TRAXX Asia
Diesel-electric locomotive for Southeast Asia
A. Overview
The TRAXX Asia Platform provides Railways with a
choice of state-of-the-art locomotives designed for
narrow gauge and low axle loads. These
locomotives are foreseen for all countries in
Southeast Asia. Designed as a Platform, TRAXX
Asia locomotives have a modular building block
structure covering both 1’000 and 1’067 mm track
gauges and can be supplied with a wide range of
axle loads between 15 and 20 tons. The loading
gauge covers all Railway requirements of
Southeast Asia. The basic versions are 6-axle with
diesel-electric propulsion. Additionally, an electric
TRAXX Asia locomotive is foreseen.
The TRAXX Asia Platform is derived from the very
successful TRAXX Locomotive Platform which has
today become the industry standard in practically all
European countries. Standardization and
modularization within the TRAXX Platform is the
key to increase economies of scale in production, to
provide a long term availability of spare parts and to
obtain a high overall locomotive reliability. Also,
standardization and interoperability within a
Bombardier Transportation / PT. INKA
platform increase the residual value for ease of
financing and leasing of locomotives.
All TRAXX Asia locomotives are designed for high
operational performance in both freight and
passenger services. This is made possible using
latest ac-propulsion technology. Thus TRAXX Asia
locomotives are ideal for heavy freight trains, e.g.
on long uphill grades, as well as for hauling
passenger trains with high acceleration in regional
and intercity services. They are available with an
optional kit to provide electric power to the
passenger coaches. In this way traditional power-
cars with diesel generator groups are no longer
needed. In addition, TRAXX locomotives can be
operated in push-pull mode with driving trailers,
again substantially reducing operational costs.
Upto four locomotives can run in multiple, e.g. in
mining operations with heavy train loads. There is a
choice of multiple unit control either via cable or
through wireless transmission.
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B. Short technical description
TRAXX Asia locomotives are based on latest
European locomotive developments which help the
Railways reduce operating costs and enhance their
competitiveness. Hereto the following features are
mentioned:
Mechanical design. The TRAXX Asia locomotives
have a CoCo wheelset arrangement. The carbody
is a double-cab light-weight monocoque design.
The machine room is similar to the proven
European TRAXX locomotives and is fully enclosed
with a central aisle. In this way personnel safety is
greatly enhanced compared to outside gangways.
The cabs are equipped with UIC compliant driver’s
desks, air-conditionning and two comfortable seats.
Bogies. The bogies are of the proven Flexifloat
design used also on the Blue Tiger, Class 26,
locomotives of KTMB, Malaysia. This principal
bogie design is used on all Bombardier
locomotives, including the European TRAXX and
North American ALP Platforms. Characteristic are
the primary and secondary coil springs and the
bolsterless design with a traction rod transmitting
the forces between carbody and bogie. Wheelset
guidance with flexible links allows free lateral
movement thus greatly reducing wear on wheels
and tracks.
Diesel engines. There is a choice of railway proven
diesel engines used in many different applications
worldwide. These advanced mainstream engines
are designed with the latest technologies for high
fuel economy, low exhaust emissions and ease of
maintenance. They are extremely reliable and are
overall lower cost compared to conventional
designs. As high speed engines they have a much
higher power rating per weight, typically 2-fold, than
traditional medium speed engines. In this way the
TRAXX Asia locomotives feature a much higher
traction performance than traditional diesel
locomotives.
Energy efficiency. Propulsion is provided from
multiple diesel engines which all feed in parallel the
six traction motors. In this way some diesel engines
can be shut off during idling and low power
demand. In addition, IGBT ac/ac propulsion
technology allows a very efficient power conversion.
Also, substantial fuel savings are obtained through
regeneration of braking power to the auxiliaries and
to the coaches in the case of passenger trains. In
overall, the TRAXX Asia locomotives can achieve
fuel savings of up to 10% compared to traditional
diesel locomotives.
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Mission reliability. The TRAXX Asia locomotives
maintain full starting tractive effort even if a diesel
engines fails. In this way operation can continue
with the full train load without disruption of services.
The reliability of the locomotive is further enhanced
by a redundent battery charger. Also, all vital
electronic control channels are duplicated. Thus the
mission reliability is greatly enhanced compared to
single engine locomotives.
Maintenance. Following the experience of
European TRAXX locomotives, all machine room
equipment, including the diesel engines, are readily
accessible for service and maintenance within the
enclosed machine room. Hence, access is always
possible at all weather conditions, also outside
depots and workshops and even during service.
The diesel engines and their cooling systems are
designed as modular PowerPacks which can be
replaced within a few hours. The Railways can
obtain complete kits, including detailed instructions
and training programs, to establish efficient engine
maintenance in their own facilities. Alternatively,
Bombardier and the diesel engine supplier can
provide tailored solutions to the Railways for all
levels of maintenance and overhauls.
Environment & locomotive standards. The
TRAXX Asia locomotives are designed to the latest
European standards as defined by the EN
(European Norms) and TSI (Technical
Specifications for Interoperability). These standards
are today most advanced and widespread, used
worldwide also in Asia, e.g. in India and China. The
diesel engines on the TRAXX Asia fullfil the latest
exhaust emission standards, i.e. the European
Stage IIIA requirements. Noise levels are very low
and comply with TSI Noise stipulations.
Traction converters. The traction converter
transforms the power coming from the alternators to
control the speed and tractive effort of the six ac-
traction motors. The converter design is basically
the same as on the European TRAXX DE diesel
locomotives, however, adapted to the TRAXX Asian
requirements. It uses water-cooled IGBT switching
devices packaged into robust replaceable modules.
The converter output consists of three identical
inverters of which two feed the traction motors and
the third supplies power to the locomotive
auxiliaries. The latter can be used also for supplying
electric power to the coaches, thus eliminating the
need of traditional diesel powercars. In case of an
inverter failure a traction inverter can be used for
the coach power supply. This guarantees redundant
supply of electric power to the coaches from the
locomotive.
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The converter contains also two IGBT choppers for
the smooth control of the electro-dynamic braking
effort. This circuit arrangement allows the recovery
of braking energy. Fuel savings are considerable,
particularly with passenger trains on downhill
grades or with frequent stops. The electro-dynamic
brake is sufficiently powerful to maintain a constant
speed of a passenger train without using the train’s
pneumatic brake.

