ࡱ> >~}|||| N\(bjbjVV (<<]s11??Q?Q?Q?$u?u?u?P?<XL?u?U) &M}(==S)23.&Th' ' ' ' ' ' ' {1 4 z' qQ?yi&)yy' ??=S) WWWyd?8=Q?S' Wy' WWF 9? S@*pgu?L: ' %) 0U)  4 ).4   ^4 Q?` (5g]W1Duggg' ' WgggU) yyyy4 ggggggggg1 =:  American Public Transportation Association 1666 K Street, NW, Washington, DC, 20006-1215 July 25, 2011 Light Rail Vehicle Request for Proposals (RFP) Procurement Guideline Abstract: This document outlines a request for proposals for a light rail vehicle procurement Contract. Keywords: light rail vehicle (LRV), request for proposals (RFP) Overview: Many industries have standard forms of contracts and technical specifications for the acquisition of goods and services. Buyers and sellers in those industries become familiar and comfortable with those forms. The goal of creating a common method of contracting and specifying technical requirements enables participants to focus, when necessary, on negotiating only those issues for which a departure from the accepted norm is necessary or desirable. This approach will save considerable time and effort for the parties to a particular transaction. It also permits new provisions or evolving best practices to be efficiently incorporated into the standard Contract for that industry and in a manner designed to benefit the industry as a whole. Finally, standardization leads to consistency of interpretation that is expected to reduce the number of Contract disputes, resulting in better prices for both the public and private sectors. Introduction This document outlines a request for proposals (RFP) for a light rail vehicle (LRV) procurement. The document was developed by the APTA Procurement Terms and Conditions Working Group and the APTA Light Rail Vehicle Technical Specification Working Group for use by transit agencies. An RFP is generally used when the scope of work or specification is less well defined and/or there is a need to evaluate the proposals qualitatively when price may be a secondary factor in the evaluation. In addition, this type of procurement may be used in cases where the vehicle involves emerging technology or there is a requirement to discuss warranty provisions or design considerations. At the conclusion of preparing an LRV RFP, an Agency may wish to consider an industry review of the RFP. An industry review is a technique in which the procuring Agency sends out the draft solicitation for review and comment by potential Proposers. A notice letter should be sent with the solicitation identifying the potential item(s) to be procured. If known, the notice can indicate approximately when a formal solicitation may be issued. Typically, the notice will not indicate a specific quantity. Finally, the notice should indicate to whom and in what form comments are to be sent, when comments are due, and how received comments will be handled. To ensure optimum response, it is recommended that comments received not be disclosed but be used only by Agency staff. How This Document is Organized The document has been created to facilitate the development of light rail vehicle procurement packages that are consistent throughout the industry, providing a uniform format for numbering and organizing such documents. The use of standard formats for commonly used procurement contracts will improve the ability of industry participants to prepare contracts that contain all necessary provisions and that facilitate the incorporation of best available industry practices. The outline for an LRV contract RFP is organized as follows: The Notice of Request for Proposals (RFP) (Section 1) contains general information to prospective Proposers regarding the RFP package and can also be used as notification of the RFP to the public or as an advertisement of the procurement opportunity. The Instructions to Proposers (Section 2) provides detailed requirements that Proposers must follow in submitting their proposals. This section also includes evaluation criteria and information of interest to the Proposer regarding Agency contract award procedures. The General Conditions (Section 3), once customized by each Agency, should contain the standard terms and conditions and should be modified only by language added in the Special Provisions section. The Special Provisions (Section 4) should be customized to meet the Agencys specific requirements for each individual project or contract, as well as local and state requirements. They are intended to amend and supplement the General Conditions to meet the individual requirements of each project. The Federal Clauses are included as Section 5. The Technical Specifications are attached as Section 6. The Warranty Provisions are contained in Section 7. Quality Assurance (Section 8) covers manufacturing, inspection and acceptance procedures. Under normal practice, Forms and Certifications (Section 9) are submitted with the Proposal or the Proposal may be considered nonresponsive. Appendixes are included as Section 10. How to Use This Document This document has been designed to be a living document and will be reviewed biannually to stay current with new or updated regulations, policies, technologies and industry best practice. Items noted in brackets [example] are areas indicating where Agency input is needed and should be filled in accordingly. As this is living document, references to other sections in the document are noted by title. All section titles are listed in the Table of Contents. It is understood that transit agencies will need to modify this document to reflect local and state rules, regulations and laws, and that they will insert the standard contract language that they have developed in appropriate places within the document. However, modifications to the standard format should be made in a manner that will maintain the structural integrity of the document. The numbering of unused articles should be maintained and accompanied by the notations not used or reserved. Request for Proposals [Insert Agency name and logo] [Insert Proposal number] [Insert month date, year] Table of Contents  TOC \o "1-3" \h \z \u HYPERLINK \l "_Toc301962555"SECTION 1: NOTICE OF REQUEST FOR PROPOSALS  PAGEREF _Toc301962555 \h 20 HYPERLINK \l "_Toc301962556"NR 1. Title/Description of the Work to be Done  PAGEREF _Toc301962556 \h 20 HYPERLINK \l "_Toc301962557"NR 2. Obtaining Proposal Documents  PAGEREF _Toc301962557 \h 20 HYPERLINK \l "_Toc301962558"NR 3. Proposal Due Date and Submittal Requirements  PAGEREF _Toc301962558 \h 20 HYPERLINK \l "_Toc301962559"NR 4. Cost for Proposal Documents  PAGEREF _Toc301962559 \h 20 HYPERLINK \l "_Toc301962560"NR 5. Validity of Proposals  PAGEREF _Toc301962560 \h 20 HYPERLINK \l "_Toc301962561"NR 6. Pre-Proposal Meeting Information  PAGEREF _Toc301962561 \h 20 HYPERLINK \l "_Toc301962562"NR 7. Identification of Source of Funding  PAGEREF _Toc301962562 \h 21 HYPERLINK \l "_Toc301962563"SECTION 2: INSTRUCTION TO PROPOSERS  PAGEREF _Toc301962563 \h 22 HYPERLINK \l "_Toc301962564"IP 1. Description of Work  PAGEREF _Toc301962564 \h 22 HYPERLINK \l "_Toc301962565"IP 2. Proposed Schedule for the Procurement  PAGEREF _Toc301962565 \h 22 HYPERLINK \l "_Toc301962566"IP 3. Obtaining Proposal Documents  PAGEREF _Toc301962566 \h 22 HYPERLINK \l "_Toc301962567"IP 4. Proposal Security Requirements (Reserved)  PAGEREF _Toc301962567 \h 22 HYPERLINK \l "_Toc301962568"IP 5. Pre-Proposal Meeting/Information for Proposers  PAGEREF _Toc301962568 \h 23 HYPERLINK \l "_Toc301962569"IP 6. Questions, Clarifications and Omissions  PAGEREF _Toc301962569 \h 23 HYPERLINK \l "_Toc301962570"IP 7. Addenda to the RFP  PAGEREF _Toc301962570 \h 23 HYPERLINK \l "_Toc301962571"IP 8. DBE Requirements for Transit Vehicle Manufacturers  PAGEREF _Toc301962571 \h 24 HYPERLINK \l "_Toc301962572"IP 9. Buy America Certification  PAGEREF _Toc301962572 \h 24 HYPERLINK \l "_Toc301962573"IP 10. Conditions, Exceptions, Limitations or Deviations  PAGEREF _Toc301962573 \h 25 HYPERLINK \l "_Toc301962574"IP 11. Protest Procedures  PAGEREF _Toc301962574 \h 25 HYPERLINK \l "_Toc301962575"IP 11.1 Address  PAGEREF _Toc301962575 \h 26 HYPERLINK \l "_Toc301962576"IP 11.2 Pre-Proposal Protests  PAGEREF _Toc301962576 \h 26 HYPERLINK \l "_Toc301962577"IP 11.3 Protests on the Recommended Award  PAGEREF _Toc301962577 \h 26 HYPERLINK \l "_Toc301962578"IP 11.4 FTA Review  PAGEREF _Toc301962578 \h 26 HYPERLINK \l "_Toc301962579"IP 12. Preparation of Proposals  PAGEREF _Toc301962579 \h 27 HYPERLINK \l "_Toc301962580"IP 12.1 Use of Proposal Forms  PAGEREF _Toc301962580 \h 27 HYPERLINK \l "_Toc301962581"IP 12.2 Alternate and Multiple Proposals (Reserved)  PAGEREF _Toc301962581 \h 27 HYPERLINK \l "_Toc301962582"IP 12.3 Proposal Format Requirements  PAGEREF _Toc301962582 \h 27 HYPERLINK \l "_Toc301962583"IP 12.4 Agency Treatment of Proprietary/Confidential Information  PAGEREF _Toc301962583 \h 34 HYPERLINK \l "_Toc301962584"IP 12.5 Signing of Proposal Forms  PAGEREF _Toc301962584 \h 35 HYPERLINK \l "_Toc301962585"IP 12.6 Modification or Withdrawal of Proposals  PAGEREF _Toc301962585 \h 35 HYPERLINK \l "_Toc301962586"IP 12.7 Ownership and Cost of Proposal Development  PAGEREF _Toc301962586 \h 35 HYPERLINK \l "_Toc301962587"IP 13. Proposal Evaluation and Selection Process, General  PAGEREF _Toc301962587 \h 36 HYPERLINK \l "_Toc301962588"IP 13.1 Confidentiality of Proposals  PAGEREF _Toc301962588 \h 37 HYPERLINK \l "_Toc301962589"IP 13.2 Duration of the Validity of Proposals  PAGEREF _Toc301962589 \h 37 HYPERLINK \l "_Toc301962590"IP 13.3 Evaluation Committee(s)  PAGEREF _Toc301962590 \h 37 HYPERLINK \l "_Toc301962591"IP 13.4 Review of Proposals for Responsiveness and Proposer for Responsibility  PAGEREF _Toc301962591 \h 37 HYPERLINK \l "_Toc301962592"IP 13.5 Proposal Evaluations and Selection Process  PAGEREF _Toc301962592 \h 38 HYPERLINK \l "_Toc301962593"IP 14. Response to Proposals  PAGEREF _Toc301962593 \h 46 HYPERLINK \l "_Toc301962594"IP 14.1 Single Proposal Response  PAGEREF _Toc301962594 \h 46 HYPERLINK \l "_Toc301962595"IP 14.2 Availability of Funds  PAGEREF _Toc301962595 \h 46 HYPERLINK \l "_Toc301962596"IP 14.3 Agency Contract Approval Process  PAGEREF _Toc301962596 \h 46 HYPERLINK \l "_Toc301962597"IP 14.4 Agency Rights  PAGEREF _Toc301962597 \h 46 HYPERLINK \l "_Toc301962598"IP 14.5 Execution of Contract  PAGEREF _Toc301962598 \h 47 HYPERLINK \l "_Toc301962599"IP 15. Conflicts of Interest; Gratuities  PAGEREF _Toc301962599 \h 47 HYPERLINK \l "_Toc301962600"IP 16. Agency-Specific Provisions  PAGEREF _Toc301962600 \h 47 HYPERLINK \l "_Toc301962601"SECTION 3: GENERAL CONDITIONS  PAGEREF _Toc301962601 \h 48 HYPERLINK \l "_Toc301962602"GC 1. Definitions  PAGEREF _Toc301962602 \h 48 HYPERLINK \l "_Toc301962603"GC 2. Materials and Workmanship  PAGEREF _Toc301962603 \h 51 HYPERLINK \l "_Toc301962604"GC 3. Conformance with Specifications and Drawings  PAGEREF _Toc301962604 \h 52 HYPERLINK \l "_Toc301962605"GC 4. Inspection and Testing  PAGEREF _Toc301962605 \h 52 HYPERLINK \l "_Toc301962606"GC 4.1 General  PAGEREF _Toc301962606 \h 52 HYPERLINK \l "_Toc301962607"GC 4.2 Non-Conforming Work  PAGEREF _Toc301962607 \h 52 HYPERLINK \l "_Toc301962608"GC 4.3 Risk of Loss  PAGEREF _Toc301962608 \h 53 HYPERLINK \l "_Toc301962609"GC 5. Title and Warranty of Title  PAGEREF _Toc301962609 \h 53 HYPERLINK \l "_Toc301962610"GC 6. Intellectual Property  PAGEREF _Toc301962610 \h 53 HYPERLINK \l "_Toc301962611"GC 6.1 Intellectual Property Indemnification  PAGEREF _Toc301962611 \h 53 HYPERLINK \l "_Toc301962612"GC 6.2 Intellectual Property Warranty  PAGEREF _Toc301962612 \h 54 HYPERLINK \l "_Toc301962613"GC 6.3 Tooling Rights  PAGEREF _Toc301962613 \h 54 HYPERLINK \l "_Toc301962614"GC 7. Data Rights  PAGEREF _Toc301962614 \h 54 HYPERLINK \l "_Toc301962615"GC 7.1 Proprietary Rights/Rights in Data  PAGEREF _Toc301962615 \h 54 HYPERLINK \l "_Toc301962616"GC 7.2 Software Escrow Account  PAGEREF _Toc301962616 \h 55 HYPERLINK \l "_Toc301962617"GC 8. Changes  PAGEREF _Toc301962617 \h 55 HYPERLINK \l "_Toc301962618"GC 8.1 Contractor Changes  PAGEREF _Toc301962618 \h 55 HYPERLINK \l "_Toc301962619"GC 8.2 Agency Changes  PAGEREF _Toc301962619 \h 56 HYPERLINK \l "_Toc301962620"GC 9. Legal Clauses  PAGEREF _Toc301962620 \h 56 HYPERLINK \l "_Toc301962621"GC 9.1 Indemnification  PAGEREF _Toc301962621 \h 56 HYPERLINK \l "_Toc301962622"GC 9.2 Indemnitee Negligence  PAGEREF _Toc301962622 \h 57 HYPERLINK \l "_Toc301962623"GC 9.3 Suspension of Work  PAGEREF _Toc301962623 \h 57 HYPERLINK \l "_Toc301962624"GC 9.4 Notice of Labor Dispute  PAGEREF _Toc301962624 \h 58 HYPERLINK \l "_Toc301962625"GC 9.5 Force Majeure  PAGEREF _Toc301962625 \h 58 HYPERLINK \l "_Toc301962626"GC 9.6 Termination  PAGEREF _Toc301962626 \h 59 HYPERLINK \l "_Toc301962627"GC 9.7 Compliance with Laws and Regulations  PAGEREF _Toc301962627 \h 60 HYPERLINK \l "_Toc301962628"GC 9.8 Changes of Law  PAGEREF _Toc301962628 \h 61 HYPERLINK \l "_Toc301962629"GC 9.9 Governing Law and Choice of Forum  PAGEREF _Toc301962629 \h 61 HYPERLINK \l "_Toc301962630"GC 9.10 Claims  PAGEREF _Toc301962630 \h 61 HYPERLINK \l "_Toc301962631"GC 9.11 Disputes  PAGEREF _Toc301962631 \h 62 HYPERLINK \l "_Toc301962632"GC 9.12 Maintenance of Records; Access by Agency; Right to Audit Records  PAGEREF _Toc301962632 \h 64 HYPERLINK \l "_Toc301962633"GC 9.13 Confidential Information  PAGEREF _Toc301962633 \h 64 HYPERLINK \l "_Toc301962634"GC 9.14 Conflicts of Interest; Gratuities  PAGEREF _Toc301962634 \h 65 HYPERLINK \l "_Toc301962635"GC 9.15 General Nondiscrimination Clause  PAGEREF _Toc301962635 \h 65 HYPERLINK \l "_Toc301962636"GC 9.16 Amendment and Waiver  PAGEREF _Toc301962636 \h 65 HYPERLINK \l "_Toc301962637"GC 9.16.1 Amendment  PAGEREF _Toc301962637 \h 65 HYPERLINK \l "_Toc301962638"GC 9.16.2 Waiver  PAGEREF _Toc301962638 \h 65 HYPERLINK \l "_Toc301962639"GC 9.17 Remedies Not Exclusive  PAGEREF _Toc301962639 \h 66 HYPERLINK \l "_Toc301962640"GC 9.18 Counterparts  PAGEREF _Toc301962640 \h 66 HYPERLINK \l "_Toc301962641"GC 9.19 Severability  PAGEREF _Toc301962641 \h 66 HYPERLINK \l "_Toc301962642"GC 9.20 Third-Party Beneficiaries  PAGEREF _Toc301962642 \h 66 HYPERLINK \l "_Toc301962643"GC 9.21 Assignment of Contract  PAGEREF _Toc301962643 \h 66 HYPERLINK \l "_Toc301962644"GC 9.22 Independent Parties  PAGEREF _Toc301962644 \h 66 HYPERLINK \l "_Toc301962645"GC 9.23 Survival  PAGEREF _Toc301962645 \h 66 HYPERLINK \l "_Toc301962646"GC 10. Agency-Specific Provisions  PAGEREF _Toc301962646 \h 66 HYPERLINK \l "_Toc301962647"SECTION 4: SPECIAL PROVISIONS  PAGEREF _Toc301962647 \h 67 HYPERLINK \l "_Toc301962648"SP 1. General  PAGEREF _Toc301962648 \h 67 HYPERLINK \l "_Toc301962649"SP 2. Sustainability  PAGEREF _Toc301962649 \h 67 HYPERLINK \l "_Toc301962650"SP 3. Schedule  PAGEREF _Toc301962650 \h 67 HYPERLINK \l "_Toc301962651"SP 3.1 Period of Performance and Delivery Schedule  PAGEREF _Toc301962651 \h 67 HYPERLINK \l "_Toc301962652"SP 3.2 Progress Schedule and Progress Reports  PAGEREF _Toc301962652 \h 68 HYPERLINK \l "_Toc301962653"SP 3.3 Liquidated Damages (LDs)  PAGEREF _Toc301962653 \h 69 HYPERLINK \l "_Toc301962654"SP 4. Payment  PAGEREF _Toc301962654 \h 70 HYPERLINK \l "_Toc301962655"SP 4.1 Payment Terms/Procedures  PAGEREF _Toc301962655 \h 70 HYPERLINK \l "_Toc301962656"SP 4.2 Milestone Payment Schedule  PAGEREF _Toc301962656 \h 71 HYPERLINK \l "_Toc301962657"SP 4.3 Prompt Payments  PAGEREF _Toc301962657 \h 73 HYPERLINK \l "_Toc301962658"SP 4.4 Units of Currency/Currency Adjustment  PAGEREF _Toc301962658 \h 73 HYPERLINK \l "_Toc301962659"SP 4.5 Economic Price Adjustment (Reserved)  PAGEREF _Toc301962659 \h 74 HYPERLINK \l "_Toc301962660"SP 4.6 Payment of Taxes  PAGEREF _Toc301962660 \h 74 HYPERLINK \l "_Toc301962661"SP 4.7 Final Completion  PAGEREF _Toc301962661 \h 74 HYPERLINK \l "_Toc301962662"SP 4.8 Final Payment and Claims  PAGEREF _Toc301962662 \h 74 HYPERLINK \l "_Toc301962663"SP 5. Performance Security/Insurance  PAGEREF _Toc301962663 \h 74 HYPERLINK \l "_Toc301962664"SP 5.1 Performance Security Requirements  PAGEREF _Toc301962664 \h 74 HYPERLINK \l "_Toc301962665"SP 5.2 Insurance  PAGEREF _Toc301962665 \h 75 HYPERLINK \l "_Toc301962666"SP 6. Shipping, Delivery and Acceptance  PAGEREF _Toc301962666 \h 76 HYPERLINK \l "_Toc301962667"SP 6.1 Shipment Authorization  PAGEREF _Toc301962667 \h 76 HYPERLINK \l "_Toc301962668"SP 6.2 Shipment  PAGEREF _Toc301962668 \h 76 HYPERLINK \l "_Toc301962669"SP 6.3 Evidence of Delivery and Shipping Destination (FOB point)  PAGEREF _Toc301962669 \h 77 HYPERLINK \l "_Toc301962670"SP 6.4 Unloading  PAGEREF _Toc301962670 \h 77 HYPERLINK \l "_Toc301962671"SP 6.5 Acceptance Testing  PAGEREF _Toc301962671 \h 78 HYPERLINK \l "_Toc301962672"SP 6.6 Delivery of Special Tools, Diagnostic Equipment, Spare Parts and Manuals  PAGEREF _Toc301962672 \h 78 HYPERLINK \l "_Toc301962673"SP 6.7 Conditional Acceptance, Final Acceptance and Non-Acceptance  PAGEREF _Toc301962673 \h 78 HYPERLINK \l "_Toc301962674"SP 7. Project Management  PAGEREF _Toc301962674 \h 79 HYPERLINK \l "_Toc301962675"SP 7.1 Contractors Personnel  PAGEREF _Toc301962675 \h 79 HYPERLINK \l "_Toc301962676"SP 7.2 Subcontractors and Suppliers  PAGEREF _Toc301962676 \h 80 HYPERLINK \l "_Toc301962677"SP 7.3 Agency Project Manager  PAGEREF _Toc301962677 \h 80 HYPERLINK \l "_Toc301962678"SP 7.4 Project Meetings  PAGEREF _Toc301962678 \h 80 HYPERLINK \l "_Toc301962679"SP 7.5 Pre-Award and Post-Delivery Buy America Certification  PAGEREF _Toc301962679 \h 80 HYPERLINK \l "_Toc301962680"SP 7.6 Ownership and Use of Agency Documents  PAGEREF _Toc301962680 \h 81 HYPERLINK \l "_Toc301962681"SP 7.7 Review of Drawings, Data and Designs  PAGEREF _Toc301962681 \h 81 HYPERLINK \l "_Toc301962682"SP 7.8 Partnering  PAGEREF _Toc301962682 \h 81 HYPERLINK \l "_Toc301962683"SP 7.9 Value Engineering  PAGEREF _Toc301962683 \h 82 HYPERLINK \l "_Toc301962684"SP 8. Options  PAGEREF _Toc301962684 \h 82 HYPERLINK \l "_Toc301962685"SP 8.1 Options for Additional Light Rail Vehicles  PAGEREF _Toc301962685 \h 82 HYPERLINK \l "_Toc301962686"SP 8.2 Prices of Optional Light Rail Vehicles (Including Escalation)  PAGEREF _Toc301962686 \h 82 HYPERLINK \l "_Toc301962687"SP 8.3 Milestone Payments for Optional Light Rail Vehicles  PAGEREF _Toc301962687 \h 84 HYPERLINK \l "_Toc301962688"SP 8.4 Options for Additional Spare Parts, Tools and Materials  PAGEREF _Toc301962688 \h 84 HYPERLINK \l "_Toc301962689"SP 8.5 Prices for Additional Spare Parts, Tools and Materials  PAGEREF _Toc301962689 \h 84 HYPERLINK \l "_Toc301962690"SP 8.6 Milestone Payments for Additional Spare Parts, Tools and Materials  PAGEREF _Toc301962690 \h 85 HYPERLINK \l "_Toc301962691"SP 8.7 Assignability of Options  PAGEREF _Toc301962691 \h 85 HYPERLINK \l "_Toc301962692"SP 9. Testing  PAGEREF _Toc301962692 \h 85 HYPERLINK \l "_Toc301962693"SP 9.1 General  PAGEREF _Toc301962693 \h 85 HYPERLINK \l "_Toc301962694"SP 9.2 Use of Agency Facilities  PAGEREF _Toc301962694 \h 85 HYPERLINK \l "_Toc301962695"SP 10. Safety and Security Requirements  PAGEREF _Toc301962695 \h 86 HYPERLINK \l "_Toc301962696"SP 10.1 Contractor Safety Training  PAGEREF _Toc301962696 \h 86 HYPERLINK \l "_Toc301962697"SP 10.2 Safety Compliance  PAGEREF _Toc301962697 \h 86 HYPERLINK \l "_Toc301962698"SP 10.3 Pre-Employment Background Requirements  PAGEREF _Toc301962698 \h 86 HYPERLINK \l "_Toc301962699"SP 11. Disadvantaged Business Enterprises  PAGEREF _Toc301962699 \h 86 HYPERLINK \l "_Toc301962700"SP 12. Service and Parts  PAGEREF _Toc301962700 \h 86 HYPERLINK \l "_Toc301962701"SP 12.1 Parts Availability Guarantee  PAGEREF _Toc301962701 \h 86 HYPERLINK \l "_Toc301962702"SP 12.2 Interchangeability  PAGEREF _Toc301962702 \h 87 HYPERLINK \l "_Toc301962703"SP 12.3 Agency-Furnished Equipment  PAGEREF _Toc301962703 \h 87 HYPERLINK \l "_Toc301962704"SP 13. Agency-Specific Provisions  PAGEREF _Toc301962704 \h 88 HYPERLINK \l "_Toc301962705"SECTION 5: FEDERAL CLAUSES  PAGEREF _Toc301962705 \h 89 HYPERLINK \l "_Toc301962706"FC 1. Access to Records  PAGEREF _Toc301962706 \h 89 HYPERLINK \l "_Toc301962707"FC 1.1 Local Governments  PAGEREF _Toc301962707 \h 89 HYPERLINK \l "_Toc301962708"FC 1.2 State Governments  PAGEREF _Toc301962708 \h 89 HYPERLINK \l "_Toc301962709"FC 2. Federal Funding, Incorporation of FTA Terms and Federal Changes  PAGEREF _Toc301962709 \h 89 HYPERLINK \l "_Toc301962710"FC 3. Federal Energy Conservation Requirements  PAGEREF _Toc301962710 \h 90 HYPERLINK \l "_Toc301962711"FC 4. Civil Rights Requirements  PAGEREF _Toc301962711 \h 90 HYPERLINK \l "_Toc301962712"FC 5. No Government Obligation to Third Parties  PAGEREF _Toc301962712 \h 91 HYPERLINK \l "_Toc301962713"FC 6. Program Fraud and False or Fraudulent Statements or Related Acts  PAGEREF _Toc301962713 \h 91 HYPERLINK \l "_Toc301962714"FC 7. Suspension and Debarment  PAGEREF _Toc301962714 \h 91 HYPERLINK \l "_Toc301962715"FC 8. Disadvantaged Business Enterprise (DBE)  PAGEREF _Toc301962715 \h 92 HYPERLINK \l "_Toc301962716"FC 9. Clean Water Requirements  PAGEREF _Toc301962716 \h 92 HYPERLINK \l "_Toc301962717"FC 10. Clean Air Requirements  PAGEREF _Toc301962717 \h 92 HYPERLINK \l "_Toc301962718"FC 11. Compliance with Federal Lobbying Policy  PAGEREF _Toc301962718 \h 92 HYPERLINK \l "_Toc301962719"FC 12. Buy America  PAGEREF _Toc301962719 \h 93 HYPERLINK \l "_Toc301962720"FC 13. Pre-Award and Post-Delivery Audits  PAGEREF _Toc301962720 \h 93 HYPERLINK \l "_Toc301962721"FC 14. Cargo Preference  PAGEREF _Toc301962721 \h 93 HYPERLINK \l "_Toc301962722"FC 15. Fly America  PAGEREF _Toc301962722 \h 93 HYPERLINK \l "_Toc301962723"FC 16. Contract Work Hours and Safety Standards Act  PAGEREF _Toc301962723 \h 94 HYPERLINK \l "_Toc301962724"FC 17. ADA Access  PAGEREF _Toc301962724 \h 94 HYPERLINK \l "_Toc301962725"SECTION 6: TECHNICAL SPECIFICATIONS  PAGEREF _Toc301962725 \h 96 HYPERLINK \l "_Toc301962726"TS 1. Introduction  PAGEREF _Toc301962726 \h 96 HYPERLINK \l "_Toc301962727"TS 1.1 General  PAGEREF _Toc301962727 \h 96 HYPERLINK \l "_Toc301962728"TS 1.2 Acronyms and Definitions  PAGEREF _Toc301962728 \h 96 HYPERLINK \l "_Toc301962729"TS 1.2.1 Acronyms  PAGEREF _Toc301962729 \h 96 HYPERLINK \l "_Toc301962730"TS 1.2.2 Definitions  PAGEREF _Toc301962730 \h 100 HYPERLINK \l "_Toc301962731"TS 1.2.3 Units of Measure  PAGEREF _Toc301962731 \h 107 HYPERLINK \l "_Toc301962732"TS 1.3 Description of Work  PAGEREF _Toc301962732 \h 108 HYPERLINK \l "_Toc301962733"TS 1.3.1 Infrastructure Description  PAGEREF _Toc301962733 \h 109 HYPERLINK \l "_Toc301962734"TS 1.3.2 Performance  PAGEREF _Toc301962734 \h 109 HYPERLINK \l "_Toc301962735"TS 1.3.3 Compatibility  PAGEREF _Toc301962735 \h 109 HYPERLINK \l "_Toc301962736"TS 1.3.4 Industrial Designer/Human Engineering  PAGEREF _Toc301962736 \h 109 HYPERLINK \l "_Toc301962737"TS 2. Design and Performance Criteria  PAGEREF _Toc301962737 \h 110 HYPERLINK \l "_Toc301962738"TS 2.1 General Design Requirements  PAGEREF _Toc301962738 \h 110 HYPERLINK \l "_Toc301962739"TS 2.2 General Vehicle Configuration  PAGEREF _Toc301962739 \h 110 HYPERLINK \l "_Toc301962740"TS 2.2.1 General Characteristics  PAGEREF _Toc301962740 \h 110 HYPERLINK \l "_Toc301962741"TS 2.2.2 Seating Arrangement  PAGEREF _Toc301962741 \h 110 HYPERLINK \l "_Toc301962742"TS 2.2.3 Elderly and Disabled Accessibility  PAGEREF _Toc301962742 \h 110 HYPERLINK \l "_Toc301962743"TS 2.2.4 Identification  PAGEREF _Toc301962743 \h 111 HYPERLINK \l "_Toc301962744"TS 2.2.5 Critical Vehicle Dimensions  PAGEREF _Toc301962744 \h 111 HYPERLINK \l "_Toc301962745"TS 2.2.6 Clearance Requirements  PAGEREF _Toc301962745 \h 113 HYPERLINK \l "_Toc301962746"TS 2.2.7 Weight and Passenger Loading  PAGEREF _Toc301962746 \h 113 HYPERLINK \l "_Toc301962747"TS 2.2.8 Weight Control  PAGEREF _Toc301962747 \h 114 HYPERLINK \l "_Toc301962748"TS 2.2.9 Weighing  PAGEREF _Toc301962748 \h 114 HYPERLINK \l "_Toc301962749"TS 2.3 Operating Environment  PAGEREF _Toc301962749 \h 114 HYPERLINK \l "_Toc301962750"TS 2.3.1 Right-of-Way Description  PAGEREF _Toc301962750 \h 114 HYPERLINK \l "_Toc301962751"TS 2.3.2 Vehicle Dynamic Analysis  PAGEREF _Toc301962751 \h 114 HYPERLINK \l "_Toc301962752"TS 2.3.3 Climatic Conditions  PAGEREF _Toc301962752 \h 114 HYPERLINK \l "_Toc301962753"TS 2.3.4 Fordability  PAGEREF _Toc301962753 \h 115 HYPERLINK \l "_Toc301962754"TS 2.3.5 Supply Voltages  PAGEREF _Toc301962754 \h 115 HYPERLINK \l "_Toc301962755"TS 2.3.6 Wayside Power Supply  PAGEREF _Toc301962755 \h 116 HYPERLINK \l "_Toc301962756"TS 2.3.7 Low-Voltage Power System  PAGEREF _Toc301962756 \h 116 HYPERLINK \l "_Toc301962757"TS 2.3.8 AC Power Supplies  PAGEREF _Toc301962757 \h 116 HYPERLINK \l "_Toc301962758"TS 2.4 Performance Requirements  PAGEREF _Toc301962758 \h 117 HYPERLINK \l "_Toc301962759"TS 2.4.1 General  PAGEREF _Toc301962759 \h 117 HYPERLINK \l "_Toc301962760"TS 2.4.2 Propulsion and Braking Assumptions  PAGEREF _Toc301962760 \h 117 HYPERLINK \l "_Toc301962761"TS 2.4.3 Contact Line Voltage Range  PAGEREF _Toc301962761 \h 117 HYPERLINK \l "_Toc301962762"TS 2.4.4 Acceleration Requirements  PAGEREF _Toc301962762 \h 117 HYPERLINK \l "_Toc301962763"TS 2.4.5 Maximum and Balancing Speed Requirements  PAGEREF _Toc301962763 \h 118 HYPERLINK \l "_Toc301962764"TS 2.4.6 Service Brake Requirements  PAGEREF _Toc301962764 \h 118 HYPERLINK \l "_Toc301962765"TS 2.4.7 Blended Brake  PAGEREF _Toc301962765 \h 119 HYPERLINK \l "_Toc301962766"TS 2.4.8 Maximum Service Brake and Emergency Braking Requirements  PAGEREF _Toc301962766 \h 119 HYPERLINK \l "_Toc301962767"TS 2.4.9 Wheel Spin/Slide Correction  PAGEREF _Toc301962767 \h 120 HYPERLINK \l "_Toc301962768"TS 2.4.10 Jerk Limits  PAGEREF _Toc301962768 \h 120 HYPERLINK \l "_Toc301962769"TS 2.4.11 Master Controller  PAGEREF _Toc301962769 \h 121 HYPERLINK \l "_Toc301962770"TS 2.4.12 Deadman Feature  PAGEREF _Toc301962770 \h 122 HYPERLINK \l "_Toc301962771"TS 2.4.13 Mode Change Dead Times  PAGEREF _Toc301962771 \h 123 HYPERLINK \l "_Toc301962772"TS 2.4.14 Motion Detection  PAGEREF _Toc301962772 \h 123 HYPERLINK \l "_Toc301962773"TS 2.4.15 Load Compensation  PAGEREF _Toc301962773 \h 123 HYPERLINK \l "_Toc301962774"TS 2.4.16 Parking Brake  PAGEREF _Toc301962774 \h 123 HYPERLINK \l "_Toc301962775"TS 2.4.17 Duty Cycle Rating  PAGEREF _Toc301962775 \h 123 HYPERLINK \l "_Toc301962776"TS 2.4.18 Vehicle Subsystem Interfaces  PAGEREF _Toc301962776 \h 124 HYPERLINK \l "_Toc301962777"TS 2.5 Noise, Vibration, Ride Quality  PAGEREF _Toc301962777 \h 124 HYPERLINK \l "_Toc301962778"TS 2.5.1 General  PAGEREF _Toc301962778 \h 124 HYPERLINK \l "_Toc301962779"TS 2.5.2 Pure Tones  PAGEREF _Toc301962779 \h 125 HYPERLINK \l "_Toc301962780"TS 2.5.3 Interior Noise  PAGEREF _Toc301962780 \h 125 HYPERLINK \l "_Toc301962781"TS 2.5.4 Wayside Noise Limits  PAGEREF _Toc301962781 \h 125 HYPERLINK \l "_Toc301962782"TS 2.5.5 Equipment Noise Prior to Installation on Vehicle  PAGEREF _Toc301962782 \h 126 HYPERLINK \l "_Toc301962783"TS 2.5.6 Equipment Noise After Installation on Vehicle  PAGEREF _Toc301962783 \h 126 HYPERLINK \l "_Toc301962784"TS 2.5.7 Vibration Generation  PAGEREF _Toc301962784 \h 126 HYPERLINK \l "_Toc301962785"TS 2.5.8 Vibration and Impact Loads  PAGEREF _Toc301962785 \h 127 HYPERLINK \l "_Toc301962786"TS 2.5.9 Ride Quality  PAGEREF _Toc301962786 \h 127 HYPERLINK \l "_Toc301962787"TS 2.5.10 Curving  PAGEREF _Toc301962787 \h 127 HYPERLINK \l "_Toc301962788"TS 2.5.11 Stability  PAGEREF _Toc301962788 \h 127 HYPERLINK \l "_Toc301962789"TS 2.6 Electromagnetic Interference and Compatibility  PAGEREF _Toc301962789 \h 128 HYPERLINK \l "_Toc301962790"TS 2.6.1 General  PAGEREF _Toc301962790 \h 128 HYPERLINK \l "_Toc301962791"TS 2.7 Service-Proven Design  PAGEREF _Toc301962791 \h 128 HYPERLINK \l "_Toc301962792"TS 2.8 Reliability  PAGEREF _Toc301962792 \h 129 HYPERLINK \l "_Toc301962793"TS 2.8.1 General  PAGEREF _Toc301962793 \h 129 HYPERLINK \l "_Toc301962794"TS 2.8.2 Component Reliability Requirements  PAGEREF _Toc301962794 \h 129 HYPERLINK \l "_Toc301962795"TS 2.8.3 Reliability and Failure Analyses  PAGEREF _Toc301962795 \h 130 HYPERLINK \l "_Toc301962796"TS 2.8.4 Reliability Program  PAGEREF _Toc301962796 \h 130 HYPERLINK \l "_Toc301962797"TS 2.8.5 Reliability Demonstration  PAGEREF _Toc301962797 \h 130 HYPERLINK \l "_Toc301962798"TS 2.8.6 Reliability Demonstration Procedures  PAGEREF _Toc301962798 \h 131 HYPERLINK \l "_Toc301962799"TS 2.9 Maintainability  PAGEREF _Toc301962799 \h 132 HYPERLINK \l "_Toc301962800"TS 2.9.1 General  PAGEREF _Toc301962800 \h 132 HYPERLINK \l "_Toc301962801"TS 2.9.2 Maintenance Plan  PAGEREF _Toc301962801 \h 132 HYPERLINK \l "_Toc301962802"TS 2.9.3 Maintainability Demonstration  PAGEREF _Toc301962802 \h 132 HYPERLINK \l "_Toc301962803"TS 2.9.4 Preventive Maintenance  PAGEREF _Toc301962803 \h 132 HYPERLINK \l "_Toc301962804"TS 2.9.5 Maintainability Design  PAGEREF _Toc301962804 \h 133 HYPERLINK \l "_Toc301962805"TS 2.9.6 Adjustments  PAGEREF _Toc301962805 \h 133 HYPERLINK \l "_Toc301962806"TS 2.10 Codes and Regulations  PAGEREF _Toc301962806 \h 134 HYPERLINK \l "_Toc301962807"TS 3. Carbody  PAGEREF _Toc301962807 \h 134 HYPERLINK \l "_Toc301962808"TS 3.1 General  PAGEREF _Toc301962808 \h 134 HYPERLINK \l "_Toc301962809"TS 3.1.1 Scope  PAGEREF _Toc301962809 \h 134 HYPERLINK \l "_Toc301962810"TS 3.1.2 Introduction  PAGEREF _Toc301962810 \h 134 HYPERLINK \l "_Toc301962811"TS 3.2 Performance Requirements  PAGEREF _Toc301962811 \h 135 HYPERLINK \l "_Toc301962812"TS 3.2.1 Clearance Requirements  PAGEREF _Toc301962812 \h 135 HYPERLINK \l "_Toc301962813"TS 3.2.2 General Structural Requirements  PAGEREF _Toc301962813 \h 135 HYPERLINK \l "_Toc301962814"TS 3.2.3 Corrosion Prevention  PAGEREF _Toc301962814 \h 135 HYPERLINK \l "_Toc301962815"TS 3.3 Specific Requirements  PAGEREF _Toc301962815 \h 135 HYPERLINK \l "_Toc301962816"TS 3.3.1 Static Loads  PAGEREF _Toc301962816 \h 135 HYPERLINK \l "_Toc301962817"TS 3.3.2 Fatigue Loads  PAGEREF _Toc301962817 \h 135 HYPERLINK \l "_Toc301962818"TS 3.3.3 Crash Energy Management  PAGEREF _Toc301962818 \h 136 HYPERLINK \l "_Toc301962819"TS 3.3.4 Allowable Stresses  PAGEREF _Toc301962819 \h 136 HYPERLINK \l "_Toc301962820"TS 3.3.5 Watertightness and Drainage  PAGEREF _Toc301962820 \h 136 HYPERLINK \l "_Toc301962821"TS 3.3.6 Bodyside Flatness  PAGEREF _Toc301962821 \h 136 HYPERLINK \l "_Toc301962822"TS 3.3.7 Underframe  PAGEREF _Toc301962822 \h 137 HYPERLINK \l "_Toc301962823"TS 3.3.8 Articulation End Underframe  PAGEREF _Toc301962823 \h 138 HYPERLINK \l "_Toc301962824"TS 3.3.9 Side Sills and Body Sills  PAGEREF _Toc301962824 \h 138 HYPERLINK \l "_Toc301962825"TS 3.3.10 Floor Structure  PAGEREF _Toc301962825 \h 138 HYPERLINK \l "_Toc301962826"TS 3.3.11 Subfloor Pan  PAGEREF _Toc301962826 \h 138 HYPERLINK \l "_Toc301962827"TS 3.3.12 Equipment Supports  PAGEREF _Toc301962827 \h 138 HYPERLINK \l "_Toc301962828"TS 3.3.13 Pilot Beams  PAGEREF _Toc301962828 \h 139 HYPERLINK \l "_Toc301962829"TS 3.3.14 End Frame Structure  PAGEREF _Toc301962829 \h 139 HYPERLINK \l "_Toc301962830"TS 3.3.15 Side Frame Structure  PAGEREF _Toc301962830 \h 140 HYPERLINK \l "_Toc301962831"TS 3.3.16 Roof Structure  PAGEREF _Toc301962831 \h 140 HYPERLINK \l "_Toc301962832"TS 3.4 Validation Requirements  PAGEREF _Toc301962832 \h 141 HYPERLINK \l "_Toc301962833"TS 3.5 Interface Requirements  PAGEREF _Toc301962833 \h 141 HYPERLINK \l "_Toc301962834"TS 3.5.1 Jacking Pads and Lifting Points  PAGEREF _Toc301962834 \h 141 HYPERLINK \l "_Toc301962835"TS 3.6 Maintenance Requirements  PAGEREF _Toc301962835 \h 141 HYPERLINK \l "_Toc301962836"TS 3.7 Agency-Specific Requirements  PAGEREF _Toc301962836 \h 141 HYPERLINK \l "_Toc301962837"TS 4. Coupler  PAGEREF _Toc301962837 \h 141 HYPERLINK \l "_Toc301962838"TS 4.1 General  PAGEREF _Toc301962838 \h 141 HYPERLINK \l "_Toc301962839"TS 4.1.1 Introduction  PAGEREF _Toc301962839 \h 141 HYPERLINK \l "_Toc301962840"TS 4.2 Performance Requirements  PAGEREF _Toc301962840 \h 142 HYPERLINK \l "_Toc301962841"TS 4.2.1 Mechanical Coupler  PAGEREF _Toc301962841 \h 142 HYPERLINK \l "_Toc301962842"TS 4.2.2 Pneumatic Coupling  PAGEREF _Toc301962842 \h 143 HYPERLINK \l "_Toc301962843"TS 4.2.3 Electric Coupler  PAGEREF _Toc301962843 \h 143 HYPERLINK \l "_Toc301962844"TS 4.2.4 Fully Automatic Coupling  PAGEREF _Toc301962844 \h 144 HYPERLINK \l "_Toc301962845"TS 4.3 Specific Requirements  PAGEREF _Toc301962845 \h 144 HYPERLINK \l "_Toc301962846"TS 4.3.1 Tow Bars  PAGEREF _Toc301962846 \h 144 HYPERLINK \l "_Toc301962847"TS 4.3.2 Folding (Stowed) Couplers  PAGEREF _Toc301962847 \h 144 HYPERLINK \l "_Toc301962848"TS 4.3.3 Mechanical Couplers  PAGEREF _Toc301962848 \h 144 HYPERLINK \l "_Toc301962849"TS 4.3.4 Electric Couplers  PAGEREF _Toc301962849 \h 144 HYPERLINK \l "_Toc301962850"TS 4.3.5 Coupler Operation  PAGEREF _Toc301962850 \h 145 HYPERLINK \l "_Toc301962851"TS 4.4 Validation Requirements  PAGEREF _Toc301962851 \h 145 HYPERLINK \l "_Toc301962852"TS 4.4.1 Coupler Operational Demonstration  PAGEREF _Toc301962852 \h 145 HYPERLINK \l "_Toc301962853"TS 4.5 Interface Requirements  PAGEREF _Toc301962853 \h 146 HYPERLINK \l "_Toc301962854"TS 4.6 Maintenance Requirements  PAGEREF _Toc301962854 \h 146 HYPERLINK \l "_Toc301962855"TS 4.7 Agency-Specific Requirements  PAGEREF _Toc301962855 \h 146 HYPERLINK \l "_Toc301962856"TS 4.7.1 Selection and Compatibility  PAGEREF _Toc301962856 \h 146 HYPERLINK \l "_Toc301962857"TS 4.7.2 Coupler Heaters  PAGEREF _Toc301962857 \h 146 HYPERLINK \l "_Toc301962858"TS 4.7.3 Mechanical Coupler Cover  PAGEREF _Toc301962858 \h 146 HYPERLINK \l "_Toc301962859"TS 5. Operators Cab  PAGEREF _Toc301962859 \h 146 HYPERLINK \l "_Toc301962860"TS 5.1 General  PAGEREF _Toc301962860 \h 146 HYPERLINK \l "_Toc301962861"TS 5.1.1 Introduction  PAGEREF _Toc301962861 \h 146 HYPERLINK \l "_Toc301962862"TS 5.2 Performance Requirements  PAGEREF _Toc301962862 \h 147 HYPERLINK \l "_Toc301962863"TS 5.2.1 Arrangement  PAGEREF _Toc301962863 \h 147 HYPERLINK \l "_Toc301962864"TS 5.2.2 Visibility Requirements  PAGEREF _Toc301962864 \h 147 HYPERLINK \l "_Toc301962865"TS 5.3 Specific Requirements  PAGEREF _Toc301962865 \h 147 HYPERLINK \l "_Toc301962866"TS 5.3.1 Operators Seat  PAGEREF _Toc301962866 \h 147 HYPERLINK \l "_Toc301962867"TS 5.3.2 Main Console  PAGEREF _Toc301962867 \h 148 HYPERLINK \l "_Toc301962868"TS 5.3.3 Diagnostics Display  PAGEREF _Toc301962868 \h 148 HYPERLINK \l "_Toc301962869"TS 5.3.4 Video Monitor (if used)  PAGEREF _Toc301962869 \h 150 HYPERLINK \l "_Toc301962870"TS 5.3.5 Instructors Seat (if required)  PAGEREF _Toc301962870 \h 150 HYPERLINK \l "_Toc301962871"TS 5.3.6 Windshield Wipers  PAGEREF _Toc301962871 \h 150 HYPERLINK \l "_Toc301962872"TS 5.3.7 Windshield Washer  PAGEREF _Toc301962872 \h 150 HYPERLINK \l "_Toc301962873"TS 5.3.8 Sun Screen  PAGEREF _Toc301962873 \h 151 HYPERLINK \l "_Toc301962874"TS 5.3.9 Fire Extinguisher  PAGEREF _Toc301962874 \h 151 HYPERLINK \l "_Toc301962875"TS 5.3.10 Miscellaneous  PAGEREF _Toc301962875 \h 151 HYPERLINK \l "_Toc301962876"TS 5.3.11 Rear Wall and Cab/Saloon Partition Door (if applicable)  PAGEREF _Toc301962876 \h 151 HYPERLINK \l "_Toc301962877"TS 5.4 Validation Requirements  PAGEREF _Toc301962877 \h 151 HYPERLINK \l "_Toc301962878"TS 5.4.1 Main Console  PAGEREF _Toc301962878 \h 152 HYPERLINK \l "_Toc301962879"TS 5.4.2 Diagnostics Display  PAGEREF _Toc301962879 \h 152 HYPERLINK \l "_Toc301962880"TS 5.5 Interface Requirements  PAGEREF _Toc301962880 \h 152 HYPERLINK \l "_Toc301962881"TS 5.6 Maintenance Requirements  PAGEREF _Toc301962881 \h 152 HYPERLINK \l "_Toc301962882"TS 5.7 Agency-Specific Requirements  PAGEREF _Toc301962882 \h 152 HYPERLINK \l "_Toc301962883"TS 6. Passenger Doors  PAGEREF _Toc301962883 \h 152 HYPERLINK \l "_Toc301962884"TS 6.1.1 General  PAGEREF _Toc301962884 \h 152 HYPERLINK \l "_Toc301962885"TS 6.2 Performance Requirements  PAGEREF _Toc301962885 \h 152 HYPERLINK \l "_Toc301962886"TS 6.3 Specific Requirements  PAGEREF _Toc301962886 \h 153 HYPERLINK \l "_Toc301962887"TS 6.3.1 Door Panels  PAGEREF _Toc301962887 \h 153 HYPERLINK \l "_Toc301962888"TS 6.3.2 Door Operator  PAGEREF _Toc301962888 \h 154 HYPERLINK \l "_Toc301962889"TS 6.3.3 Door Control Unit  PAGEREF _Toc301962889 \h 156 HYPERLINK \l "_Toc301962890"TS 6.3.4 Obstruction Detection  PAGEREF _Toc301962890 \h 156 HYPERLINK \l "_Toc301962891"TS 6.3.5 Control Switches and Pushbuttons  PAGEREF _Toc301962891 \h 156 HYPERLINK \l "_Toc301962892"TS 6.3.6 Bypass Devices  PAGEREF _Toc301962892 \h 158 HYPERLINK \l "_Toc301962893"TS 6.3.7 Annunciations  PAGEREF _Toc301962893 \h 159 HYPERLINK \l "_Toc301962894"TS 6.4 Validation  PAGEREF _Toc301962894 \h 159 HYPERLINK \l "_Toc301962895"TS 6.5 Interface Requirements  PAGEREF _Toc301962895 \h 159 HYPERLINK \l "_Toc301962896"TS 6.5.1 Zero Speed System Interlock  PAGEREF _Toc301962896 \h 159 HYPERLINK \l "_Toc301962897"TS 6.5.2 Door Status Interlock  PAGEREF _Toc301962897 \h 160 HYPERLINK \l "_Toc301962898"TS 6.6 Maintenance Requirements  PAGEREF _Toc301962898 \h 160 HYPERLINK \l "_Toc301962899"TS 6.7 Agency-Specific Requirements  PAGEREF _Toc301962899 \h 160 HYPERLINK \l "_Toc301962900"TS 7. Heating, Ventilation and Air Conditioning  PAGEREF _Toc301962900 \h 160 HYPERLINK \l "_Toc301962901"TS 7.1 General  PAGEREF _Toc301962901 \h 160 HYPERLINK \l "_Toc301962902"TS 7.2 Performance Requirements  PAGEREF _Toc301962902 \h 161 HYPERLINK \l "_Toc301962903"TS 7.3 Specific Requirements  PAGEREF _Toc301962903 \h 161 HYPERLINK \l "_Toc301962904"TS 7.3.1 Heating System  PAGEREF _Toc301962904 \h 161 HYPERLINK \l "_Toc301962905"TS 7.3.2 Ventilation  PAGEREF _Toc301962905 \h 163 HYPERLINK \l "_Toc301962906"TS 7.3.3 Cooling System  PAGEREF _Toc301962906 \h 164 HYPERLINK \l "_Toc301962907"TS 7.3.4 Evaporator Section  PAGEREF _Toc301962907 \h 165 HYPERLINK \l "_Toc301962908"TS 7.3.5 Compressor/Condenser Section  PAGEREF _Toc301962908 \h 166 HYPERLINK \l "_Toc301962909"TS 7.3.6 Refrigeration Safety and Service Controls  PAGEREF _Toc301962909 \h 167 HYPERLINK \l "_Toc301962910"TS 7.3.7 Electrical Compartment  PAGEREF _Toc301962910 \h 168 HYPERLINK \l "_Toc301962911"TS 7.3.8 Evacuation-Dehydration  PAGEREF _Toc301962911 \h 168 HYPERLINK \l "_Toc301962912"TS 7.3.9 Refrigerant Charge Determination  PAGEREF _Toc301962912 \h 169 HYPERLINK \l "_Toc301962913"TS 7.3.10 Controls  PAGEREF _Toc301962913 \h 169 HYPERLINK \l "_Toc301962914"TS 7.4 Validation Requirements  PAGEREF _Toc301962914 \h 170 HYPERLINK \l "_Toc301962915"TS 7.4.1 Cooling System  PAGEREF _Toc301962915 \h 170 HYPERLINK \l "_Toc301962916"TS 7.4.2 Compressor  PAGEREF _Toc301962916 \h 170 HYPERLINK \l "_Toc301962917"TS 7.4.3 Condenser Fan  PAGEREF _Toc301962917 \h 170 HYPERLINK \l "_Toc301962918"TS 7.4.4 Refrigerant Charge  PAGEREF _Toc301962918 \h 170 HYPERLINK \l "_Toc301962919"TS 7.4.5 Qualification and Climate Room Testing  PAGEREF _Toc301962919 \h 170 HYPERLINK \l "_Toc301962920"TS 7.4.6 Design Approval  PAGEREF _Toc301962920 \h 171 HYPERLINK \l "_Toc301962921"TS 7.5 Interface Requirements  PAGEREF _Toc301962921 \h 172 HYPERLINK \l "_Toc301962922"TS 7.5.1 Power Supply  PAGEREF _Toc301962922 \h 172 HYPERLINK \l "_Toc301962923"TS 7.5.2 Condenser Fan  PAGEREF _Toc301962923 \h 172 HYPERLINK \l "_Toc301962924"TS 7.5.3 Unit Mounting  PAGEREF _Toc301962924 \h 172 HYPERLINK \l "_Toc301962925"TS 7.5.4 Controls  PAGEREF _Toc301962925 \h 172 HYPERLINK \l "_Toc301962926"TS 7.5.5 Portable Test Equipment  PAGEREF _Toc301962926 \h 172 HYPERLINK \l "_Toc301962927"TS 7.6 Maintenance Requirements  PAGEREF _Toc301962927 \h 173 HYPERLINK \l "_Toc301962928"TS 7.7 Agency-Specific Requirements  PAGEREF _Toc301962928 \h 173 HYPERLINK \l "_Toc301962929"TS 8. Lighting  PAGEREF _Toc301962929 \h 174 HYPERLINK \l "_Toc301962930"TS 8.1 General  PAGEREF _Toc301962930 \h 174 HYPERLINK \l "_Toc301962931"TS 8.2 Performance  PAGEREF _Toc301962931 \h 174 HYPERLINK \l "_Toc301962932"TS 8.3 Specific Requirements  PAGEREF _Toc301962932 \h 174 HYPERLINK \l "_Toc301962933"TS 8.3.1 Main Interior Lighting  PAGEREF _Toc301962933 \h 174 HYPERLINK \l "_Toc301962934"TS 8.3.2 Exterior Lighting  PAGEREF _Toc301962934 \h 175 HYPERLINK \l "_Toc301962935"TS 8.3.3 Destination Sign Lights  PAGEREF _Toc301962935 \h 176 HYPERLINK \l "_Toc301962936"TS 8.3.4 Strobe Lights (if used)  PAGEREF _Toc301962936 \h 176 HYPERLINK \l "_Toc301962937"TS 8.3.5 