments and audits of the Contractor’s System Assurance
works during the design, construction, testing and commissioning phase of the project at
the Contractor’s factories and design offices, the Contractor’s Hong Kong office, the
Employer’s design office and work sites in Hong Kong. Not less than 7 Days notice of a
proposed audit will be given by the Engineer. During the audits, the Contractor shall
provide all necessary access, assistance and facilities to enable the ISA to carry out the
audit.
21.11.1.4 The ISA will develop and submit the audit plan and report for the approval of the
Engineer. The Contractor shall agree with the Engineer and the ISA following an audit
and assessment any corrective and preventive actions required and the dates by when
these actions shall be completed. The Contractor shall provide evidence to demonstrate
the agreed corrective and preventive actions are satisfactorily and timely completed.
21.12 System Assurance Audits
21.12.1.1 The Engineer shall conduct audits during design, development, manufacture and testing
and commissioning phases to ensure that the Contractor has met all relevant system
assurance requirements. The Contractor shall provide all necessary access, assistance
and facilities to enable completion of the audit at the Contractor’s factories and design
offices, the Contractor’s Hong Kong office, the Employer’s design office and work sites
in Hong Kong. Not less than 7 Days notice of a proposed audit will be given by the
Engineer. During the audits, the Contractor shall provide all necessary access, assistance
and facilities to enable the Engineer or his representative to carry out the audit. (E.g.
arrange proper staff to attend interviews, provide relevant documents etc.).
21.12.1.2 The Engineer will take sample assessment to the actual implementation of the
operational hazard mitigation measures (e.g. referenced document, analysis results, test
records, demonstration of functions, etc.) as recorded on the OPHL during the audit. The
sample size shall be determined by the Engineer. If necessary, full assessment will be
conducted. The Contractor shall facilitate such assessment.
21.12.1.3 After the audit is completed, the Engineer shall recommend various system assurance
related improvement actions. The Contractor shall provide evidence (e.g. documents) to
ensure that all improvement actions have been completed before agreed completion
dates.
21.12.1.4 The Contractor shall agree with the Engineer following an audit and assessment any
corrective and preventive actions required and the dates by when these actions shall be
completed. The Contractor shall provide evidence either in verification audits to be
carried out by the Engineer, or by submission of further documents to demonstrate that
all agreed corrective and preventive actions have been satisfactorily completed before
the agreed dates.

Table 21-1 Summary of System Assurance Tasks and Deliverables by Project Stages
SEMP Stage
SEMP 1 SEMP 2 SEMP 3 SEMP 4 SEMP 5 DLP
System
PS Engineering Inspection,
Item Assurance Tasks Design
Ref. Design and Testing, Defects
/ Document Concept
Development
Verification
Manufacturing Commissioning, Liability
Exploration and
and Review Development Demonstration Period
Validation
Phase and Training
System Assurance
A Related Tasks
System Assurance
1 Manager (SAM) 21.3 D - - - - -
Appointment
System Assurance
2 Plan (including 21.4 D D D D D –
RAMS)
Safety Management
B Related Tasks
Scope, purpose and
methodology for
1 21.6.1 - - - - -
Operational Hazard
Workshop
Operational Hazard
2 Identification 21.6.1 A A A A A -
Workshops
Methodology for SIL
3 21.5.5 D - - - - -
Assessment
Methodology for
4 Safety Criteria Items 21.5.7 D - - - - -
(SCIs) Identification
Methodology for
Analyse Identified
5 Operational Hazards 21.5.4 - D - - - -
Not Under 'Top
Events’
Preliminary Hazard
6 21.6.2 D D - - - -
Analysis Report
Interface Hazard
7 21.6.3 - D D - - -
Analysis Report
System Hazard
8 21.6.4 - D D - - -
Analysis Report
Operating & Support
9 Hazard Analysis 21.6.5 - D D - - -
Report
Safety Integrity Level
10 21.5.5 - D D - - -
Analysis Report
Deterministic Safety
11 21.5.3 - D D D D
Assessment Report
Quantitative Risk -
12 Assessment / Fault 21.5.4 - D D D D
Tree Analysis Report
SCIs Identification
13 21.5.7 - D D D D -
Results
Operational Project
14 21.6.1 D D D D D -
Hazard Log
System Assurance
15 Review Meeting 21.5.14 D D D D D -
Records
Safety Verification
16 21.5.11 - - - D D -
and Validation Report
Table of Contents of
17 21.5.2 D - - - - -
System Safety Report
18 System Safety Report 21.5.2 - - D - D -

