TfL start search for new DLR trains

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Short description of the contract or purchase(s):

Passenger journeys on the Docklands Light Railway have been increasing by approximately 8 % per annum with 110 000 000 journeys in the year to March 2015. This level of increase is estimated to continue particularly in the Royal Docks area resulting in the need to enhance services and therefore procure additional rolling stock to serve that demand.
DLR also has a need to consider replacement of its existing 94 B92 vehicles (each 28.8 m long). These LRVs are generally operated as three-car trains (each 86.4 m long).
As part of DLRL's feasibility and strategic work, and with a view towards reduced journey times, improved ambience and reduced whole life costs DLRL is considering the possibility for a new design of rolling stock with a fixed length of 86.4 m (New Train).
DLRL has identified the following features to enable the prospective New Train to meet these objectives:
— fixed formation, walk through train,
— wide open gangways between carriages,
— minimized energy consumption,
— saloon air cooling/heating equipment that does not reduce passenger space,
— driverless operation,
— very high reliability.
A more detailed description can be found in Section VI.2.
DLRL is seeking technical dialogue with established rolling stock manufacturers to assist it in identifying the optimum technical solution to meet its requirements. Options to be considered will include like for like single unit replacement or (possibly more likely) a single full length train (New Train, 86.4 m). The likely order size could be 40—50 New Trains (equivalent to 120—150 single units).
For the purposes of this PIN, DLRL wishes to engage only with rolling stock manufacturers who are capable of delivering a complete rolling stock solution in its entirety, rather than manufacturers of component parts. Any entity which is interested in participating in such a dialogue should contact DLRL at the address set out above.
This is not a stage in a formal competitive process, and it is not the purpose of this dialogue to procure any part of the solution. Rather, the purpose is to provide DLRL with information on what is available and being developed in the marketplace to allow DLRL to develop a strategic solution. Participation in this dialogue is not a prerequisite to, and will not prejudice, participation in any future competitive process.

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VI.2) Additional information:

New Train Characteristics:
— Complete train length — 86.4 m, over coupler faces,
— Height (static) — 3,515 mm, above rail level Width (static) — 2,650 mm,
— Floor Height (static) — 1,025 mm,
— Maximum Laden Axle Load (Static) — 100 kN, or less Maximum Speed — 80 kph,
— Maximum Acceleration — 1.3 m/s² on level track, from standstill to 20 km/h, over the load range M1 to M3,
— Full service brake rate — 1.3 m/s² on level track, from 80 km/h to standstill up to M4 load,
— Maximum Brake Rate (Emergency) — 0.92 m/s² on level track, from 80 km/h to standstill up to M4 load with a worst case single failure in the braking system,
— Regenerative Braking — Required Track Brakes — Not required,
— Couple Height — 650 mm, above rail level,
— Mechanical Coupler — Compatible with Scharfenberg pattern as fitted to existing vehicles Emergency Egress — A means of exiting the end of train to track level,
— Push Out Capability — Ability for an empty train to push a M3 loaded train up a 6 % gradient,
— The train will be compatible with Thales Seltrac Signalling System,
— The train should be have the option to either automatically close the doors in ATO mode or allow the Passenger Service Agent to initiate door closure in ATO mode,
— Trains will have the facilities to allow the Passenger Service Agent to manually operate the train under the supervision of the Seltrac system (ATP mode),
— Trains will have the facilities to move manually, independent of the Seltrac system (Emergency Shunt mode),
— Train will have the facilities to be moved manually, independent of the Seltrac system (Emergency Shunt mode),
— Ability to transmit CCTV information to control centre in real time,
— Through Gangway between vehicles.
Doors – The existing DLR doors are 1,500 mm wide, with four sets per 28 m vehicle. This is equivalent to ~20 % ratio. DLRL would envisage the new train having a ratio of ~30 %, more consistent with Metro style operation
Passenger Saloon:
— Real-time Auto-Visual Passenger Information System,
— CCTV: Internal full coverage of the saloon and External Look Forward,
— Longitudinal Metro Seating,
— Air Conditioning,
— Vehicle health monitor,
— Doors – The existing DLR doors are 1,500 mm wide, with four sets per 28 m vehicle. This is equivalent to ~ 20 % ratio. DLRL would envisage the new train having a ratio of ~ 30 %, more consistent with Metro style operation
Infrastructure Characteristics:
— Track Gauge — 1,435 mm,
— Minimum Curve Radius — 40 m radius (38 m in Depots),
— Maximum Gradient — 6 %,
— Power Supply — 750 volts DC, nominal Operation:
Reliability:
— The train shall be capable of high levels of reliability. This shall include design features to minimise the risks associated with single point failures.
— The train shall be fitted with a remote monitoring system to allow the Control Centre to monitor the safe, reliable operation of the train in service, in real time, and provide assistance to the on-train Passenger Service Assistant in the event of a problem.
Standards & Assurance:
— The train shall comply with British and European Legislation,
— The train shall comply with the relevant British & European Standards, including compliance with BS-EN45545 for Fire Compliance,
— RVAR 2010 Compliant,
— Assurance shall be accordance with the requirements of ROGS.
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