Controls  PAGEREF _Toc301962937 \h 176 HYPERLINK \l "_Toc301962938"TS 8.4 Validation Requirements  PAGEREF _Toc301962938 \h 177 HYPERLINK \l "_Toc301962939"TS 8.4.1 Strobe Lights  PAGEREF _Toc301962939 \h 177 HYPERLINK \l "_Toc301962940"TS 8.4.2 Emergency Flashers  PAGEREF _Toc301962940 \h 177 HYPERLINK \l "_Toc301962941"TS 8.4.3 Brake Lights  PAGEREF _Toc301962941 \h 177 HYPERLINK \l "_Toc301962942"TS 8.5 Interface Requirements  PAGEREF _Toc301962942 \h 177 HYPERLINK \l "_Toc301962943"TS 8.5.1 Lamps and Ballasts  PAGEREF _Toc301962943 \h 177 HYPERLINK \l "_Toc301962944"TS 8.6 Maintenance Requirements  PAGEREF _Toc301962944 \h 177 HYPERLINK \l "_Toc301962945"TS 8.7 Agency-Specific Requirements  PAGEREF _Toc301962945 \h 177 HYPERLINK \l "_Toc301962946"TS 9. Electrical  PAGEREF _Toc301962946 \h 178 HYPERLINK \l "_Toc301962947"TS 9.1 General  PAGEREF _Toc301962947 \h 178 HYPERLINK \l "_Toc301962948"TS 9.2 Specific Requirements  PAGEREF _Toc301962948 \h 178 HYPERLINK \l "_Toc301962949"TS 9.2.1 Circuit Protection  PAGEREF _Toc301962949 \h 178 HYPERLINK \l "_Toc301962950"TS 9.2.2 Connection  PAGEREF _Toc301962950 \h 181 HYPERLINK \l "_Toc301962951"TS 9.2.3 Primary Power System  PAGEREF _Toc301962951 \h 181 HYPERLINK \l "_Toc301962952"TS 9.2.4 Line Filters  PAGEREF _Toc301962952 \h 183 HYPERLINK \l "_Toc301962953"TS 9.2.5 AC Power Supply  PAGEREF _Toc301962953 \h 183 HYPERLINK \l "_Toc301962954"TS 9.2.6 LVPS  PAGEREF _Toc301962954 \h 185 HYPERLINK \l "_Toc301962955"TS 9.2.7 Equipment Ventilation  PAGEREF _Toc301962955 \h 188 HYPERLINK \l "_Toc301962956"TS 9.2.8 Controls  PAGEREF _Toc301962956 \h 188 HYPERLINK \l "_Toc301962957"TS 9.3 Validation Requirements  PAGEREF _Toc301962957 \h 190 HYPERLINK \l "_Toc301962958"TS 9.3.1 Transient Protection  PAGEREF _Toc301962958 \h 191 HYPERLINK \l "_Toc301962959"TS 9.3.2 Lightning Arrestor  PAGEREF _Toc301962959 \h 191 HYPERLINK \l "_Toc301962960"TS 9.3.3 Ground Fault Protection  PAGEREF _Toc301962960 \h 191 HYPERLINK \l "_Toc301962961"TS 9.3.4 Ground Brushes  PAGEREF _Toc301962961 \h 191 HYPERLINK \l "_Toc301962962"TS 9.3.5 Line Filters  PAGEREF _Toc301962962 \h 191 HYPERLINK \l "_Toc301962963"TS 9.3.6 Low-Voltage Trainlines  PAGEREF _Toc301962963 \h 191 HYPERLINK \l "_Toc301962964"TS 9.3.7 Battery Circuit and Over-Temperature Protection  PAGEREF _Toc301962964 \h 191 HYPERLINK \l "_Toc301962965"TS 9.4 Interface Requirements  PAGEREF _Toc301962965 \h 191 HYPERLINK \l "_Toc301962966"TS 9.4.1 Circuit Protection  PAGEREF _Toc301962966 \h 191 HYPERLINK \l "_Toc301962967"TS 9.4.2 Circuit Breakers  PAGEREF _Toc301962967 \h 191 HYPERLINK \l "_Toc301962968"TS 9.4.3 Fuses  PAGEREF _Toc301962968 \h 192 HYPERLINK \l "_Toc301962969"TS 9.4.4 Return Circuits  PAGEREF _Toc301962969 \h 192 HYPERLINK \l "_Toc301962970"TS 9.4.5 Lightning Arrestor  PAGEREF _Toc301962970 \h 192 HYPERLINK \l "_Toc301962971"TS 9.4.6 High-Speed Circuit Breaker  PAGEREF _Toc301962971 \h 192 HYPERLINK \l "_Toc301962972"TS 9.4.7 Fault Clearing Device  PAGEREF _Toc301962972 \h 192 HYPERLINK \l "_Toc301962973"TS 9.4.8 Ground Fault Protection  PAGEREF _Toc301962973 \h 192 HYPERLINK \l "_Toc301962974"TS 9.4.9 Circuit Breaker Panels  PAGEREF _Toc301962974 \h 192 HYPERLINK \l "_Toc301962975"TS 9.4.10 Wiring  PAGEREF _Toc301962975 \h 193 HYPERLINK \l "_Toc301962976"TS 9.4.11 Articulation Connections  PAGEREF _Toc301962976 \h 193 HYPERLINK \l "_Toc301962977"TS 9.4.12 Shop Power Connection  PAGEREF _Toc301962977 \h 194 HYPERLINK \l "_Toc301962978"TS 9.4.13 Pantograph  PAGEREF _Toc301962978 \h 194 HYPERLINK \l "_Toc301962979"TS 9.4.14 Ground Brushes  PAGEREF _Toc301962979 \h 194 HYPERLINK \l "_Toc301962980"TS 9.4.15 Primary Power Return Circuit and Ground Brushes  PAGEREF _Toc301962980 \h 194 HYPERLINK \l "_Toc301962981"TS 9.4.16 Discharge Resistor  PAGEREF _Toc301962981 \h 194 HYPERLINK \l "_Toc301962982"TS 9.4.17 Load Shedding  PAGEREF _Toc301962982 \h 194 HYPERLINK \l "_Toc301962983"TS 9.4.18 LVPS  PAGEREF _Toc301962983 \h 194 HYPERLINK \l "_Toc301962984"TS 9.4.19 MDS Interface  PAGEREF _Toc301962984 \h 195 HYPERLINK \l "_Toc301962985"TS 9.4.20 Storage Battery  PAGEREF _Toc301962985 \h 195 HYPERLINK \l "_Toc301962986"TS 9.4.21 Battery Installation  PAGEREF _Toc301962986 \h 195 HYPERLINK \l "_Toc301962987"TS 9.4.22 Air Intake and Filters  PAGEREF _Toc301962987 \h 195 HYPERLINK \l "_Toc301962988"TS 9.5 Maintenance Requirements  PAGEREF _Toc301962988 \h 195 HYPERLINK \l "_Toc301962989"TS 9.5.1 Pantograph  PAGEREF _Toc301962989 \h 195 HYPERLINK \l "_Toc301962990"TS 9.5.2 Line Filters  PAGEREF _Toc301962990 \h 195 HYPERLINK \l "_Toc301962991"TS 9.6 Agency-Specific Requirements  PAGEREF _Toc301962991 \h 196 HYPERLINK \l "_Toc301962992"TS 9.6.1 Primary Power Return Circuit and Ground Brushes  PAGEREF _Toc301962992 \h 196 HYPERLINK \l "_Toc301962993"TS 9.6.2 Safety Ground Brushes  PAGEREF _Toc301962993 \h 196 HYPERLINK \l "_Toc301962994"TS 10. Propulsion  PAGEREF _Toc301962994 \h 196 HYPERLINK \l "_Toc301962995"TS 10.1 General  PAGEREF _Toc301962995 \h 196 HYPERLINK \l "_Toc301962996"TS 10.2 Performance  PAGEREF _Toc301962996 \h 196 HYPERLINK \l "_Toc301962997"TS 10.2.1 General  PAGEREF _Toc301962997 \h 196 HYPERLINK \l "_Toc301962998"TS 10.2.2 Duty Cycle and Thermal Performance  PAGEREF _Toc301962998 \h 197 HYPERLINK \l "_Toc301962999"TS 10.2.3 Jerk Limit  PAGEREF _Toc301962999 \h 198 HYPERLINK \l "_Toc301963000"TS 10.3 Specific Requirements  PAGEREF _Toc301963000 \h 198 HYPERLINK \l "_Toc301963001"TS 10.3.1 Propulsion Control Equipment  PAGEREF _Toc301963001 \h 198 HYPERLINK \l "_Toc301963002"TS 10.3.2 Input Protection  PAGEREF _Toc301963002 \h 204 HYPERLINK \l "_Toc301963003"TS 10.3.3 Input Power Conditioning and Filtering  PAGEREF _Toc301963003 \h 205 HYPERLINK \l "_Toc301963004"TS 10.3.4 Switchgear  PAGEREF _Toc301963004 \h 206 HYPERLINK \l "_Toc301963005"TS 10.3.5 Propulsion Converter  PAGEREF _Toc301963005 \h 207 HYPERLINK \l "_Toc301963006"TS 10.3.6 Traction Motors  PAGEREF _Toc301963006 \h 207 HYPERLINK \l "_Toc301963007"TS 10.3.7 Mechanical Drive  PAGEREF _Toc301963007 \h 208 HYPERLINK \l "_Toc301963008"TS 10.3.8 Gear Unit  PAGEREF _Toc301963008 \h 208 HYPERLINK \l "_Toc301963009"TS 10.3.9 Propulsion System Cooling  PAGEREF _Toc301963009 \h 209 HYPERLINK \l "_Toc301963010"TS 10.3.10 Rheostatic Electric Braking Resistor  PAGEREF _Toc301963010 \h 209 HYPERLINK \l "_Toc301963011"TS 10.3.11 Speed Sensor  PAGEREF _Toc301963011 \h 210 HYPERLINK \l "_Toc301963012"TS 10.3.12 Lightning Protection and Main Fuse  PAGEREF _Toc301963012 \h 210 HYPERLINK \l "_Toc301963013"TS 10.4 Validation Requirements  PAGEREF _Toc301963013 \h 210 HYPERLINK \l "_Toc301963014"TS 10.5 Interface Requirements  PAGEREF _Toc301963014 \h 210 HYPERLINK \l "_Toc301963015"TS 10.6 Maintenance Requirements  PAGEREF _Toc301963015 \h 210 HYPERLINK \l "_Toc301963016"TS 10.7 Agency-Specific Requirements  PAGEREF _Toc301963016 \h 210 HYPERLINK \l "_Toc301963017"TS 11. Truck Functional Description and Performance Requirements  PAGEREF _Toc301963017 \h 210 HYPERLINK \l "_Toc301963018"TS 11.1 General  PAGEREF _Toc301963018 \h 210 HYPERLINK \l "_Toc301963019"TS 11.1.1 Scope  PAGEREF _Toc301963019 \h 210 HYPERLINK \l "_Toc301963020"TS 11.1.2 Truck Description  PAGEREF _Toc301963020 \h 210 HYPERLINK \l "_Toc301963021"TS 11.2 Performance Requirements  PAGEREF _Toc301963021 \h 211 HYPERLINK \l "_Toc301963022"TS 11.2.1 Clearances  PAGEREF _Toc301963022 \h 211 HYPERLINK \l "_Toc301963023"TS 11.2.2 Suspension System  PAGEREF _Toc301963023 \h 212 HYPERLINK \l "_Toc301963024"TS 11.3 Specific Requirements  PAGEREF _Toc301963024 \h 213 HYPERLINK \l "_Toc301963025"TS 11.3.1 Stress Analysis  PAGEREF _Toc301963025 \h 213 HYPERLINK \l "_Toc301963026"TS 11.3.2 Loads and Allowable Stresses  PAGEREF _Toc301963026 \h 214 HYPERLINK \l "_Toc301963027"TS 11.3.3 Design Loads  PAGEREF _Toc301963027 \h 214 HYPERLINK \l "_Toc301963028"TS 11.3.4 Truck Features and Component Design Requirements  PAGEREF _Toc301963028 \h 215 HYPERLINK \l "_Toc301963029"TS 11.4 Validation Requirements  PAGEREF _Toc301963029 \h 219 HYPERLINK \l "_Toc301963030"TS 11.5 Maintenance Requirements  PAGEREF _Toc301963030 \h 219 HYPERLINK \l "_Toc301963031"TS 11.6 Agency-Specific Requirements  PAGEREF _Toc301963031 \h 219 HYPERLINK \l "_Toc301963032"TS 12. Braking Equipment  PAGEREF _Toc301963032 \h 219 HYPERLINK \l "_Toc301963033"TS 12.1 General  PAGEREF _Toc301963033 \h 219 HYPERLINK \l "_Toc301963034"TS 12.1.1 Scope  PAGEREF _Toc301963034 \h 219 HYPERLINK \l "_Toc301963035"TS 12.1.2 Introduction  PAGEREF _Toc301963035 \h 219 HYPERLINK \l "_Toc301963036"TS 12.2 Performance Requirements  PAGEREF _Toc301963036 \h 219 HYPERLINK \l "_Toc301963037"TS 12.2.1 Design Criteria and Requirements  PAGEREF _Toc301963037 \h 219 HYPERLINK \l "_Toc301963038"TS 12.3 Specific Requirements  PAGEREF _Toc301963038 \h 220 HYPERLINK \l "_Toc301963039"TS 12.3.1 Design Package Requirements  PAGEREF _Toc301963039 \h 220 HYPERLINK \l "_Toc301963040"TS 12.3.2 Friction Braking  PAGEREF _Toc301963040 \h 220 HYPERLINK \l "_Toc301963041"TS 12.3.3 Track Braking  PAGEREF _Toc301963041 \h 221 HYPERLINK \l "_Toc301963042"TS 12.3.4 Hydraulics  PAGEREF _Toc301963042 \h 221 HYPERLINK \l "_Toc301963043"TS 12.3.5 Pneumatics  PAGEREF _Toc301963043 \h 223 HYPERLINK \l "_Toc301963044"TS 12.3.6 Electronic Control Unit (ECU)  PAGEREF _Toc301963044 \h 224 HYPERLINK \l "_Toc301963045"TS 12.4 Validation  PAGEREF _Toc301963045 \h 225 HYPERLINK \l "_Toc301963046"TS 12.5 Interface Requirements  PAGEREF _Toc301963046 \h 225 HYPERLINK \l "_Toc301963047"TS 12.6 Maintenance Requirements  PAGEREF _Toc301963047 \h 225 HYPERLINK \l "_Toc301963048"TS 12.7 Agency-Specific Requirements  PAGEREF _Toc301963048 \h 225 HYPERLINK \l "_Toc301963049"TS 12.7.1 Tread Brakes  PAGEREF _Toc301963049 \h 225 HYPERLINK \l "_Toc301963050"TS 13. Communications  PAGEREF _Toc301963050 \h 225 HYPERLINK \l "_Toc301963051"TS 13.1 General  PAGEREF _Toc301963051 \h 225 HYPERLINK \l "_Toc301963052"TS 13.2 Performance Requirements  PAGEREF _Toc301963052 \h 226 HYPERLINK \l "_Toc301963053"TS 13.2.1 Uniformity of Coverage  PAGEREF _Toc301963053 \h 226 HYPERLINK \l "_Toc301963054"TS 13.2.2 Audio Announcements  PAGEREF _Toc301963054 \h 226 HYPERLINK \l "_Toc301963055"TS 13.2.3 Sound Level  PAGEREF _Toc301963055 \h 226 HYPERLINK \l "_Toc301963056"TS 13.2.4 Amplifiers  PAGEREF _Toc301963056 \h 226 HYPERLINK \l "_Toc301963057"TS 13.2.5 Audio Circuit Level  PAGEREF _Toc301963057 \h 226 HYPERLINK \l "_Toc301963058"TS 13.3 Specific Requirements  PAGEREF _Toc301963058 \h 227 HYPERLINK \l "_Toc301963059"TS 13.3.1 Audio Systems  PAGEREF _Toc301963059 \h 227 HYPERLINK \l "_Toc301963060"TS 13.3.2 Train Radio  PAGEREF _Toc301963060 \h 230 HYPERLINK \l "_Toc301963061"TS 13.3.3 Information Signs  PAGEREF _Toc301963061 \h 231 HYPERLINK \l "_Toc301963062"TS 13.4 Validation Requirements  PAGEREF _Toc301963062 \h 233 HYPERLINK \l "_Toc301963063"TS 13.5 Interface Requirements  PAGEREF _Toc301963063 \h 233 HYPERLINK \l "_Toc301963064"TS 13.6 Maintenance Requirements  PAGEREF _Toc301963064 \h 233 HYPERLINK \l "_Toc301963065"TS 13.7 Agency-Specific Requirements  PAGEREF _Toc301963065 \h 233 HYPERLINK \l "_Toc301963066"TS 14. Automatic Train Control  PAGEREF _Toc301963066 \h 233 HYPERLINK \l "_Toc301963067"TS 14.1 General  PAGEREF _Toc301963067 \h 233 HYPERLINK \l "_Toc301963068"TS 14.2 Performance Requirements  PAGEREF _Toc301963068 \h 233 HYPERLINK \l "_Toc301963069"TS 14.3 Specific Requirements  PAGEREF _Toc301963069 \h 234 HYPERLINK \l "_Toc301963070"TS 14.3.1 Event Recorder  PAGEREF _Toc301963070 \h 234 HYPERLINK \l "_Toc301963071"TS 14.3.2 Alerter (if required by Agency)  PAGEREF _Toc301963071 \h 234 HYPERLINK \l "_Toc301963072"TS 14.3.3 Automatic Train Control (if required by Agency)  PAGEREF _Toc301963072 \h 235 HYPERLINK \l "_Toc301963073"TS 14.3.4 Automatic Train Stop (if required by Agency)  PAGEREF _Toc301963073 \h 242 HYPERLINK \l "_Toc301963074"TS 14.3.5 Train to Wayside Communications (if required by Agency)  PAGEREF _Toc301963074 \h 243 HYPERLINK \l "_Toc301963075"TS 14.4 Validation Requirements  PAGEREF _Toc301963075 \h 244 HYPERLINK \l "_Toc301963076"TS 14.5 Interface Requirements  PAGEREF _Toc301963076 \h 245 HYPERLINK \l "_Toc301963077"TS 14.6 Maintenance Requirements  PAGEREF _Toc301963077 \h 245 HYPERLINK \l "_Toc301963078"TS 14.7 Agency-Specific Requirements  PAGEREF _Toc301963078 \h 245 HYPERLINK \l "_Toc301963079"TS 15. Interior  PAGEREF _Toc301963079 \h 245 HYPERLINK \l "_Toc301963080"TS 15.1 General  PAGEREF _Toc301963080 \h 245 HYPERLINK \l "_Toc301963081"TS 15.2 Performance Requirements  PAGEREF _Toc301963081 \h 245 HYPERLINK \l "_Toc301963082"TS 15.2.1 Design Criteria and Requirements  PAGEREF _Toc301963082 \h 245 HYPERLINK \l "_Toc301963083"TS 15.3 Specific Requirements  PAGEREF _Toc301963083 \h 245 HYPERLINK \l "_Toc301963084"TS 15.3.1 Design Package Requirements  PAGEREF _Toc301963084 \h 245 HYPERLINK \l "_Toc301963085"TS 15.3.2 Styling Design  PAGEREF _Toc301963085 \h 246 HYPERLINK \l "_Toc301963086"TS 15.3.3 Passenger Capacity  PAGEREF _Toc301963086 \h 246 HYPERLINK \l "_Toc301963087"TS 15.3.4 Interior Finishing and Accessories  PAGEREF _Toc301963087 \h 246 HYPERLINK \l "_Toc301963088"TS 15.3.5 Acoustical Insulation  PAGEREF _Toc301963088 \h 247 HYPERLINK \l "_Toc301963089"TS 15.3.6 Thermal Insulation  PAGEREF _Toc301963089 \h 247 HYPERLINK \l "_Toc301963090"TS 15.3.7 Floor Covering  PAGEREF _Toc301963090 \h 248 HYPERLINK \l "_Toc301963091"TS 15.3.8 Floor Cove Molding  PAGEREF _Toc301963091 \h 249 HYPERLINK \l "_Toc301963092"TS 15.3.9 Walls and Ceilings  PAGEREF _Toc301963092 \h 249 HYPERLINK \l "_Toc301963093"TS 15.3.10 Seating  PAGEREF _Toc301963093 \h 252 HYPERLINK \l "_Toc301963094"TS 15.3.11 Stanchions and Handrails  PAGEREF _Toc301963094 \h 254 HYPERLINK \l "_Toc301963095"TS 15.3.12 Windscreens  PAGEREF _Toc301963095 \h 254 HYPERLINK \l "_Toc301963096"TS 15.3.13 Interior Equipment Enclosures  PAGEREF _Toc301963096 \h 255 HYPERLINK \l "_Toc301963097"TS 15.3.14 Run Number Sign (if used)  PAGEREF _Toc301963097 \h 255 HYPERLINK \l "_Toc301963098"TS 15.3.15 Advertisement Card Holders and Display Racks (if used)  PAGEREF _Toc301963098 \h 255 HYPERLINK \l "_Toc301963099"TS 15.3.16 Power Receptacle  PAGEREF _Toc301963099 \h 256 HYPERLINK \l "_Toc301963100"TS 15.3.17 Emergency Equipment  PAGEREF _Toc301963100 \h 256 HYPERLINK \l "_Toc301963101"TS 15.3.18 Keys and Locks  PAGEREF _Toc301963101 \h 256 HYPERLINK \l "_Toc301963102"TS 15.3.19 Emergency Intercom and Stop Request  PAGEREF _Toc301963102 \h 256 HYPERLINK \l "_Toc301963103"TS 15.3.20 Bicycle Accommodations (if used)  PAGEREF _Toc301963103 \h 256 HYPERLINK \l "_Toc301963104"TS 15.3.21 Interior Signage and Graphics  PAGEREF _Toc301963104 \h 257 HYPERLINK \l "_Toc301963105"TS 15.4 Validation Requirements  PAGEREF _Toc301963105 \h 257 HYPERLINK \l "_Toc301963106"TS 15.5 Interface Requirements  PAGEREF _Toc301963106 \h 257 HYPERLINK \l "_Toc301963107"TS 15.6 Maintenance Requirements  PAGEREF _Toc301963107 \h 257 HYPERLINK \l "_Toc301963108"TS 15.7 Agency-Specific Requirements  PAGEREF _Toc301963108 \h 258 HYPERLINK \l "_Toc301963109"TS 15.7.1 Mock-Up Evaluation  PAGEREF _Toc301963109 \h 258 HYPERLINK \l "_Toc301963110"TS 16. Trainline and Local Signal Architecture  PAGEREF _Toc301963110 \h 258 HYPERLINK \l "_Toc301963111"TS 16.1 General  PAGEREF _Toc301963111 \h 258 HYPERLINK \l "_Toc301963112"TS 16.2 Performance  PAGEREF _Toc301963112 \h 258 HYPERLINK \l "_Toc301963113"TS 16.3 Specific Requirements  PAGEREF _Toc301963113 \h 258 HYPERLINK \l "_Toc301963114"TS 16.3.1 Trainlines  PAGEREF _Toc301963114 \h 258 HYPERLINK \l "_Toc301963115"TS 16.3.2 Diagnostic Data  PAGEREF _Toc301963115 \h 259 HYPERLINK \l "_Toc301963116"TS 16.3.3 Networks  PAGEREF _Toc301963116 \h 259 HYPERLINK \l "_Toc301963117"TS 16.3.4 Portable Test Equipment  PAGEREF _Toc301963117 \h 260 HYPERLINK \l "_Toc301963118"TS 16.3.5 Controls  PAGEREF _Toc301963118 \h 260 HYPERLINK \l "_Toc301963119"TS 16.4 Validation Requirements  PAGEREF _Toc301963119 \h 261 HYPERLINK \l "_Toc301963120"TS 16.4.1 Networks  PAGEREF _Toc301963120 \h 261 HYPERLINK \l "_Toc301963121"TS 16.4.2 Protocol  PAGEREF _Toc301963121 \h 261 HYPERLINK \l "_Toc301963122"TS 16.5 Interface Requirements  PAGEREF _Toc301963122 \h 261 HYPERLINK \l "_Toc301963123"TS 16.5.1 Networks  PAGEREF _Toc301963123 \h 261 HYPERLINK \l "_Toc301963124"TS 16.5.2 Protocol  PAGEREF _Toc301963124 \h 262 HYPERLINK \l "_Toc301963125"TS 16.6 Maintenance Requirements  PAGEREF _Toc301963125 \h 262 HYPERLINK \l "_Toc301963126"TS 16.7 Agency-Specific Requirements  PAGEREF _Toc301963126 \h 262 HYPERLINK \l "_Toc301963127"TS 17. Monitoring and Diagnostics  PAGEREF _Toc301963127 \h 262 HYPERLINK \l "_Toc301963128"TS 17.1 General  PAGEREF _Toc301963128 \h 262 HYPERLINK \l "_Toc301963129"TS 17.2 Performance Requirements  PAGEREF _Toc301963129 \h 262 HYPERLINK \l "_Toc301963130"TS 17.3 Specific Requirements  PAGEREF _Toc301963130 \h 262 HYPERLINK \l "_Toc301963131"TS 17.3.1 General  PAGEREF _Toc301963131 \h 262 HYPERLINK \l "_Toc301963132"TS 17.3.2 MDS Functions  PAGEREF _Toc301963132 \h 263 HYPERLINK \l "_Toc301963133"TS 17.3.3 On-Board Equipment  PAGEREF _Toc301963133 \h 263 HYPERLINK \l "_Toc301963134"TS 17.3.4 Wireless Data Link  PAGEREF _Toc301963134 \h 264 HYPERLINK \l "_Toc301963135"TS 17.3.5 Interface with Train Operator Display  PAGEREF _Toc301963135 \h 264 HYPERLINK \l "_Toc301963136"TS 17.3.6 Maintenance Screens  PAGEREF _Toc301963136 \h 265 HYPERLINK \l "_Toc301963137"TS 17.3.7 Supplementary Testing Capability  PAGEREF _Toc301963137 \h 267 HYPERLINK \l "_Toc301963138"TS 17.3.8 Timekeeping  PAGEREF _Toc301963138 \h 267 HYPERLINK \l "_Toc301963139"TS 17.3.9 Monitoring and Diagnostics Data Collection and Management  PAGEREF _Toc301963139 \h 267 HYPERLINK \l "_Toc301963140"TS 17.4 Validation Requirements  PAGEREF _Toc301963140 \h 268 HYPERLINK \l "_Toc301963141"TS 17.5 Interface Requirements  PAGEREF _Toc301963141 \h 268 HYPERLINK \l "_Toc301963142"TS 17.5.1 MDS Subsystem Diagnostics  PAGEREF _Toc301963142 \h 268 HYPERLINK \l "_Toc301963143"TS 17.5.2 Additional Subsystem Diagnostics  PAGEREF _Toc301963143 \h 268 HYPERLINK \l "_Toc301963144"TS 17.6 Maintenance Requirements  PAGEREF _Toc301963144 \h 269 HYPERLINK \l "_Toc301963145"TS 18. Software Systems  PAGEREF _Toc301963145 \h 269 HYPERLINK \l "_Toc301963146"TS 18.1 General  PAGEREF _Toc301963146 \h 269 HYPERLINK \l "_Toc301963147"TS 18.1.1 Software Requirements  PAGEREF _Toc301963147 \h 269 HYPERLINK \l "_Toc301963148"TS 18.1.2 Contractor Qualifications  PAGEREF _Toc301963148 \h 269 HYPERLINK \l "_Toc301963149"TS 18.1.3 Software Classification  PAGEREF _Toc301963149 \h 270 HYPERLINK \l "_Toc301963150"TS 18.2 Performance  PAGEREF _Toc301963150 \h 270 HYPERLINK \l "_Toc301963151"TS 18.2.1 General  PAGEREF _Toc301963151 \h 270 HYPERLINK \l "_Toc301963152"TS 18.2.2 Diagnostic Features  PAGEREF _Toc301963152 \h 270 HYPERLINK \l "_Toc301963153"TS 18.3 Specific Requirements  PAGEREF _Toc301963153 \h 271 HYPERLINK \l "_Toc301963154"TS 18.3.1 Operating Systems  PAGEREF _Toc301963154 \h 271 HYPERLINK \l "_Toc301963155"TS 18.3.2 Programming Languages  PAGEREF _Toc301963155 \h 271 HYPERLINK \l "_Toc301963156"TS 18.3.3 Documentation  PAGEREF _Toc301963156 \h 271 HYPERLINK \l "_Toc301963157"TS 18.3.4 Traceability  PAGEREF _Toc301963157 \h 272 HYPERLINK \l "_Toc301963158"TS 18.3.5 Versioning  PAGEREF _Toc301963158 \h 273 HYPERLINK \l "_Toc301963159"TS 18.3.6 Process Deviations  PAGEREF _Toc301963159 \h 273 HYPERLINK \l "_Toc301963160"TS 18.3.7 Software Detail Delivery  PAGEREF _Toc301963160 \h 273 HYPERLINK \l "_Toc301963161"TS 18.3.8 Software Tools  PAGEREF _Toc301963161 \h 274 HYPERLINK \l "_Toc301963162"TS 18.3.9 Software Safety  PAGEREF _Toc301963162 \h 274 HYPERLINK \l "_Toc301963163"TS 18.4 Validation Requirements  PAGEREF _Toc301963163 \h 275 HYPERLINK \l "_Toc301963164"TS 18.5 Maintenance Requirements  PAGEREF _Toc301963164 \h 275 HYPERLINK \l "_Toc301963165"TS 18.6 Agency-Specific Requirements  PAGEREF _Toc301963165 \h 275 HYPERLINK \l "_Toc301963166"TS 19. Materials and Workmanship  PAGEREF _Toc301963166 \h 275 HYPERLINK \l "_Toc301963167"TS 19.1 General  PAGEREF _Toc301963167 \h 275 HYPERLINK \l "_Toc301963168"TS 19.1.1 General Requirements  PAGEREF _Toc301963168 \h 275 HYPERLINK \l "_Toc301963169"TS 19.1.2 Standards  PAGEREF _Toc301963169 \h 275 HYPERLINK \l "_Toc301963170"TS 19.1.3 Storage of Material  PAGEREF _Toc301963170 \h 275 HYPERLINK \l "_Toc301963171"TS 19.1.4 Prohibited Materials  PAGEREF _Toc301963171 \h 276 HYPERLINK \l "_Toc301963172"TS 19.1.5 Dissimilar Materials  PAGEREF _Toc301963172 \h 276 HYPERLINK \l "_Toc301963173"TS 19.1.6 Safety Reporting Requirements  PAGEREF _Toc301963173 \h 276 HYPERLINK \l "_Toc301963174"TS 19.1.7 Requirements for Nonconforming Material  PAGEREF _Toc301963174 \h 276 HYPERLINK \l "_Toc301963175"TS 19.1.8 Verification of Conformance with Requirements  PAGEREF _Toc301963175 \h 276 HYPERLINK \l "_Toc301963176"TS 19.2 Joining and Fastening  PAGEREF _Toc301963176 \h 277 HYPERLINK \l "_Toc301963177"TS 19.2.1 Applicability  PAGEREF _Toc301963177 \h 277 HYPERLINK \l "_Toc301963178"TS 19.2.2 Joining  PAGEREF _Toc301963178 \h 277 HYPERLINK \l "_Toc301963179"TS 19.2.3 Fasteners  PAGEREF _Toc301963179 \h 278 HYPERLINK \l "_Toc301963180"TS 19.2.4 Bonding  PAGEREF _Toc301963180 \h 280 HYPERLINK \l "_Toc301963181"TS 19.3 Stainless Steel  PAGEREF _Toc301963181 \h 280 HYPERLINK \l "_Toc301963182"TS 19.3.1 General  PAGEREF _Toc301963182 \h 280 HYPERLINK \l "_Toc301963183"TS 19.3.2 Application  PAGEREF _Toc301963183 \h 280 HYPERLINK \l "_Toc301963184"TS 19.4 High Strength Low Alloy Steel  PAGEREF _Toc301963184 \h 280 HYPERLINK \l "_Toc301963185"TS 19.5 Structural Castings  PAGEREF _Toc301963185 \h 281 HYPERLINK \l "_Toc301963186"TS 19.5.1 General  PAGEREF _Toc301963186 \h 281 HYPERLINK \l "_Toc301963187"TS 19.5.2 Design Qualification of Structural Castings  PAGEREF _Toc301963187 \h 281 HYPERLINK \l "_Toc301963188"TS 19.5.3 Structural Casting Inspection  PAGEREF _Toc301963188 \h 281 HYPERLINK \l "_Toc301963189"TS 19.5.4 Repair Welding  PAGEREF _Toc301963189 \h 282 HYPERLINK \l "_Toc301963190"TS 19.5.5 Cast-Weld Design  PAGEREF _Toc301963190 \h 282 HYPERLINK \l "_Toc301963191"TS 19.6 Aluminum  PAGEREF _Toc301963191 \h 282 HYPERLINK \l "_Toc301963192"TS 19.6.1 General  PAGEREF _Toc301963192 \h 282 HYPERLINK \l "_Toc301963193"TS 19.6.2 Fabrication and Fastening  PAGEREF _Toc301963193 \h 282 HYPERLINK \l "_Toc301963194"TS 19.6.3 Interior Trim  PAGEREF _Toc301963194 \h 282 HYPERLINK \l "_Toc301963195"TS 19.7 Welding and Brazing  PAGEREF _Toc301963195 \h 283 HYPERLINK \l "_Toc301963196"TS 19.7.1 General  PAGEREF _Toc301963196 \h 283 HYPERLINK \l "_Toc301963197"TS 19.7.2 Structural Welding  PAGEREF _Toc301963197 \h 283 HYPERLINK \l "_Toc301963198"TS 19.7.3 Welder Qualification  PAGEREF _Toc301963198 \h 283 HYPERLINK \l "_Toc301963199"TS 19.7.4 Inspection of Welds  PAGEREF _Toc301963199 \h 283 HYPERLINK \l "_Toc301963200"TS 19.7.5 Post-Weld Cleaning Requirements  PAGEREF _Toc301963200 \h 283 HYPERLINK \l "_Toc301963201"TS 19.7.6 Dissimilar Metal Welding  PAGEREF _Toc301963201 \h 284 HYPERLINK \l "_Toc301963202"TS 19.7.7 Resistance Welding  PAGEREF _Toc301963202 \h 284 HYPERLINK \l "_Toc301963203"TS 19.7.8 Resistance Spot Weld Spacing  PAGEREF _Toc301963203 \h 284 HYPERLINK \l "_Toc301963204"TS 19.7.9 Intermittent Fusion Welds  PAGEREF _Toc301963204 \h 284 HYPERLINK \l "_Toc301963205"TS 19.7.10 Toughness of Welded Assemblies  PAGEREF _Toc301963205 \h 284 HYPERLINK \l "_Toc301963206"TS 19.7.11 Torch Brazing  PAGEREF _Toc301963206 \h 285 HYPERLINK \l "_Toc301963207"TS 19.7.12 Torch Soldering  PAGEREF _Toc301963207 \h 285 HYPERLINK \l "_Toc301963208"TS 19.8 Elastomers  PAGEREF _Toc301963208 \h 285 HYPERLINK \l "_Toc301963209"TS 19.8.1 General  PAGEREF _Toc301963209 \h 285 HYPERLINK \l "_Toc301963210"TS 19.8.2 Bonded Steel Parts  PAGEREF _Toc301963210 \h 285 HYPERLINK \l "_Toc301963211"TS 19.8.3 Bonding  PAGEREF _Toc301963211 \h 285 HYPERLINK \l "_Toc301963212"TS 19.8.4 Seals  PAGEREF _Toc301963212 \h 285 HYPERLINK \l "_Toc301963213"TS 19.9 Glazing Materials  PAGEREF _Toc301963213 \h 286 HYPERLINK \l "_Toc301963214"TS 19.9.1 General  PAGEREF _Toc301963214 \h 286 HYPERLINK \l "_Toc301963215"TS 19.9.2 Flatness  PAGEREF _Toc301963215 \h 286 HYPERLINK \l "_Toc301963216"TS 19.9.3 Overlap Tolerance  PAGEREF _Toc301963216 \h 286 HYPERLINK \l "_Toc301963217"TS 19.9.4 Tint/Color  PAGEREF _Toc301963217 \h 286 HYPERLINK \l "_Toc301963218"TS 19.9.5 Haze  PAGEREF _Toc301963218 \h 286 HYPERLINK \l "_Toc301963219"TS 19.9.6 Specks and Scratches  PAGEREF _Toc301963219 \h 286 HYPERLINK \l "_Toc301963220"TS 19.9.7 Bond Separation  PAGEREF _Toc301963220 \h 286 HYPERLINK \l "_Toc301963221"TS 19.9.8 Light Transmission  PAGEREF _Toc301963221 \h 286 HYPERLINK \l "_Toc301963222"TS 19.10 Floor Covering  PAGEREF _Toc301963222 \h 286 HYPERLINK \l "_Toc301963223"TS 19.10.1 General  PAGEREF _Toc301963223 \h 286 HYPERLINK \l "_Toc301963224"TS 19.11 Piping and Tubing  PAGEREF _Toc301963224 \h 287 HYPERLINK \l "_Toc301963225"TS 19.11.1 General  PAGEREF _Toc301963225 \h 287 HYPERLINK \l "_Toc301963226"TS 19.11.2 Air Piping, Tubing and Fittings  PAGEREF _Toc301963226 \h 287 HYPERLINK \l "_Toc301963227"TS 19.11.3 Air Conditioning System Piping and Fittings  PAGEREF _Toc301963227 \h 287 HYPERLINK \l "_Toc301963228"TS 19.11.4 Brazing and Soldering of Piping and Fittings  PAGEREF _Toc301963228 \h 287 HYPERLINK \l "_Toc301963229"TS 19.11.5 Pressure Vessels  PAGEREF _Toc301963229 \h 288 HYPERLINK \l "_Toc301963230"TS 19.12 Air Filters  PAGEREF _Toc301963230 \h 288 HYPERLINK \l "_Toc301963231"TS 19.12.1 Low-Pressure Air Filters  PAGEREF _Toc301963231 \h 288 HYPERLINK \l "_Toc301963232"TS 19.12.2 High Pressure Air Filters  PAGEREF _Toc301963232 \h 288 HYPERLINK \l "_Toc301963233"TS 19.13 Paints and Coatings  PAGEREF _Toc301963233 \h 288 HYPERLINK \l "_Toc301963234"TS 19.13.1 General  PAGEREF _Toc301963234 \h 288 HYPERLINK \l "_Toc301963235"TS 19.13.2 Materials and Preparation  PAGEREF _Toc301963235 \h 288 HYPERLINK \l "_Toc301963236"TS 19.13.3 Underfloor Paint  PAGEREF _Toc301963236 \h 288 HYPERLINK \l "_Toc301963237"TS 19.13.4 Exterior Finish Painting  PAGEREF _Toc301963237 \h 288 HYPERLINK \l "_Toc301963238"TS 19.13.5 Apparatus and Equipment Enclosures  PAGEREF _Toc301963238 \h 288 HYPERLINK \l "_Toc301963239"TS 19.13.6 Miscellaneous Painting and Finishing  PAGEREF _Toc301963239 \h 289 HYPERLINK \l "_Toc301963240"TS 19.13.7 Painting Restrictions  PAGEREF _Toc301963240 \h 289 HYPERLINK \l "_Toc301963241"TS 19.13.8 Interior Painting  PAGEREF _Toc301963241 \h 289 HYPERLINK \l "_Toc301963242"TS 19.13.9 Corrosion Protection  PAGEREF _Toc301963242 \h 289 HYPERLINK \l "_Toc301963243"TS 19.13.10 Acoustic Insulation  PAGEREF _Toc301963243 \h 289 HYPERLINK \l "_Toc301963244"TS 19.13.11 Lettering and Numbering  PAGEREF _Toc301963244 \h 290 HYPERLINK \l "_Toc301963245"TS 19.14 Flammability and Smoke Emission Requirements  PAGEREF _Toc301963245 \h 290 HYPERLINK \l "_Toc301963246"TS 19.14.1 General  PAGEREF _Toc301963246 \h 290 HYPERLINK \l "_Toc301963247"TS 19.14.2 Toxicity  PAGEREF _Toc301963247 \h 290 HYPERLINK \l "_Toc301963248"TS 19.14.3 Electrical Fire Safety  PAGEREF _Toc301963248 \h 290 HYPERLINK \l "_Toc301963249"TS 19.15 Wood and Panels  PAGEREF _Toc301963249 \h 290 HYPERLINK \l "_Toc301963250"TS 19.15.1 Lumber  PAGEREF _Toc301963250 \h 290 HYPERLINK \l "_Toc301963251"TS 19.15.2 Plymetal  PAGEREF _Toc301963251 \h 290 HYPERLINK \l "_Toc301963252"TS 19.15.3 Plywood  PAGEREF _Toc301963252 \h 291 HYPERLINK \l "_Toc301963253"TS 19.15.4 Honeycomb Panels  PAGEREF _Toc301963253 \h 291 HYPERLINK \l "_Toc301963254"TS 19.15.5 Panel Contour Tolerance  PAGEREF _Toc301963254 \h 291 HYPERLINK \l "_Toc301963255"TS 19.15.6 Melamine-Faced Aluminum  PAGEREF _Toc301963255 \h 291 HYPERLINK \l "_Toc301963256"TS 19.15.7 Melamine Panels  PAGEREF _Toc301963256 \h 291 HYPERLINK \l "_Toc301963257"TS 19.15.8 Phenolic Composite Floor Panels  PAGEREF _Toc301963257 \h 291 HYPERLINK \l "_Toc301963258"TS 19.16 Fiberglass Reinforced Plastic  PAGEREF _Toc301963258 \h 291 HYPERLINK \l "_Toc301963259"TS 19.16.1 General  PAGEREF _Toc301963259 \h 291 HYPERLINK \l "_Toc301963260"TS 19.16.2 Resin  PAGEREF _Toc301963260 \h 291 HYPERLINK \l "_Toc301963261"TS 19.16.3 Reinforcement  PAGEREF _Toc301963261 \h 292 HYPERLINK \l "_Toc301963262"TS 19.16.4 Gel Coat  PAGEREF _Toc301963262 \h 292 HYPERLINK \l "_Toc301963263"TS 19.16.5 Additives  PAGEREF _Toc301963263 \h 292 HYPERLINK \l "_Toc301963264"TS 19.17 Thermoplastic Sheet  PAGEREF _Toc301963264 \h 292 HYPERLINK \l "_Toc301963265"TS 19.17.1 General  PAGEREF _Toc301963265 \h 292 HYPERLINK \l "_Toc301963266"TS 19.18 Seat Cushion Material  PAGEREF _Toc301963266 \h 292 HYPERLINK \l "_Toc301963267"TS 19.19 Seat Upholstery Material  PAGEREF _Toc301963267 \h 292 HYPERLINK \l "_Toc301963268"TS 19.20 Wire and Cable  PAGEREF _Toc301963268 \h 293 HYPERLINK \l "_Toc301963269"TS 19.20.1 General  PAGEREF _Toc301963269 \h 293 HYPERLINK \l "_Toc301963270"TS 19.20.2 Conductors  PAGEREF _Toc301963270 \h 293 HYPERLINK \l "_Toc301963271"TS 19.20.3 Insulation  PAGEREF _Toc301963271 \h 293 HYPERLINK \l "_Toc301963272"TS 19.20.4 Multiconductor Cables  PAGEREF _Toc301963272 \h 294 HYPERLINK \l "_Toc301963273"TS 19.21 Wiring Installation  PAGEREF _Toc301963273 \h 294 HYPERLINK \l "_Toc301963274"TS 19.21.1 General  PAGEREF _Toc301963274 \h 294 HYPERLINK \l "_Toc301963275"TS 19.21.2 Wire Handling  PAGEREF _Toc301963275 \h 295 HYPERLINK \l "_Toc301963276"TS 19.21.3 Wiring Layout and Installation  PAGEREF _Toc301963276 \h 295 HYPERLINK \l "_Toc301963277"TS 19.21.4 Marking and Designation  PAGEREF _Toc301963277 \h 298 HYPERLINK \l "_Toc301963278"TS 19.21.5 Pulling Compound  PAGEREF _Toc301963278 \h 298 HYPERLINK \l "_Toc301963279"TS 19.21.6 Solder  PAGEREF _Toc301963279 \h 299 HYPERLINK \l "_Toc301963280"TS 19.21.7 Primary Power Wiring  PAGEREF _Toc301963280 \h 299 HYPERLINK \l "_Toc301963281"TS 19.21.8 Articulation Connections (if equipped)  PAGEREF _Toc301963281 \h 299 HYPERLINK \l "_Toc301963282"TS 19.22 Wiring Connections  PAGEREF _Toc301963282 \h 299 HYPERLINK \l "_Toc301963283"TS 19.22.1 Terminal Boards and Terminal Points  PAGEREF _Toc301963283 \h 299 HYPERLINK \l "_Toc301963284"TS 19.22.2 Wire Terminations  PAGEREF _Toc301963284 \h 300 HYPERLINK \l "_Toc301963285"TS 19.22.3 Power Cable Terminations  PAGEREF _Toc301963285 \h 300 HYPERLINK \l "_Toc301963286"TS 19.22.4 Cable Connectors  PAGEREF _Toc301963286 \h 300 HYPERLINK \l "_Toc301963287"TS 19.22.5 Quick-Disconnect Terminals  PAGEREF _Toc301963287 \h 300 HYPERLINK \l "_Toc301963288"TS 19.22.6 Grounding Return Connections  PAGEREF _Toc301963288 \h 300 HYPERLINK \l "_Toc301963289"TS 19.22.7 Wire Splicing  PAGEREF _Toc301963289 \h 301 HYPERLINK \l "_Toc301963290"TS 19.23 Conduit  PAGEREF _Toc301963290 \h 301 HYPERLINK \l "_Toc301963291"TS 19.23.1 General  PAGEREF _Toc301963291 \h 301 HYPERLINK \l "_Toc301963292"TS 19.23.2 Aluminum Conduit  PAGEREF _Toc301963292 \h 301 HYPERLINK \l "_Toc301963293"TS 19.23.3 Steel Conduit  PAGEREF _Toc301963293 \h 301 HYPERLINK \l "_Toc301963294"TS 19.23.4 Flexible Conduit  PAGEREF _Toc301963294 \h 301 HYPERLINK \l "_Toc301963295"TS 19.24 Wire Ducts  PAGEREF _Toc301963295 \h 301 HYPERLINK \l "_Toc301963296"TS 19.25 Junction Boxes  PAGEREF _Toc301963296 \h 302 HYPERLINK \l "_Toc301963297"TS 19.26 Electrical Devices and Hardware  PAGEREF _Toc301963297 \h 302 HYPERLINK \l "_Toc301963298"TS 19.26.1 Contactors and Relays  PAGEREF _Toc301963298 \h 302 HYPERLINK \l "_Toc301963299"TS 19.26.2 Switches  PAGEREF _Toc301963299 \h 303 HYPERLINK \l "_Toc301963300"TS 19.26.3 Circuit Breakers  PAGEREF _Toc301963300 \h 303 HYPERLINK \l "_Toc301963301"TS 19.26.4 Fuses  PAGEREF _Toc301963301 \h 303 HYPERLINK \l "_Toc301963302"TS 19.26.5 Busbars  PAGEREF _Toc301963302 \h 303 HYPERLINK \l "_Toc301963303"TS 19.26.6 Capacitors and Resistors  PAGEREF _Toc301963303 \h 304 HYPERLINK \l "_Toc301963304"TS 19.26.7 Transformers and Inductors  PAGEREF _Toc301963304 \h 304 HYPERLINK \l "_Toc301963305"TS 19.26.8 Switch, Circuit Breaker and Fuse Panels  PAGEREF _Toc301963305 \h 304 HYPERLINK \l "_Toc301963306"TS 19.27 Semiconductors  PAGEREF _Toc301963306 \h 304 HYPERLINK \l "_Toc301963307"TS 19.27.1 General  PAGEREF _Toc301963307 \h 304 HYPERLINK \l "_Toc301963308"TS 19.28 Printed Circuit Boards  PAGEREF _Toc301963308 \h 304 HYPERLINK \l "_Toc301963309"TS 19.28.1 Marking  PAGEREF _Toc301963309 \h 304 HYPERLINK \l "_Toc301963310"TS 19.28.2 Component Mounting  PAGEREF _Toc301963310 \h 305 HYPERLINK \l "_Toc301963311"TS 19.28.3 IC and Device Sockets  PAGEREF _Toc301963311 \h 305 HYPERLINK \l "_Toc301963312"TS 19.28.4 Conformal Coating  PAGEREF _Toc301963312 \h 305 HYPERLINK \l "_Toc301963313"TS 19.28.5 Keying and Interlocks  PAGEREF _Toc301963313 \h 305 HYPERLINK \l "_Toc301963314"TS 19.28.6 Circuit Board Connectors  PAGEREF _Toc301963314 \h 305 HYPERLINK \l "_Toc301963315"TS 19.28.7 Enclosures and Circuit Board Hardware  PAGEREF _Toc301963315 \h 305 HYPERLINK \l "_Toc301963316"TS 19.29 Deliverables  PAGEREF _Toc301963316 \h 305 HYPERLINK \l "_Toc301963317"TS 20. Program Management and Quality Assurance  PAGEREF _Toc301963317 \h 306 HYPERLINK \l "_Toc301963318"TS 20.1 General  PAGEREF _Toc301963318 \h 306 HYPERLINK \l "_Toc301963319"TS 20.1.1 Purpose  PAGEREF _Toc301963319 \h 306 HYPERLINK \l "_Toc301963320"TS 20.1.2 Program Management  PAGEREF _Toc301963320 \h 306 HYPERLINK \l "_Toc301963321"TS 20.1.3 Program Management Plan  PAGEREF _Toc301963321 \h 306 HYPERLINK \l "_Toc301963322"TS 20.1.4 Program Collaborative Team  PAGEREF _Toc301963322 \h 307 HYPERLINK \l "_Toc301963323"TS 20.1.5 Project Collaboration System  PAGEREF _Toc301963323 \h 308 HYPERLINK \l "_Toc301963324"TS 20.2 Performance  PAGEREF _Toc301963324 \h 309 HYPERLINK \l "_Toc301963325"TS 20.3 Specific Requirements  PAGEREF _Toc301963325 \h 309 HYPERLINK \l "_Toc301963326"TS 20.3.1 Interface with Subcontractors, Designers and Design-Build Contractor  PAGEREF _Toc301963326 \h 309 HYPERLINK \l "_Toc301963327"TS 20.3.2 Meetings  PAGEREF _Toc301963327 \h 310 HYPERLINK \l "_Toc301963328"TS 20.3.3 Design Approvals, Drawings, Documentation and Data Requirements  PAGEREF _Toc301963328 \h 312 HYPERLINK \l "_Toc301963329"TS 20.3.4 Mock-ups and Samples  PAGEREF _Toc301963329 \h 316 HYPERLINK \l "_Toc301963330"TS 20.3.5 Mock-up Alternate Full-Scale 3-D Digital Demonstration (if used)  PAGEREF _Toc301963330 \h 317 HYPERLINK \l "_Toc301963331"TS 20.3.6 As-Built Drawings  PAGEREF _Toc301963331 \h 317 HYPERLINK \l "_Toc301963332"TS 20.3.7 Modification and Configuration Control  PAGEREF _Toc301963332 \h 318 HYPERLINK \l "_Toc301963333"TS 20.3.8 Quality Assurance and Audits  PAGEREF _Toc301963333 \h 320 HYPERLINK \l "_Toc301963334"TS 20.3.9 Agency Audit and Oversight  PAGEREF _Toc301963334 \h 335 HYPERLINK \l "_Toc301963335"TS 20.4 Agency-Specific Requirements  PAGEREF _Toc301963335 \h 336 HYPERLINK \l "_Toc301963336"TS 21. Requirements Management, Design Validation and Verification  PAGEREF _Toc301963336 \h 336 HYPERLINK \l "_Toc301963337"TS 21.1 General  PAGEREF _Toc301963337 \h 336 HYPERLINK \l "_Toc301963338"TS 21.2 Requirements Traceability Management  PAGEREF _Toc301963338 \h 336 HYPERLINK \l "_Toc301963339"TS 21.2.1 General  PAGEREF _Toc301963339 \h 336 HYPERLINK \l "_Toc301963340"TS 21.2.2 Requirements Traceability Matrix  PAGEREF _Toc301963340 \h 337 HYPERLINK \l "_Toc301963341"TS 21.3 Verification  PAGEREF _Toc301963341 \h 337 HYPERLINK \l "_Toc301963342"TS 21.3.1 Verification Levels  PAGEREF _Toc301963342 \h 337 HYPERLINK \l "_Toc301963343"TS 21.3.2 Verification Methods  PAGEREF _Toc301963343 \h 338 HYPERLINK \l "_Toc301963344"Minimum Required One Time, Routine and Acceptance Tests  PAGEREF _Toc301963344 \h 338 HYPERLINK \l "_Toc301963345"TS 22. System Support  PAGEREF _Toc301963345 \h 343 HYPERLINK \l "_Toc301963346"TS 22.1 General  PAGEREF _Toc301963346 \h 343 HYPERLINK \l "_Toc301963347"TS 22.2 Performance  PAGEREF _Toc301963347 \h 343 HYPERLINK \l "_Toc301963348"TS 22.3 Specific Requirements  PAGEREF _Toc301963348 \h 343 HYPERLINK \l "_Toc301963349"TS 22.3.1 Technical Documents  PAGEREF _Toc301963349 \h 343 HYPERLINK \l "_Toc301963350"TS 22.3.2 As-Built Drawings  PAGEREF _Toc301963350 \h 348 HYPERLINK \l "_Toc301963351"TS 22.3.3 Car History Books  PAGEREF _Toc301963351 \h 348 HYPERLINK \l "_Toc301963352"TS 22.3.4 Diagnostic Test Equipment Manual  PAGEREF _Toc301963352 \h 348 HYPERLINK \l "_Toc301963353"TS 22.3.5 Technical Document Schedule of Submittals  PAGEREF _Toc301963353 \h 348 HYPERLINK \l "_Toc301963354"TS 22.3.6 Training  PAGEREF _Toc301963354 \h 349 HYPERLINK \l "_Toc301963355"TS 22.3.7 Technical Support  PAGEREF _Toc301963355 \h 351 HYPERLINK \l "_Toc301963356"TS 22.4 Agency-Specific Requirements  PAGEREF _Toc301963356 \h 352 HYPERLINK \l "_Toc301963357"TS 23. Agency-Furnished Equipment  PAGEREF _Toc301963357 \h 353 HYPERLINK \l "_Toc301963358"TS 23.1 General  PAGEREF _Toc301963358 \h 353 HYPERLINK \l "_Toc301963359"TS 23.2 Performance  PAGEREF _Toc301963359 \h 353 HYPERLINK \l "_Toc301963360"TS 23.3 Specific Requirements  PAGEREF _Toc301963360 \h 353 HYPERLINK \l "_Toc301963361"TS 23.3.1 Design Review  PAGEREF _Toc301963361 \h 353 HYPERLINK \l "_Toc301963362"TS 23.3.2 Power  PAGEREF _Toc301963362 \h 353 HYPERLINK \l "_Toc301963363"TS 23.3.3 Mounting  PAGEREF _Toc301963363 \h 354 HYPERLINK \l "_Toc301963364"TS 23.3.4 Electromagnetic Compatibility  PAGEREF _Toc301963364 \h 354 HYPERLINK \l "_Toc301963365"TS 23.4 Validation  PAGEREF _Toc301963365 \h 354 HYPERLINK \l "_Toc301963366"TS 23.5 Interface Requirements  PAGEREF _Toc301963366 \h 354 HYPERLINK \l "_Toc301963367"TS 23.6 Maintenance Requirements  PAGEREF _Toc301963367 \h 354 HYPERLINK \l "_Toc301963368"TS 23.7 Agency-Specific Requirements  PAGEREF _Toc301963368 \h 354 HYPERLINK \l "_Toc301963369"TS 23.7.1 Design Review  PAGEREF _Toc301963369 \h 354 HYPERLINK \l "_Toc301963370"TS 23.7.2 Power  PAGEREF _Toc301963370 \h 354 HYPERLINK \l "_Toc301963371"TS 24. Passenger Emergency Equipment  PAGEREF _Toc301963371 \h 354 HYPERLINK \l "_Toc301963372"TS 24.1 General  PAGEREF _Toc301963372 \h 354 HYPERLINK \l "_Toc301963373"TS 24.1.1 Purpose  PAGEREF _Toc301963373 \h 354 HYPERLINK \l "_Toc301963374"TS 24.1.2 Reference Documents  PAGEREF _Toc301963374 \h 355 HYPERLINK \l "_Toc301963375"TS 24.2 Performance  PAGEREF _Toc301963375 \h 355 HYPERLINK \l "_Toc301963376"TS 24.3 Specific Requirements  PAGEREF _Toc301963376 \h 355 HYPERLINK \l "_Toc301963377"TS 24.3.1 Emergency Egress and Access Provisions  PAGEREF _Toc301963377 \h 355 HYPERLINK \l "_Toc301963378"TS 24.3.2 Emergency Signage  PAGEREF _Toc301963378 \h 355 HYPERLINK \l "_Toc301963379"TS 24.3.3 Emergency Lighting  PAGEREF _Toc301963379 \h 355 HYPERLINK \l "_Toc301963380"TS 24.3.4 Emergency Intercom  PAGEREF _Toc301963380 \h 355 HYPERLINK \l "_Toc301963381"TS 24.3.5 Emergency Equipment  PAGEREF _Toc301963381 \h 355 HYPERLINK \l "_Toc301963382"TS 24.4 Validation Requirements  PAGEREF _Toc301963382 \h 355 HYPERLINK \l "_Toc301963383"TS 24.5 Interface Requirements  PAGEREF _Toc301963383 \h 355 HYPERLINK \l "_Toc301963384"TS 24.6 Maintenance Requirements  PAGEREF _Toc301963384 \h 355 HYPERLINK \l "_Toc301963385"TS 24.7 Agency-Specific Requirements  PAGEREF _Toc301963385 \h 355 HYPERLINK \l "_Toc301963386"SECTION 7: WARRANTY  PAGEREF _Toc301963386 \h 356 HYPERLINK \l "_Toc301963387"WR 1. Basic Warranty Provisions  PAGEREF _Toc301963387 \h 356 HYPERLINK \l "_Toc301963388"WR 1.1 Warranty Requirements  PAGEREF _Toc301963388 \h 356 HYPERLINK \l "_Toc301963389"WR 1.2 Voiding of Warranty  PAGEREF _Toc301963389 \h 356 HYPERLINK \l "_Toc301963390"WR 1.3 Exceptions and Additions to Warranty  PAGEREF _Toc301963390 \h 357 HYPERLINK \l "_Toc301963391"WR 1.4 Fleet Defects  PAGEREF _Toc301963391 \h 357 HYPERLINK \l "_Toc301963392"WR 1.5 Warranty of Spare Parts  PAGEREF _Toc301963392 \h 358 HYPERLINK \l "_Toc301963393"WR 2. Repair Procedures  PAGEREF _Toc301963393 \h 358 HYPERLINK \l "_Toc301963394"WR 2.1 Repair Performance  PAGEREF _Toc301963394 \h 358 HYPERLINK \l "_Toc301963395"WR 2.2 Repairs by the Contractor  PAGEREF _Toc301963395 \h 358 HYPERLINK \l "_Toc301963396"WR 2.3 Repairs by the Agency  PAGEREF _Toc301963396 \h 358 HYPERLINK \l "_Toc301963397"WR 2.4 Warranty After Replacement/Repairs  PAGEREF _Toc301963397 \h 359 HYPERLINK \l "_Toc301963398"WR 2.5 Forms  PAGEREF _Toc301963398 \h 360 HYPERLINK \l "_Toc301963399"WR 2.6 Return of Parts  PAGEREF _Toc301963399 \h 360 HYPERLINK \l "_Toc301963400"WR 2.7 Timeframe  PAGEREF _Toc301963400 \h 360 HYPERLINK \l "_Toc301963401"WR 2.8 Warranty Reimbursement  PAGEREF _Toc301963401 \h 361 HYPERLINK \l "_Toc301963402"SECTION 8: QUALITY ASSURANCE  PAGEREF _Toc301963402 \h 362 HYPERLINK \l "_Toc301963403"SECTION 9 CERTIFICATIONS  PAGEREF _Toc301963403 \h 363 HYPERLINK \l "_Toc301963404"CER 1: Proposers Checklist  PAGEREF _Toc301963404 \h 363 HYPERLINK \l "_Toc301963405"CER 2: Request for Pre-Offer Clarification  PAGEREF _Toc301963405 \h 364 HYPERLINK \l "_Toc301963406"CER 3: Acknowledgement of Addenda  PAGEREF _Toc301963406 \h 365 HYPERLINK \l "_Toc301963407"CER 4: Form for Proposal Deviation  PAGEREF _Toc301963407 \h 366 HYPERLINK \l "_Toc301963408"CER 5: Pre-Award Evaluation Data Form  PAGEREF _Toc301963408 \h 367 HYPERLINK \l "_Toc301963409"CER 6: Pricing Schedules  PAGEREF _Toc301963409 \h 368 HYPERLINK \l "_Toc301963410"CER 7: Federal Certifications  PAGEREF _Toc301963410 \h 371 HYPERLINK \l "_Toc301963411"CER 7.1: Buy America Certification  PAGEREF _Toc301963411 \h 371 HYPERLINK \l "_Toc301963412"CER 7.2: Debarment and Suspension Certification for Prospective Contractor  PAGEREF _Toc301963412 \h 372 HYPERLINK \l "_Toc301963413"CER 7.3 Debarment and Suspension Certification (lower-tier covered transaction)  PAGEREF _Toc301963413 \h 373 HYPERLINK \l "_Toc301963414"CER 7.4 Non-Collusion Affidavit  PAGEREF _Toc301963414 \h 374 HYPERLINK \l "_Toc301963415"CER 7.5 Lobbying Certification  PAGEREF _Toc301963415 \h 375 HYPERLINK \l "_Toc301963416"CER 7.6 DBE Approval Certification, Transit Vehicle Manufacturer Certification  PAGEREF _Toc301963416 \h 376 HYPERLINK \l "_Toc301963417"CER 8: Proposal Form  PAGEREF _Toc301963417 \h 377 HYPERLINK \l "_Toc301963418"CER 9: Vehicle Questionnaire  PAGEREF _Toc301963418 \h 378 HYPERLINK \l "_Toc301963419"SECTION 10: APPENDIXES  PAGEREF _Toc301963419 \h 382 HYPERLINK \l "_Toc301963420"Appendix A: Guidelines for Calculating Liquidated Damages  PAGEREF _Toc301963420 \h 382 HYPERLINK \l "_Toc301963421"Appendix B: Examples of Evaluation Criteria and Evaluation Process  PAGEREF _Toc301963421 \h 384 HYPERLINK \l "_Toc301963422"Example 1: Evaluation of Proposals and Selection Process  PAGEREF _Toc301963422 \h 384 HYPERLINK \l "_Toc301963423"Example 2: Agency Evaluation Process  PAGEREF _Toc301963423 \h 386 HYPERLINK \l "_Toc301963424"Example 3: RFP Evaluation Worksheet  PAGEREF _Toc301963424 \h 399 HYPERLINK \l "_Toc301963425"Appendix C: Sample Contract and Sample Forms  PAGEREF _Toc301963425 \h 404 HYPERLINK \l "_Toc301963426"C 1. Contract Documents and Order of Precedence  PAGEREF _Toc301963426 \h 404 HYPERLINK \l "_Toc301963427"C 2. Compensation  PAGEREF _Toc301963427 \h 404 HYPERLINK \l "_Toc301963428"C 3. Effective Date  PAGEREF _Toc301963428 \h 404 HYPERLINK \l "_Toc301963429"C 4. Notices  PAGEREF _Toc301963429 \h 405 HYPERLINK \l "_Toc301963430"C 5. Entire Agreement  PAGEREF _Toc301963430 \h 405 HYPERLINK \l "_Toc301963431"Appendix D: Sample Performance Bond  PAGEREF _Toc301963431 \h 406 HYPERLINK \l "_Toc301963432"Appendix E: Sample Option Assignment and Release Agreement  PAGEREF _Toc301963432 \h 407 HYPERLINK \l "_Toc301963433"Appendix F: Sample Vehicle Forms  PAGEREF _Toc301963433 \h 408 HYPERLINK \l "_Toc301963434"Form 1. Certificate of Release for Shipment  PAGEREF _Toc301963434 \h 408 HYPERLINK \l "_Toc301963435"Form 2: Vehicle Delivery Notice and Receipt  PAGEREF _Toc301963435 \h 410 HYPERLINK \l "_Toc301963436"Form 3: Receiving Inspection  PAGEREF _Toc301963436 \h 412 HYPERLINK \l "_Toc301963437"Form 4. Vehicle Conditional Acceptance and Inspection  PAGEREF _Toc301963437 \h 413 HYPERLINK \l "_Toc301963438"Form 5. Vehicle Final Acceptance and Certificate of Title  PAGEREF _Toc301963438 \h 415 HYPERLINK \l "_Toc301963439"Form 5. Sample Certificate of Title  PAGEREF _Toc301963439 \h 416 HYPERLINK \l "_Toc301963440"Appendix G: Examples of Spare Parts, Special Tools and Diagnostic Equipment Lists  PAGEREF _Toc301963440 \h 417 HYPERLINK \l "_Toc301963441"TS 25. Appendix H: Example of a Software Escrow Agreement  PAGEREF _Toc301963441 \h 428 HYPERLINK \l "_Toc301963442"Exhibit A: Documentation  PAGEREF _Toc301963442 \h 434 HYPERLINK \l "_Toc301963443"Exhibit B: Certificate as to Deposit of Additional Source Codes  PAGEREF _Toc301963443 \h 435 HYPERLINK \l "_Toc301963444"Exhibit C: Fees  PAGEREF _Toc301963444 \h 436 HYPERLINK \l "_Toc301963445"Exhibit D: License Agreement  PAGEREF _Toc301963445 \h 437  SECTION 1: NOTICE OF REQUEST FOR PROPOSALS Title/Description of the Work to be Done The Agency requests Proposals for the designing, manufacturing, testing, furnishing, delivery and performance testing of [quantity] light rail vehicles (LRV). The Work shall also include delivery of data, manuals, drawings, training and support services, spare parts, special tools, and test equipment, which shall be delivered as specified in [insert Agencys number for this Solicitation]. The work is further defined in Section6: Technical Specifications. The Contract shall be a firm-fixed price Contract. Obtaining Proposal Documents Proposal documents may be obtained from [insert name], in person at [insert location] or electronically, if available, at [insert address]. Documents requested by mail will be packaged and sent postage paid. Proposal Due Date and Submittal Requirements Proposals must be received by [insert local time, day and date]. Proposals shall be submitted to either of the following addresses: for courier delivery or hand delivery: [insert room and address] or by U.S. mail: [insert room and address] Envelopes or boxes containing Proposals shall be clearly labeled with the Agencys Proposal number and the Solicitation title: [insert number and insert title] Proposers shall submit one original (marked clearly as such), [insert number] hard copies, and [insert number] CDs, each containing an electronic PDF copy of the Proposal to the Agency. In case of any discrepancies, the original will be considered by the Agency in evaluating the Proposal, and the electronic version is provided for the Agencys administrative convenience only. A Proposal is deemed to be late if it is received by the Agency after the deadline stated above. Proposals received after the submission deadline may be rejected. Cost for Proposal Documents [Any costs associated with obtaining copies of documents should be identified in the notice.] Validity of Proposals Proposals and subsequent offers shall be valid for a period of [specify time period, not less than 180 days]. Pre-Proposal Meeting Information A Pre-Proposal Meeting will be held on [insert day and date]. The meeting will convene at [insert time] in the Agencys [insert room name], located at [insert address]. Proposers may also participate via conference call. The call-in number and instructions are as follows: [insert information] Prospective Proposers are requested to submit written questions to the Contract Administrator, identified below, in advance of the Pre-Proposal Meeting. In addition, questions may be submitted up to the date specified in IP 2, Proposed Schedule for the Procurement. Responses will be shared with all prospective Proposers. Prospective Proposers are reminded that any changes to the RFP will be by written addenda only, and that nothing stated at the Pre-Proposal Meeting shall change or qualify in any way any of the provisions in the RFP and shall not be binding on the Agency. Contract Administrators Contact Information: Name: [insert name] Address: [insert address] Phone number: [insert phone number] E-mail: [insert e-mail address] Fax number: [insert fax number] Identification of Source of Funding Financial support of this project is provided through financial assistance grants from the Federal Transit Administration (FTA), State of [insert state name] and [insert name of Agency and any other funding sources]. [Insert any other locally required notice provisions, including performance bonding requirements and how to obtain the Solicitation documents.] Signed and dated for posting: ________________________________________________________ ________________ Signature Date SECTION 2: INSTRUCTION TO PROPOSERS Description of Work The Agency is soliciting Proposals from light rail vehicle manufacturers to design, manufacture, test, furnish, deliver and performance test light rail vehicles (LRVs). The Work shall also include delivery of data, manuals, drawings, training and support services, spare parts, special tools, and test equipment. The Work under the Contract will be set out as follows: A base quantity of [insert number, size and type of vehicles] and [insert associated goods and services such as spare parts, training materials and parts and maintenance manuals, special tools and diagnostic equipment as appropriate.] [Insert as appropriate:] There will be [insert number] options for [insert LRV types] and [insert associated goods and services]. Proposed Schedule for the Procurement The following is the anticipated schedule for this procurement. DateActivity[insert date]Request for Proposals issued[insert date]Pre-Proposal Meeting[insert date]Last day to submit questions and requests for approved equals or changes to the Agency (cannot occur until after Pre-Proposal Meeting) [insert date]Last day to issue addenda and clarifications Note: Proposers need adequate time after the last addenda is issued to complete their proposals.[insert date]Proposals due [insert date]Evaluation Committee determines competitive range, if necessary[insert date]Discussions within competitive range[insert date]Best and Final Offers requested, if necessary[insert date]Best and Final Offers due[insert date]Evaluation Committee recommendation [insert date]Pre-Award audit[insert date]Agency approval and Contract award [insert date]Anticipated Notice to Proceed (NTP) issued to ContractorThe Agency reserves the right to modify the procurement schedule as circumstances may warrant. Obtaining Proposal Documents Proposal documents may be obtained from [insert name], in person at [insert location] or electronically at [insert address]. Documents requested by mail will be packaged and sent postage paid. Documents requested by courier will be packaged and sent at Proposers expense. Proposal Security Requirements (Reserved) NOTE: Reserved provision. Common industry practice is not to require a Proposal bond for RFPs. Pre-Proposal Meeting/Information for Proposers A Pre-Proposal Meeting will be held on [insert day and date]. The meeting will convene at [insert time] in the Agencys [insert room or location name], located at [insert address]. Prospective Proposers are urged to make every effort to attend this meeting. Prospective Proposers are requested to submit written questions to the Contract Administrator, identified above, in advance of the Pre-Proposal Meeting. In addition, questions may be submitted up to the date specified in IP 2, Proposed Schedule for the Procurement. Responses will be shared with all prospective Proposers. Prospective Proposers are reminded that any changes to the RFP will be by written addenda only, and nothing stated at the Pre-Proposal Meeting shall change or qualify in any way any of the provisions in the RFP and shall not be binding on the Agency. NOTE: Agencies should make an effort to respond to questions submitted in advance of the Pre-Proposal Meeting at the Pre-Proposal Meeting to allow Prospective Proposers as much time as possible to prepare their Proposals. Questions, Clarifications and Omissions All correspondence, communication and contact in regard to any aspect of this Solicitation or offers shall be only with the contact person identified in Section 1: Notice of Request for Proposals [or his or her designated representative if applicable]. Prospective Proposers and their representatives shall not make any contact with or communicate with any member of the Agency, or its employees and consultants, other than the designated contact person, in regard to any aspect of this Solicitation or offers. At any time during this procurement, up to the time specified in IP 2, Proposed Schedule for the Procurement, prospective Proposers may request, in writing, a clarification or interpretation of any aspect, a change to any requirement of the RFP, or any addenda to the RFP. Such written requests shall be made to the contact person. The prospective Proposer making the request shall be responsible for its proper delivery to the Agency, as identified above, on the form CER 2, Request for Pre-Offer Clarifications. Any request for a change to any requirement of the Contract Documents must be fully supported with other pertinent information showing evidence that the change will result in a condition equal to or better than that required by the RFP, without substantial increase in cost or time requirements. If it should appear to a prospective Proposer that the performance of the Work under the Contract, or any of the matters relating thereto, is not sufficiently described or explained in the RFP or Contract Documents, or that any conflict or discrepancy exists between different parts of the Contract or with any federal, state, local or Agency law, ordinance, rule, regulation or other standard or requirement, then the Prospective Proposer shall submit a written request for clarification to the Agency within the time period specified above. All responses to CER 2, Request for Pre-Offer Clarifications, shall be provided to all Prospective Proposers. Any response that is not confirmed by a written addendum shall not be official or binding on the Agency. NOTE: It is recommended that an Agency issue a separate addendum incorporating all approved changes that result from the Request for Pre-Offer Clarifications process in order to avoid conflicting documents. Furthermore, the Agency should answer all questions in a timely manner. Addenda to the RFP The Agency reserves the right to amend the RFP at any time in accordance with IP 2, Proposed Schedule for the Procurement. Any amendments to or interpretations of the RFP shall be described in written addenda. Notification of the addenda will be distributed to all such prospective Proposers officially known to have received the RFP. Failure of any prospective Proposer to receive the notification or addenda shall not relieve the Proposer from any obligation under the RFP as clarified, interpreted or modified. All addenda issued shall become part of the RFP. Prospective Proposers shall acknowledge the receipt of each individual addendum in their Proposals on the form CER 3, Acknowledgement of Addenda. Failure to acknowledge in their Proposals receipt of addenda may at the Agencys sole option disqualify the Proposal. If the Agency determines that the addenda may require significant changes in the preparation of Proposals, then the deadline for submitting the Proposals may be postponed. Any new Due Date shall be included in the addenda. DBE Requirements for Transit Vehicle Manufacturers Note: The following paragraph should be used in those instances when federal funds are utilized in the Contract. If non-federal funds are used, then the Agency should insert any appropriate language. If neither applies, then keep the clause title and use the term (Reserved). The Agency solicits and encourages disadvantaged business enterprise (DBE) participation as a prime Contractor, joint venture partner, and/or as a Subcontractor for the project. DBEs will be afforded full consideration and will not be subject to discrimination. All respondents will be required to comply with the FTAs DBE requirements found in 49 CFR Part 26. A Prospective Proposer, as a condition of responding to this Solicitation, must certify, by completing the form CER 7.7, DBE Approval Certification, that it has on file with the FTA an approved or not disapproved annual DBE subcontracting participation goal. Buy America Certification Note: The following language should be used in those instances when federal funds are utilized in the Contract. If non-federal funds are used, then the Agency should insert any appropriate language. If neither applies, then keep the clause title and use the term (Reserved). This Contract is subject to the Buy America requirements of 49 United States Code (USC) 5323(j) and 49 Code of Federal Regulations (CFR) Part 661, as may be amended from time to time, and applicable federal regulations. Prospective Proposers attention is directed to 49 CFR 661.11, Rolling Stock Procurements. Prospective Proposers have the responsibility to comply with the cited and any governing statutes and regulations, including official interpretations. A Proposer shall submit to the Agency the appropriate Buy America certification, included in this document, with all offers on FTA-funded contracts. Proposals that are not accompanied by a properly completed Buy America certification are subject to the provisions of 49CFR 661.13 and will be rejected as nonresponsive. The two signature blocks on the Buy America certificate are mutually exclusive. Proposers shall sign only one signature block on the certificate. Signing both signature blocks will make the Proposal nonresponsive. A false certification is a criminal act in violation of 18 USC 1001. A Proposer who has submitted an incomplete Buy America certificate or incorrect certificate of noncompliance through inadvertent or clerical error (but not including failure to sign the certificate, submission of certificates of both compliance and noncompliance, or failure to submit any certification), may submit to the FTA Chief Counsel within ten (10) days of Proposal opening a written explanation of the circumstances surrounding the submission of the incomplete or incorrect certification in accordance with 28 USC 1746, sworn under penalty of perjury, stating that the submission resulted from inadvertent or clerical error. The Proposer will also submit evidence of intent, such as information about the origin of the product, invoices, or other working documents. The Proposer will simultaneously send a copy of this information to the Agency. The FTA Chief Counsel may request additional information from the Proposer, if necessary. The Agency may not make Contract award until the FTA Chief Counsel issues his or her determination, except as provided in 49 CFR Part 661.15(m). Certification based on ignorance of proper application of the Buy America requirements is not an inadvertent or clerical error. A waiver from the Buy America provisions will be sought by the Agency from the FTA, for the proposed awardee, if the grounds for a waiver exist. All Proposers seeking a waiver must submit to the Agency a timely request in writing, which shall include the facts and justification to support the granting of the waiver. Such waiver from the Buy America provisions may be granted if the FTA determines the following: Their application would be inconsistent with the public interest; Materials are not produced in the United States in sufficient and reasonably available quantities and of a satisfactory quality; or Inclusion of domestic material will increase the cost of the overall Contract by more than 25 percent. Any party may petition the FTA to investigate a successful Proposers compliance with the Buy America certification. The procedures are set out in 49 CFR Part 661.15. If the FTA determines the evidence indicates noncompliance, the FTA will require the Agency to initiate an investigation. The successful Proposer has the burden of proof to establish compliance with its certification. If the successful Proposer fails to so demonstrate compliance, then the successful Proposer will be required to substitute sufficient domestic materials without revision of the original Contract terms. Failure to do so will be a breach of the Contract and may lead to the initiation of debarment proceedings under 49 CFR Part 29. Conditions, Exceptions, Limitations or Deviations Prospective Proposers are cautioned to limit exceptions, conditions, limitations or deviations (Proposal Deviation) to the provisions of this RFP, as they may be determined to be so fundamental as to cause rejection of the Proposal for not responding to the requirements of the RFP. Any and all Proposal Deviations must be explicitly, fully and separately stated in the proposal by completing CER 4, Form for Proposal Deviation, setting forth at a minimum the specific reasons for each Proposal Deviation so that it can be fully considered and, if appropriate, evaluated by the Agency. All accepted Proposal Deviations shall be evaluated in accordance with the appropriate evaluation criteria and procedures and may result in the Proposer receiving a less favorable evaluation than without the Proposal Deviation. A Proposer may propose, in its Technical Proposal, any equipment, material, article or process that, in its opinion, is equal to that designated and not otherwise specifically prohibited. All requests for approved equals shall clearly and completely specify how the request meets or exceeds the required fit and/or function of the Agencys Technical Specifications, and/or how the request is equal to or superior to the Agencys Technical Specifications. The Form for Proposal Deviation must be included in Package 2: Technical or Package 3: Contract Administration, depending on which sections of the RFP are affected. Also, if a deviation has pricing consequences, then the pricing information should be submitted in Package 3: Price Proposal Requirements, regardless of the impact on Technical or Contract Administration. Protest Procedures Note: The following paragraphs represent an example protest procedure. Agencies should insert their own procedures as applicable. All protests must be in writing, stating the name and address of protestor, a contact person, Solicitation number and title. Protests shall specify in detail the grounds of the protest and the facts supporting the protest. Address All protests must be addressed as follows: For special delivery or hand delivery: [insert address] For U.S. mail: [insert address] Protests not properly addressed to the address shown above may not be considered by the Agency. Copies of the Agencys protest procedures and the protest provisions of Federal Transit Administration Circular4220.1F or successor circulars may be obtained from [insert appropriate contact name, address and phone number]. Proposals will be opened and a Notice of Award will be issued by the Agency in accordance with the Agencys protest procedures and the protest provisions of FTA Circular4220.1F. Pre-Proposal Protests Pre-Proposal Protests are protests based upon the content of the Solicitation documents. [Insert number] copies of Pre-Proposal Protests must be received by the Agencys office no later than [insert number] calendar days prior to proposal receipt. Protests will be considered and either denied or sustained in part or in whole, in writing, in a manner that provides verification of receipt, prior to the receipt of Proposals. A written decision specifying the grounds for sustaining all or part of or denying the protest will be transmitted to the protestor prior to the receipt of Proposals in a manner that provides verification of receipt prior to the receipt of Proposals. If the protest is sustained, then the Proposal receipt date may be postponed and an addendum issued to the Solicitation documents or, at the sole discretion of the Agency, the advertisement may be canceled. If the protest is denied, then Proposals will be received on the scheduled date unless a protest is filed with FTA. See IP 11.4, FTA Review. Protests on the Recommended Award All Proposers will be notified of the recommended award. This notice will be transmitted to each Proposer at the address contained in its Proposal form in a manner that provides verification of receipt. Any Proposer whose Proposal has not lapsed may protest the recommended award on any grounds not specified in Pre-Proposal Protests, above. [Insert number] copies of a full and complete written statement specifying in detail the grounds of the protest and the facts supporting the protest must be received by the Agency at the appropriate address in IP 1.1, Address, no later than [insert number] calendar days after the date such notification is received. Prior to the issuing of the Notice of Award, a written decision stating the grounds for allowing or denying the protest will be transmitted to the protestor and the Proposer recommended for award in a manner that provides verification of receipt. Such decision shall be final. FTA Review After such administrative remedies have been exhausted, an interested party may file a protest with the Federal Transit Administration of the U.S. Department of Transportation pursuant to the procedures provided in the FTA C4220.1F or successor circulars. FTA review is limited to the alleged failure of the Agency to have written protest procedures, the alleged failure of the Agency to follow those procedures, the alleged failure of the Agency to review a protest, or the alleged violation of Federal law or regulation. Alleged violations of certain Federal requirements provide a separate complaint procedure. See, for example, Buy America Requirements, 49 CFR 661 (Section 661.15) and Participation by Disadvantaged Business Enterprise in Department of Transportation Programs, 49 CFR 26.49. Failure to comply with the above protest procedures will render a protest untimely and/or inadequate and shall result in its rejection. Preparation of Proposals Use of Proposal Forms Prospective Proposers are advised that the forms contained in this RFP are required to be used for submission of a Proposal. NOTE: Agencies should utilize a submission format that can be completed electronically. Alternate and Multiple Proposals (Reserved) [Insert as needed] Proposal Format Requirements Note: The following is a draft of general proposal submittal requirements. These requirements must be coordinated with the requirements contained in the final Technical Specification. Proposals shall be submitted in four (4) separately sealed packages identified below. Each package shall be marked as specified below and shall contain all the Proposal documents for which the package is required to be marked and no other documents. These same requirements shall apply to any Best and Final Offers (BAFOs) that may be requested. Proposers shall submit one original (marked clearly as such), [insert number] hard copies, and [insert number] CDs, each containing an electronic PDF copy of the Proposal to the Agency. In case of any discrepancies, the original will be considered by the Agency in evaluating the Proposal, and the electronic version is provided for the Agencys administrative convenience only. The hard-copy Proposals shall be prepared double-sided on 8נ11 in. paper in at least 11-point font. The hard copies shall be contained in three-ring binders, the contents of which are identified on the outside. Elaborate formatting is not necessary. Use of 11נ17 in. foldout sheets for large tables, charts or diagrams is permissible but should be limited. All drawings submitted as part of Package 2 shall be 11נ17 in. in size. Do not provide promotional or advertising information, unless this information is requested and/or is necessary to support the technical submittal. The proposal will be comprised of four packages, and submitted and ordered in the appropriate sections as outlined below: Package 1: Qualifications and Certifications Package Requirements Letter of Transmittal: This cover letter, signed by the Contractors Representative, summarizes the contents of the Proposal and confirms the validity period of the proposals. CER 3: Acknowledgement of Addenda CER 4: Form for Proposal Deviation, if applicable (without price data) CER 5: Pre-Award Evaluation Data Form CER 7.1: Buy America Certification, Pilot Vehicle(s) CER 7.1: Buy America Certification, Fleet Vehicles CER 7.2: Debarment and Suspension Certification, Prospective Contractor CER 7.3: Debarment and Suspension Certification, lower tier covered transactions CER 7.4: Non-Collusion Affidavit CER 7.5 Lobbying Certification CER 7.6 DBE Approval Certification CER 8.1: Proposal Form A copy of the three most recent annual financial statements audited by an independent third party or a statement from the Proposer regarding how financial information may be reviewed by the Agency. Letter for insurance, indicating the Contractors ability to obtain the insurance coverage in accordance with the RFP requirements Letter indicating the Contractors ability to obtain Performance Guarantee in accordance with the RFP requirements. The Performance Guarantee can take the form of a letter of credit, a performance bond or a parent company guarantee. Package 2: Technical Proposal Package Requirements The Technical Proposal package is to include three separate submittal sections: CER 4: Form for Proposal Deviation (without price data) CER 9: Vehicle Questionnaire Technical Proposal NOTE: The Agency is to develop and insert instructions to Prospective Proposers specifying the format and content of the Technical Proposal. These instructions will include directions regarding the requirements for the organization and contents of the Technical Proposal. The following is an example of a Technical Proposal format. Overall Vehicle Description General arrangement drawings. Provide eight (8) general arrangement drawings to scale with appropriate dimensions that indicate the following: Vehicle plan view (external); Vehicle side view (external); Vehicle front view (external); Vehicle roof equipment arrangement (external); Vehicle seating arrangement (internal plan view); Vehicle underframe equipment arrangement; Vehicle interior equipment arrangement; and Cab console arrangement. (Maximum length: 8 drawings or can be combined) Transverse section drawings. Provide five (5) transverse sections at the following locations: High floor section; Low floor section end door; Low floor section between doors; Low floor section center door; and Low floor center section. (Maximum length: 5 drawings or can be combined) Longitudinal section drawings. Provide two (2) longitudinal sections at the following locations: Centerline of the car; and Reflected ceiling plan. (Maximum length: 2 drawings or can be combined) Vehicle Weight Schedule Provide passenger numbers and a gross vehicle weight schedule as follows (including train Operator except for AW0, as further defined in TS 1.2.2, Definitions): Load StatePassenger Criteria# of PassengersTotal weight (@ 154 lbs. per passenger)AW0Empty0AW1Fully seatedAW2Seated + standees @ 4/m2AW3Seated + standees @ 6/m2(Maximum length: 1 page) Dynamic Performance Provide the tractive effort performance curves for each propulsion system proposed. In addition, the Proposer shall submit, for each candidate propulsion system, a computer simulation of round-trip performance for [Agency to insert type of train consist] over the [Agency to insert either proposed operating location information or see TS 2.3, Operating Environment]. The computer model shall be based on the parameters defined in TS 2, Design and Performance Criteria, and the following conditions: New wheels; AW2 passenger load; 8 s dwell time at each intermediate station; 30 s layover at each terminus; Maximum service acceleration and braking performance; and Maximum allowable speeds for alignment conditions, grades, curves, etc. The computer model shall output the following: End-to-end round trip time; Average schedule speed; Total energy consumption (assume no regenerated energy); Primary contact line current; Root mean square (RMS) motor current; Overall propulsion system efficiency, including inverter, motor and gear box as a function of speed for minimum, 50 percent, and maximum power; and Braking disc temperature. (Maximum length: 1 page per motor curve and 1 page per computer summary for each propulsion system proposed.) Vehicle Systems and Systems Suppliers The 14 major vehicle systems from the Vehicle Questionnaire are defined as: Section 3: Carbody Section 4: Coupler Section 5: Operators cab Section 6: Passenger doors Section 7: HVAC (heating, ventilation and air conditioning) Section 8: Lighting Section 9: Electrical Section 10: Propulsion Section 11: Truck functional description and performance requirements Section 12: Braking equipment Section 13: Communications Section 14: Automatic train control Section 15: Interior Section 17: Monitoring and diagnostics The Proposer shall provide a brief description of each of the 14 major systems as offered by each proposed Supplier for the Contract. Description shall include the following: All appropriate system and component ratings; Basic system configuration; Model numbers of major components; Service history of each proposed system, including: Property references; Contact person; and Car miles and time in revenue service to date; Available reliability data; Identification of any differences between the proposed system and existing service-proven designs; and Identification of microprocessor and software main features, when applicable. The brief descriptions of the major systems shall be tabbed or denoted in the order listed. (Maximum length: 2 pages of description per each system per Supplier and no more than 2 drawings per each system per Supplier). Qualifications Previous similar experience. The Proposer shall provide a description of its recent design and manufacturing experience in providing light rail vehicles, including fleets presently under design and/or construction and highlighting (low floor) light rail vehicles in particular. Include the following for each light rail car order: Purchasing Agency. Contact person (including phone number) at the purchasing Agency. The Agency may discuss the success of the procurement with each named individual. Order size. Schedule performance in delivery of the cars; i.e., original contract requirements vs. actual delivery. Significant differences between the light rail vehicle supplied and the vehicle specified herein. Revenue service miles accrued to date. Any reliability/availability data available. (Maximum length: 1 page per each light rail car order. No limit on the number of car orders described.) Manufacturing capacity and capability. Proposer shall provide a comprehensive description of its manufacturing capability, including the following: Identification of Proposers current workload, backlog and capability to implement this order at each manufacturing facility. Identification of the location where the car shell will be manufactured (per Vehicle Questionnaire) and the experience level of this location in performing this type of work. Identification of the location where the truck frames will be manufactured (per Vehicle Questionnaire) and the experience level of this location in performing this type of work. Full description of the equipment, special machinery and test facilities available at the car shell manufacturing facility. Location of the following test facilities: Carbody structural test facility; Truck static load and fatigue test facility; and Climate room test facility. Identification of all locations where major subassembly work will be performed. Identification of the location of final assembly and the experience level of this location in performing this type of work. Identification of the location of truck assembly (per Vehicle Questionnaire) and the experience level of this location in performing this type of work. (Maximum length: 5 pages) Staffing plan and rsums. Proposer shall demonstrate the adequacy of its staffing plan by providing the following: Program organization chart, including definitions of the functions shown thereupon. The chart shall indicate the authority and placement of all key program personnel, including the Program Manager. Key supplier/subcontractor personnel who will interface regularly with the Proposer, and who will be given significant program authority, shall also be shown on this chart. Engineering design manpower loading requirements vs. projected availability. Quality assurance manpower loading requirements vs. projected availability. Manufacturing manpower loading requirements vs. projected availability. (Maximum length: 1 organization chart plus a 2-page narrative keyed to the organization chart; plus 3 manpower loading charts with a 1-page narrative keyed to each) The Proposer shall provide rsums for all key personnel listed on the organization chart (including supplier/subcontractor personnel, as appropriate). Each rsum shall contain the following, in the order given below: Corporate title and affiliation; Program title; Relevant education; Relevant experience; Brief description of the program function to be fulfilled, including decision-making responsibilities; and Percentage of time dedicated to this program. (Maximum length: 1 page per rsum) Supplier/subcontractor experience. For each Supplier/Subcontractor proposed for each item of the 14 major vehicle systems, the Proposer shall provide a description of the Supplier/Subcontractors relevant experience in the design and supply of that type system on light rail vehicles. Include the following for each major system order: Car builder and vehicle type; Purchasing Agency; Contacts at the purchasing Agency, for reference purposes; Model number (or other identifier) of the system provided; Number of units provided; Significant differences between the system to be supplied and the system specified by the Agency; Schedule performance in delivery of the system, including original promised delivery and actual delivery of systems; and Available reliability data. (Maximum length: 1 page per system per Subcontractor. No limit on the number of systems described.) Design planning, quality assurance and work flow. Proposer shall demonstrate, through a single flow chart and narrative, how the vehicle design effort will be managed. The narrative should be keyed to the flow chart. Factors that should be addressed in both the flow chart and narrative include the following: Where the design effort for each major vehicle system and/or component will be affected; How the Proposer will ensure that the design (including subcontractor designs) incorporates all Specification requirements; How the Proposer will coordinate the design effort amongst the various subcontractors; that is, how the systems engineering and integration effort will be set up, managed and carried out; How quality assurance of the design will be implemented; Description of checks and balances in place to ensure a safe design; How the Agency engineering review comments will be fed back into the overall engineering design effort; How first article and design qualification testing results will be fed back into the overall design effort; and How any language translation times will be accounted for as part of the design, manufacturing, QA and testing processes. (Maximum length: 5 pages and 1 flow chart) Manufacturing planning, quality assurance and work flow. Proposer shall demonstrate, through a single flow chart and narrative, how the manufacturing effort will be managed. A second flow chart and narrative shall be provided to describe the Proposers quality assurance organization. The narrative in each case should be keyed to the flow chart. Factors to be addressed include the following: Interface and controls between the Proposers design and manufacturing groups; Interface and controls between Proposers and suppliers/subcontractors manufacturing groups; Carbody assembly facility work flow and stationing; Material control; A complete description of the Proposers quality assurance program. This description must