RAM Management
C Related Tasks
Preliminary RAM
1 21.5.8 D D - - - -
Analysis Report
Derivation and
2 Apportionment of 21.5.9 D D - - - -
RAM Target
RAM Modelling and
3 21.5.10 - D D - - -
Predictions
Failure Modes, Effects
4 and Critically 21.5.6 - D D D D -
Analysis
Service Criticality
5 Rating Assessment 21.7.10 - D D D D -
Report
Register of LRV
6 21.5.13 - D D D D -
Failure
RAM Demonstration
Plan (including
7 Failure Reporting And 21.10.2 - D D D D D
Corrective Action
System)
RAM Testing /
8 21.5.12 - - A A - -
Commissioning
RAM Performance
9 21.10.3 - - - - A A
Demonstration
RAM Demonstration
10 21.10.4 - - - - - D
Reports
Maintenance
11 Requirements 21.9.4 - - D D - -
Analysis
Reliability Growth
12 21.7.7 - A A A A -
Management
Reliability Growth
13 21.7.8 - D - - - -
Plan
Reliability Growth
14 21.7.9 - - D D D -
Report
Legends:-
A - Activity
D - Deliverable

22 RISK MANAGEMENT REQUIREMENTS
22.1 GENERAL
22.2 RISK MANAGEMENT ORGANIZATION
22.3 RISK MANAGEMENT PLAN
22.4 RISK MANAGEMENT ACTIVITIES
22.5 AUDITS
22.6 DELIVERABLES
K1846-15E PS22 Risk Management Requirements PS22-Page 1 of 7

22 RISK MANAGEMENT REQUIREMENTS
22.1 General
22.1.1 This PS Section covers the specific requirements for Risk Management which cover
Project Delivery Risks (PDR) and Design for Safety and Constructability Risks
(DSCR). Relevant Document
22.1.2 The Contractor shall carry out a review of the main elements and activities relating to
the Works and identify and document the related risks. Any protection measures to
eliminate, control, or mitigate the risks shall also be documented.
22.1.3 This PS Section covers the specific requirements for Risk Management which cover
Project Delivery Risks (PDR) and Design for Safety and Constructability Risks
(DSCR). Relevant Document
22.1.4 Project Delivery Risks – These include risks resulting from, or impacting on project
delivery, associated with design, approvals, construction, health & safety, environment,
business operations, programme delay and cost over-run, technical difficulties and
political / media pressure, replacement of obsolete items and long lead items. Any risks
with significant implication on programme and / or cost to the Works shall be
highlighted. Suitable control actions shall be identified and promptly implemented;
22.1.5 Design for Safety & Constructability Risks – Construction safety risks specific to the
Works, rather than generic construction safety hazards typically covered by the Factories
& Industrial Undertakings (F&IU) Regulations, Construction Site (Safety) Regulations
(CSSR) and Contractor’s Safety Plan, shall be identified and controlled. The sequence
of work for the installation, Testing and Commissioning of the system supplied under
this Contract shall be reviewed to ease construction, enhance constructability, and
minimise construction risks that could result in an incident involving multiple
stakeholders or involve cost or time impacts.
22.1.6 The requirements for Risk Management are detailed in PS Clauses 22.2 to 22.6 below.
22.2 Risk Management Organization
22.2.1 The Contractor shall establish a risk management organizational structure that assumes
the risk management responsibilities and enables effective communication during the
risk management process.
22.2.2 Contractor shall appoint a risk manager within 1 Month of the date of the Letter of
acceptance.

