Technical Specifications For Shunting Vehicles

Technical Specifications For Shunting Vehicles

1 Contents Section Title Page No. 2 Introduction 3 3 Technical Requirements 4 3.1 Vehicle concept 4 3.2 Dimensions 4 3.3 Track compatibility 4 3.4 Climate and environmental conditions 5 3.5 Performance 5 3.6 Driving systems 5 3.7 Vehicle structure 5 3.8 Rail wheels 6 3.9 Road wheels 6 3.10 Switching between rail and road modes 6 3.11 Brakes 6 3.12 Coupling 7 3.13 Operation and control 7 3.14 Driver s cabin 8 3.15 Dashboard controls 9 3.17 Side mirrors 9 3.18 Horn 9 3.19 Vehicle exterior 9 3.20 Electrical equipment 9 3.21 Maintenance 01 4 Documentation 01 5 References 01 Attachments A Track Characteristics 00 B Climate and Environment 13

2 Introduction This technical specification establishes the criteria for road/rail shunting vehicles to be primarily used for movements at depots operated by Israel Railways Ltd. (ISR). It is not envisaged that they will be registered as road vehicles. ISR operates a number of coaching stock and freight wagons that cannot move under their own power. All are equipped with standard UIC couplers and buffers. The road/rail shunting vehicle, which shall be powered by a electric diesel engine, shall drive all these types of rolling stock in push-pull operation within the depots and sidings operated by ISR.

3 Technical Requirements 3.1 Vehicle concept 3.1.1 The road/rail shunting vehicle shall be able to travel on road and rail. It will only be used within the depot confines and therefore will not be registered as a road vehicle. 3.1.2 The primary function of the road-rail vehicle will be shunting push-pull vehicles around depots, yards and sidings operated by ISR. It is not envisaged that the vehicle will be used on the mainline railway and it will not be used for any other purpose or require any special equipment. 3.1.3 It is envisaged that the road/rail shunting vehicle is currently in use in similar operations and is as much as possible, a commercial off-the-shelf item. 3.1.4 The road/rail shunting vehicle shall be suitable for one-man operation. 3.1.5 The road/rail shunting vehicle shall have bi-directional shunting capabilities, able to drive the trains currently in operations by ISR in push-pull mode. 3.1.6 The trains (and their configurations) that will be towed by the road/rail shunting vehicle include the following: o double deck push-pull trains o single deck push-pull trains o single deck (first generation) push-pull trains o Electric locomotives, EMU,DEMU o BOBO or EURO locomotive o 3.2 Dimensions 3.2.1 All vehicles operating on ISR network, including the road/rail shunting vehicle, shall be operable within the kinematic gauge in Attachment A (A.4). 3.2.2 In general, the following dimensions shall apply: Carbody width Overall vehicle length (including buffer) Overall vehicle height above top of rail Rail wheel diameter Height of end coupler above rail Height of buffer above rail < 2'850 mm < 11000 mm < 4'680 mm 265 mm 1'040 ± 5 mm 1 060 ± 5 mm 3.3 Track compatibility 3.3.1 The road/rail shunting vehicle shall be capable of traveling around the depots without fully unloading any wheel or the vehicle becoming derailed. Track characteristics include the following: Gauge in Israel is 1'435 mm and suits the requirements of UIC.

Minimum curve radius at the depots is 001 m. Maximum longitudinal track gradient is 2%. Maximum rail cant at depots and sidings is 1 in 30. Combinations of turnouts (S-curves). 3.3.2 Details of track characteristics are available in Attachment A. 3.4 Climate and environmental conditions 3.4.1 The specific environment of the ISR has to be taken into account: High temperature, humidity and sun load. Sand and dust (clogging the air filters) 3.4.2 Details of the climatic conditions are included in Attachment B. 3.5 Performance 3.5.1 In rail mode, the road/rail shunting vehicle shall be powered by a electric engine and shall be capable of satisfying the following requirements on dry track, at a gradient of 2% and/or curve radius 100 m: Permissible trailing load Velocity at max. permissible load 400 t 250t 150t From 7 up to 10 km/h 3.6 Driving Systems 3.6.1 The road/rail shunting vehicle shall be powered by electric engine. 3.6.2 Maintenance requirements of the engine shall be easy and kept to a minimum. 3.7 Vehicle structure 3.7.1 Framing members and shear panels shall form an underframe and an intermediate floor to carry adequately the combined reactions under the anticipated vertical and longitudinal loads. 3.7.2 The under frame ends shall be designed to distribute coupler as well as buffing loads evenly into the car structure. The vehicle structure shall provide suitable protection to the driver. 3.7.3 Buffers shall be provided at both ends of the road/rail shunting vehicle to carry horizontal loads, e.g. from impact with stationary or moving objects. These buffers shall be designed with energy absorbing elements and shall be easily replaceable. Standard side buffers shall be in accordance with UIC 566 and shall be mounted at 1 060 mm above rail level - the same height as on the existing vehicles.