include the following: The structure of the Proposers QA department; The number of QA professionals expressed as a percentage of the total manufacturing workforce; How quality assurance maintains independence from manufacturing; How quality control inspectors maintain independence from manufacturing; How quality control problems are fed back into the manufacturing process and resolved; and How configuration control is managed; Proposers documentation resources, including all specifications and standards identified in the Technical Specifications. (Maximum length: 5 pages and 1 flow chart for manufacturing and planning; 2 pages and 1 flow chart for quality assurance.) Schedule and Narrative Schedule is of high importance in this procurement. The Proposer shall submit a critical path method (CPM) schedule indicating reasonability of achieving the key milestone dates. As a minimum, the events to be included in the Proposers schedule are as follows (Proposer may include additional events as appropriate): Submittal of general arrangement drawings Each major subsystem contractor placed under contract Completion of activities associated with vehicle design First Article Inspections of major subsystems and components Commence first car shell parts manufacture Commence first car shell major assemblies Complete first bare car shell prior to painting Car shell static load test Complete first car set of truck frames Truck frame fatigue test Ship first car shell to final assembly site, if separated Commence first car final assembly Complete equipment installation on first car Final truck mounting on first car First Article Inspection of first car Shipment of first car to the Agencys facility Arrival of first car at the Agencys facility Delivery of first car to the Agency Complete design qualification test series on first two cars Climate room qualification test Complete each car shell Ship each car to the Agencys facility Arrival of each car at the Agencys facility Contractual delivery of each car (turnover to the Agency) Reliability demonstration test (Maximum length: 4 pages for the schedule and 4 pages of narrative) Package 3: Price Proposal Requirements Each price proposal shall be on the prescribed Proposal form(s) and shall be for the entire Contract, including all Proposal items. NOTE: The Agency is to specify the pricing data required and include the appropriate forms where prices are to be proposed. The Agency should also specify if Prospective Proposers must propose on all or some of the line items in the RFP. CER 6: Pricing Schedule (including option LRV, spare parts package, manuals, training, special tools and test equipment) CER 4: Form for Proposal Deviation (with price data) The Proposer is required to complete and execute the Agencys Pricing Schedule, contained as part of the Proposal documents, and provide same in the Price Proposal. The Contractor shall be liable for payment of all local taxes applicable to the complete LRV as delivered and should add these amounts to the Proposal price. The Agency shall furnish to all Prospective Proposers a list of applicable state and local taxes imposed by the Agencys state or local governments. The Agency shall be liable for any such state and local taxes applicable to the complete LRV as delivered that are promulgated and become effective between the Due Date and the delivery date. Package 4: Proprietary/Confidential Information Package Requirements Proposer is directed to collect and submit any information it deems to be proprietary or confidential in nature in a separate marked and sealed package. If there is no confidential information, then the Proposer should include a statement to that effect. Subject package shall be submitted in accordance with the terms and conditions governing the submittal of Proposers Proposal to this RFP. Blanket-type identification by designating whole pages or sections as containing proprietary information, trade secrets or confidential commercial and financial information will not ensure confidentiality. The specific proprietary information, trade secrets or confidential commercial and financial information must be clearly identified as such. The Proposer is advised that the Agency is a public agency and as such may be subject to certain state and/or local public records act provisions regarding the release of information concerning this RFP. If a request is received by the Agency for the release of Proposers propriety/confidential information, then the subject request will be referred to the Proposer for review and consideration. If Proposer declares the information proprietary/confidential and requests that it be withheld and the Agency agrees to withhold the information, then the Proposer shall defend and hold the Agency harmless from any legal action arising from such a declaration. Agency Treatment of Proprietary/Confidential Information NOTE: The following provision should be considered to be a guideline for drafting a clause that is consistent with local laws. Access to Agency records is governed by the [insert city, state or local law]. Except as otherwise required to be disclosed by applicable [insert city, state or local law], the Agency will exempt from disclosure proprietary information identified in Package 4. Upon a request for records from a third party regarding this proposal, the Agency will notify the Proposer in writing. The Proposer must respond within [insert number] Business Days with the identification of any and all proprietary, trade secret, or confidential commercial or financial information. Failure to respond within the allowed period shall be deemed an approval to release. The Proposer shall indemnify the Agencys defense costs associated with its refusal to produce such identified information; otherwise, the requested information may be released. The Agency shall employ sound business practices no less diligent than those used for the Agencys own confidential information to protect the confidence of all licensed technology, software, documentation, drawings, schematics, manuals, data and other information and material provided by Proposers and the Contractor pursuant to the Contract that contain confidential commercial or financial information, trade secrets or proprietary information as defined in or pursuant to the [insert city state or local law] against disclosure of such information and material to third parties, except as permitted by the Contract. The Contractor shall be responsible for ensuring that confidential commercial or financial information, trade secrets or proprietary information with such determinations to be made by the Agency in its sole discretion bears appropriate notices relating to its confidential character. Signing of Proposal Forms Proposals shall include firm name (and, in the event that the Proposer is a joint venture, the names of the individual firms comprising the joint venture); business address; and the name, title and business address of the responsible individual(s) with their telephone and facsimile (fax) numbers and email address, who may be contacted during the proposal evaluation period for scheduling oral presentations and for receiving notices from the Agency. The Proposer shall submit with its proposal a copy of the joint venture agreement. Proposals shall be signed by an official authorized to bind the Proposer. The Proposer shall submit evidence of the officials authority to act for and bind the Proposer in all matters relating to the Proposal. (In the event that the Proposer is a joint venture or consortium, a representative of each of the members of the joint venture or consortium shall execute the proposal. Each joint venture or consortium member is jointly and severally liable for the joint venture or consortium.) NOTE: The Agency should check applicable state law for any specific requirements. Modification or Withdrawal of Proposals A modification of a proposal already received will be accepted by the Agency only if the modification is received prior to the proposal Due Date, is specifically requested by the Agency, or is made with a requested BAFO. All modifications shall be made in writing and executed and submitted in the same form and manner as the original proposal. A Proposer may withdraw a Proposal already received prior to the Proposal Due Date by submitting to the Agency, in the same manner as the original Proposal, a written request for withdrawal executed by the Proposers authorized representative. The withdrawal of a proposal does not prejudice the right of a Proposer to submit another Proposal within the time set for receipt of Proposals. After the Proposal Due Date, a Proposal may be withdrawn only if the Agency fails to award the Contract within the Proposal validity period prescribed in IP 13.2, Duration of the Validity of Proposals, or any agreed-upon extension thereof. Ownership and Cost of Proposal Development All proposals will become the property of the Agency. This RFP does not commit the Agency to enter into a Contract, to pay any costs incurred in the preparation or presentation of a Proposal, nor to procure or contract for the equipment. Note: An Agency needs to be mindful of the significant costs that Proposers incur in proposal development activities and that cancellation of a procurement after receipt of proposals can end up raising prices for the entire industry. Proposal Evaluation and Selection Process, General This procurement will be a competitive negotiation based on procedures consistent with the State of [insert applicable state contract statute covering competitive negotiations]. Proposals will be evaluated, negotiated, selected and any award made in accordance with the criteria and procedures described below. The approach and procedures are those that are applicable to a competitive negotiated procurement whereby Proposals are initially evaluated for responsiveness to minimum qualifications. Proposals that do not evidence compliance may not be considered beyond the preliminary review. Proposals found to be compliant with the minimum qualifications will then be evaluated to determine those proposals that represent technically acceptable offers that are responsive to the requirements of the RFP. The responsibility of the Proposer will also be evaluated. Finally, a determination will be made to identify which Proposals are to be included within a competitive range, if the competitive range process is used. Discussions and negotiations may then be carried out with Proposers within the competitive range, after which BAFOs may be requested. The Agency will make the award to the responsible Proposer whose Proposal is most advantageous to the Agency. Accordingly, the Agency may not necessarily make an award to the Proposer with the highest technical ranking, nor to the Proposer with the lowest price proposal, if doing so would not be in the overall best interest of the Agency. Proposers are advised that the Agency may select a Proposal for award without any discussions or negotiations or a request for any BAFOs. Therefore, initial Proposals should be submitted on the most favorable terms the Proposer can submit to the Agency. Subject to the Agencys right to reject any or all proposals, the Proposer whose Proposal is found to be most advantageous to the Agency will be selected based upon consideration of the criteria of IP 13.5, Proposal Evaluations and Selection Process. To ensure consideration, Proposals must be responsive, complete and contain all the information required by this RFP, including information needed to assess the evaluation criteria described herein. In order to qualify as a responsible Proposer and to be eligible for award, in addition to other requirements herein provided, a Proposer must be prepared to prove to the satisfaction of the Agency that it has the integrity, skill and experience to faithfully perform the Contract and that it has the necessary facilities and financial resources to perform the Work in a satisfactory manner and within the time specified. All Proposers shall complete and submit CER 6, Pre-Award Evaluation Data Form, with their Proposals. The overall evaluation criteria listed below, as well as their sub-criteria, are listed in relative order of importance. For the purposes of this procurement, all evaluation factors, other than price, when combined, may be significantly more important than cost/price are in this acquisition. Therefore, the Agency may select other than the lowest-priced, technically acceptable proposal if it is determined that the additional technical merit offered is worth the additional cost in relation to other proposals received. For evaluation purposes, if Proposals become more technically equivalent, price may be the deciding factor. The Agency is more concerned with obtaining superior technical features than with making an award at the lowest overall price to the Agency. However, the Agency will not make an award at a significantly higher overall cost to achieve slightly superior technical features. Confidentiality of Proposals Proposals will not be publicly opened. All Proposals and evaluations will be kept strictly confidential throughout the evaluation, negotiation and selection process, except as otherwise required by applicable law. Only the members of the Selection Committee and Evaluation Team and other Agency officials, employees and agents having a legitimate interest will be provided access to the Proposals and evaluation results during this period. Duration of the Validity of Proposals Proposals and subsequent offers shall be valid for the period stated in Section 1: Notice of Request for Proposals. The Agency may request Proposers to extend the period of time specified herein by written agreement between the Agency and the Proposer(s) concerned. Evaluation Committee(s) NOTE: The Agency is to specify how it will organize the evaluation and appropriately title this section. The following is provided as an example. An Evaluation Committee, which may include officers, employees and agents of the Agency, will be established. The Evaluation Committee will carry out the detailed evaluations, including establishing the competitive range, carrying out negotiations and making the selection of the Proposer, if any, that may be awarded the Contract. The Evaluation Committee may report its recommendations and findings to the appropriate Agency individual or Selection Committee if one is utilized. NOTE: In some instances, a Selection Committee may be established to receive and review the results of the Evaluation Committee. Sample language is shown below. The Selection Committee, comprising senior managers, shall review the Evaluation Committees findings and determine which Proposal represents the most advantageous offer to the Agency. The Selection Committee will make a recommendation based on the evaluation criteria to the awarding authority e.g., Board of Directors. Review of Proposals for Responsiveness and Proposer for Responsibility Each Proposal will be reviewed to determine if the Proposal is responsive to the submission requirements outlined in this RFP and if the Proposer is responsible. A responsive Proposal is one that follows the requirements of this RFP, includes all documentation, is submitted in the format outlined in this RFP, is of timely submission, and has the appropriate signatures as required on each document. Failure to comply with these requirements may result in the Proposal being deemed nonresponsive. A responsible Proposer is one that demonstrates the capability to satisfy the commercial and technical requirements set forth in the Solicitation. A Proposers failure to demonstrate that it is responsible may result in the proposal being rejected. Any Proposal found to be nonresponsive or Proposer that is found to be non-responsible will not be considered further for award. Proposals that do not comply with the RFP instructions and requirements or do not include the required information may be rejected as insufficient and may not be further considered. The Agency reserves the right to request a Proposer to provide additional information and/or to clarify information. The Agencys determination regarding the responsiveness of a Proposal, and the responsibility of a Proposer shall be final. Proposal Evaluations and Selection Process The following describes the process by which Proposals will be evaluated and a selection made for a potential award. Any such selection of a Proposal shall be made by consideration of only the criteria set forth below in this section. IP 13.5.1, Minimum Qualifications and Responsibility Requirements, specifies the minimum qualifications (pass/fail) and the requirements for determining responsible Proposers, all of which must be met by a Proposer to be found qualified. Final determination of a Proposers qualification will be made based upon all information received during the evaluation process and as a condition for award. Any Proposal that does not meet these minimum qualifications criteria, and responsibility requirements will be eliminated from further evaluation. IP 13.5.2, Evaluation Criteria, contains all the evaluation criteria, and their relative order of importance, by which a Proposal from a qualified Proposer will be considered for selection. An award, if made, will be to a responsible Proposer for a Proposal that is found to be in the Agencys best interests, based on the evaluation criteria considered. The procedures to be followed for these evaluations are provided in IP 13.5.2. Minimum Qualifications and Responsibility Requirements NOTE: Requirements shown below are examples to serve as guidelines, and an Agency may decide to make exceptions for new products entering the U.S. market. The Agency is to choose and specify the appropriate requirements. Successful experience in designing and manufacturing light rail vehicle shells. Proposers can satisfy this requirement by identifying the Contract(s) and the transit system(s) where the vehicle shell design has been provided and successfully used in revenue service. Demonstrated experience in assembling, testing and commissioning light rail (transit) vehicles. Demonstrated capability, facilities, personnel, etc., to make delivery of [Agency to specify required delivery quantity per week or month]. The estimated Contract award is [insert date]. The maximum time frame for completion of design, build, delivery and acceptance of the first test units shall be [insert number of months] from Notice of Award. The operating units required for testing will consist of [insert Agencys desired testing or pilot vehicle quantity]. Sufficient financial strength, resources and capability to finance the Work to be performed and to complete the Contract in a satisfactory manner, as measured by: Proposers financial statements prepared in accordance with generally accepted accounting principles (GAAP), or nationally equivalent accounting standards where GAAP financial statements are unavailable, of the jurisdiction in which the Proposer is located, and audited by an independent certified public accountant; or a statement from the Proposer regarding how financial information may be reviewed by the Agency. NOTE: It is important only to determine if the Proposer will have sufficient financial strength to pay its bills on time, fund the cash flow, and meet obligations to Subcontractors. The evaluation of financial strength should take into account the Proposers other contractual commitments. Proposers ability to secure financial guarantees, if required, as evidenced by a letter of commitment from an underwriter, surety or other guarantor confirming that the Proposer can meet and provide the required guarantee. NOTE: Willingness of any parent company to provide the financial guarantee if required, in lieu of a bank guarantee, can be evidenced by a letter of commitment signed by an officer of the parent company having the authority to execute the parent company guarantee. Proposers ability to obtain required insurance with coverage values that meet minimum requirements, evidenced by a letter from an underwriter confirming that the Proposer can be insured for the required amount. Evidence that the human and physical resources are sufficient to perform the Contract as specified and to ensure delivery of all equipment within the time specified in the Contract, to include: Engineering, management and service organizations with sufficient personnel and requisite disciplines, licenses, skills, experience and equipment to complete the Contract as required and to satisfy any engineering or service problems that may arise during the warranty period. Adequate manufacturing facilities sufficient to produce and factory-test equipment on schedule. A spare parts procurement and distribution system sufficient to support equipment maintenance without delays and a service organization with skills, experience and equipment sufficient to perform all warranty and onsite Work. Evidence of satisfactory performance and integrity on contracts in making deliveries on time, meeting specifications and warranty provisions, parts availability and steps Proposer took to resolve any judgments, liens, Fleet Defects history or warranty claims. Evidence shall be by client references. Evaluation Criteria NOTE: There are two distinct evaluation approaches that agencies utilize when evaluating proposals. The first method assigns adjectival rankings, such as Exceptional, Very Good, Good, etc., to each technical factor being evaluated. The second method assigns weights to areas such as the technical elements and price and is an approach that is sometimes dictated by local statute. Both methods are acceptable and are presented below for reference. The Agency should arrange these criteria in order of importance to its project. Adjectival Scoring Technique Example The following are the complete criteria, listed by their relative degree of importance, by which proposals from responsible Proposers will be evaluated and ranked for the purposes of determining any competitive range and to make any selection of a Proposal for a potential award. Any exceptions, conditions, reservations or understandings explicitly, fully and separately stated on the CER 4, Form for Proposal Deviation, which do not cause the Agency to consider a Proposal to be outside the competitive range, will be evaluated according to the respective evaluation criteria and sub-criteria that they affect. The criteria are listed numerically by their relative order of importance. However, certain criteria may have sub-criteria identified that are listed by their relative order of importance within the specific criterion they comprise. Also, certain sub-criteria may have sub-criteria that are listed by their relative degree of importance within the specific sub-criterion they comprise. Technical Proposal Evaluation Criteria Technical proposals will be evaluated on the basis of the following criteria, listed in descending order of importance: Technical approach to the work: Highest rank will be allotted to the Proposer(s) whose Proposal best demonstrates a technical approach likely to result in problem-free operation, including a service-proven design. Areas to be considered shall include the following: a. Approach to the design b. Approach to manufacturing c. Approach to quality assurance d. Approach to program management e. Approach to maintainability and training Schedule credibility: Highest rank will be allotted to the Proposer(s) whose Proposal best demonstrates a management approach likely to result in vehicles delivered on schedule and in accordance with Contract requirements, including Proposers demonstrated validity of activities, ability to meet schedules and history of meeting them. Experience: Highest rank will be allotted to the Proposer(s) whose Proposal best demonstrates experience in providing similar car designs for other agencies, as well as other Agency recommendations on prior projects. In addition to the references provided by the Proposer, the Agency reserves the right to contact other agencies for additional references. Organization and key personnel: Highest rank will be allotted to the Proposer(s) whose Proposal best demonstrates a well-defined organization chart and demonstrates excellent team member qualifications and rsums. Major subsystems and system integration experience: Highest rank will be allotted to the Proposer(s) whose Proposal demonstrates a history of continuous and successful performance of its proposed systems and subsystems in the rail industry, including areas such as the following: a. Carbody b. Trucks c. Propulsion d. Auxiliary inverter/battery e. Friction braking f. HVAC g. Communications h. Cab and trainline controls i. Door systems j. Coupler systems k. Train control B. Price Proposal Evaluation Criteria Price Proposals shall be opened after all the technical, schedule, experience, organization and subsystem information has been reviewed. Price Proposals will be evaluated only for those Proposers whose Technical Proposals have been determined to be technically responsive. For evaluation purposes, the price shall be the price for the base quantity of vehicles and specified option quantities, if any are requested, along with the costs associated with engineering, manuals, training, spare parts, special tools and diagnostic test equipment as specified on the Price Form. Any Price Proposal that is materially unbalanced may be rejected. An unbalanced Price Proposal is one that the Agency finds to be based on prices that are significantly overstated for some items and understated for other items. It is expected that the Contract will be awarded upon a determination that there is adequate price competition; therefore, the Proposer is not required to submit or certify cost or pricing data with its Proposal. If, after receipt of the proposals, the Agency determines that adequate price competition does not exist, the Proposer shall provide certified cost or pricing data as requested by the Agency. Weighted Scoring Technique Example The following are the complete criteria by which Proposals from responsible Proposers will be evaluated and ranked for the purposes of determining any competitive range and to make any selection of a Proposal for a potential award. Any exceptions, conditions, reservations or understandings explicitly, fully and separately stated on the CER 4, Form for Proposal Deviation, which do not cause the Agency to consider a Proposal to be outside the competitive range, will be evaluated according to the respective evaluation criteria and sub-criteria that they affect. The criteria are itemized with their respective weights for a maximum total of one hundred (100) points per Evaluation/Selection Committee member. Committee members final scores will be a combination of the Technical and Price Proposal scores. Evaluation Criteria Points Technical Proposal 50 points Price Proposal 40 points Proposer Staffing, Resources, Experience and Qualifications 10 points These criteria are further detailed below. A. Technical Proposal The Technical Proposal will be evaluated based upon the required information for each of the subsystems and information identified in Section 6: Technical Specifications, to be supplied by the Proposer as set forth below. Technical approach to the work: Highest rank will be allotted to the Proposer(s) whose Proposal best demonstrates a technical approach likely to result in problem-free operation, including service proven design. Areas to be considered shall include the following: a. Approach to the design b. Approach to manufacturing c. Approach to quality assurance d. Approach to program management e. Approach to maintainability and training Schedule credibility: Highest rank will be allotted to the Proposer(s) whose Proposal best demonstrates a management approach likely to result in vehicles delivered on schedule and in accordance with Contract requirements, including Proposers demonstrated validity of activities, ability to meet schedules and history of meeting them. Experience: Highest rank will be allotted to the Proposer(s) whose Proposal best demonstrates experience in providing similar car designs for other agencies as well as other Agency recommendations on prior projects. In addition to the references provided by the Proposer, the Agency reserves the right to contact other agencies for additional references. Organization and key personnel: Highest rank will be allotted to the Proposer(s) whose Proposal best demonstrates a well-defined organization chart and demonstrates excellent team member qualifications and rsums. Major subsystems and system integration experience: Highest rank will be allotted to the Proposer(s) whose Proposal demonstrates a history of continuous and successful performance of its proposed systems and subsystems in the rail industry, including areas such as the following: Carbody Trucks Propulsion Auxiliary inverter/battery Friction braking HVAC Communications Cab and Trainline Controls Door systems Coupler systems Train control B. Price Proposal The Proposal will be evaluated based on the information submitted as part of the Price Proposal. Base vehicle pricing: Shall be provided as specified on the Price Form. Optional vehicle pricing: Pricing for optional vehicles shall be provided as specified on the Price Form. Option prices shall represent the unit price per vehicle for providing the option vehicles. No escalation shall be included in the optional vehicle pricing, but may be applied in accordance with the escalation provision of the General Provisions. The option vehicles shall be evaluated based on price only. NOTE: Agencies may choose to include pricing for additional optional items such as extended warranty. System support pricing: Pricing for all System Support items identified on the Price Form, including spare parts, special tools and diagnostic test equipment, training and manuals. NOTE: Agencies may choose additional items such as engineering or management costs to be included on the System Support section of the Pricing Form. Total Price (basis for Price Proposal evaluation) shall be the sum of Base Vehicle Pricing, Optional Vehicle Pricing, and System Support Pricing. Scoring for these criteria shall be completed in the following manner: Proposers Price Score = 40 points Lowest Total Price (Basis for Price Proposal Evaluation) / Proposers Total Price (Basis for Price Proposal Evaluation) C. Proposer Staffing, Resources, Experience and Qualifications This section shall be scored based upon an overall review of the following general areas: Previous similar experience, including references Manufacturing capacity and capability Staffing plan and rsums Subcontractor experience Design planning, quality assurance and work flow Manufacturing plan, quality assurance and work flow Schedule and narrative Evaluation Procedures All aspects of the evaluations of the proposals and any discussions/negotiations, including documentation, correspondence and meetings, will be kept confidential during the evaluation and negotiation process, and disclosure will be subject to the regulations governing the Agency. Evaluations of Competitive Proposals Qualification of responsible Proposers. Proposals will be evaluated in accordance with requirements of IP 13.5.1, Minimum Qualifications and Responsibility Requirements, to determine the responsibility of Proposers. Any proposals from Proposers whom the Agency finds not to be responsible and finds cannot be made to be responsible may not be considered for the competitive range. Final determination of a Proposers responsibility will be made upon the basis of initial information submitted in the Proposal, any information submitted upon request by the Agency, information submitted in a BAFO and information resulting from Agency inquiry into Proposers references and its own knowledge of the Proposer. Detailed evaluation of proposals and determination of competitive range. The Technical Proposal shall be evaluated using a qualitative/descriptive (adjectival) scoring system. The technical proposal shall be compared with the proposal requirements, and the content against each of the requirements shall be evaluated according to the following qualitative/descriptive ratings: Exceptional: The Proposal significantly exceeds stated criteria in a way that is beneficial to the Agency. This rating indicates a consistently outstanding level of quality with very little or no risk that this Proposer would fail to meet the requirements of the Solicitation. There are essentially no weaknesses. Good: The Proposal is considered to exceed stated criteria. This rating indicates a generally better than acceptable quality with little risk that this Proposer would fail to meet the requirements of the Solicitation. Weaknesses, if any, are very minor. Acceptable: The Proposal is considered to meet the stated criteria. This rating indicates an acceptable level of quality. The Proposal demonstrates a reasonable probability of success. Weaknesses are minor and can be readily corrected. Marginal: The Proposal fails to meet stated criteria, as there are weaknesses and/or deficiencies, but the weaknesses and/or deficiencies are susceptible to correction through discussions. The response is considered marginal in terms of the basic content and/or amount of information provided for evaluation, but overall the Proposer is capable of providing an acceptable or better Proposal. Unacceptable: The Proposal contains significant weaknesses and/or deficiencies and/or unacceptable quality. The Proposal fails to meet the stated criteria and/or lacks essential information and is conflicting and/or unproductive. There is no reasonable likelihood of success. Weaknesses and/or deficiencies are so major and/or extensive that a major revision to the Proposal would be necessary. In assigning ratings, the Agency may assign + or - (such as, Exceptional-, Good+, and Acceptable+) to the ratings to better differentiate within a rating in order to more clearly differentiate among the Proposals. NOTE: If the numerical weighting system is utilized, then the Agency should replace the adjectival scores with numerical values. For example, Exceptional may become a scored value of 9 to 10, Good may become a scored value of 7 to 8, etc. Decimal places may be a part of the score. Clarifications After the initial evaluation, the results for all Proposals shall be gathered, compared and ranked for each of the evaluation criteria. With its initial Proposal, the Proposer shall ensure that it has provided accurate and complete information. If information is not complete, then the Agency will either seek clarifications or declare the Proposal nonresponsive. Questions regarding any insufficient statements or incomplete affidavits will be sent to the Proposer by the Agency with a request for clarifications and/or submittal of corrected, additional or missing documents. If a response is not provided prior to the deadline for submission of the response, then the Proposal may be declared nonresponsive. The Agency may waive technical irregularities in the form of the Proposal that do not alter the quality or quantity of the information provided. All requests and responses will be in writing. Responses must be submitted in accordance with the request for clarification and be limited to answering the specific information requested. In the event that an error that could affect price is discovered in the RFP during the Proposal evaluation process, the Agency will issue an addendum to all Proposers that have submitted Proposals requesting revised Proposals based upon the corrected RFP. Communications Communications may be required during the Proposal evaluation and selection process. The purpose of communications is to address minor or clerical revisions in a Proposal. During the process of evaluations, there may be instances in which meaningful evaluation cannot take place or proceed or where an erroneous evaluation might occur without seeking additional information. In such cases, the Agency will submit a request for communications in writing to the Proposer stating the information needed and the procedure and a reasonable date and time by which the information must be provided. The Proposer shall provide the requested information in writing in accordance with the procedure and by the date and time indicated. If communications are not received in a timely manner, then the Proposers ratings may be adversely affected and/or the Proposal may be declared nonresponsive. Competitive Range The Agency may determine the competitive range after a careful analysis of the Technical and Price Proposals. The competitive range will include all Proposers that have a reasonable chance of being selected. If using adjectival scoring, Proposals rated as Marginal may not be excluded from further consideration if the Proposers have a reasonable chance of being listed if meaningful discussions are conducted and appropriate improvement is achieved. Such a determination shall be the sole discretion of the Agency. If using a numeric scoring, the competitive range is typically composed of the firms with the highest scores and there is a clear delineation between the scores of the top rated firms and the firms with lower scores. The following are the requirements that must be met for a Proposal to be considered for the competitive range. The requirements are not listed by any particular order of importance. Any Proposal that the Agency determines is unable to meet these requirements will be excluded from further consideration. The requirements are as follows: Proposer is initially evaluated as responsible in accordance with the requirements of IP 13.5.1, Minimum Qualifications and Responsibility Requirements, or as the Agency finds it is reasonable that said Proposal can be modified to meet the requirements. Final determination of responsibility will be made with final evaluations. Proposer has followed the instructions of the RFP and included sufficient detail information, such that the Proposal can be evaluated. Any deficiencies in this regard must be determined by Agency to be either a Defect that Agency will waive in accordance with IP 10, Conditions, Exceptions, Limitations or Deviations, and/or IP 14.4, Agency Rights, or that the proposal can be sufficiently modified to meet these requirements. Proposal price would not render this procurement financially infeasible, or it is reasonable that such Proposal price might be reduced to render the procurement financially feasible. Agency will carry out and document its evaluations in accordance with the criteria and procedures of IP 13, Proposal Evaluations and Selection Process. Any extreme Proposal deficiencies that may render a Proposal unacceptable will be documented. The Agency will make specific note of questions, issues, concerns and areas requiring elucidation by Proposers and to be discussed in any meetings with Proposers that the Agency finds to be within the competitive range. Rankings of the Proposals against the evaluation criteria, including price, will then be made by the Agency as a means of judging the differences among proposals and for determining which Proposals are within the competitive range, or may be reasonably improved to be within the competitive range. Proposals Not Within the Competitive Range Proposers submitting Proposals that have been determined by the Agency to not be in the competitive range, and cannot reasonably be made to be within the competitive range, will be notified in writing according to Agency procedures. Such Proposals will receive no further consideration. Discussion with Proposers in the Competitive Range The Proposers whose Proposals are found by the Agency to be within the competitive range, or may be reasonably improved to be within the competitive range, will be notified of any questions or requests for additional information. Each such Proposer may be invited for private interview(s) and discussions with the Agency to discuss