22.2.3 The risk manager shall possess risk management experience and skills relevant to
railway project work. The Contractor shall submit the curriculum vitae of the risk
manager to the Engineer for Approval prior to the appointment of the risk manager and
the commencement of risk management activities.
22.2.4 In the event that a new risk manager is to be appointed during execution of the Works,
the Contractor shall submit the curriculum vitae of the new risk manager to the Engineer
for Approval, in advance of the appointment.
22.2.5 Unless otherwise specified, the meetings and workshops specified in this PS Section
shall be hosted in HK SAR at venues arranged by the Contractor. All key participants
from the Contractor and their sub-contractors shall be physically present in the meetings
and workshops.

22.3 Risk Management Plan
22.3.1 The Contractor shall submit a Risk Management Plan to the Engineer for Approval
within 1 Month of the date of the Letter of Acceptance. The plan shall describe in detail
how and when the Contractor shall undertake the risk management activities and shall
contain the details described below.
22.3.1.1 Introduction
a) The plan shall form the basis on which the Contractor plans, manages and controls
the risk management process within his own organization and that of appointed
sub-contractors and consultants.
b) The plan shall show the activities to be undertaken to satisfy the risk management
requirements, including issues of work sequencing and work interfaces with other
contractors.
22.3.1.2 Outline of the Plan
a) Organisation and Key Personnel. Key personnel in the Contractor's organisation

and the organisation of any sub-contractors and consultants, involved in the risk
management process, shall be identified and their organizational relationships
shown. The organisational and functional relationships shall be defined, together
with relevant lines of communication, enabling identification of the persons
responsible for the implementation of each activity and their level of authority.
b) Roles and Responsibilities. The roles and responsibilities of the personnel involved
in the risk management activities shall be described.
c) Monitoring / Control of Sub-Contractors. The means employed by the Contractor

for managing sub-contractors and consultants, with regard to risk management,
including the mechanism for monitoring and controlling their respective risk
management activities shall be described. This shall include meetings to review
progress.
d) Integration of Risk Management Activities with the Project. The mechanism for
integrating risk management activities in the overall project management of the
Works shall be described, in particular the process for highlighting to the Engineer
any unacceptable risks, necessary actions and programme deviations.
e) Risk Management Programme. A bar chart programme incorporating timescales

and dates showing the risk management activities / deliverables, as well as its
relationship with the Key Dates, shall be provided. The programme shall include a
list of the main activities in the Works for focused risk workshops and an indication
of the timing for conducting the focused workshops.
f) Techniques and Methods to be employed. The analysis techniques to be used and