C. Technical data of the TRAXX Asia diesel-electric locomotives (preliminary)

Infrastructure Locomotive performance

Clearance gauge: Indonesia Max. service speed: 120 km/h
Malaysia (Option: 140 km/h)
Taiwan Traction power at wheel: 1’590 kW
Thailand Starting tractive effort: 320 to 360 kN
Vietnam Electric braking power at wheel: 1‘400 kW
Track gauge: 1’000 and 1’067 mm Max. electric braking effort: 200 kN
Min. curve radius: 80 m Train supply power (Option): 300 kVA @ 380 V to
Operating temperature range: -10 to + 45°C 415 V/ 50 Hz

Mechanical data & Bogies Propulsion system

Carbody: Monocoque Diesel engine: Caterpillar, Deutz,
Number of driver's cabs: 2 Liebherr, Cummins
Access doors per cab: 2 exterior & 1 interior Diesel engine output (UIC623): Minimum 1960 kW
Central couplers: AAR 10A contour Engine cranking: Electric starters
Height of coupler: 775 … 850 mm Fuel tank capacity: 3800 litres
Length over couplers: 19’700 mm Traction converter: MITRAC TC3320 DE
Locomotive width: 2’786 mm DC-link voltage: 1‘800 V
Max. height: 3’700 mm Converter coolant: Water /glycol mixture
Wheelset arrangement: Co’Co‘ Traction motors/bogie: 3
Distance between bogie centres: 11’500 mm Transmission gear ratio: 1:4.684
Axle load (full supplies): 15 to 20 t Traction motor & gear type: MITRAC DR3400N
Bogie wheel-base: 1’800 mm Auxiliary & train supply inverter: 1, redundant with
Type of bogie: Flexifloat traction converters
Wheel diameter (new / worn): 1’016 mm / 940 mm Battery type / voltage / capacity: Pb / 24 V / 600 Ah
Drive unit: Nose suspended Automatic train protection: Country specific
Friction brake equipment: Tread brakes Train radio: Country specific
Parking brake: Spring applied Multiple unit control: WTB (acc. IEC 61375,
Sanding: On leading axle IEEE 1473), via shielded
Sand reservoir volume: 4 x 125 l cable or wireless
Wheel flange lubrication: On leading axle Remote diagnostics: transmission via GSM or
GSM-R

Air supply & brake control Other equipment

Compressed air supply:
Compressor type:
Main air reservoirs:
Brake control:
2’190 l/min Fire detection: Smoke detectors, heat
Screw or piston detection in engine room
800 l Automatic fire extinguishing On request
UIC 540 ff or AAR Rear view facilities: Adjustable mirrors;
(L26 based) cameras with screen
presentation on request
Flip seats One or two as option

Bombardier Transportation / PT. INKA Page 3/4

D. TRAXX Asia as passenger locomotive, 16 tons / axle

The below curves show the tractive effort versus speed for a passenger train of 500 tons load. There is a high
residual tractive effort at 120 km/h for fast acceleration to maximum speed.

E. TRAXX Asia as freight locomotive, 18 tons / axle

As a freight locomotive the TRAXX Asia can pull very heavy train loads on level track, e.g. 2’500 tons at
95 km/h, as well as on steep grades, e.g. 1’800 tons on 12.5 ‰ at 25 km/h.

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