answers to written or oral questions on any facet of the Proposal. In the event that a Proposal that has been included in the competitive range contains conditions, exceptions, reservations or understandings to any Contract requirements as provided in IP 10, Conditions, Exceptions, Limitations or Deviations, then said conditions, exceptions, reservations or understandings may be negotiated during these meetings. However, the Agency shall have the right to reject any and all such conditions and/or exceptions, and instruct the Proposer to amend its Proposal and remove said conditions and/or exceptions; and any Proposer failing to do so may cause the Agency to find the Proposal to subsequently be outside the competitive range. No information, financial or otherwise, will be provided to any Proposer about any of the Proposals from other Proposers. Proposers will not be given a specific price or specific financial requirements that they must meet to gain further consideration, except that proposed prices may be considered to be too high with respect to the marketplace or otherwise unacceptable. Proposers will not be told of their rankings among the other Proposers. Factory and Site Visits The Agency reserves the right to conduct factory visits to inspect the Proposers facilities and/or other transit systems to which the Proposer has supplied the same or similar equipment. Best and Final Offers (BAFOs) Although the Agency reserves the right to issue a request for Proposal revision and/or BAFO, the Agency is under no obligation to do so. The Agency may make its selection and award based on the initial Proposals submitted. If a request for a BAFO is made, each of the Proposers in the competitive range shall be afforded the opportunity to amend its proposal and submit its BAFO. The request for BAFOs shall include the following: Notice that discussions/negotiations are concluded. Notice that this is the opportunity for submission of a BAFO. Identification of any revisions to the Technical Specifications or any revisions to any other aspects of the original RFP that are being made as a result of meetings with Proposers and also other considerations by the Agency. For ease of administration, the Agency reserves the right to reissue these documents in their entirety. Proposers shall modify their technical and/or price proposals in response to the changes identified in the request for a BAFO. A date and time for submission of written BAFOs, allowing a reasonable opportunity for preparation of the written BAFOs. Notice that if any modification to a BAFO is submitted, it must be received by the date and time specified for the receipt of BAFOs and is subject to the late submissions, modifications and withdrawals of proposals provisions of the Request for Proposal. Notice that if Proposers do not submit a BAFO or a notice of withdrawal and another BAFO, then their immediate previous Proposal will be construed as their BAFO. Any modifications to the initial proposals made by a Proposer shall be identified in its BAFO. BAFOs will be evaluated by Agency according to the same requirements and criteria as for initial Proposals as specified in IP 13.5, Proposal Evaluations and Selection Process. The Agency will make appropriate adjustments to the initial evaluations for any sub-criteria and criteria that have been affected by any proposal modifications made by the BAFOs. These final evaluations and rankings within each criteria will again be arrayed by the Agency and considered according to the relative degrees of importance of the criteria defined in IP 13.5.2, Evaluation Criteria. The Agency will then choose that Proposal which it finds to be the most advantageous to Agency based upon the evaluation criteria. The results of the evaluations and the selection of a Proposal for any award will be documented in a report. Response to Proposals Single Proposal Response If only one proposal is received in response to this RFP and it is found by the Agency to be acceptable, then a detailed Cost Proposal may be requested of the single Proposer. A cost analysis, possibly including an audit, may be performed by or for the Agency. The cost analysis will establish if the price is fair and reasonable. The Proposer has agreed to provide needed data by submitting a Proposal in response to this RFP. NOTE: The use of a third-party auditor is recommended to ensure confidentiality of cost data. The Proposer may require a nondisclosure agreement. Availability of Funds This procurement is subject to the availability of funding. No legal liability on the part of the Agency for any payment shall arise until funds are made available. In the event that funding becomes unavailable, all Proposers will be promptly notified. Agency Contract Approval Process [Insert a provision outlining the Agencys internal approval and award process, advising Proposers on the steps to be taken after completion of any evaluation process.] Agency Rights The Agency reserves the right to cancel the procurement in whole or in part, at its sole discretion, at any time before the Contract is fully executed and approved on behalf of the Agency. The Agency reserves the right to reject any or all Proposals, to undertake discussions with one or more Proposers, and to accept that Proposal or modified Proposal which, in its judgment, will be most advantageous to the Agency, considering price and other evaluation criteria. The Agency reserves the right to determine any specific Proposal that is conditional or not prepared in accordance with the instructions and requirements of this RFP to be nonresponsive. The Agency reserves the right to waive any Defects, or minor informalities or irregularities in any Proposal that do not materially affect the Proposal or prejudice other Proposers. If there is any evidence indicating that two or more Proposers are in collusion to restrict competition or are otherwise engaged in anticompetitive practices, then the Proposals of all such Proposers shall be rejected, and such evidence may be a cause for disqualification of the participants in any future solicitations undertaken by the Agency. The Agency may reject a Proposal that includes unacceptable deviations as provided in the CER 4, Form for Proposal Deviation. Execution of Contract The Agency shall deliver a written Notice of Award to the successful Proposer. Within [insert number] calendar days after receipt of the Notice of Award of the Contract to a Proposer, the Proposer shall provide any performance security, and copies of the certificates of insurance pursuant to the Contract Documents. In the event that Proposer fails to fulfill these requirements within the specified time, the Agency reserves all legal rights and remedies, including but not limited to disqualification of the Proposer from future procurements with the Agency. The parties shall execute the Contract within [insert number] calendar days after receipt of the Notice of Award of the Contract. The Agency shall then issue the Notice to Proceed within [insert number] calendar days of the execution of the Contract. Conflicts of Interest; Gratuities Proposers are prohibited from engaging in any practice that may be considered as a conflict of interest under existing Agency policies and/or state law, and to refrain from participating in any gifts, favors or other forms of compensation that may be viewed as a gratuity in accordance with existing policies and laws. Agency-Specific Provisions [Insert as required] SECTION 3: GENERAL CONDITIONS Definitions The following are definitions of special terms used in this document: Addenda/Addendum: Written modifications issued by the Agency to the Request for Proposals that modify the Contract Documents. Agency: [Insert transit Agencys name] Agency Furnished Equipment: Material furnished by the Agency to the Contractor for use under the contract. Approved Equal or Equivalent: An item, material or method offered as a substitute for that designated in the Contract Documents, for which approval in writing has been obtained from the Agency. The burden of proof that a substitute is in fact equal shall rest with the Contractor. Authorized Representative: The person or firm authorized or empowered to act for, or on behalf of, the Agency. The authority of any Authorized Representative may be limited as provided in the Contract or in any notice designating the Authorized Representative. For the Contractor, this party may be referred to as the Contractors Representative. Authorized Signer: The person who is executing the Contract on behalf of the Contractor and who is authorized to bind the Contractor. Award: Notification to the Contractor of acceptance by the Agency of its Proposal. Best and Final Offer (BAFO): The last Proposal made by a Proposer. If a BAFO is not specifically requested by the Agency, or if the Proposer does not promptly respond to a request for BAFO, then the most recent, current Proposal is the BAFO. Change: Any alteration in the Contract Documents or the Work modifying the scope of work, price, equipment, materials, facilities, services, site, performance, schedule or other material provision of the Contract. Change Order: A written document that alters the scope of the Work to be performed by the Contractor, changes the schedule of performance of the Work, increases or decreases the Contract Price, increases or decreases the Contract Time, or makes any other change to the Contract. Claim: A written demand by the Contractor seeking (1) the payment of money in a sum certain; (2) an extension of Contract Time; (3) an adjustment of Contract terms; and/or (4) other relief arising under or relating to the Contract. Component: Any component of any LRV or any other Equipment to be delivered under the Contract. May also be referred to in the Contract as a unit, part, product, module, subcomponent, system, subsystem, assembly, subassembly, software, firmware, structure or other term indicating a part or portion of the Equipment. Conditional Acceptance: The status granted to a completely assembled LRV, located at the Agency or its vehicle acceptance facility, that has successfully completed tests outlined in accordance with Section 6: Technical Specifications, and is ready to run in revenue service except for minor Defects that require corrective action but that will not materially affect revenue service operations. Conditional Acceptance requires that all documentation for the LRV, including the Car History Book, per Section 6: Technical Specifications, has been delivered to and accepted by the Agency. Contract: Written agreement executed by the Agency and the Contractor that sets forth the rights and obligations of the parties in connection with the Work, and which includes the Contract Documents and all incorporated attachments and exhibits. Contract Administrator: The Agencys Authorized Representative who is authorized and empowered to execute Contracts, Change Orders, Amendments and other agreements and documents on behalf of the Agency. The Contracting Administrator may delegate authority in writing to one or more Authorized Representatives. Contract Documents: All documents included in the Contract and made a part hereof, including Attachments and Exhibits incorporated either by attachment or by reference. Contract Time: The number of days, or portion thereof, allowed for completion of the Work, including all authorized time extensions. The date specified in the Notice to Proceed shall be the date on which the Contract Time begins, and the Scheduled Completion Date shall be the date the Contract Time ends. Contractor: The successful Proposer to whom a Contract is awarded. Contractors Representative: The person designated by the Contractor to act on its behalf. Critical path method (CPM) schedule: A schedule that includes the planned sequence of activities that comprise the Project, including a breakdown of all of the elements of the Work into individual tasks, the number of days required to perform each task and their logical relationship. The CPM schedule includes the entire Contract Time from Notice to Proceed to the Scheduled Completion Date. Cure Notice: Written notice from the Agency to the Contractor to cure a default or Deficiency or to correct Work performed not in conformance with the Contract. Days: Calendar days unless otherwise indicated. Delivery: The time when an LRV is turned over to the Agency at its vehicle acceptance facility, having completed all pre-delivery inspections and tests and ready for acceptance testing. Defect/Defective: The condition of any part of the Work that does not meet the Contract Document requirements; causes a vehicle or a portion of the Work to cease operating or to operate in a degraded mode; or inflicts damage or harm on any other portion of a vehicle or the Work, prior to Final Acceptance of the Equipment or during the period of any Warranty. Dispute: A disagreement between the parties as to the merits, amount or remedy arising out of a Claim or asserted default. Drawings: All drawings necessary or required for the prosecution of the Work. Due Date: The time by which any document must be received by the Agency or Contractor, as applicable. Equipment: Any and all machinery, vehicles, systems, assemblies, subassemblies, products, material fittings, devices, appliances, fixtures, apparatus, supplies and parts used by the Contractor or provided by the Contractor to the Agency pursuant to the Contract. Execution of the Contract: The signing of the Contract by the Agencys Authorized Representative and the Authorized Signer or Contractors Representative. Extended Warranty: A warranty that extends beyond the general warranty period for Components listed in Section 7: Warranty. Final Acceptance of an LRV: The declaration that the LRV has been completed in full accordance with the Technical Specifications, including all testing, approved engineering submittals, and Change Orders; all corrective actions identified at the Conditionally Accepted stage have been completed, and all required documentation for the LRV has been received and approved by the Agency. Final Completion: Acceptance by the Agency of all Work under the Contract, or a specified portion thereof, by the issuance of a Notice of Final Acceptance, or other appropriate document of acceptance, certifying that the Work, or portion thereof, has been fully completed in accordance with the Contract. Final Payment: Payment made to the Contractor within 30 days of presentation of the Contactors final invoice and issuance of Notice of Final Completion by the Agency. First Article Inspection (FAI): The comprehensive inspection and testing of the first production model of any component, system, subsystem, major assembly, subassembly, product, part, apparatus, article and other Material before it is assembled into a vehicle. Fleet: A collection of light rail vehicles that are identical in configuration. Fleet Defect: Cumulative failures of ten (10) percent of the same components in the same or similar applications with a minimum of three (3) failures of the same component where such items are covered by warranty. Government: Any federal, state or local government and any political subdivision or any governmental, quasi-governmental, judicial, public or statutory instrumentality, administrative agency, authority, body or entity other than the Agency. Joint: Involving mutually the Contractor and the Agency. Light Rail Vehicle (LRV): The single operating unit, which may consist of one or more sections. Notice: Communication in writing, unless otherwise specified, to provide or issue any information, warning, announcement, instruction, consent, approval, certificate or determination by any party to the Contract. Notice of Intent to Claim: A written notice of a potential claim submitted by the Contractor to the Agency within the time limits and under the circumstances specified in the Contract Documents. Notice to Proceed (NTP): Written authorization from the Agency to the Contractor that establishes the date that the Contractor is to start work and the Period of Performance begins. Notice of Termination: A written notice delivered by the Agency to the Contractor terminating the Contract, either for convenience or for cause. Open Items Report: A description of all defects, shipping damage and missing parts upon LRV arrival delivery at the Agencys property. Pass-Through Warranty: A warranty provided by the Contractor but administered directly with the component supplier. Period of Performance: The total time period as set forth in the schedule for the Contractor to complete all or a designated portion of the Work under the Contract. Project Manager: The individual designated by the Agency or the Contractor to manage the Contract on a day-to-day basis. Proposer: The legal entity that responds to the Agencys Request for Proposal. Proposal: An offer submitted to the Agency in response to the Agencys Request for Proposal. Request for Proposal (RFP): The Document issued by the Agency and soliciting proposals with respect to the Work to be performed under the Contract Documents. Specifications: All things described, stated or referenced in the Contract Documents entitled Technical Specifications, Statement of Work, Scope of Work, or any other description of the Work. Subcontractor: Any person, firm, partnership, corporation or other entity, other than employees of the Contractor, that are hired by the Contractor to perform work and/or furnish labor, or labor and materials, directly on the LRV under the Contract. Subsupplier: Any manufacturer, company, or agency, providing components or parts to a Supplier for inclusion on the LRV. Submittal: Any written or graphic document or sample prepared by or for the Contractor that is required by the Contract Documents to be submitted to the Agency by the Contractor. Superior Warranty: A warranty still in effect after all contractually required warranties have expired and administered directly between the Supplier and the Agency. Supplier: Any individual, partnership, firm, corporation, joint venture, or any combination thereof, who provides material or equipment, but not labor or services, to the Contractor and who is responsible to the Contractor by virtue of an agreement with the Contractor. Total Contract Price: The total amount payable to the Contractor plus the price of any options exercised, and/or Change Orders during the Contract period of performance. Work: All designs, engineering, manufacturing, operations, materials, equipment, parts and labor required to properly, timely and to the satisfaction of Purchaser provide the completed new vehicles, provide all other items of work indicated or referenced in the Contract Documents, including all alterations, amendments or extensions thereto made by Change Order; successfully complete all required tests and all reliability periods; remedy all defects and complete all necessary repairs and modifications resulting from the tests, the reliability periods and warranties as required by the Contract Documents. Materials and Workmanship The Contractor shall be responsible for all materials and workmanship in the construction of the LRV and all accessories used, whether the same are manufactured by the Contractor, Subcontractor or purchased from a Supplier. This provision excludes any equipment leased or supplied by the Agency, except insofar as such equipment is damaged by the failure of a part or component for which the Contractor is responsible, or except insofar as the damage to such equipment is caused by the Contractor during the manufacture of the vehicles. Unless specifically provided for in the Technical Specification, all Materials and parts furnished by the Contractor shall be new and free from Defects. Conformance with Specifications and Drawings Materials furnished and Work performed by the Contractor shall conform to the requirements of the Technical Specifications and other Contract Documents. Notwithstanding the provision of drawings, technical specifications or other data by the Agency, the Contractor shall have the responsibility of supplying all parts and designs required to make the LRV complete and ready for service even though such details may not be specifically mentioned in the drawings and specifications. Items that are installed by the Agency shall not be the responsibility of the Contractor unless they are included in the Contract. Inspection and Testing General The Agencys Representative shall at all times have access to the Work, the Contractor and, through the Contractor, its Suppliers. The Contractor and its Suppliers shall furnish every reasonable facility for ascertaining that the materials and the workmanship are in accordance with the requirements of the Contract Documents. All Work done shall be subject to the Agency Representatives inspection and approval in accordance with the approved Work products developed as a result of the Contract Documents. The Contractor shall inspect all materials, supplies and equipment that are to be used, or incorporated in the Work. In addition, Contractor shall conduct a continuous program satisfactory to the Agencys Representative of quality control for all Work performed under the Contract. The Contractor shall have the primary responsibility for inspecting the Work. The Agency Representatives inspection is conducted to verify that the Contractor has performed its inspections properly. Any observation, verification, inspection or approval of the Work by the Agency shall not relieve the Contractor of any of its obligations to perform the Contract as prescribed. If, in the opinion of the Agencys Representative, the Contractor fails to execute its responsibility for quality control and inspection on any part of the Work, then the Agency may, at its option, conduct quality control and inspection activities in lieu of the Contractor at the Contractors expense. Such inspection shall not relieve the Contractor of its liability for defective or unsuitable Work, as described in GC 4.2, Non-Conforming Work. Work not meeting the requirements of the Contract shall be made acceptable, and unsuitable Work may be rejected, notwithstanding that payment for such Work may have been previously authorized and included in a progress payment. A deduction may be made from subsequent progress payments and withheld until such time as the correction of such unsuitable Work. The amount of the deduction will be set by the Agency Representative and the amount should be in proportion to the value of the non-conforming work. Non-Conforming Work If the Agency determines that materials, equipment or workmanship proposed for or incorporated in the Work is non-conforming, then the Agency shall have the right to reject such Work by giving the Contractor written notice that such Work is non-conforming. The Agency, at its option, shall require the Contractor, within a designated time period as set forth by the Agency, to either (1) promptly repair, replace or correct all Work not performed in accordance with the Contract at no cost to the Agency; or (2) provide a suitable corrective action plan at no cost to the Agency. Once accepted by the Agency, the Contractor shall implement the corrective action plan at no cost to the Agency. If the corrective action plan as accepted by the Agency does not remedy the defective or non-conforming Work, then the Contractor shall remain responsible for remedying the non-conforming Work to the Agencys satisfaction and at no additional cost to the Agency. The Contractor shall also be responsible for repairing all property and work damaged by the Contractor at no cost to the Agency. Under no circumstances shall the Contractor be entitled to additional time or money for the correction of defective or non-conforming work, or for the repair of damaged property. The Agencys inspection of the Work or right to reject non-conforming Work shall not relieve the Contractor of its full responsibility for performing the Work in full conformance with the Contract Documents. No failure or forbearance of the Agency in notifying the Contractor of non-conforming Work shall relieve the Contractor of its Contract responsibility to ensure that the Work is performed in accordance with the Contract Documents. Risk of Loss Risk of loss and property damage to the LRV shall pass to the Agency upon (1) arrival of the LRV at Agencys location; (2) joint inspection by the parties; and (3) completion and execution by the parties of the Vehicle Delivery Notice and Receipt (see Section 10, Appendix F). However, the Agency shall not be responsible for, and Contractor shall retain all risk of loss or damage due to, equipment failure or failure due to design or workmanship deficiencies, as well as all damage caused by Contractors negligence or willful misconduct. Transfer of risk of loss shall not be deemed to transfer title or to constitute conditional or final acceptance of the LRV. Title and Warranty of Title Title to each vehicle shall vest in the Agency upon Conditional Acceptance. The title received by the Agency shall be considered full legal title with rights to unconditional possession and ownership. The Contractor, shall, within five (5) days after receipt of the notice of Conditional Acceptance with respect to any vehicle, deliver to the Agency a bill of sale or other instrument and shall be evidence that the Agency has acquired full title to such vehicle free and clear of all liens, claims, security interests or encumbrances of any kind. Intellectual Property Intellectual Property Indemnification Note: There is a significant difference of opinion between transit agencies and vehicle manufacturers regarding consequential and incidental (direct or indirect) damages in contracts. The Contractor shall indemnify, defend and hold harmless the Agency (and its officers, directors, agents or employees) to the maximum extent permitted by law from and against any and all claims, liabilities, losses, damages or expenses (including attorneys fees and related costs, whether or not litigation has commenced), whether direct or indirect, arising out of, relating to or in connection with any claim or allegation that the ownership, possession or use of any software, materials, equipment, devices, processes or other materials provided by the Contractor under this Agreement infringe or violate the patent, copyright, trade-secret or other intellectual-property or proprietary rights of any third party. In case any such software, materials, equipment, devices, processes or other materials are held to constitute an infringement and their use enjoined, then the Contractor, at the Contractors sole cost and expense, shall do one of the following: Secure for the Agency the right to continue using the software, materials, equipment, devices or processes by suspension of the injunction or by procuring a royalty-free license, or licenses. Replace such software, materials, equipment, devices or processes with non-infringing software, materials, equipment, devices or processes. Modify them so that they become non-infringing. Remove the enjoined software materials, equipment, devices or processes and refund the sums paid for them without prejudice to any other rights of the Agency. If the amount of time necessary to proceed with one of these options is deemed excessive by the Agency, then the Agency may direct the Contractor to select another option or risk default. The Agency shall advise the Contractor of any pending patent suit related to the Contract against the Agency and provide all information available. The Contractors obligations under this section are discharged and the Agency shall hold the Contractor harmless with respect to the equipment or part if it was specified by the Agency and all requests for substitutes were rejected, and the Contractor advised the Agency under IP 6, Questions, Clarifications and Omissions, of a potential infringement, in which case the Contractor shall be held harmless. Intellectual Property Warranty The Contractor represents and warrants that any use of the Work, or any part thereof, by the Agency (or its officers, directors, agents, employees or transit users) will not infringe or violate the patent, copyright, trade-secret or other intellectual-property or proprietary rights of any third party. The Contractor further represents and warrants that it has or will have all appropriate licenses, agreements or ownership rights pertaining to all patent, copyright, trade-secret or other intellectual-property or proprietary rights needed for the performance of its obligations under the Contract including without limitation that it will have all necessary rights to use patentable or copyrightable materials, equipment, devices or processes not furnished by the Agency used on or incorporated in the Work under the Contract. The Contractor assumes all risks arising from the use of any such patented or copyrighted materials, equipment, devices or processes. Tooling Rights The Contractor, its Subcontractors, Suppliers and Manufacturers shall not sell, destroy or otherwise dispose of their rights to the use of, the unique castings, patterns and forming or extrusion dies after their use in the production of the vehicles without first offering them to Agency, with reasonable costs associated with the transfer to be borne by the Agency, or, in the case of a proposed sale to another, without first offering them for sale to Agency at a fair market price. The Contractor shall be liable to the Agency to the extent that the failure of the Contractor, its Subcontractor, Supplier or Manufacturer to comply with SP 12.1, Parts Availability Guarantee, causes the Agency to incur costs to have the tooling replicated. For purposes of SP 12.1 the terms sell and sale shall not include transfer of these assets to a successor corporation or other entity that assumes the business and obligations of any Contractor, Subcontractor, Supplier or Manufacturer herein, including obligations arising under the Contract. Upon Contractors offer of any of the materials described above and the Agencys refusal, the Contractors obligation under SP 12.1, Parts Availability Guarantee, as it relates to the specific materials offered and refused, shall cease. Data Rights Proprietary Rights/Rights in Data The Contractor hereby grants to the Agency on the Contractors behalf, and on behalf of its Subcontractors, Suppliers and Manufacturers (as to whom the Contractor represents and warrants that it has the power and authority to grant such sublicense), an irrevocable, perpetual, royalty-free, nonexclusive license and sublicense (Technology License) to use, itself or through its agents, for the approved purposes described in GC 7.1.1, Uses, without recourse to the original Contractor, Subcontractor, Supplier or Manufacturer all patented, copyrighted and unpatented technology, know-how, trade secrets and other proprietary rights, and documentation thereof (except manufacturing detailed drawings and software, which is separately defined at and licensed pursuant to Paragraph 2 below), which is included in the Material and/or Equipment, including but not limited to all systems, subsystems, assemblies, subassemblies, components and interface systems and controls which are necessary for the operation, maintenance and repair, overhaul of the Material and/or Equipment, and for the manufacture of parts which are unavailable for purchase, as defined below, all of which shall be designated the Licensed Technology. Uses The Agencys rights under this Technology License shall be limited to its use for the following: Evaluation and qualification for the purposes of future Material and/or Equipment procurements of systems, subsystems and components of subsystems on the Material and/or Equipment to be delivered under the Contract; Preparation of specifications for future LRV RFPs employing some or all of the Licensed Technology; Maintenance and repair of the Material and/or Equipment; Overhaul of the Material and/or Equipment; Manufacture of parts for the Material and/or Equipment that become unavailable for purchase. The term unavailable for purchase means that a part is no longer being manufactured; or an inventory of the part in sufficient quantities to meet the Agencys needs is not available for purchase; or no Supplier will sell a part to the Agency or cannot supply the part according to a delivery schedule that meets the Agencys needs; or that no Supplier will offer the part at a commercially reasonable price. Limits The Agency shall not have the right under this Technology License either to use the Licensed Technology to manufacture itself, or to have manufactured for it by a third party as a sub-licensee of the Agency, either the Material and/or Equipment, systems, subsystems or components thereof, except as specified in Paragraph 5 above. The purposes described in the foregoing subparagraphs 1 through 5 as limited by the immediately preceding sentence are referred to in this Article as the Approved Purposes. Software Escrow Account NOTE: Software escrow accounts detail an Agencys rights to access software code or other confidential data of the Contractor, Subcontractor and/or Suppliers under situations such as bankruptcy of the Contractor or material breach of the Contract. They are infrequently used and when used are used for technology or systems that are software controlled. Prior to Conditional Acceptance of the first LRV, the Contractor shall provide the Agency a list of all software comprising proprietary works (Proprietary Software). Source code for the Proprietary Software and all related documentation required for the use and modification thereof, and any revisions or derivative works based on the Proprietary Software developed pursuant to the Contractors performance of the Contract (collectively, Escrow Materials) shall be deposited in an escrow account with a third party, as set forth in Section 10, Appendix H: Example of a Software Escrow Agreement. The Contractor shall pay all initial and future costs related to the escrow account. The escrow materials shall immediately be obtainable and usable by the Agency in the event that Contractor fails to support the continued use of the Proprietary Software by the Agency, or upon termination or expiration of the term of the escrow. Changes Contractor Changes NOTE: An agency may choose to utilize the concept of an interim Change Notice as shown below in order to eliminate the possibility of production interruptions. If the Contractor chooses to propose changed Work, then the Contractor must submit a notice of proposed change to the Agency for its prior written approval. The notice should describe the proposed change, identifying the Work that it proposes to change and stating the reasons for the change, including relevant circumstances, impacts on the schedule and estimated cost impacts. Upon receipt of the Proposed Change Notice, the Agency may choose to either reject the notice or to request Contractor to submit a detailed Proposal within a specified time period. If the Agency accepts the Proposed Change Notice, it may issue an Interim Change Notice specifying the Proposed Change and action that the Contractor should undertake. The Interim Change Notice may include a not-to-exceed amount for the Change based upon the Contractors estimate. If the Agency requests a Proposal, then the Contractors Proposal shall set forth any changes to the Total Contract Price, Contract Delivery Schedule or any technical requirements of the Contract. Any Interim Change Notice issued by the Agency must be formalized in a written Change Order approved by the Agency. Oral Change Orders are not permitted. The Contractor shall be liable for all costs resulting from, and/or for satisfactorily correcting, any specification change not properly ordered by written modification to the Contract and signed by the Agencys Authorized Representative. Agency Changes The Agency may obtain changes to the Contract by notifying the Contractor in writing. The Agency may issue an Interim Change Notice specifying the Proposed Change and action that the Contractor should undertake. Upon receipt of the Interim Change Notice and as soon as reasonably possible but no later than thirty (30) calendar days, or a date agreed to by the parties, the Contractor shall submit to the Agencys Authorized Representative a detailed price and schedule proposal for the Work to be performed. The Contractors Proposal shall set forth any changes to the Total Contract Price, Contract Delivery Schedule or any technical requirements of the Contract. This Proposal shall be accepted or modified by negotiations between the Contractor and the Agencys Authorized Representative. At that time, a Change Order shall be executed in writing by both parties. Disagreements that cannot be resolved within negotiations shall be resolved in accordance with GC 9.11, Disputes. Regardless of any disputes, the Contractor shall proceed with the Work ordered. Oral Change Orders are not permitted. Legal Clauses Indemnification Note: There is a significant difference of opinion between transit agencies and vehicle manufacturers regarding consequential and incidental (direct or indirect) damages in contracts. Vehicle manufacturers prefer to exclude consequential and incidental damages. An example of a clause preferred by a vehicle manufacturer would contain a sentence such as the following: Notwithstanding anything in the Contract, the Contractor shall not be liable for any incidental and consequential damages. The Contractor shall, to the extent permitted by law: Protect, indemnify and save the Agency and its officers, employees and agents, including consultants [insert additional Indemnitees as needed] (collectively Indemnitees) harmless from and against any and all liabilities, damages, claims, demands, liens, encumbrances, judgments, awards, losses, costs, expenses and suits or actions or proceedings, including reasonable expenses, costs and attorneys fees incurred by the Indemnitees, in the defense, settlement or satisfaction thereof, for any injury, death, loss or damage to persons or property of any kind whatsoever, arising out of or resulting from the intentional misconduct or negligent acts, errors or omissions of the Contractor in the performance of the Contract, including intentional misconduct, negligent acts, errors or omissions of its officers, employees, servants, agents, Subcontractors and Suppliers; and Upon receipt of notice and if given authority, shall settle at its own expense or undertake at its own expense the defense of any such suit, action or proceeding, including appeals, against the Indemnitees, relating to such injury, death, loss or damage. Each party shall promptly notify the other in writing of the notice or assertion of such claim, demand, lien, encumbrance, judgment, award, suit, action or other proceeding hereunder. The Contractor shall have sole charge and direction of the defense of such suit, action or proceeding. The Agency shall not make any admission that might be materially prejudicial to the Contractor unless the Contractor has failed to take over the conduct of any negotiations or defense within a reasonable time after receipt of the notice and authority above provided. The Agency shall at the request of the Contractor furnish to the Contractor all reasonable assistance that may be necessary for the purpose of defending such suit, action or proceeding, and shall be repaid all reasonable costs incurred in doing so. The Agency shall have the right to be represented therein by advisory counsel of its own selection at its own expense. Limitation of Liability Note: Because of the cost of unlimited risk, some rail car manufacturers will not propose on contracts with uncapped liability. Recognizing this situation, some agencies have capped the Contractors liability. If an Agency wants to include such a provision, the following language could be used. Notwithstanding anything to the contrary contained in the Contract, the aggregate liability for all direct