potential sources of data in risk workshops and reviews shall be described. The

deliverables and reports, including those specifically required under this Contract,
shall be listed.
22.4 Risk Management Activities
22.4.1 The Contractor shall identify, document, monitor and control risks, in particular key
programme risks, financial risks, impacts to existing railway operations, construction
safety and constructability risks and other associated risk items, throughout the design
and construction, Testing and Commissioning stages.
22.4.2 The Contractor shall arrange a formal risk workshop, with the attendance of the
Employer for systematic identification of specific risks and relevant control measures
within 2 Months of the date of the Letter of Acceptance or a date to be agreed with the
Engineer.
22.4.3 The methodology for conducting the risk workshop and the format of the Risk Register
shall be agreed with the Engineer, with reference to the sample Risk Register template
provided in PS Section 22 Appendix 34, and sample “Project Delivery Risk Matrix”
provided in PS Section 22 Appendix 35. The latest versions of the Risk Register
template and Risk Matrix shall be sought from the Engineer and applied accordingly in
risk workshops and reviews.
22.4.4 Following the risk workshop, the Contractor shall record the risks and associated details
in the Risk Register. Within 2 weeks, the Contractor shall submit a record of the risk
workshop with the Risk Register (both hardcopy and softcopy in Microsoft Excel
format) to the Engineer for Approval.
22.4.5 The Contractor shall conduct risk review sessions on a monthly basis, for review and
update of risks and the related control measures, and to identify any new risks and
mitigations in the Risk Register. The Contractor shall notify the Engineer in advance of
each review, and include the Employer in the review invitation.
22.4.6 Following each monthly risk review session, the Contractor shall update the risks and
associated details, in the Risk Register and submit (with changes highlighted; both
hardcopy and softcopy in Microsoft Excel format) within 1 Week to the Engineer for
Approval. The Contractor shall also highlight the top 5 risk items (e.g. risk of imminent
issues, risks with highest risk ratings etc.) after each monthly risk review session.
22.4.7 For risks with possible cost and/or programme impact, cost impact data (for lowest,
most likely and highest cost impact that could result from the residual risk) and
estimated programme impact shall be provided by the Contractor to support a common
understanding of the degree of risk associated with the risk items.
22.4.8 All risk items identified shall be ranked in accordance with the latest version of the
“Project Delivery Risk Matrix”. The risk assignment shall be based on relevant
historical data where available and engineering judgement.

22.4.9 The Contractor shall review and treat the identified risk items in accordance with the
following principles:
x For risks with an initial risk rating of P1 or P2, control actions shall be
proposed to mitigate the risk to P3 or P4 level. Where no practical design
solution can be identified, the use of construction methods and procedures, or
training to construction staff shall be proposed;
x For risk items with initial risk rating of P3, justification or evidence may be
required to show that such risks have been reduced to a level which is As
Low As Reasonably Practicable (ALARP); and
x Risk items with initial risk rating of P4 are considered as acceptable level and
would generally require only regular monitoring to check for increasing risks.
22.4.10 The Contractor shall allow for any design development that results from control actions
identified to address construction safety risks and constructability risks, as well as risk
reviews and status-updating and reporting for control measures.
22.4.11 The Contractor shall ensure that control actions are closed in a timely manner. Control
actions shall be closed out i. before the end of the design stage – for design or planning
actions, and ii. before the end of the construction stage – for construction actions. Other
control actions which are considered beyond the responsibility of the Contractor shall be
highlighted.
22.4.12 The references of relevant design drawings, construction plans, interface documents,
method statements and other related documents or work / test conducted shall be
incorporated in the Risk Register as evidence of the implementation of the control
actions.
22.4.13 The Contractor shall submit a final update of the Risk Register, with completion of all
required control actions, to the Engineer for review 1 Month before completion of
construction stage or a date to be agreed with the Engineer.
22.5 Audits
22.5.1 The Engineer shall conduct up to 4 audits on the Contractor’s Risk Management
process. The Engineer will give notice to the Contractor at least 7 Days in advance of a
proposed audit. During the audit, the Contractor shall provide all necessary access,
assistance and facilities to enable the Engineer to assess the relative degree of
compliance with the Contractor’s Risk Management Plan and the Employer’s Risk
Management requirements. The Contractor shall assign suitably qualified staff to assist
the Engineer during the audits.