3.7.4 The running gear and suspension system shall be designed such that it provides for a service life equal to that of the vehicle. 3.8 Rail wheels 3.8.1 The rail wheels shall be designed to ensure that they are safe to operate under all normal conditions of wear, suspension condition, vehicle loading and speed, the flange-back spacing, wheel rim width and the flange shape shall be in accordance with EN 13260. 3.8.2 Single wheels at the front and the rear shall be provided with diameter >265mm. They shall be able to negotiate curves in the depot of minimum 100 m radius. 3.8.3 Rail wheels shall be hydraulically operated with controls in the driver s cabin. The wheels must be positively locked down when in the rail mode. 3.8.4 The rail wheels shall be simple to maintain and replacement shall be easy and convenient. 3.9 Road wheels 3.9.1 The road tires shall be heavy duty, without the danger of flats when operating on arduous surfaces. 3.9.2 It is envisaged that the road wheels will share the load with the rail wheels and connecting axle, or else carry the entire load itself. 3.9.3 The tires shall provide adequate braking and friction to ensure compliance with the minimum requirements as specified in this technical specification. 3.10 Switching between rail and road modes (on-off tracking system) 3.10.1 The road/rail shunting vehicle shall be capable of being driven directly onto the tracks without causing damage to the vehicle or the infrastructure, or causing it to overturn or experience inadvertent movements. 3.10.2 The maximum space required to change modes shall be 7m. 3.10.3 Switching between rail and road modes shall be possible from driver s controls. 3.10.4 The road steering wheels shall be locked in the straight ahead position when the road-rail vehicle is in rail mode. 3.10.5 A system to check the correct alignment of the vehicle on the tracks shall be provided. It is preferred that movement shall only proceed once the wheels are aligned properly and locked down. 3.10.6 Any failure of the guidance system shall not make the vehicle unstable while operating at the limits of its rated load or reach. 3.11 Brakes 3.11.1 The vehicle shall be fitted with three kinds of brake systems; service brake, parking brake and a railway brake. 3.11.2 It shall be possible to use the road/rail shunting vehicle in rail mode without connecting the railway brake (i.e. using vehicle's service brake).. 3.11.3 Service brake:

3.11.3.1 A full service brake shall be provided, which can be operated from the driver s foot pedal (as is standard for road vehicles). 3.11.4 Parking brake: 3.11.4.1 A mechanical parking brake, operable from the cab as is standard for road vehicles, shall be fitted and be capable of holding the road/rail shunting vehicle with maximum permissible loading capacity at a 2 gradient. It should be easy and convenient to identify when the parking brake is "ON" or "OFF" from the dashboard. 3.11.5 Railway Brake: 3.11.5.1 The rail brake shall be compatible with the coaches operated by ISR, which are equipped with automatic multiple-release high-performance loaddependent air brakes (in accordance with UIC-540). 3.11.5.2 The road/rail shunting vehicle s train braking system shall include the following as a minimum: Coupling hose and head in accordance with UIC-541-4. Handle for applying train brakes within the driver s cabin. High performance compressor, sufficiently dimensioned to cover the demands of the vehicle itself, plus that of the various train consists Optimum number of air reservoirs, with nominal braking pressure 5 bar. Air dryer, to protect from corrosion, cavitation and freezing. Pressure indicator with two pointers (to be displayed on the dashboard); one pointer shall display the pressure in line with the rail brakes and the other displays the pressure of the shunting vehicle s reservoir tanks. 3.11.5.3 The braking system shall be capable of holding the maximum trailing load without rolling in the event that the system fails. 3.11.5.4 It is envisaged that the road/rail shunting vehicle, with towing load 3.12 Coupling (permissible trailing load+10%) on straight track in all weather conditions, shall be capable of achieving a braking distance of 9m from a speed of 5 km/h. 3.12.1 UIC couplers and draw gear (according to UIC 520 and EN 15566) are currently fitted to rolling stock vehicles in operation by ISR. 3.12.2 The road/rail shunting vehicle shall include a coupling system that will positively engage with it automatic. 3.12.3 The coupling system shall be able to withstand and transmit all forces associated with shunting vehicles, including traction, buffing, curving, braking, coupling and uncoupling. 3.13 Operation and Control 3.13.1 The road/rail shunting vehicle shall predominantly be used for one person operation using control elements in the driver's cabin.