damages including liquidated damages for late delivery and excess weight, arising in connection with the Work and/or termination of the Work, in whole or in part, for any reason, shall not exceed the Total Contract Price. Indemnitee Negligence The obligations of the Contractor under the above paragraph shall not extend to circumstances in which the injury, death or damages are caused solely by the negligent acts, errors or omissions of the Indemnitees, including, without limitation, negligence in: (1) the preparation of the Contract Documents, or (2) the giving of directions or instructions with respect to the requirements of the Contract by written order. The obligations of the Contractor shall not extend to circumstances where the injury, death or damages are caused, in whole or in part, by the negligence of any third-party operator, not including an assignee or Subcontractor of the Contractor, subject to the right of contribution as provided in GC 9.2.1, Joint or Concurrent Negligence. Joint or Concurrent Negligence In case of joint or concurrent negligence of the parties giving rise to a claim or loss against either one or both, each shall have full rights of contribution from the other. Suspension of Work The Agency may at any time and for any reason within its sole discretion issue a written order to the Contractor suspending, delaying or interrupting all or any part of the Work for a specified period of time. The Contractor shall comply immediately with any such written order and take all reasonable steps to minimize costs allocable to the Work covered by the suspension during the period of Work stoppage. Contractor shall continue the Work that is not included in the suspension and shall continue such ancillary activities as are not suspended. The Contractor shall resume performance of the suspended Work upon expiration of the notice of suspension, or upon written direction from the Agencys Authorized Representative. The Contractor shall be allowed an equitable adjustment in the Contract price (excluding profit) and/or an extension of the Contract time, to the extent that cost or delays are shown by the Contractor to be directly attributable to any suspension. However, no adjustment shall be made under this section for any suspension, delay or interruption due to the fault or negligence of the Contractor. As soon as reasonably possible after receipt of the written Suspension of Work notice, the Contractor shall submit to the Agencys Authorized Representative a detailed price and schedule Proposal for the suspension, delay or interruption. Notice of Labor Dispute Whenever the Contractor or Agency has knowledge that any actual or potential labor dispute is delaying or threatens to delay the timely performance of the Contract, they shall immediately give written notice thereof to the other party, including all relevant information. In addition, the Contractor agrees to insert the substance of this clause in any subcontract in which a labor dispute may delay the timely performance of the Contract. Force Majeure If the Contractor is delayed at any time during the progress of the Work by the neglect or failure of the Agency or by a cause as described below, then the time for completion and/or affected delivery date(s) shall be extended by the Agency subject to the following cumulative conditions: The cause of the delay arises after the Notice of Award and neither was nor could have been anticipated by the Contractor by reasonable investigation before such award. Such cause may also include force majeure events such as any event or circumstance beyond the reasonable control of the Contractor, including but not limited to acts of God; earthquake, flood and any other natural disaster; civil disturbance, strikes and labor disputes; fires and explosions; war and other hostilities; embargo; or failure of third parties, including Suppliers or Subcontractors, to perform their obligations to the Contractor due to a force Majeure event described above; The Contractor demonstrates that the completion of the Work and/or any affected deliveries will be actually and necessarily delayed; The Contractor has taken measures to avoid and/or mitigate the delay by the exercise of all reasonable precautions, efforts and measures, whether before or after the occurrence of the cause of delay; and The Contractor makes written request and provides other information to the Agency as described below. None of the above shall relieve the Contractor of any liability for the payment of any liquidated damages owing from a failure to complete the Work by the time for completion that the Contractor is required to pay pursuant to SP 3.3.1, Liquidated Damages for Late Delivery, for delays occurring prior to, or subsequent to the occurrence of an excusable delay. The Agency reserves the right to rescind or shorten any extension previously granted, if subsequently the Agency determines that any information provided by Contractor in support of a request for an extension of time was erroneous; provided, however, that such information or facts, if known, would have resulted in a denial of the request for an excusable delay. Notwithstanding the above, the Agency will not rescind or shorten any extension previously granted if the Contractor acted in reliance upon the granting of such extension and such extension was based on information which, although later found to have been erroneous, was submitted in good faith by the Contractor. No extension or adjustment of time shall be granted unless: (1) written notice of the delay is filed with the Agency within 14 calendar days after the commencement of the delay, and (2) a written application therefore, stating in reasonable detail the causes, the effect to date and the probable future effect on the performance of the Contractor under the Contract, and the portion or portions of the Work affected, is filed by the Contractor with the Agency within thirty (30) calendar days after the commencement of the delay. No such extension or adjustment shall be deemed a waiver of the rights of either party under the Contract. The Agency shall make its determination within thirty (30) [or insert time specified by regulation or law] calendar days after receipt of the application. Termination Termination for Convenience The performance of Work under the Contract may be terminated by the Agency in accordance with this clause in whole, or in part, whenever the Agency shall determine that such termination is in the best interest of the Agency. Any such termination shall be effected by delivery to the Contractor of a notice of termination specifying the extent to which performance of Work under the Contract is terminated, and the date upon which such termination becomes effective. After receipt of a notice of termination, and except as otherwise directed by the Agency, the Contractor shall do the following: Stop Work under the Contract on the date and to the extent specified in the notice of termination. Place no further orders or subcontracts for materials, services or facilities, except as may be necessary for completion of such portion of the Work under the Contract as is not terminated. Terminate all orders and subcontracts to the extent that they relate to the performance of Work terminated by the notice of termination; assign to the Agency in the manner, at the times, and to the extent directed by the Agency, all of the right, title and interest of the Contractor under the orders and subcontracts so terminated, in which case the Agency shall have the right, in its discretion, to settle or pay any or all claims arising out of the termination of such orders and subcontracts. Settle all outstanding liabilities and all claims arising out of such termination of orders and subcontracts, with the approval or ratification of the Agency, to the extent it may require, which approval or ratification shall be final for all the purposes of this clause. Transfer title to the Agency and deliver in the manner, at the times and to the extent, if any, directed by the Agency the fabricated or unfabricated parts, Work in process, completed Work, supplies and other material produced as part of, or acquired in connection with the performance of, the Work terminated, and the completed or partially completed plans, drawings, information and other property which, if the Contract had been completed, would have been required to be furnished to the Agency. Use its best efforts to sell, in the manner, at the times, to the extent, and at the price(s) directed or authorized by the Agency, any property of the types referred to above, provided, however, that the Contractor shall not be required to extend credit to any purchaser, and may acquire any such property under the conditions prescribed by and at a price(s) approved by the Agency, and provided further that the proceeds of any such transfer or disposition shall be applied in reduction of any payments to be made by the Agency to the Contractor under the Contract or shall otherwise be credited to the price or cost of the Work covered by the Contract or paid in such other manner as the Agencys Authorized Representative may direct. Complete performance of the part of the Work not terminated by the notice of termination. Take such action as may be necessary, or as the Agency may direct, for the protection or preservation of the property related to the Contract that is in the possession of the Contractor and in which the Agency has or may acquire an interest. The Contractor shall be paid its costs, including Contract closeout costs, and profit on Work performed up to the time of termination. The Contractor shall promptly submit its termination claim to Agency to be paid the Contractor (added no profits). Settlement of claims by the Contractor under this termination for convenience clause shall be in accordance with the provisions set forth in Part 49 of the Federal Acquisition Regulations (48 CFR 49) except that wherever the word Government appears, it shall be deleted and the word Agency shall be substituted in lieu thereof. Termination for Default The Agency may, by written notice of default to the Contractor, terminate the whole or any part of the Contract if the Contractor fails for the following reasons, including but not limited to: (1) to make delivery of the supplies within the time specified any approved extension; (2) to perform the services within the time specified herein or any approved extension; (3) to make progress as to endanger performance of the Contract in accordance with its terms; or (4) to perform any of the other material provisions of the Contract. Prior to termination, a Cure Notice shall be issued by the Agency. The Cure Notice will identify the problems and deadlines that need to be met to remedy the problems to avoid termination for default. If the Contractor does not respond with an acceptable action plan to remedy the default or commence to remedy the default within a period of fourteen (14) calendar days (or such longer period as the Agency may authorize in writing) after receipt of notice from the Agency specifying such failure, the Agency may issue termination for default. If the Contract is terminated in whole or in part for default, the Agency may procure, upon such terms and in such manner as the Agency may deem appropriate, supplies or services similar to those so terminated. The Contractor shall be liable to the Agency for any excess costs for such similar supplies or services, and shall continue the performance of the Contract to the extent not terminated under the provisions of this clause. Except with respect to defaults of Subcontractors, the Contractor shall not be liable for any excess costs if the failure to perform the Contract arises out of a cause beyond the control and without the fault or negligence of the Contractor. If the failure to perform is caused by the default of a Subcontractor, and if such default arises out of causes beyond the control of both the Contractor and Subcontractor, and without the fault or negligence of either of them, then the Contractor shall not be liable for any excess costs for failure to perform, unless the supplies or services to be furnished by the Subcontractor were obtainable from other sources and in sufficient time to permit the Contractor to meet the required delivery schedule. Payment for completed supplies delivered to and accepted by the Agency shall be at the Contract price. The Agency may withhold from amounts otherwise due the Contractor for such completed supplies such sum as the Agency determines to be necessary to protect the Agency against loss because of outstanding liens or claims of former lien holders. If, after notice of termination of the Contract under the provisions of this clause, it is determined for any reason that the Contractor was not in default under the provisions of this clause, or that the default was excusable under the provisions of this clause, the rights and obligations of the parties shall be the same as if the notice of termination had been issued pursuant to termination for convenience of the Agency. Compliance with Laws and Regulations The Contractor shall at all times comply with all applicable laws, regulations and, if federally funded, FTA regulations, policies, procedures and directives, including those listed directly or by reference in the agreement between the Agency and FTA that funds any part of the Contract, as they may be amended or promulgated from time to time during the term of the Contract. The Contractors failure to so comply shall constitute a material breach of the Contract. Prior to commencing any Work requiring a permit or similar authorization, the Contractor shall secure and pay for all necessary licenses, fees, inspections, permits and similar authorizations from governmental authorities required to fulfill the Contract requirements and the Contractors obligations. All such fees and charges shall be paid for by the Contractor. Changes of Law Changes of law that become effective after the Proposal Due Date may result in changes that affect price. If a price adjustment is indicated, either upward or downward, then it shall be negotiated between the Agency and the Contractor, and the final Contract price will be adjusted upward or downward to reflect such changes in law. Such price adjustment may be audited, where required. Governing Law and Choice of Forum The Contract shall be governed by the laws of [insert state name] without regard to conflict of law rules. The Contractor consents to the jurisdiction of the identified State, County of [insert county name]. Claims Notice of Intent to Claim The Contractor shall give to the Agency a written Notice of Intent to Claim within fifteen (15) calendar days after the parties have been unable to negotiate a pending change related to any act or event for which it intends to seek adjustment in the Contract Price, Contract Time, terms or schedule. The notice shall set forth the basis of the Claim and an estimate of any costs and time impacts involved. The written Notice of Intent to Claim shall set forth the following: The reasons the Contractor believes additional compensation and/or allowance of additional time may be due; The nature of the costs involved or time needed; The Contractors plan for mitigating such cost and delay; and The Contractors best estimate of the amount of potential claim and time extension, and basic facts supporting the amount and time claimed. Claim Submittal The Contractor shall submit its Claim within 30 calendar days after submitting the Notice of Intent to Claim. The following must be provided with the Claim: Detailed factual statement of the Claim, with all necessary facts, events, locations and affected Work. Date of the event giving rise to the Claim; if there are continuing or multiple events, provide all dates necessary to support the Claim. Names of all persons who made any statements with respect to, or are knowledgeable of the facts and events giving rise to the Claim. Specific provisions of the Contract supporting the Claim, with a statement of supporting rationale. Identification of all documents including meeting minutes, transcriptions of oral communications, photographs, videos, tapes and other evidence supporting the Claim. Detailed analysis of a request for an extension of item. Detailed breakdown of request for additional compensation. Failure to submit sufficient detail to permit the Agency to conduct a review of the Claim may result in rejection of the Claim. Each Claim the Contractor submits for an adjustment that is related to a delay for any cause shall include the following: A time impact analysis and a revised schedule demonstrating how the delay is incorporated into the schedule; and Alternative proposal(s) and a revised schedule that demonstrate how the delay will be eliminated or mitigated. The Contractor shall maintain cost records of all Work, which is the basis of any Claim, in the same manner as is required for Changed Work in GC 8, Changes. Claims Process Within 30 calendar days after the receipt of the Claim, the Agency shall either render a decision, provide an estimated date when a decision will be made, or request that the Contractor submit additional information and details to establish the facts and contentions involved in the Claim. If the Agency does not make a decision within 30 days after it receives all information required to evaluate the Claim, or within any extended period mutually agreed to in writing by the parties, the Claim shall be deemed rejected by the Agency, and the Contractor shall be notified in writing. If the Contractor fails to comply with any provision of this Article in the time and manner specified, it shall waive any relief that might otherwise be due with respect to such Claim. The Agency may at its discretion, unilaterally or in agreement with the Contractor, make payments or grant extensions of time on any part of a Claim it determines to have been substantiated to its satisfaction. If the Contractor agrees to a final payment or extension of time related to a certain, described portion of its Claim, such agreements shall constitute an unconditional release of the Agency from any further obligations related to that described portion of the Claim. If the Agency finds the Claim to have merit, in whole or in part, then the Agency and Contractor will negotiate the terms of a Change Order in the Work in compliance with GC 8, Changes. If the Contractor and the Agency are unable to reach agreement on a Change Order, then the Agency may issue a unilateral Change Order. The unilateral Change Order shall constitute a final decision by the Agency. If any Claim or portion thereof remains in dispute following a final decision by the Agency, then the Contractor may pursue further resolution through GC 9.11, Disputes. Pending final resolution of a Claim, the Contractor shall proceed diligently with the performance of its obligations under the Contract in accordance with the written directions of the Agency. No Claims After Final Payment In no event shall any claims be made after Final Payment. Failure by the Contractor to submit claims in a timely manner shall result in a waiver by the Contractor as to such claims. Disputes NOTE: The following section deals with disputes arising after Contract award and not during the procurement process. The latter are protests that should be dealt with under the Agencys procurement procedures. Outlined below are example provisions and recommendations for drafting a disputes resolution clause to be included in the Contract. Included are stepped negotiations, submission for Agency executive decision and alternatives dispute resolution. However, by mutual agreement the matter may be taken immediately to any higher step in the resolution process, or a mutually agreed-to alternative dispute resolution process (which may include structured negotiations, mediation or arbitration) or litigation. Except as otherwise provided in the Contract, any dispute concerning a question of fact arising under or related to the Contract that is not disposed of by agreement shall be decided in accordance with the following steps. However, by mutual agreement the matter may be taken immediately to any higher step in the dispute resolution process, or mutually agreed-to alternative dispute resolution process (which may include structured negotiations, mediation or arbitration) or litigation. Pending final resolution of a dispute hereunder, the Contractor shall proceed diligently with the performance of the Contract and in accordance with the Agencys Authorized Representative or Executive Officers decision, as the case may be. Notice of dispute. All disputes shall be initiated through a written dispute notice submitted by either party to the other party within fourteen (14) calendar days of the determination of the dispute. Negotiation between authorized representatives. The parties shall attempt in good faith to resolve any dispute arising out of or relating to the Contract promptly by negotiation between individuals who have authority to settle the controversy and who are at a higher level of management than the people with direct responsibility for administration of the Contract. Any party may give the other party written notice of any dispute not resolved in the normal course of business as provided in Paragraph 1 above. Within fourteen (14) calendar days after delivery of the dispute notice, the receiving party shall submit to the other party a written response. The dispute notice and written response shall include: (1) a statement of the partys position and a summary of the arguments supporting that position; (2) any evidence supporting the partys position; and (3) the name of the individual who will represent that party and of any others who will accompany the executive in negotiations. Within twenty-eight (28) calendar days after delivery of the dispute notice, the Authorized Representatives of both parties shall meet at a mutually acceptable time and place, and thereafter as they reasonably deem necessary, to attempt to resolve the dispute. All reasonable requests for information by one party to the other shall be honored. Referral to executive management. If the matter has not been resolved by the Authorized Representatives within twenty-eight (28) calendar days of the dispute notice, then the dispute may be referred to executive management to settle the dispute and who shall likewise meet to attempt to resolve the dispute. Should the dispute not be resolved by negotiation between Authorized Representatives, the Agencys Authorized Representative shall submit a written request for decision to the Agencys Executive Officer along with all documentation and minutes from the negotiations. The Executive Officer shall issue a written decision within fourteen (14) calendar days or a date mutually agreed upon receipt of a request. For disputes involving [Agency to establish dollar amount] or less, the decision of the Executive Officer shall have the ability to render administratively a final and conclusive decision. This decision of the Executive Officer shall be administratively final and conclusive unless, within thirty (30) calendar days from the date of delivery of the written decision, the Contractor appeals the decision in writing to the Agency. Such an appeal shall cause the decision to be submitted to an arbitrator for binding resolution for dispute involving [Agency to establish dollar amount] or less and for nonbinding resolution for disputes involving [Agency to establish dollar amount] or more. Within thirty (30) calendar days of the issuance of any administratively final and conclusive decision under this paragraph, the Contractor shall notify the Agency in writing of the Contractors agreement with the final decision except when it appeals the decision in accordance with the above. Any dispute that is not resolved by the parties through the operation of the provisions of this paragraph, or any mutually agreed-upon alternative disputes resolution process pursuant to Paragraph 6, may be submitted to any court in [insert State name]. Pending final resolution of a dispute hereunder, the Contractor shall proceed diligently with the performance of its obligations under the Contract in accordance with the written directions of the Agency. Alternative dispute resolution. If agreed to by both parties, disputes may be resolved by a mutually agreed-to alternative dispute resolution process that may include structured negotiations different from Paragraph 2 above, such as mediation or arbitration. NOTE: If arbitration is not to be included, then the following clauses should be deleted. They are only examples of arbitration clauses that may be included. They are not intended as a recommendation but are provided for purposes of illustration. Arbitration under [dollar amount]. Disputes appealed to arbitration involving less than [Agency to establish dollar amount] shall be decided by a qualified and independent arbitrator, selected through the American Arbitration Association and mutually agreed to by both parties. The arbitrator shall conduct all proceedings in accordance with the rules of the American Arbitration Association, and shall consider the Contract, equity, the prevailing law and established commercial practices in rendering a decision. Arbitration over [dollar amount]. Disputes appealed to arbitration involving [Agency to establish dollar amount] or more shall be decided by three (3) qualified and disinterested arbitrators selected through the American Arbitration Association. One arbitrator shall be selected by each of the parties, and the two selected arbitrators shall select a third arbitrator within fourteen (14) calendar days of their selection. The arbitrators shall conduct all proceedings in accordance with the rules of the American Arbitration Association and shall consider the Contract, equity, the prevailing law and established commercial practice in rendering a decision. [Option A] The decision by the arbitrators shall be final and enforceable in any court having jurisdiction over the parties. [Option B] The decision of the arbitrators shall not be binding, and either party shall have the right to remedies provided by law. Maintenance of Records; Access by Agency; Right to Audit Records The Contractor shall permit the Agency, FTA, the Comptroller General of the United States, the Secretary of the U.S. Department of Transportation, the State of [insert state name] or any of their duly authorized representatives access to any books, documents, papers and records payroll and other data that are directly pertinent to or relate to the Contract, Contract modifications or Change Orders for the Contract for the purpose of making audits, examinations, excerpts and transcriptions and conducting audits and inspections. The requirements of this section are in addition to other audit, inspection and record-keeping provisions specified elsewhere in the Contract Documents. Confidential Information Access to government records is governed by the [insert city, state or local law]. Except as otherwise required by the [insert city, state or local law], the Agency will exempt from disclosure proprietary information, trade secrets and confidential commercial and financial information submitted or disclosed during the Contract period. Any such proprietary information, trade secrets or confidential commercial and financial information that a Contractor believes should be exempted from disclosure shall be specifically identified and marked as such. Blanket-type identification by designating whole pages or sections as containing proprietary information, trade secrets or confidential commercial and financial information will not ensure confidentiality. The specific proprietary information, trade secrets or confidential commercial and financial information must be clearly identified as such. Upon a request for records from a third party regarding the Contract, the Agency will notify the Contractor in writing. The Contractor must respond within twenty (20) days with the identification of any and all proprietary, trade secret or confidential commercial or financial information, and the Contractor shall indemnify the Agencys defense costs associated with its refusal to produce such identified information; otherwise, the requested information may be released. The Agency shall employ sound business practices no less diligent than those used for the Agencys own confidential information to protect the confidence of all licensed technology, software, documentation, drawings, schematics, manuals, data and other information and material provided by the Contractor pursuant to the Contract that contain confidential commercial or financial information, trade secrets or proprietary information as defined in or pursuant to the [insert city, state or local law] against disclosure of such information and material to third parties except as permitted by the Contract. The Contractor shall be responsible for ensuring that confidential commercial or financial information, trade secrets or proprietary information, with such determinations to be made by the Agency at its sole discretion, bears appropriate notices relating to its confidential character. During the performance of the Work under the Contract, it may be necessary for either party (the Discloser) to make confidential information available to the other party (the Recipient). The Recipient agrees to use all such information solely for the performance of the Work under the Contract and to hold all such information in confidence and not to disclose same to any third party without the prior written consent of the Discloser. Likewise, the Recipient agrees that all information developed in connection with the Work under the Contract shall be used solely for the performance of the Work under the Contract, and shall be held in confidence and not disclosed to any third party without the prior written consent of the Discloser. This Confidentiality section shall survive the termination or expiration of the Contract. Conflicts of Interest; Gratuities The Contractor is prohibited from engaging in any practice that may be considered as a conflict of interest under existing Agency policies and/or state law, and to refrain from participating in any gifts, favors or other forms of compensation that may be viewed as a gratuity in accordance with existing policies and laws. The Contractor shall take all reasonable measures to preclude the existence or development of an organizational conflict of interest in connection with Work performed under the Contract. An organizational conflict of interest occurs when, due to other activities, relationships or contracts, a firm or person is unable, or potentially unable, to render impartial assistance or advice to the Agency; a firm or persons objectivity in performing the Contract Work is or might be impaired; or a firm or person has an unfair competitive advantage in proposing for award of a Contract as a result of information gained in performance of the Contract. [Insert Agency requirements in accordance with the appropriate ethics guidelines.] General Nondiscrimination Clause In connection with the performance of Work provided for under the Contract, the Contractor agrees that it will not, on the grounds of race, religious creed, color, national origin, ancestry, physical disability, medical condition, marital status, sex, sexual orientation or age, discriminate or permit discrimination against any person or group of people in any manner prohibited by federal, state or local laws. Amendment and Waiver GC 9.16.1 Amendment Any modification or amendment of any provisions of any of the Contract Documents shall be effective only if in writing, signed by Authorized Representatives of both the Agency and Contractor, and specifically referencing the Contract. GC 9.16.2 Waiver In the event that either party elects to waive its remedies for any breach by the other party of any covenant, term or condition of the Contract, such waiver shall not limit the waiving partys remedies for any succeeding breach of that or of any other term, covenant or condition of the Contract. Remedies Not Exclusive The rights and remedies of the Agency provided herein shall not be exclusive and are in addition to any other rights and remedies provided by law or under the Contract. Counterparts The Contract may be executed in any number of counterparts. All such counterparts shall be deemed to constitute one and the same instrument, and each of said counterparts shall be deemed an original thereof. Severability Whenever possible, each provision of the Contract shall be interpreted in a manner as to be effective and valid under applicable law. However, if any provision, or part of any provision, should be prohibited or invalid under applicable law, such provision, or part of such provision, shall be ineffective to the extent of such prohibition or invalidity without invalidating the remainder of such provision or the remaining provisions of the Contract. Third-Party Beneficiaries No provisions of the Contract shall in any way inure to the benefit of any third party, including the public at large, so as to constitute such person a third-party beneficiary of the Contract or of any one or more of the terms and conditions of the Contract or otherwise give rise to any cause of action in any person not a party to the Contract, except as expressly provided elsewhere in the Contract. Assignment of Contract Neither party will assign nor subcontract its rights or obligations under the Contract without prior written permission of the other party, which permission shall not be unreasonably withheld, and no such assignment or subcontract will be effective until approved in writing by the other party. Independent Parties The Contractor is an independent contractor with respect to the performance of all Work hereunder, retaining control over the detail of its own operations, and the Contractor shall not be considered the agent, employee, partner, fiduciary or trustee of the Agency. Survival The following sections shall survive the nominal expiration or discharge of other Contract obligations, and the Agency may obtain any remedy under law, Contract or equity to enforce the obligations of the Contractor that survive the manufacturing, warranty and final payment periods: GC 6.2, Intellectual Property Warranty GC 7, Data Rights GC 9.1, Indemnification GC 9.9, Governing Law and Choice of Forum GC 9.11, Disputes GC 9.12, Maintenance of Records; Access by Agency; Right to Audit Records GC 9.13, Confidential Information SP 10.1, Contractor Safety Training SP 12.1, Parts Availability Guarantee Agency-Specific Provisions [Insert as required] SECTION 4: SPECIAL PROVISIONS NOTE: This section should be customized to meet the Agencys specific requirements for each individual project or Contract, as well as local and state requirements. The special provisions are intended to amend and supplement the General Conditions to meet the individual requirements of each project. These provisions should be considered as guidance and be modified, added to or deleted by the Agency, as appropriate. General Wherever in the Contract Documents the following abbreviations, acronyms, definitions, terms or pronouns in place of them are specified, they shall in each case be understood to mean the following: [Insert terms to be defined] All documents delivered by the Contractor shall be in English. Sustainability Note: If the Agency has its own sustainability policy that includes the responsibility to make sure all of its contractors are informed of this policy, then the following language is recommended: The Agency recognizes that being sustainable (environmentally, economically and socially responsible) involves everyone, both internal and external to the Agency. The Agency expects its contractors to have their own sustainability policies and programs in place and to provide services in line with the principles established therein. Implementation of sustainable practices may include maximizing the use of environmentally and socially responsible materials and services, utilizing energy-efficient and non-polluting vehicles, equipment and processes, and ensuring employee awareness of sustainability initiatives. The Agency has a sustainability policy that includes the responsibility to make sure all of its contractors are informed of this policy. The Contractor will provide the Agency with a statement indicating that responsible parties have read and understand the Agencys sustainability policies and that it agrees to use reasonable efforts to conduct its work and operations in a manner which is consistent with them. In addition the Contractor will provide the Agency with a copy of its corporate sustainability policy. Schedule Period of Performance and Delivery Schedule Period of Performance The period of performance, excluding warranty, is from the date of Notice to Proceed through Notice of Completion (as defined in SP 4.7, Final Completion). Time is of the essence in the Contract. Note: Considerations that need to be made in developing this section include the Agencys capacity to accept LRVs, the revenue operations date, the Agencys funding schedule and the Agencys issuance of NTP. The milestones that need to be called out in the schedule include the first and second LRV, a nominal delivery rate (minimum of x cars per month and maximum of y cars per month), and the final car. The schedule should be adjusted to reflect the needs of the Agency. The following is an example of a delivery schedule for a 16 LRV procurement that is based upon an existing production design. The delivery schedule for a new design LRV will require additional milestones and time to accommodate design review dates, testing and other elements. Items such as training and manuals may be moved forward in the schedule. Light Rail Vehicle Procurement: Schedule and Mandatory Milestones (Example) MilestoneTime from NTP (Notice to Proceed)Contractual delivery of first carNo earlier than 24 months after NTP, and no later than 26 months after NTPContractual delivery of second through 15th carAt a nominal rate of two cars per month, starting no later than 28 months after NTPContractual delivery of the last (16th) carNo later than 36 months after NTPContractual delivery of one-half of all spare partsNo later than 24 months after NTP. Spare parts delivery shall not commence earlier than 20 months after NTP.Contractual delivery of remaining Spare PartsNo later than 36 months after NTPCompletion of contractual training No later than 28 months from NTPDelivery of final draft of all manualsNo later than 30 months after NTPContractual delivery of completed manualsNo later than 36 months after NTPContractual delivery of special tools and test equipmentNo later than 30 months after NTPContractual delivery of all as-built drawingsNo later than 36 months after NTPProgress Schedule and Progress Reports Within [90 days] after Notice to Proceed (NTP), the Contractor shall furnish to the Agency for the Agencys approval a detailed written progress schedule. During the entire term of Contract performance, the Contractor shall report to the Agency in writing at least monthly on the progress of performance. If any of the Contractors monthly reports indicates any potential delay in any of the critically dependent events identified on the schedule, the Contractor shall submit a detailed statement of action it intends to take to avoid the delay. Progress Schedule NOTE: If an Agency desires to have the Contractor utilize specific scheduling software, then that requirement should be noted in this section. The progress schedule shall include a narrative introduction describing the approach to the project and schedule, fabrication, manufacturing and assembly plants and methods, shipping method, coding structure, other schedule systems used by the project and their relations to the critical path method (CPM) schedule. Activities