22.5.2 During the audit, the Engineer will normally apply a sampling approach to assess the
actual implementation of risk control actions identified in the risk register. The sample
size shall be determined by the Engineer and shall be supported by the Contractor.
22.5.3 The Contractor shall agree with the Engineer any corrective and preventive actions
required and the dates by which these actions shall be completed. The Contractor shall
provide evidence either during the verification audits to be carried out by the Engineer,
or by submission of further documents to demonstrate that all agreed corrective and
preventive actions have been satisfactorily completed by the agreed dates.
22.6 Deliverables
22.6.1 Table 22-1 below specifies the risk management deliverables to be submitted during the
different stages of the Works.
Item System Assurance Tasks / SEMP Stage

Document PS Ref
SEMP 1 SEMP 2 SEMP 3 SEMP 4 SEMP 5 DLP
Concept Design Design Engineering Inspection. Defects

Exploration Development Verification and Testing, Liability
and Review and Manufacturing Commissioning, Period
Validation Development Demonstration
Phase and Training
1 Risk Management Plan 22.3 D D D D - -
2 Risk Register 22.4 D D D D D -
Legend: A - Activity
D - Deliverable
Table 22-1 Risk Management Deliverable

23 OBSOLESCENCE REQUIREMENTS
23.1 General Requirement
23.2 Obsolescence Management Requirements
23.3 Software Obsolescence Requirements
23.4 Submissions
23.5 Obsolescence Management Plan
23.6 Final Obsolescence Management Demonstration Report
K1846-15E PS 23 Obsolescence Management PS23-Page 1 of 5

23 OBSOLESCENCE MANAGEMENT
23.1 General Requirement
23.1.1 Obsolescence refers to the condition when equipment can no longer provide its intended
functions because spares, technical support or similar services (including essential technical
modifications) are no longer available due to various reasons, e.g. close of production line,
termination of supplier’s business and phasing out of technology. The purpose of
Obsolescence Management is to identify potential obsolescence issues of all new / modified
equipment on the LRVs and all their associated equipment that are supplied in this Contract,
thereafter referred as Delivered System.
23.1.2 The Contractor shall undertake Obsolescence Management activities to ensure that full and
proper consideration has been given during design, construction, testing and commissioning
and in-service operation before the end of the Defect Liability Period so that the System /
Equipment can achieve the Design Life specified in this PS.
23.1.3 The Contractor shall perform the obsolescence management up to the point of interface with
other systems.
23.1.4 The Contractor shall make reference to BS EN 62402:2007: Obsolescence Management

Application guide.
23.2 Obsolescence Management Requirement
23.2.1 The System / Equipment shall be designed for the Design Life specified in the PS from the
date of project completion. The Contractor shall explain how obsolescence can be managed
over the Design Life of the System / Equipment in the Obsolescence Management Plan.
23.2.2 The Contractor shall adopt and follow the same obsolescence management process as
specified in the Approved Obsolescence Management Plan throughout the project stages
prior to the end of Defect Liability Period.
23.3 Software Obsolescence Requirements
23.3.1 The Contractor shall use commercially available software development tools for the design
and implementation. Otherwise, the justification for using other development tools shall be
stated in the Software Quality Plan as stipulated in the Clause 16.9.

23.3.2 Software databases shall be designed to allow for ease of expansion. Where new database
structures are implemented with fixed sizes then at least 50% spare capacity of each entry
type and attribute shall be provided. The exact databases for which this expansion
requirement will apply shall be approved by the Engineer. In general, the Contractor shall
use commercially available, proven and mature databases.
23.3.3 Software shall be designed to accommodate the expansion requirements as stipulated in the
PS Clause 16.9.
23.3.4 The Contractor shall transfer software intellectual property rights to the Employer according
to the Vesting Level or Type of the software product defined in the Clause 16.9.
23.3.5 The Contractor shall provide software training to the EmployerȽs staff according to the
Training Requirements as stipulated in the PS Clause 13.
23.4 Submission
23.4.1 The Contractor shall produce an Obsolescence Management Plan for the works and submit
to the Engineer for Approval within 6 months after the award of contract.
23.4.2 The Contractor shall produce an Obsolescence Management Demonstration Report for the
works and submit to the Engineer for Approval before System / Equipment handover.
23.4.3 The Contractor shall submit Lists of Spare Parts, Tools and Test Equipment in accordance
with the requirements as stipulated in GS Section 22.
23.4.4 The Contractor shall submit all Software Work packages submissions according to the
Development Level, Dependability Level and all other software submission requirements as
stipulated in this PS.
23.5 Obsolescence Management Plan
23.5.1 The Obsolescence Management Plan shall define how the Contractor will manage
Obsolescence when executing the works.
23.5.2 The Obsolescence Management Plan shall include but not be limited to the following:
1) A description of the obsolescence management roles and responsibilities of the