3.14 Driver s cabin 3.14.1 The cabin shall be waterproof and shall meet international standards for resistance to corrosion and fire, including provision of appropriate fire protection equipment. All materials and technologies applied in the driver s compartment have to provide reliable function under all Israel's common environmental and operational conditions (see Attachment B). 3.14.2 Access to the driver s cabin: 3.14.2.1 Access to the driver s cabin from both sides of the vehicle shall be possible. 3.14.2.2 Ladders or steps with handrails shall be provided to allow the driver to board the vehicle safely from track level. 3.14.2.3 The doors shall be efficiently sealed in the closed position in order to avoid air draughts or water entering. Care shall be given to the requirement of the vehicle to pass through the automatic car washer. 3.14.3 Driver s seat 3.14.3.1 The driver s seat shall be cushioned and sprung and it shall be possible to easily adjust it in both vertical and horizontal directions. The slope of the seat should also be adjustable. 3.14.4 Driver s visibility 3.14.4.1 UIC Leaflet 651 shall be considered. 3.14.4.2 Operators shall have a clear view of the work they are undertaking and sufficient forward and reverse visibility of track and depot signals. Visibility from the driver's position shall allow one-person operation for movements in both directions. 3.14.4.3 The position of lighting sources in the driver s cab and the arrangement, slope and curvature of the front windscreen must be compatible so that the driver is not being disturbed by reflections of doubled pictures while being in normal operation position. 3.14.4.4 An easily adjustable sun blind shall be provided for the front and rear windscreen. 3.14.5 Windscreen 3.14.5.1 Demisting shall be by an appropriate electrical heating for both front and rear windscreens. 3.14.5.2 The windscreen wiper should be orientated to the driver s main field of vision and shall be dimensioned so that at least two thirds of the front window is visible. 3.14.5.3 The drives of the windscreen wiper shall be adjustable step less or with smooth-step intervals.

3.14.5.4 A windscreen washer system shall be provided for both front and rear windscreens. 3.14.6 The driver's cabin shall be equipped with heating and air conditioning system that can be adjusted by the driver.(attachment B:climate and environmental conditions). 3.14.7 The operational control devices have to be grouped in order to allow a one-person operation in forward and reverse directions. Details of the required controls are provided in section 3.15 3.15. 3.15 Dashboard controls 3.15.1 The driver s dashboard shall be designed to allow for easy access for maintenance of all instruments and displays. 3.15.2 The following dashboard controls shall be provided as a minimum: Ignition key switch Interior cabin lighting Hazard lights Kilometer counter Heating/ air conditioning Rail / road mode (and guided wheelsets up/down) Exterior lighting Gear selector (if applicable) Windscreen washer/ wiper Horn 3.15.3 The following indications shall be provided as a minimum: Rail / road mode Current time Current speed Parking brake activated 3.16 Side mirrors Tachometer Engine check High engine temperature Low battery charging level Operating time Air pressure indicator (for rail brake system) 3.16.1 Side mirrors shall be fitted to allow for observation of the trailing coaches in rail mode. Their orientation shall be adjustable from the driver's position, either manually or electronically. 3.17 Horn 3.17.1 The vehicle shall be fitted with a warning horn to alert personnel of vehicle movements. It shall be >80 db 3.18 Vehicle exterior 3.18.1 The vehicle paintwork shall be suitable for prolonged exposure to environmental conditions, as listed in Attachment A. 3.18.2 The road/rail shunting vehicle shall be capable of being cleaned by an automatic train washing facility. Water and cleaning fluid properties are detailed in Attachment C. 3.19 Electrical equipment