shall be discrete items of Work that must be accomplished under the Contract and that when complete, produce definable, recognizable entities or stages within the project. The project schedule shall have all critical paths indicated, showing all major Work tasks, including the following: Payment milestones Contractor and Subcontractor/Supplier submittals including review cycles Design review meetings Drawing packages requiring approval Major off-site inspections and acceptance tests Major steps of carbody fabrication Major subsystem deliveries Assembly milestones All progress payments The schedule shall show the project milestones in calendar days, with the NTP as the starting date and project activities with duration shown in working days. The project milestones and activities shall be logically connected with NTP as a start date and Final Completion as an end date. The CPM schedule report shall be time scaled, have a clearly marked critical path and include the following: activity identification number, activity description, original duration, remaining duration, percent complete, early and late start, total float, and activity area with bars. Monthly Progress Report The Contractor shall prepare a progress report each month for the Agency, starting with the first full month after NTP. The schedule update shall be due on the 10th of the following month. At the kickoff meeting, the Contractor shall present for the Agency approval a monthly progress report format. The Monthly Progress Report shall be based upon actual progress of the Work and shall include at a minimum: A summary of Work accomplished during the month, including actual completion dates and start dates; Description of any late schedule activities and workarounds needed to recoup schedule losses; Major Work activities planned for the following month, including estimated remaining durations for activities in progress and estimated start dates; Date and location for the forthcoming inspection and testing activities for the next three months, with the updates, if there are any, easily identifiable; An updated engineering change status report and description of any delays due to changes; Status of all Contractor and Subcontractor drawings; An updated project schedule; Status of correspondence; and Updated status on required Contract deliverables. Liquidated Damages (LDs) Note: Section 10, Appendix A: Guidelines for Calculating Liquidated Damages, provides guidance on how to determine liquidated damages. The Agency will sustain significant damages as a result of the Contractors failure to complete the Contract Milestones listed within the time period stated in SP 3.1, Period of Performance and Delivery Schedule. These damages may include, but are not necessarily limited to, the following: Delays in completion and operation of the Agencys transit system. Increased costs of Contract Administration. Cost resulting from delays to interfacing Contractors The total amount for liquidated damages in this Section shall not exceed ten (10) percent of the Total Contract Price. The Agency may deduct the sum of liquidated damages from progress payments due or to become due under the Contract. The parties agree that liquidated damages shall be the sole and exclusive remedy for the issue they address. Liquidated Damages for Late Delivery Because the actual amount of these damages is and will be difficult to accurately determine, the parties agree to the liquidated damages specified below. Milestones Amount Per Day Contractual Delivery of first car [Set by Agency] Contractual Delivery of each production car [Set by Agency] The Agency reserves the right to waive the liquidated damages for late completion where circumstances causing the late completion are clearly beyond the control of the Contractor or where it is in the interest of the Agency to do so. In addition, the Agency reserves the right to waive Liquidated Damages due to delays caused by damages in transit which are of a significant enough nature to preclude a car from either Conditional Acceptance or Final Acceptance. If the damage sustained is through no fault of the Contractor, then the Agency may waive the LDs for a reasonable period of time to enable the Contractor to undertake the repairs. Liquidated Damages: Warranty The same payment for damages shall apply in the event that vehicles previously accepted by the Agency are out of service due to contractor-caused delays as described in WR 1.1.5, Extension of Warranty. Payment Payment Terms/Procedures General The Agency shall pay and the Contractor shall accept the amounts set forth in the price schedule as full compensation for all costs and expenses of completing the Work in accordance with the Contract, including but not limited to all labor, equipment and material required, overhead, expenses, storage and shipping, risks and obligations, taxes (as applicable), fees and profit, and any unforeseen costs. The Contractor shall submit invoices to the Agency according to the milestone payment schedule set forth in SP 4.2, Milestone Payment Schedule. The Agency will make payments as the Work proceeds on the invoices submitted, and each invoice may include any number and combination of milestone payments that are payable that period. Invoices need not be based on sequential milestones. Note: In the case of a federally assisted Contract, the Agency may want to include a statement such as the following in this section: The Contractor shall certify on each invoice that the total costs invoiced do not exceed the total milestone payment allowed. Each invoice shall be in a format approved by and in a quantity stipulated by the Agency, and shall include the following: Contract number Milestone(s) invoiced Model and serial number of the vehicle invoiced Unit and total prices by milestone number Total invoice amount, including the funds to be retained by the Agency Note: The Agency may also include in this paragraph instructions related to special payment procedures such as submittal of electronic invoice submittals and electronic funds transfer. Invoices shall be submitted to the following address: [Insert name and address where invoices should submitted] Payment shall be made to the Contractor within 30 calendar days of receipt of an accurate and correct invoice. The determination of whether the invoice is accurate and correct will be made solely by the Agency. Advance Payment NOTE: Early payments to the Contractor are often required to initiate the Contract, particularly to procure long-lead-time items. A method that some agencies use is an advance payment with an advance payment bond or other form of security. The bond amount should not be less than the Agencys financial exposure for the advanced payments. If advance payment is used, the milestone payment schedule should be adjusted appropriately. If advance payment is not utilized, this section should be deleted. It should be noted that advance payments create risk for the Agency, but at the same time they will result in a reduced cost to the Agency. FTA requires that the Agency obtain adequate security when an advance payment is provided. Local matches for FTA-funded procurements may be utilized by the Agency for such advance payments. The following is an example of the language that could be inserted in the RFP when advanced payment is used. The Agency may pay to the Contractor [insert percentage amount up to 20 (twenty) percent] of the total amount of the price schedule within [insert number] calendar days after the issuance of the Notice of Award and upon receipt of Contractors invoice and provision by the Contractor the evidences of insurance required by SP 5.2, Insurance, and performance bond specified by SP 5.1, Performance Security Requirements. Retention The Agency shall deduct and retain from each periodic payment an amount equal to five (5) percent of the total amount payable under the invoice. Retention shall be held by the Agency to secure the Contractors obligations to perform in accordance with the Contract Documents. At the Contractors request, the retention amount may be held in an interest-bearing escrow account with interest earned on the account paid to the Contractor. Costs of the escrow account will be borne by the Contractor. Retention for all vehicles will be released at issuance of Notice of Completion as referenced in SP 4.7, Final Completion. Use of Retained Funds The Agency shall have the right to deduct from retention held by the Agency (or draw upon any retention escrow account established by the Contractor), any amounts reasonably necessary to make the Agency whole if the Contractor fails to: (1) correct defective Work in accordance with the Contract Documents; or (2) correct the open items set forth in the notice of Conditional Acceptance. In order to access retained funds as outlined above, the Agency shall give the Contractor written notification and provide sufficient time for the Contractor to cure the items identified in the notification. Milestone Payment Schedule Title to material included in any milestone payment request shall pass to the Agency upon payment by the Agency. Said title shall be free of all encumbrances. However, such transfer of title shall not relieve the Contractor of its responsibility for the furnishing, installation, fabrication or inclusion of said materials as a deliverable element of LRVs procured in accordance with the requirements of the Contract. Contract Milestone Payments: Management, Engineering, Tooling, Testing and Mock-ups1MilestonePaymentMilestone Description15%Approval of Contractors preliminary 13-week schedule, and delivery of copies of subcontracts for systems engineering, carshell and articulation, propulsion, braking, truck frame, door controls, air conditioning, train control, and user education, including all manuals. 25%Approval of engineering, production and drawing submittal schedules, and approval of the first schedule for the full term of the project, including vehicle delivery schedule.35%Approval of general vehicle arrangement drawings and System Safety Program Plan.45%Approval of vehicle cross-section drawings and vehicle static and dynamic clearance drawings.510%Approval of preliminary design review as outlined in TS 20.3.3.1.610%Approval of final design review as outlined in TS 20.3.3.1.710%Approval of carbody and truck stress analysis and structural test reports.84%Approval of HVAC subsystem qualification test.94%Approval of propulsion subsystem qualification test. 104%Approval of brake subsystem qualification test.114%Approval of communication subsystem qualification test.124%Approval of doors subsystem qualification test.134%Approval of train control subsystem qualification test.144%Approval of auxiliary electrical subsystem qualification test.154%Approval of coupler subsystem qualification test.163%Approval of front end and Operator cab mock-up.173%Completion and approval of all subsystem First Article Inspections.182%Approval of Failure Modes and Effects Criticality Analysis (FMECA)194%Completion and approval of all car-level design qualification tests (includes climate room, brakes tests, ride quality, pass-by noise level, EMI, etc.).202%Completion and approval of weight control program plan.214%Acceptance of vehicle First Article Inspection.1. Payment is expressed in percentage of Contract Price for Management, engineering, tooling, testing and mock-ups. Approval means specific written approval for that Milestone by the Agency.Individual Vehicle Milestone Payments1MilestonePaymentMilestone DescriptionA10%Submittal of Supplier acknowledgment of receipt of purchase orders for long lead time subcontracts for carshell and articulation, propulsion, braking, truck frame, door controls, air conditioning, and train control systems.B30%Successful completion of each vehicle shell and successful completion of shell water test.C20%Release of vehicle for shipment of LRV to Agency per SP 6, Shipping, Delivery and Acceptance.D20%Conditional acceptance. E20%Final acceptance. 1. Payment is expressed in percentage of individual LRV Unit Price. Successful completion means specific written approval for that Milestone by the Agency. Contract Milestone Payments: Special Tools, Diagnostic Equipment, Spare Parts and Manuals1MilestonePaymentMilestone Description1ALump sumSpecial tools; upon delivery1BLump sumDiagnostic and bench test equipment; upon delivery2A50%Approval of all operating and maintenance training program lesson plans and student guides.2B50%Completion of operating and maintenance training programs, reverse order.3A50%Manuals; upon delivery and approval of draft operating, maintenance and parts manuals.3B50%Manuals; upon delivery and approval of final operating, maintenance and parts manuals.1A50%Spare parts; first milestone delivery as defined in SP 3.1, Period of Performance and Delivery Schedule.1B50%Spare parts; second milestone delivery as defined in SP 3.1, Period of Performance and Delivery Schedule.1. Payment is expressed in percentage of total Contract price for training, manuals and spare parts.Prompt Payments Agency Prompt Payment NOTE: The provision below should be included if the Agency has no applicable prompt payment law or regulation. The Contractor may charge interest for late payment if payment is delayed more than ten (10) days after the payment Due Date as set forth in SP 4.1.1, General. Interest will be charged at a rate not to exceed the prime rate of interest published by The Wall Street Journal on the 10th day. Subcontractor Prompt Payment Note: The following is an example of a prompt payment provision. This section must be tailored for the specific jurisdiction. The Contractor shall pay any Subcontractor approved by the Agency for Work that has been satisfactorily performed no later than ten (10) days from the date of the Contractors receipt of milestone payments by the Agency. The Contractor or Subcontractor shall return all monies withheld in retention from all Subcontractors within twenty (20) days after receiving payment for Work satisfactorily completed and accepted including incremental acceptances of portions of the Contract Work by the Agency. Any delay or postponement of payment may take place only for good cause and with the Agencys prior written approval. This clause applies to both DBE and non-DBE Subcontractors. In the event the Contractor does not make progress payments or release retentions to the Subcontractors in accordance with the time periods in this section, the Contractor may be subject to other penalties as outlined in the Contract. Units of Currency/Currency Adjustment All Contractor invoices for payment shall be accounted in U.S. dollars, and all Agency payments to the Contractor shall be in U.S. dollars. There shall be no adjustments to Contract price for currency fluctuations through the term of the Contract, except for option car orders as described in SP 8.2, Prices of Optional Light Rail Vehicles (Including Escalation). Economic Price Adjustment (Reserved) Note: Typical LRV contracts are usually small enough and delivered over a relatively short period of time, which negates the need for economic price adjustments. However, an Agency considering a large order with a long delivery period may want to consider the use of an economic price adjustment clause. Payment of Taxes Note: The following clause should be customized to reflect applicable state and local laws. Price Proposals are to be quoted exclusive of federal excise taxes and [insert state name] sales, use and transaction taxes. The Agency will furnish a federal excise tax exemption certificate, if applicable, and pay applicable [insert state name] sales, use and transaction taxes. All non-taxable charges, including all labor and shipping costs, shall be clearly separated from other charges on all invoices presented by the Contractor for payment. Final Completion The Contractor shall complete and shall deliver to the Agency all designated portions of the Work and all parts and requirements within the number of days set forth in the Contract milestones as defined in SP 3.1.1, Period of Performance. When all the Work has been performed and delivered in the quantities designated, the Work will be inspected by the Agencys designated representative. If the Agencys representative finds that the Work has been completed in all aspects and all documents have been submitted and all training has been completed, all in accordance with the Contract milestones as defined in SP 3.1.1, then the Agency will issue a Notice of Completion and make payment in accordance with the payment provisions. Final Payment and Claims Before applying for final payment, the Contractor shall complete all Work, and shall correct any deficiencies in the Work and any Work rejected by the Agency. Within thirty (30) days after the date of Notice of Completion issued by the Agency, the Contractor shall prepare and present to the Agencys Representative a Proposed Final Invoice in writing. The Proposed Final Invoice shall show the proposed total amount of compensation under the Contract, including therein an itemization of said amount segregated as to Contract item quantities, and other bases for payment. It shall also show all deductions made or to be made for prior payments and amounts to be kept or retained under the provisions of the Contract, together with any and all potential claims that have not yet been resolved or a statement that no claims will be filed. All prior invoices and payments shall be subject to correction in the Proposed Final Invoice. No claim for which a Notice of Potential Claim is required will be considered unless the Contractor has strictly complied with the notice provisions in GC 9.10.1, Notice of Intent to Claim. Performance Security/Insurance Performance Security Requirements Note: The Agency may increase or decrease the percentage amount of the security amounts outlined below. But it should be noted that while an increase in the amount will reduce the risk to the Agency, it will increase the cost of the procurement to the Agency. The Contractor shall furnish, at its own expense, a performance guarantee in the form of one of the following: A letter of credit in the amount of [up to 50 percent of the total Contract amount] in a form approved by the Agency. The security should be an irrevocable letter of credit issued by a bank with an underlying rating of AA- or better by Standard & Poors or Aa3 or better by Moodys Investor Service. A performance bond from a surety duly licensed to do business in the State of [insert state name] having a financial rating from A.M. Best Company of A VIII or better, in the amount of [up to 50 percent of the total Contract amount]. A parent company guarantee. The Agency may consider other Contractor-proposed alternates to the bonding requirements, such as a corporate guarantee, provided by a sufficiently large and financially stable parent company of the Contractor. The security shall cover all of the Contractors obligations under the Contract, except for the warranty, and shall remain in force until said obligations have been fulfilled. The security amount may be reduced as follows: To sixty-five (65) percent of the original amount when fifty (50) percent of the required number of cars are conditionally accepted; To thirty (30) percent of the original amount when seventy-five (75) percent of the required number of cars are conditionally accepted; and To zero (0) percent of the original amount when one hundred (100) percent of the required number of cars are conditionally accepted. When options in the Contract are exercised the Agency will require a Performance Security equal [up to 25 percent] of the total option Contract price. The Performance Security shall be reduced according to the schedule above. In the case that a security guarantor becomes insolvent, its license is revoked or suspended, or its rating is downgraded, the Contractor shall notify the Agency promptly and shall substitute other and sufficient performance security. If the Contractor fails to do so, such failure may be an event of default at the sole discretion of the Agency. The Contractor shall deliver the performance bond or Letter of Credit to the Agency within ten (10) days after it has been notified by the Agency of award. Insurance Evidence of Coverage Contractor shall deliver to the Agency, within ten (10) days after receiving Notice of Award of the Contract, an ACORD form (Certificate of Liability Insurance) evidencing the required insurance coverage. A Notice to Proceed will not be issued until all required insurance documentation is in place. Continuation or Change in Coverage: The Contractor shall maintain in effect during the term of the Contract, including any warranty period, at its own expense, at least the coverage and limits of insurance set forth below. Prior to the cancellation modification or expiration of any insurance during the Contract performance, the Contractor shall furnish evidence of such to the Agencys designated representative. Endorsements The general liability and automobile liability policies are to contain, or be endorsed to contain, the following provisions: The Agency, its subsidiaries, officials, representatives and employees are additional insureds with respects to the Contractors operations, products and completed operations in connection with the Contract. Stipulation that the Insurance is primary insurance and that no insurance or self-insurance of the Agency will be called upon to contribute to a loss. Any insurance or self-insurance maintained by the Agency shall be excess of the Contractors insurance and shall not contribute with it. Coverage applicable to Products and Completed Operations as required in this Section shall be maintained for a period of [insert number] years after the completion of all Work performed under the Contract. Required insurance. Statutory Workers Compensation and Employers Liability insurance and/or qualified self-insurance program in the amount of [insert statutory limit] covering Suppliers employees while on Agency property. Commercial general liability insurance. Bodily Injury and Property Damage, including Contractual Liability covering the indemnification contained herein, $10,000,000 combined single limits per occurrence, $10,000,000 aggregate, where applicable. The Commercial General Liability Insurance policy shall not contain X, C and U (explosion, collapse, and underground) exclusions. Product liability. $5,000,000 per occurrence, $10,000,000 annual aggregate for a period of five years after acceptance of the last LRV delivered under the Contract. Automobile liability insurance. Bodily Injury and Property Damage, $1,000,000 combined single limits per occurrence. Shipping, Delivery and Acceptance Shipment Authorization Each car shipped from the Contractors plant to the Agency shall be complete and in compliance with all provisions of the Contract, except as may be noted below. Prior to shipment of each car, the Contractor shall obtain a shipping release (see Section 10, Appendix F) signed by the Agencys Representative or designee. The shipping release shall certify that the car is complete, has passed all pre-shipment tests described in the Technical Specification and complies with approved Contractors drawings, samples, is accompanied by an up-to-date Car History Book, and other agreed-upon conditions for shipping. To accommodate any and all tests that may be necessary, the Contractor shall provide a minimum of ten (10) days notice to the Agencys Representative prior to each shipment. The Agency Representative, at his or her sole discretion, may permit shipment of a car with minor Defects or open items approved by the Agencys Representative that will not affect testing and can easily be corrected after shipment. All known Defects and open items shall be submitted by the Contractor with the request for shipping release. The shipping release shall not be construed nor inferred to constitute car acceptance by the Agency. Shipment All shipments shall be packaged and packed in a manner to ensure the integrity of product during transportation, handling and temporary storage. Due regard shall be given to protection from loss and pilferage, physical damage, and the effect of the elements and environmental conditions. The Agency reserves the right to review and approve a shipping plan. If shipped by sea, every effort will be made to provide below-deck shipping and storage for all cars or car components to provide enclosed protection against damage from handling and from exposure to the marine environment and adjacent shipments. During shipment, each car shall be equipped with an impact recorder provided by the Contractor and approved by the Agency. The recorder shall record all handling impacts. All records shall become the property of the Agency and shall be appended to the Car History Book. The Contractor shall require shippers to log and record any incidents of damage or potential damage to the LRVs and LRV components, and of interruption of shipments. The Contractor shall report such shipment incidents to the Agency promptly upon the Contractors receipt of such information, describing the nature of the shipment damage, potential damage or interruption, and the actions taken and to be taken to complete the shipment and repair any damage. The Contractor shall assume full responsibility for determining the haul routes to be utilized and confirming that the jurisdiction through which its haul routes will pass will permit the hauling operations with respect to laden weights, type of vehicle, frequency and dimension of loads, required traffic control, and hours of operation. All necessary permits, licenses or bonds shall be obtained and paid for by the Contractor. Evidence of Delivery and Shipping Destination (FOB point) Delivery of the LRVs shall be freight on board (FOB) destination. Contractor is responsible for all delivery costs, including risk of loss, to the Agencys final destination on board the carriers conveyance to the location specified below. Delivery of rail car(s) shall be evidenced by signed receipt by the Agencys designated Representative, [insert name and contact information], at the following point of delivery: [Insert address] A receipt signed by the Agencys Representative upon delivery of the car does not constitute the Agencys acceptance of either the condition of the car or its conformance with the terms of the Contract. Risk of loss for the car shall pass to the Agency at the time of delivery. Title to material shall not pass to the Agency until written acceptance thereof. Delivery of all other Contract deliverables shall be FOB destination. Contractor is responsible for all delivery costs, including risk of loss, to the Agencys final destination on board the carriers conveyance to the location specified below. Delivery shall be evidenced by signed receipt by the Agencys designated Representative, [insert name and contact information], at the following point of delivery: [Insert address] Unloading The Contractor shall be responsible for the unloading of cars, test equipment and spare parts at the designated delivery point as instructed by the Agency. After arrival at the Agencys facility, each car shall be examined jointly by Representatives of the Agency and the Contractor for shipping damage. The Agency then will issue a receiving notice to the Contractor, which will acknowledge receipt of the car and describe any missing parts or visible damage that may have occurred during shipment. Acceptance Testing The Agency will conduct acceptance tests on each delivered LRV. These tests shall be completed within fifteen (15) days after delivery and shall be conducted in accordance with approved written Test Plans consistent with the Technical Specifications. The purpose of these tests is to identify Defects that have become apparent between the time of LRV release and delivery to the Agency. The acceptance tests shall include visual inspection and car operations. No acceptance test shall apply criteria that are different from the criteria consistent with the Technical Specifications. The Agency shall record details of all Defects on the appropriate test forms and shall notify the Contractor of acceptance or non-acceptance of each car after completion of the tests. The Defects detected during these tests shall be repaired according to procedures defined in SP 6.7.3, Non-Acceptance and Repairs after Non-Acceptance. Delivery of Special Tools, Diagnostic Equipment, Spare Parts and Manuals Spare parts shall be of production configuration and successfully tested. Delivery shall be completed in accordance with the Milestone Schedule. Acceptance of spare parts will be deemed to have occurred after delivery, successful completion of Agency receiving inspection, relevant functional testing, and written notification of Acceptance by the Agency Representative. Delivery of special tools and diagnostic equipment shall be completed in accordance with the Milestone Schedule. Delivery of manuals shall be made in two stages with interim deliverables likely to be required to ensure that manuals remain up to date with vehicle production and delivery. The initial delivery of draft manuals is shown in the milestone schedule and shall consist of full sets of all manuals in the quantities indicated. The final delivery shall consist of the complete updated manuals and the electronic media in the quantities indicated. Acceptance of the manuals will be deemed to have occurred after delivery of the final manuals in the quantities indicated and upon written notification of acceptance by the Agency Representative. The Agency reserves the right to refuse delivery of cars if spare parts, special tools, test equipment or manuals are not delivered in accordance with the Milestone Schedule. Conditional Acceptance, Final Acceptance and Non-Acceptance Conditional Acceptance Conditional Acceptance of a vehicle is defined as a completely assembled car on the Agency property subject to the provisions outlined below. The vehicle shall have all requirements successfully verified consistent with TS 21, Requirements Management, Design Validation and Verification, and be ready to run in revenue service except for minor Defects that require corrective action but will not materially affect revenue service operations. Conditional Acceptance requires that all documentation for the vehicle, including the Car History Book, per TS 23.3.3, has been delivered to and accepted by the Agency. The Contractor shall submit a corrective action program and schedule for each Conditionally Accepted vehicle for the Agencys approval. If the Contractor fails to complete the program in accordance with the approved schedule, then repairs to the cars may be made in accordance with the procedures outlined in WR 2, Repair Procedures. The Agency will issue a Vehicle Conditional Acceptance and Inspection form to the Contractor for each vehicle when the vehicle meets the conditions specified in this section. (See Section 10, Appendix F, Form 4 for a sample.) Final Acceptance The Agency will issue a Vehicle Final Acceptance and Certificate of Title to the Contractor for each vehicle when the following have been achieved (see Section 10, Appendix F, Form 5 for a sample): The car has been completed in full accordance to the Technical Specifications, including all testing, approved engineering submittals and Change Orders. The car has had all items of corrective action identified at the Conditionally Accepted stage completed. All required documentation for the car has been received and approved by the Agency. Non-Acceptance and Repairs after Non-Acceptance If a car fails any inspection or test, the Agency shall provide the Contractor with Notice of Non-Acceptance. Such notice shall be effective until Contractor corrects the Deficiencies and the Agency accepts the car after retest and inspection. Responsibility: The Contractor, or its Authorized Representative, shall at all times be responsible for correction of the Deficiencies. Work by the Agency: The Contractor may request the Agency to perform limited Work related to correction of Deficiencies. Such Work shall be subject to full reimbursement of the Agencys costs by the Contractor. Even if the Agency agrees to perform such limited Work, it shall remain the sole obligation of the Contractor to ensure proper correction of the Deficiencies. The Agencys responsibility will be strictly limited to competently performing the limited Work designated by the Contractor in accordance with the Contractors instructions. Time for correction: If a car is delivered but not Accepted because of a Deficiency, then the Agency shall issue a Notice of Non-Acceptance, and the Contractor shall have two days to correct the Deficiency or to request, in writing, a request for an extension of time including a definition of the problem, solution and a time line to correct the Deficiency. Project Management Contractors Personnel Contractors Project Manager During performance of the Contract, the Contractor shall assign a competent Project Manager who shall have full authority to act on behalf of the Contractor and all of the Contractors Subcontractors at all tiers in all matters within the scope of the Contract. The Project Manager shall have experience acceptable to the Agency. The Project Manager must be thoroughly familiar with all procedures involved in LRV production. With Notice to Proceed, the candidate submitted with the Proposers Offer shall become the Contractors Project Manager. If for any reason, and at any time, the candidate submitted by the Contractor is not acceptable to the Agency, or becomes unacceptable, the issue will be referred to the Contractors senior management. If the Contractor wishes to replace its Project Manager at any time during the performance of the Contract, it first shall submit the rsum of its new candidate to the Agency for Agency approval and shall not make the substitution without Agency approval. Other Key Personnel The Agency may also identify during performance of the Contract other key personnel, who will be subject to the same requirements and restrictions as set forth above for the Project Manager. Subcontractors and Suppliers The Contractor shall be fully responsible and liable for the products and actions of all Subcontractors and Suppliers at any tier. Any new, additional or substituted major subsystem Suppliers proposed to be used by the Contractor after the award shall be subject to Agencys prior written approval. No increase in the Contract Price(s) shall be allowed for any such substitution. The Contractor shall not make any substitution for any major subsystem Supplier or for any person or for any organization that has been previously accepted by the Agency as part of the Contract unless and until requested to do so by the Agency and/or unless such substitution is expressly approved by the Agency in writing. A major subsystem Supplier is defined as an individual or organization that supplies the major subsystems of the LRV as defined in the Technical Specifications (carbody, HVAC, etc.). Agency Project Manager Note: The ways various agencies organize and refer to their project staff can vary significantly. In this section, the Agency should outline who has the responsibility to direct the Work of the Contractor and any limitations on that responsibility. The following is an example of such a clause. The Agencys Project Manager shall be the formal contact between the Agency and the Contractor. The Agencys Project Manager shall be responsible for, on behalf of the Agency, all matters relating to the Contract, except changes to the Contract that involve price or time. The Contractor shall not rely on representations or orders of any other Agency representative, unless so authorized by the Project Manager. The Agencys Project Manager is hereby designated to be [insert name and contact information]. Project Meetings The Agencys Project Manager will schedule and preside over pre-production, periodic and special meetings throughout the progress of the Work. Agendas for the meetings may include, but are not necessarily limited to, discussions of in-plant observations, problems, conflicts, production schedules, delivery schedules, Supplier fabrication, quality standards, design review, Contract modifications, and any other topics that the Agencys Project Manager determines to be relevant to the project. The location for project meetings will be mutually agreed upon by the Agency and Contractor. Pre-Award and Post-Delivery Buy America Certification NOTE: The use of a third-party auditor is recommended to ensure confidentiality of cost data. The Proposer may require a nondisclosure agreement. The Agency is required by 49 CFR 663 to certify to FTA that a pre-award and post-delivery audit has been performed and that compliance with Buy America requirements has been verified. The post-delivery review must be completed before a rail vehicle title is transferred to the Agency, or before a rail vehicle is placed into revenue service, whichever is first. The review period begins when the Agency signs a formal Contract with the Contractor and ends before title transfer or use in service. The Contractor shall provide cost information of sufficient detail to allow an auditor to determine that federal Buy America requirements are met. The cost information shall be submitted by the Contractor and by the Contractors subcontractors directly to a representative designated by the Agency. The cost information, subject to state law, will be kept confidential to the greatest extent possible. Ownership and Use of Agency Documents All drawings, specifications, and copies thereof furnished by the Agency shall remain the property of the Agency. They are to be used only with respect to the Contract. With the exception of one Contract set for each party to the Contract, those documents are to be returned (or suitably accounted for) to the Agency upon request at the completion of the Work. Review of Drawings, Data and Designs All reviews of drawings, data and designs outlined in Section 20 of the Technical Specifications shall be completed by the Contractor and the Agency within thirty (30) days. Partnering Agency Partnering Policy It is the policy of the Agency to encourage the Contractor to enter into a Partnering arrangement with the Agency as described below. The Contractor is not obligated to enter into a Partnering arrangement with the Agency. There will be no penalties of any kind imposed on the Contractor if it elects not to participate in a Partnering arrangement. Partnering consists of a voluntary effort by the Agency and the Contractor to develop joint goals and to establish a cooperative atmosphere regarding execution of the Contract. To initiate the Partnering arrangement, the parties will conduct an open discussion prior to the start of the Work. It is expected that, at the conclusion of the initial discussion, the parties will express a consensus regarding, among other things, the respective goals in completing the Contract. Thereafter, the parties will continue discussions as necessary and will conduct periodic joint evaluations of performance throughout the life of the Contract. A maximum of one Partnering meeting during each quarter for the duration of the Contract should be planned. All Contractor costs in connection with the Partnering arrangement will be considered incidental to the Work. Partnering Goals The goals of Partnering are as follows: For the Contractor and the Agency to Work as partners; To avoid confrontation and litigation among parties; To reach a mutual understanding on how the Work is to be conducted; and To establish an atmosphere of trust and communication. Contract Rights The Partnering arrangement will not alter either the Agencys nor the Contractors legal rights and obligations under the Contract. Allowance An Allowance has been included in the Contract to pay the costs for expenses of the meeting(s). The Allowance will not cover