Contractor

2) A description of the obsolescence management process that the Contractor

intends to follow, including a comprehensive list of relevant specifications,
standards, methods and records to be kept and submitted to the Engineer for
Approval
3) A description of the sub-contractor obsolescence management process
4) A description of approaches, methodologies and principles that will be adopted

in the design, procurement, manufacturing, installation and commissioning of
the Equipment to ensure that the Design Life specified in PS can be realized by
following the obsolescence management process
5) Register of Design Life, which shall identify the design life of the components of
the System / Equipment, particularly those (e.g. servers, workstations with
operating systems, etc.) that are likely to become obsolete during the Design Life
of the System / Equipment and for which special attention will be required when
a replacement or a substitute is being introduced in the event that the original
component is obsolete. The criteria for the selection of a replacement or a
substitute shall be given. For safety critical component which will have an
impact on system safety, the safety validation process shall also be highlighted.
23.5.3 The Contractor shall provide the Register of Design Life in PS 23.5.2(5) above in electronic
format.
23.6 Final Obsolescence Management Demonstration Report
23.6.1 The purpose of this report is to demonstrate how obsolescence of the Equipment can be
managed so that spares and supporting services can be made available to support delivery of
the functional requirements over the Design Life of the Equipment.
23.6.2 The Obsolescence Management Demonstration Report shall include, but not be limited to
the following:
1) Results and findings of the obsolescence management process undertaken by the

Contractor.
2) A statement on whether there are any other outstanding obsolescence issues.
3) A list of component(s) of the System / Equipment that is / are already obsolete or

expected to become obsolete in 5 years after System / Equipment handover.
4) The updated Register of Design Lives as specified in PS 23.5.2(5) above.

Specifying the need for any hardware renewal and software upgrade required
over the Design Life of the System / Equipment.

5) Mitigation measures to deal with each of the obsolescence component(s) or

issues identified in PS 23.6.2(2) to PS 23.6.2(5) above.
6) Justification to demonstrate that the Design Life of Delivered System as

stipulated in this PS
7) Provision of hardware and software services and support over the Design Life of
the System / Equipment after the end of Defects Liability Period, irrespective of
any maintenance services that may be provided to the Employer.

Appendix 1 SCHEDULE OF EMPLOYER’S DRAWING
1.1 Employer’s Drawing
1.2 Reference Information Drawing
1.3 Route Map Drawing
1.4 Alignment Drawing
K1846-15E PS Appendix 01 Schedule of Employer’s Drawing PS Appendix 01-Page 1 of 6

Appendix 1 SCHEDULE OF EMPLOYER’S DRAWING
1 SCHEDULE OF EMPLOYER’S DRAWING
1.1 EMPLOYER’S DRAWING
Drawing no. Description
B1-302000090005a Ball Bearing Slewing Ring
B1-304040090001 Axle Box
B1/BOG/0001 (C) Rubber Sprung Wheel
B1/BOG/0002 (B) Wheel Tyre and Insert
EMLRVENG/XP/RR/A4000(A) LRV Pantograph Profile
EMLRVENG/XP/RR/A0001(A) LRV General Outline
EMLRVENG/XP/RR/A4001(A) LRV Exterior Painting Scheme
EMLRVENG/XP/RR/A1001(A) LRV Operator’s Cab
EMLRVENG/XP/RR/A9002(0) LRV Sight Range at Operator’s Cab
EMLRVENG/XE/RR/A4000(A) LRV Wheel Profile
LRV-G-003A LRV Performance – Acceleration

and Deceleration
LRV-G-004A Light Rail Vehicle Kinematic
Envelope
OD4 / 379 / 014 / 11 / 00013(A) Phase I LRV MLR Cab Interior
Driver Seat Arrangement
1.2 REFERENCE INFORMATION DRAWING
Drawing no. / Reference no. Description
B52835 (sht.1) Underframe Structure Arrangement