3.19.1 Electrical cables shall be completely water-tight longitudinally and transversally. The cables shall be free of corrosion and unsusceptible to ageing. They shall not require any particular maintenance or inspection during the lifetime of the vehicle. 3.19.2 Electromagnetic disturbances due to electrical equipment shall be considered. The vehicle shall meet the requirements of EN50121-3-1 and EN50121-3-2 - Electromagnetic Compatibility (EMC) for Railway Applications. 3.20 Maintenance 3.20.1 The road/rail shunting vehicle shall allow easy access to fill oil, water and battery. 3.20.2 The road/rail shunting vehicle shall allow easy access to fill water and maintenance battery. 3.20.3 Any special tools and equipment required for the maintenance of the vehicle must be provided. 4 Documentation 4.1 The road/rail shunting vehicle s performance details and evidence requested to ensure compliance with this technical specification, shall be provided to ISR as part of the Technical ProposalBidder s response. 5 References מעוצב :סמן מעוצב :סמן Standard IS 107 ISO 9001:2008 UIC 520 UIC 540 UIC 541-4 UIC 566 UIC 651 EN 13260:2003 EN 15566:2009 EN 50121-3 Title Israeli Standard - Hydro-carbon fuels: Gas-oil for diesel engines and gas-oil for heating Quality Management System Wagons, coaches and vans - Draw gear - Standardisation Brakes - Air Brakes for freight trains and passenger trains Brakes - Regulations concerning the manufacture of brake components - Self-adjusting load-proportional braking system and automatic "empty-loaded" control device Loadings of coach bodies and their components Layout of driver's cabs in locomotives, railcars, multiple-unit trains and driving trailers Wheelsets and bogies - Wheelsets - Products requirements Draw gear and screw coupling Electromagnetic compatibility. Part 3: Rolling stock

Standard Title Attachment A A.1 Track Geometrical Parameters A1.1 Track Gauge Standard track gauge The standard track gauge is 1'435 mm (nominal). In tight curves, widening of the gauge is done according to the following: A1.2 Curves Radius R (in m) Addition to standard 1'435 gauge dimension (mm) >300 0 250-300 5 200-249 10 <200 15 The minimum radius of curves in depot track is 100 m. The minimum vertical curve radius on lines (concave/convex): 3000 m. A.2 Track Superstructure A.2.1 Rails Types of rails The following rail types are being used on the ISR network: UIC 60, UIC 60 320 Cr, UIC 54, U 50, S 49, U 33. Rail inclination The rails in depots and sidings are installed with a longitudinal inclination of maximum 2. A.2.3 Switches

Standard Title Types of switches include: 1/20, 1/12, 1/9, 1/8 from rails UIC 60, UIC 54 and U 50. A2.4 Kinematic Loading Gauge:

Attachment B B Climate and Environment B.1 Climate and Environmental Conditions Max. Ambient temp. 47 C (shade) Min Ambient temp. Minus 5 C Relative humidity 10% to 90% Altitude - 400 m to +800 m Sunny hours per year 3300 h UV Radiation MJ/m² per year 360-600 Rainfall mm/year 400-800 B.2 Dust Conditions in the atmosphere (Microgram per m³ atmosphere) Half- Maximum hour Value Maximum Value Daily Average NOx 1064 560 71 SO2 780 260 21 O3 312 143 84 Suspended Dust - 350 100 Suspended Particulate Matter (SPM) Particle size to 0.5-1 micron

Attachment C Various detail specifications C.1 Fuel for diesel engines Israel Standard - IS 107, September 1995 (Amended Iyar 5759 - May 1999) מעוצב :לא סמן Hydro-carbon fuels: Gas-oil for diesel engines and gas-oil for heating C.12 Water specification Typical water quality in Israel: No. Parameter Unit Range 1 Hardness ppm 220-450 2 PH 6.4-7.5 3 Chlorides ppm 20-400 4 Alkalinity ppm 100-300 5 Ca ppm 45-100 6 Cr ppb 3 7 Cu ppb 3 8 Fe ppb 68 9 K ppm 2-5.7 10 Mg ppm 20-30 11 Mn ppm 6 12 HCO3 ppm 110-400 מעוצב :לא סמן C.23 Cleaning Agents The following chemicals are in use for cleaning purposes with ISR: liquid for wind shield washer: Wish Wash chemicals for car washer: acid cleaner