B52835 (sht.2) Underframe Structure Arrangement
B52858 Underframe Equipment Arrangement
B54967 No.1 End Bogie Installation
B54968 No.2 End Bogie Installation
D14697 No.1 End Bogie Wiring Diagram
D14698 No.2 End Bogie Wiring Diagram
D15559 No.1 End Bogie Assembled Complete
D15560 No.2 End Bogie Assembled Complete
Figure 1 LRV Bogie Assembled
Figure 2 LRV Bogie Parts
Figure 3 Reference size of LRV Bogie Frame
Narva (Type 94210)_Combination Combination LED Lighting Drawing_01

Lamp Drawing 01
Lamp Drawing 02
Lamp Drawing 03
Reference Drawing - 014 K1846-15E_New LRV Saloon Seating
Arrangement
Reference Drawing - 015 K1846-15E_New LRV Priority Seat
Graphics General Arrangement

1.3 ROUTE MAP DRAWING
C2/GEN/1010 Rev F LRT System Route / Point Switch / OHL

Network Diagram
1.4 ALIGNMENT DRAWING

CC-230/C2/PTR/1001C Permanent Alignment ML1F Stop 280 to J6 Plan and Profile
CC-230/C2/PTR/1002C Permanent Alignment MR1F Stop 280 to J6 Plan and Profile
CC-230/C2/PTR/1003C Permanent Alignment ML1F J6 to Mj7 Plan and Profile
CC-230/C2/PTR/1004C Permanent Alignment MR1F J6 to Mj7 Plan and Profile
CC-230/C2/PTR/1005C Permanent Alignment ML1E Mj7 to Ho Tin Plan and Profile
CC-230/C2/PTR/1006C Permanent Alignment MR1E Mj7 to Ho Tin Plan and Profile
CC-230/C2/PTR/1007C Permanent Alignment ML1N J6 to Pui To Road Plan and Profile
CC-230/C2/PTR/1008C Permanent Alignment MR1N J6 to Pui To Road Plan and Profile
CC-230/C2/PTR/1009C Permanent Alignment MM1F Stop 280 to J6 Plan and Profile
CC-230/C2/PTR/1010C Permanent Alignment MS1F Stop 280 to J6 Plan and Profile

Permanent Alignment ML3D Ch. 0 to 300 (Mj7 to Kin On) Plan and
CC-230/C2/PTR/1011C Profile
Permanent Alignment MR3D Ch. 0 to 300 (Mj7 to Kin On) Plan and
CC-230/C2/PTR/1012C Profile
Permanent Alignment ML3D Ch. 300 to End (Mj7 to Kin On) Plan
CC-230/C2/PTR/1013C and Profile
Permanent Alignment MR3D Ch. 300 to End (Mj7 to Kin On) Plan
CC-230/C2/PTR/1014C and Profile
CC-230/C2/PTR/1015C Permanent Alignment ML1F Stop 280 to J6 Mathematised Alignment
CC-230/C2/PTR/1016C Permanent Alignment MR1F Stop 280 to J6 Mathematised Alignment
Permanent Alignment ML1E/MR1E Mj7 to Ho Tin Mathematised
CC-230/C2/PTR/1017C Alignment
Permanent Alignment ML1N/MR1N J6 to Pui To Road Mathematised
Permanent Alignment MM1F/MS1F Stop 280 to J6 Road
CC-230/C2/PTR/1019C Mathematised Alignment
Permanent Alignment ML3D/MR3D Mj7 to Kin On Mathematised
Permanent Alignment J6 Delta Alignments Mathematised Alignment
CC-230/C2/PTR/1021C Data
Permanent Alignment Mj7 Delta Alignments Mathematised
CC-230/C2/PTR/1022D Alignment Data
CC-230/C2/PTR/1023D Permanent Alignment Junction J6 Plan
CC-230/C2/PTR/1024C Permanent Alignment Junction J6 Plan and Profile
CC-230/C2/PTR/1025C Permanent Alignment Junction J7 - Plan
CC-230/C2/PTR/1026B Permanent Alignment Junction J7 - Plan and Profile
CC-230/C2/TP4/1001D Permanent Alignment ML4T Ch. 0 to 200 Plan and Profile

New LRV PS Mainbody - Appendix 12

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New LRV PS Mainbody - Appendix 12

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Issue: 1 Contract K1846-15E

Rev. : Draft A2 Procurement of New LRVs

Section 2 General Data

Section 3 Design Requirements

Section 6 Propulsion System

Section 7 Friction Brake

Section 8 Signalling and Communications Systems

Section 9 Verification, Testing and Commissioning

Section 10 Packing and Shipping

Section 11 Product Support

Section 12 Spares, Special Tools and Test Equipment

Section 14 Submission Requirements

Section 15 Fire Performance

Section 16 Materials and Workmanship

Section 17 Quality Management

Section 18 Environmental Requirements

Section 20 Interface Arrangements

Section 21 System Assurance

Section 22 Risk Management Requirement

Section 23 Obsolescence Requirement

Appendix 1 Schedule of Employer’s Drawings

Appendix 2 Standards, Codes of Practice

Appendix 3 Information on Existing Light Rail System

Appendix 4 Document Submittal Requirements

Appendix 5 MDBF Category Breakdown of Components

Appendix 6 LRV Equipment/Components for Major Overhaul

Appendix 7 Submittal List

Appendix 11 New Light Rail Vehicles / OPIS Equipment Interface Requirements

Appendix 12 New Light Rail Vehicles / DDS Equipment Interface Requirements

Appendix 13 Schedule of Saloon Label

Appendix 14 Not Used

Appendix 15 Bogie & Brake Components

Appendix 16 System Engineering Management System

Appendix 17 Schedule of Delivery, Engineer’s Preliminary Programme, Project Calendar,

Annex 1 P-licensing System - Caring and Coaching System for New

Appendix 19 Delivery of Equipment

Appendix 20 Life Cycle Cost

Appendix 21 List of Named Suppliers

Appendix 22 Human Factor

Appendix 23 New Light Rail Vehicles / G/RS Equipment Interface Requirements

Appendix 24 Light Rail Vehicles / Signal Sighting Form (LR)

Appendix 25 Light Rail Vehicles / Track Maintenance Tolerances

Appendix 26 LED Lighting Standard

Appendix 27 Sample Operational Hazard Log Template

Appendix 28 Risk Matrix for Operational Hazard Management

Appendix 29 Service Risk Matrix

Appendix 30 Sample Safety Critical Item Identification Template

Appendix 31 Sample Deterministic Safety Assessment Template

Appendix 33 Sample Maintenance Requirements Analysis Template

Appendix 34 Sample Risk Register Template

Appendix 35 Project Delivery Risk Matrix

K1846-15E PS TOC Table of Content TOC-Page 3 of 3

1.2 Not used

1.3 Not used

1.4 Not used

K1846-15E PS 01 Introduction PS01-Page 1 of 7

1.1.2 Relevant Document

1.1.3 Key Challenges

K1846-15E PS 01 Introduction PS01-Page 2 of 7

1.1.4 Scope of the Works

1) Design, production, verification, delivery, testing, commissioning and rectification

A vehicle comprising a driving cab, capable of running singly or in multiple

K1846-15E PS 01 Introduction PS01-Page 3 of 7