salaries and costs of the participants. The Contractor, if it elects to participate in the Partnering arrangement, shall be responsible for the payment of the meeting expenses and will be reimbursed for these costs from the Allowance as described below. The Partnering Allowance is exclusive of any Work indicated in the Contract Documents for which payment is included under other specifically designed items in the Proposal Form. The Contractor shall submit a report with invoices to track and record actual expenditures and expenses related to the Partnering Allowance as applicable. Authorization for reimbursement to the Contractor will be based on such reports and invoices. Following issuance of the Notice of Completion, a Change Order will be prepared reflecting the exact amount due to the Contractor if different from the exact amount of the Partnering Allowance. Subsupplier Participation in Partnering If Contractor elects to participate in the Partnering arrangement, it is strongly encouraged to invite all selected (as determined by the Agency) Subsuppliers and anticipated Subsuppliers, regardless of tier, to participate in Partnering meetings and evaluations. Value Engineering The Contractor is encouraged to develop, prepare and submit value engineering change proposals (VECPs) voluntarily. The Contractor shall share equally in any instant Contract savings realized from accepted VECPs. Accepted VECPs will be incorporated into the Contract as Change Orders. Options Options for Additional Light Rail Vehicles The Contractor hereby grants the Agency and any permissible assignee options (Options) to purchase up to [insert number] additional vehicles (Option Vehicles). The Options shall be valid for a period of [insert period of time up to a maximum of five years] from the effective date of the Contract. There shall be no minimum order quantity for any option exercised prior to the baseline scheduled delivery date of the middle car in the base order. Any option exercised after the baseline scheduled delivery date of the middle car in the base order shall be subject to a minimum order quantity agreed to by the Contractor and the Agency/Assignee. The Agency may exercise or assign some or all of the options for additional light rail vehicles at its sole and absolute discretion. The Agency/Assignee and the Contractor will mutually establish the schedule for the options milestone payments per SP 8.3, Milestone Payments for Optional Light Rail Vehicles. Absent a mutual agreement of such schedule within 30 days, the Agency will establish the schedule within sixty (60) days. Prices of Optional Light Rail Vehicles (Including Escalation) Note: At the time of issuing the RFP, the Agency may want to examine the indices below to determine the most appropriate index and method for calculating escalation. The price for the option items listed in the Schedule of Prices shall be subject to a one-time adjustment (either up or down) at the time the option is awarded due to two price factors: Manufacturing Escalation (70 percent) and Currency Exchange Rate (30 percent). No adjustment will be made if the option is exercised within one year of Contract award. The base index period shall be the date of Contract award. For all adjustments, the percentage change shall be rounded to the nearest hundredth of a percentage point and the line item prices shall be rounded to the nearest dollar. Manufacturing Escalation Seventy (70) percent of the price for the option item shall be adjusted due to percentage adjustment in the applicable Producer Price Index (PPI) as described below. Manufacturing escalation adjustment index data source: United States Department of Labor, Bureau of Labor Statistics Producer Price Index Industry, Data Series ID: PCU336510 Industry: Railroad Rolling Stock Manufacturing, Product: Railroad Rolling Stock Manufacturing. Should PCU336510, Railroad Rolling Stock Manufacturing, be discontinued, then the following index shall be used: United States Department of Labor, Bureau of Labor Statistics Producer Price Index Industry, Data Series ID: PCUOMFG-OMFG, Industry: Total Manufacturing Industries, Product: Total Manufacturing Industries. The BLS PPI may be found at http://www.bls.gov/ppi/. Under PPI Databases, click on the One Screen Data Search for Industry Data, and a new browser window will open (make sure your browsers pop-up blocker is disabled). Find the appropriate higher-level code number in Block 1. Click on the appropriate code and the code, and lower hierarchal codes should be listed in Block 2. Click on the correct code in Block 2, then on Add to Your Selection in Block 3. Then click on GET DATA in Block 3, and a new window should open with the index table. (OMFG is the second from the bottom of the list). The final index data shall be used for the final price adjustment; however, preliminary index data (P) may be used for interim partial progress payment purposes. All indexes shall not be seasonally adjusted if applicable. The calculations of price adjustments shall always use the latest version of the applicable index. The percentage change is calculated as follows: The final index value of the PPI for the option month period minus the PPI index value for the award period, divided by the PPI index value for the award period, times 100 (for more information see Frequently Asked Questions and How is an index interpreted? on the BLS/PPI website). The following is for illustrative purposes only: For example, if the award date = December 2004, index = 144.2 If the option date = December 2006, index = 163.0 163.0 - 144.2 = 18.8 RC7000/RAM SP 56 of 57 18.8/144.2 = 0.1303744 0.1303744 100 = 13.04 percent Currency Exchange Rate Thirty (30) percent of the option price shall be adjusted due to the change in the currency exchange rate of the U.S. dollar to the currency of the LRV Contractor. The daily closing prices shall be used. The currency exchange rate data source shall be The Wall Street Journal. The percentage change is calculated as follows: The average of the exchange rate for the month preceding the option month minus the average exchange rate for the award month, divided by the average exchange rate for the award month, times 100. The following is for illustrative purposes only: For example if the award date = December 2004, average dollar exchange = 1.1234 If the option date = December 2006, average dollar exchange = 1.2345 1.2345 - 1.1234 = 0.1111 0.1111/1.1234 = 0.0988962 0.0988962 100 = 9.89 percent Milestone Payments for Optional Light Rail Vehicles Milestone payments for the option rail vehicles and associated deliverables will be made upon satisfactory completion and acceptance of each milestone in accordance with the milestone allocation percentages listed below: Option for [insert quantity] additional cars PaymentMilestone Description10%Submittal of vendor acknowledgment of receipt of purchase orders for long lead-time subcontracts for carshell and articulation, propulsion, braking, truck frame, door controls, air conditioning and train control systems.30%Successful completion of each vehicle shell and successful completion of shell water test.20%Release of vehicle for shipment of LRV to Agency per SP 5.1, Performance Security Requirements. 20%Conditional acceptance. 20%Final acceptance. 1. Payment is expressed in percentage of individual LRV unit price. Successful completion means specific written approval for that Milestone by the Agency.Options for Additional Spare Parts, Tools and Materials At the option of the Agency, the Contractor shall provide additional spare parts, special tools, diagnostic test equipment and manuals, drawings, training and training materials, illustrated parts catalog and publications to be used for the base LRV order. The pricing for the additional spare parts, special tools, diagnostic test equipment and manuals, drawings, training and training materials, illustrated parts catalog and publications shall be as set forth in the Schedule of Prices. Additional spare parts, special tools and diagnostic test equipment may be identified during the design of the LRV. The Contractor shall provide a listing of the additional recommended spare parts, special tools and diagnostic test equipment when the design of the first LRV is completed. The Agency shall order additional quantities of these items by written notice to the Contractor. An option to order additional items to be delivered with the base LRV order may be exercised at any time by the Agency up to the date of delivery of the last car purchased under the Contract. The notice shall specify the quantity of additional materials being ordered. The Agency may place one or more such orders for additional materials, or none. Additional items ordered under this provision shall be delivered not more than eighteen (18) months after exercising of any option order. Delivery schedule for the additional spare parts, special tools and diagnostic test equipment being ordered as a part of the base LRV Contract or as a part of an option order for LRVs shall be as mutually agreed upon by the Contractor and the Agency. An Assignee shall have the same rights as specified above for the items described. Prices for Additional Spare Parts, Tools and Materials Prices of any option additional spare parts, special tools, diagnostic test equipment and manuals, drawings, training and training materials, illustrated parts catalog and publications shall be at the prices set forth in the Schedule of Prices and such prices will be in subject to the same Economic Price Adjustment (EPA) provisions set forth in Section 8.2, Prices of Optional Light Rail Vehicles (Including Escalation). Milestone Payments for Additional Spare Parts, Tools and Materials Payments for optional additional spare parts, special tools, diagnostic test equipment and manuals, drawings, training and training materials, illustrated parts catalog and publications shall be made in accordance with the milestone payment terms in the base order. Assignability of Options Note: If an Agency chooses to assign options, it must be done in conjunction with a formal written agreement, a sample of which is included as Section 10 Appendix E, Sample Option Assignment and Release Agreement. The Contractor and the Assignee will execute a Contract that covers all of the items included in the Contract as amended in that subsequent Contract. The intent is not to make major changes to the Contract terms and Technical Specifications but rather to reflect the minor changes that the Assignee and Contractor agree to in negotiating needed changes to the base vehicle in executing the option. If the Agency does not exercise all the option(s) as listed in SP 8.1, Options for Additional Light Rail Vehicles, then the Agency reserves the right to assign the option(s) to other public transportation agencies. Testing General The Contractor shall prepare an Inspection and Test Plan (Test Plan) consistent with Section 6: Technical Specifications for review by the Project Manager. The Test Plan shall be forwarded to the Project Manager as soon as practicable. Such review of the Test Plan by the Project Manager does not in any way relieve the Contractor of responsibility for the adequacy of the inspection and testing of the Work in accordance with the Contract Documents. Use of Agency Facilities Note: To adequately carry out the commissioning and administrative support functions, the Contractor needs the Agency to provide information regarding what space and facilities will be available and what costs the Contractor must anticipate in carrying out these functions. Items such as the availability of electricity, storage space for parts and equipment will need to be covered. The Contractor shall furnish all personnel, supplies and tools for LRV commissioning at the Agencys facilities. The contractor shall also furnish all equipment and other requirements for the car pre-delivery not made available to the Contractor by the Agency. The Agency shall make car operating personnel and access to yard and mainline tracks of the Agencys light rail system available for the Contractors post-shipment car testing as specified in the Test Plan. The Contractor shall provide the Agencys Project Manager with a minimum of three (3) days notice of the scheduled date and time of each car post-shipment test, so that the Agencys Project Manager or designee may witness each such test. The Contractor shall cooperate with the Agency in scheduling and coordinating the Contractors Work on the Agencys property with the Work and operations of the Agency. Care of Premises At all times the Contractor shall maintain its premises on the Agency property in a neat and orderly condition. Upon completion of the entire project, the Contractor shall remove all temporary buildings, structures, fences, scaffolding, surplus materials and rubbish of every kind from the site of the Contractors Work on the Agencys property. Safety and Security Requirements Contractor Safety Training All Contractor and Subcontractor personnel and/or their technical representatives or assistants performing onsite Work, inspection or testing shall have successfully completed all required safety training courses administered by the Agency. Safety Compliance The Contractor shall be responsible for ensuring compliance with the most stringent provisions of the applicable statutes and regulations of the [insert appropriate state and local jurisdictions] as well as the [insert titles of Agencys applicable safety plans and other safety requirements that must be met]. The Contractor shall flow down all these requirements to any Subsupplier performing Work under the Contract. Should charges of violation of any of the above be issued to the Contractor in the course of the Work, a copy of each charge shall be immediately forwarded to the Agency Representative along with a plan to correct the violation. The Contractor shall follow [insert titles of appropriate Agency operational rules, Standard Operating Procedures and operational orders]. Upon the failure of the Contractor to comply with any of these requirements, the Agencys Representative shall have the authority to stop any and all operations of the Contractor affected by such failure until such failure is remedied. No part of the time lost due to any such stop orders shall be made subject to a claim or extension of time or increase in compensation. Pre-Employment Background Requirements Note: Since the Contractors employees will require access to the Agencys facilities to complete their Work, the Agency should establish required background check procedures that will need to be followed by the Contractor. Those procedures should cover both escorted Contractor employees and unescorted employees. The procedures that the Contractor needs to follow to meet the Agencys requirements should be inserted here, including employee data that needs to be provided. The Agency should also indicate what protection will be afforded to the data supplied in accordance with its personal information privacy policies. Disadvantaged Business Enterprises Note: While the FTA approves the DBE goals for rail car vehicle manufacturers, an Agency may wish to include general language with regard to its expectations relative to DBE involvement in the Contract. Service and Parts Parts Availability Guarantee The Contractor agrees to cooperate in good faith with the Agency to provide information about the spare parts, software and all equipment necessary to maintain and repair the LRVs supplied under the Contract during the life of the vehicles. Parts shall meet form, fit and function of the original equipment. If the Contractor is unable to provide requested parts, software or any equipment necessary to maintain and repair the LRVs, then the Contractor shall provide the Agency with sufficient detail that would allow the Agency to have these parts specially manufactured, including any drawings, design and material information, and proprietary documentation. Interchangeability Unless otherwise agreed, all units and components procured under the Contract, whether provided by Suppliers or manufactured by the Contractor, shall be duplicates in design, manufacture and installation to ensure interchangeability among vehicles in this procurement. In the event that the Contractor is unable to comply with the interchangeability requirement, the Contractor must notify the Agency and obtain the Agencys prior written approval, including any change in pricing. The Agency shall review proposed product changes on a case-by-case basis and shall have the right to require extended warranties to ensure that product changes perform at least as well as the originally supplied products. Agency-Furnished Equipment Note: In supplying the Agency-furnished equipment for the LRV, there is inherent risk to the Agency such as providing equipment that causes damage to the LRV, providing incorrect information to the Contractor regarding the equipment or failing to provide the equipment on schedule. In light of this risk, the Agency can choose to incur the cost of that risk or require the Contractor to provide all the equipment. The Agency needs to determine which approach it will take on this issue and reflect that decision appropriately in the RFP and the Contract. In the event that equipment or other goods or materials are specified in the Technical Specifications to be furnished by the Agency to the Contractor for incorporation in the Work, the following provisions shall apply: As more fully described in TS 23, Agency-Furnished Equipment, the Agency shall furnish the equipment, goods or materials in a timely manner so as not to delay Contract delivery or performance dates. If Agency-furnished property is received in a condition not suitable for the intended use, then the Contractor shall promptly notify the Agency, detailing the facts, and at the Agencys expense repair, modify, return or take such other action as directed by the Agency. The parties may conduct a joint inspection of the property before the Contractor takes possession to document its condition. The Agency retains title to all Agency-furnished equipment. Upon receipt of the Agency-furnished equipment, the Contractor assumes the charge and care of the Agency and bears the risk of loss or damage due to action of the elements or from any other cause. The Contractor shall provide appropriate protection for all such equipment during the progress of the Work. Should any Agency-furnished equipment or materials be damaged, such equipment shall be repaired or replaced at the Contractors expense to the satisfaction of the Agency. No extension of time will be allowed for repair or replacement of such damaged items. Should the Contractor not repair or replace such damaged items, the Agency shall have the right to take corrective measures itself and deduct the cost from any sums owed to the Contractor. In the event that the Agencys equipment or actions cause subsequent damage to the LRV or the Contractor, the Contractor shall not be responsible for the delay or damages caused by the Agencys provision of the equipment. The Agencys provision of any equipment pursuant to this section shall not limit the Contractors obligation to provide vehicles in compliance with all Contract specifications. Nor shall Agencys provision of any equipment indicate acceptance of any vehicle in whole or in part. Warranty administration and enforcement for Agency-furnished equipment are the responsibility of the Agency, unless the parties agree to transfer warranty responsibility to the Contractor. Agency-Specific Provisions [Insert as required] SECTION 5: FEDERAL CLAUSES Note: If the LRV procurement is not federally funded, this section is not mandatory. However it should be reviewed for applicability and edited appropriately. If all clauses are deleted, then the heading of this section should be marked (Reserved). Access to Records The Contractor agrees to maintain all books, records, accounts and reports required under the Contract for a period of not less than three years after the date of termination or expiration of the Contract, except in the event of litigation or settlement of claims arising from the performance of the Contract, in which case Contractor agrees to maintain same until the Agency, the FTA Administrator, the Comptroller General or any of their duly authorized representatives have disposed of all such litigation, appeals, claims or exceptions related thereto. Reference 49CFR18.39(i)(11). The following access to records requirements also apply to the Contract as appropriate to the funding of the contract. Local Governments In accordance with 49CFR18.36(i), the Contractor agrees to provide the Agency, the FTA Administrator, the Comptroller General of the United States or any of their authorized representatives access to any books, documents, papers and records of the Contractor that are directly pertinent to the Contract for the purposes of making audits, examinations, excerpts and transcriptions. Contractor also agrees, pursuant to 49CFR633.17 to provide the FTA Administrator or his or her authorized representatives including any PMO Contractor access to Contractors records and construction sites pertaining to a major capital project, defined at 49USC5302(a)1, which is receiving federal financial assistance through the programs described at 49USC5307, 5309 or 5311. State Governments In accordance with 49CFR633.17, the Contractor agrees to provide the Agency, the FTA Administrator or his or her authorized representatives, including any PMO Contractor, access to the Contractors records and construction sites pertaining to a major capital project, defined at 49USC5302(a)1, which is receiving federal financial assistance through the programs described at 49USC5307, 5309 or 5311. By definition, a major capital project excludes contracts of less than the simplified acquisition threshold currently set at $100,000. The Contractor agrees to permit any of the foregoing parties to reproduce by any means whatsoever or to copy excerpts and transcriptions as reasonably needed. Federal Funding, Incorporation of FTA Terms and Federal Changes The preceding provisions include, in part, certain standard terms and conditions required by the Department of Transportation (DOT), whether or not expressly set forth in the preceding Contract provisions. All contractual provisions required by DOT, as set forth in HYPERLINK "http://www.fta.dot.gov/laws/circulars/leg_reg_4063.html"FTA Circular 4220.1F or its successor are hereby incorporated by reference. Anything to the contrary herein notwithstanding, all FTA mandated terms shall be deemed to control in the event of a conflict with other provisions contained in this agreement. The Contractor shall not perform any act, fail to perform any act or refuse to comply with any [name of grantee] requests that would cause [name of grantee] to be in violation of the FTA terms and conditions. The Contractor shall at all times comply with all applicable FTA regulations, policies, procedures and directives, including without limitation those listed directly or by reference in the HYPERLINK "http://www.fta.dot.gov/funding/apply/grants_financing_3162.html"Master Agreement between Agency and FTA, as they may be amended or promulgated from time to time during the term of the Contract. Contractors failure to so comply shall constitute a material breach of the Contract. Federal Energy Conservation Requirements The Contractor agrees to comply with mandatory standards and policies relating to energy efficiency that are contained in the state energy conservation plan issued in compliance with the Energy Policy and Conservation Act. Civil Rights Requirements The following requirements apply to the underlying Contract: Nondiscrimination: In accordance with Title VI of the Civil Rights Act, as amended, 42USC 2000d, section 303 of the Age Discrimination Act of 1975, as amended, 42USC 6102, section 202 of the Americans with Disabilities Act of 1990, 42USC 12132, and federal transit law at 49USC 5332, the Contractor agrees that it will not discriminate against any employee or applicant for employment because of race, color, creed, national origin, sex, age, or disability. In addition, the Contractor agrees to comply with applicable federal implementing regulations and other implementing requirements FTA may issue. Equal Employment Opportunity: The following equal employment opportunity requirements apply to the underlying Contract: Race, Color, Creed, National Origin, Sex: In accordance with Title VII of the Civil Rights Act, as amended, 42USC 2000e, and federal transit laws at 49USC 5332, the Contractor agrees to comply with all applicable equal employment opportunity requirements of U.S. Department of Labor (U.S. DOL) regulations, Office of Federal Contract Compliance Programs, Equal Employment Opportunity, Department of Labor, 41CFR Parts 60 et seq., (which implement Executive Order No. 11246, Equal Employment Opportunity, as amended by Executive Order No. 11375, Amending Executive Order 11246 Relating to Equal Employment Opportunity, 42USC 2000e note), and with any applicable federal statutes, executive orders, regulations, and federal policies that may in the future affect construction activities undertaken in the course of the Project. The Contractor agrees to take affirmative action to ensure that applicants are employed, and that employees are treated during employment, without regard to their race, color, creed, national origin, sex or age. Such action shall include, but not be limited to, the following: employment, upgrading, demotion or transfer, recruitment or recruitment advertising, layoff or termination; rates of pay or other forms of compensation; and selection for training, including apprenticeship. In addition, the Contractor agrees to comply with any implementing requirements FTA may issue. Age: In accordance with section 4 of the Age Discrimination in Employment Act of 1967, as amended, 29USC 623 and federal transit law at 49USC 5332, the Contractor agrees to refrain from discrimination against present and prospective employees for reason of age. In addition, the Contractor agrees to comply with any implementing requirements FTA may issue. Disabilities: In accordance with section 102 of the Americans with Disabilities Act, as amended, 42USC 12112, the Contractor agrees that it will comply with the requirements of U.S. Equal Employment Opportunity Commission, Regulations to Implement the Equal Employment Provisions of the Americans with Disabilities Act, 29CFR Part 1630, pertaining to employment of persons with disabilities. In addition, the Contractor agrees to comply with any implementing requirements FTA may issue. The Contractor also agrees to include these requirements in each subcontract financed in whole or in part with federal assistance provided by FTA, modified only if necessary to identify the affected parties. No Government Obligation to Third Parties The Agency and Contractor acknowledge and agree that, notwithstanding any concurrence by the federal government in or approval of the Solicitation or award of the underlying Contract, absent the express written consent by the federal government, the federal government is not a party to the Contract and shall not be subject to any obligations or liabilities to the Agency, Contractor, or any other party (whether or not a party to that Contract) pertaining to any matter resulting from the underlying Contract. The Contractor agrees to include the above clause in each subcontract financed in whole or in part with federal assistance provided by FTA. It is further agreed that the clause shall not be modified, except to identify the Subcontractor who will be subject to its provisions. Program Fraud and False or Fraudulent Statements or Related Acts The Contractor acknowledges that the provisions of the Program Fraud Civil Remedies Act of 1986, as amended, 31USC 3801 et seq. and U.S. DOT regulations, Program Fraud Civil Remedies, 49CFR Part 31, apply to its actions pertaining to this Project. Upon execution of the underlying Contract, the Contractor certifies or affirms the truthfulness and accuracy of any statement it has made, it makes, it may make, or causes to be made, pertaining to the underlying Contract or the FTA assisted project for which the Contract Work is being performed. In addition to other penalties that may be applicable, the Contractor further acknowledges that if it makes, or causes to be made, a false, fictitious, or fraudulent claim, statement, submission, or certification, the federal government reserves the right to impose the penalties of the Program Fraud Civil Remedies Act of 1986 on the Contractor to the extent the federal government deems appropriate. The Contractor also acknowledges that if it makes, or causes to be made, a false, fictitious or fraudulent claim, statement, submission or certification to the federal government under a Contract connected with a project that is financed in whole or in part with federal assistance originally awarded by FTA under the authority of 49USC 5307, the Government reserves the right to impose the penalties of 18USC 1001 and 49USC 5307(n)(1) on the Contractor, to the extent the federal government deems appropriate. The Contractor agrees to include the above two clauses in each subcontract financed in whole or in part with federal assistance provided by FTA. It is further agreed that the clauses shall not be modified, except to identify the Subcontractor who will be subject to the provisions. Suspension and Debarment The Contract is a covered transaction for purposes of 49 CFR Part 29. As such, the Contractor is required to verify that none of the Contractor, its principals, as defined at 49 CFR 29.995, or affiliates, as defined at 49 CFR 29.905, are excluded or disqualified as defined at 49 CFR 29.940 and 29.945. The Contractor is required to comply with 49 CFR 29, Subpart C, and must include the requirement to comply with 49 CFR 29, Subpart C, in any lower-tier covered transaction it enters into. By signing and submitting its bid or Proposal, the Bidder or Proposer certifies as follows: The certification in this clause is a material representation of fact relied upon by [insert Agency name]. If it is later determined that the Bidder or Proposer knowingly rendered an erroneous certification, then in addition to remedies available to [insert Agency name], the federal government may pursue available remedies, including but not limited to suspension and/or debarment. The Bidder or Proposer agrees to comply with the requirements of 49CFR 29, Subpart C, while this Proposal is valid and throughout the period of any Contract that may arise from this Proposal. The Bidder or Proposer further agrees to include a provision requiring such compliance in its lower tier covered transactions. Disadvantaged Business Enterprise (DBE) The Contract is subject to the requirements of Title 49, Code of Federal Regulations, Part 26, Participation by Disadvantaged Business Enterprises in Department of Transportation Financial Assistance Programs. The Contractor shall maintain compliance with CER 4.7, DBE Approval Certification, throughout the period of Contract performance. The Contractor shall not discriminate on the basis of race, color, national origin or sex in the performance of the Contract. The Contractor shall carry out applicable requirements of 49CFR Part 26 in the award and administration of this DOT-assisted Contract. Failure by the Contractor to carry out these requirements is a material breach of the Contract, which may result in the termination of the Contract or such other remedy as [insert Agency name] deems appropriate. Each subcontract the Contractor signs with a Subcontractor must include the assurance in this paragraph (see 49CFR 26.13(b)). Clean Water Requirements The Contractor agrees to comply with all applicable standards, orders or regulations issued pursuant to the Federal Water Pollution Control Act, as amended, 33USC 1251 et seq. The Contractor agrees to report each violation to the Agency and understands and agrees that the Agency will, in turn, report each violation as required to ensure notification to FTA and the appropriate Environmental Protection Agency (EPA) Regional Office. The Contractor also agrees to include these requirements in each subcontract exceeding $100,000 financed in whole or in part with federal assistance provided by FTA. Clean Air Requirements The Contractor agrees to comply with all applicable standards, orders or regulations issued pursuant to the Clean Air Act, as amended, 42USC 7401 et seq. The Contractor agrees to report each violation to the Agency and understands and agrees that the Agency will, in turn, report each violation as required to ensure notification to FTA and the appropriate EPA Regional Office. The Contractor also agrees to include these requirements in each subcontract exceeding $100,000 financed in whole or in part with federal assistance provided by FTA. Compliance with Federal Lobbying Policy Contractors who apply or bid for an award of $100,000 or more shall file the certification required by 49CFR Part 20, New Restrictions on Lobbying. Each tier certifies to the tier above that it will not and has not used federal appropriated funds to pay any person or organization for influencing or attempting to influence an officer or employee of any Agency, a member of Congress, an officer or employee of Congress, or an employee of a member of Congress in connection with obtaining any federal contract, grant or any other award covered by 31USC 1352. Each tier shall also disclose the name of any registrant under the Lobbying Disclosure Act of 1995 who has made lobbying contacts on its behalf with non-federal funds with respect to that federal contract, grant or award covered by 31USC 1352. Such disclosures are forwarded from tier to tier up to the recipient. Buy America Contractor shall comply with 49 USC 5323, FTAs Buy America regulations at 49 CFR Part 661 and any amendments thereto, and any implementing guidance issued by FTA. Pre-Award and Post-Delivery Audits The Contractor agrees to comply with 49 USC 5323(l) and FTAs implementing regulation at 49 CFR Part 663 and to submit the following certifications: Buy America requirements: The Contractor shall complete and submit a declaration certifying either compliance or noncompliance with Buy America. If the recommended Bidder/Proposer certifies compliance with Buy America, it shall submit documentation that lists (1) component and subcomponent parts of the rolling stock to be purchased identified by manufacturer of the parts, their country of origin and costs; and (2) the location of the final assembly point for the rolling stock, including a description of the activities that will take place at the final assembly point and the cost of final assembly. Solicitation specification requirements: The Contractor shall submit evidence that it will be capable of meeting the bid specifications. Post-delivery audit requirement: A post-delivery review of the first serial production vehicle will be completed before title is transferred to the Agency or before it is placed into revenue service. The Contractor agrees to provide the information requested by the Agency to allow the Agency to complete the post-delivery audit. The Agency may not accept vehicles if the post-delivery audit cannot be completed to verify the Contractors compliance with the Buy America requirements regarding 60 percent United States content and final assembly in the United States. Cargo Preference The Contractor agrees to the following: To use privately owned U.S.-flag commercial vessels to ship at least fifty (50) percent of the gross tonnage (computed separately for dry bulk carriers, dry cargo liners and tankers) involved, whenever shipping any equipment, material or commodities pursuant to the underlying Contract to the extent such vessels are available at fair and reasonable rates for U.S.-flag commercial vessels. To furnish within twenty (20) working days following the date of loading for shipments originating within the United States or within thirty (30) working days following the date of loading for shipments originating outside the United States, a legible copy of a rated, onboard commercial ocean bill of lading in English for each shipment of cargo described in the preceding paragraph to the Division of National Cargo, Office of Market Development, Maritime Administration, Washington, DC 20590 and to the FTA recipient (through the Contractor in the case of a Subcontractors bill of lading.) To include these requirements in all subcontracts issued pursuant to the Contract when the subcontract may involve the transport of equipment, material or commodities by ocean vessel. Fly America The Contractor agrees to comply with 49USC 40118 (the Fly America Act) in accordance with the General Services Administrations regulations at 41CFR Part 301-10, which provide that recipients and sub-recipients of federal funds and their contractors are required to use U.S. flag air carriers for U.S. government-financed international air travel and transportation of their personal effects or property, to the extent such service is available, unless travel by foreign air carrier is a matter of necessity, as defined by the Fly America Act. The Contractor shall submit, if a foreign air carrier was used, an appropriate certification or memorandum adequately explaining why service by a U.S. flag air carrier was not available or why it was necessary to use a foreign air carrier and shall, in any event, provide a certificate of compliance with the Fly America requirements. The Contractor agrees to include the requirements of this section in all subcontracts that may involve international air transportation. Contract Work Hours and Safety Standards Act Overtime requirements: No Contractor or Subcontractor contracting for any part of the Contract Work which may require or involve the employment of laborers or mechanics shall require or permit any such laborer or mechanic in any work week in which he or she is employed on such Work to work in excess of 40 hours in such work week unless such laborer or mechanic receives compensation at a rate not less than one and one-half times the basic rate of pay for all hours worked in excess of 40 hours in such workweek. Violation; liability for unpaid wages; liquidated damages: In the event of any violation of the clause set forth in Paragraph 1 of this section, the Contractor and any Subcontractor responsible therefore shall be liable for the unpaid wages. In addition, such Contractor and Subcontractor shall be liable to the United States for liquidated damages. Such liquidated damages shall be computed with respect to each individual laborer or mechanic, including watchmen and guards, employed in violation of the clause set forth in Paragraph 1 of this section, in the sum of $10 for each calendar day on which such individual was required or permitted to work in excess of the standard work week of 40 hours without payment of the overtime wages required by the clause set forth in Paragraph 1 of this section. Withholding for unpaid wages and liquidated damages: The [insert Agency name] shall upon its own action or upon written request of an authorized representative of the Department of Labor withhold or cause to be withheld, from any monies payable on account of work performed by the Contractor or Subcontractor under any such Contract or any other federal Contract with the same Prime Contractor, or any other federally assisted Contract subject to the Contract Work Hours and Safety Standards Act, which is held by the same Prime Contractor, such sums as may be determined to be necessary to satisfy any liabilities of such Contractor or Subcontractor for unpaid wages and liquidated damages as provided in the clause set forth in Paragraph 2 of this section. Subcontracts: The Contractor or Subcontractor shall insert in any subcontracts the clauses set forth in paragraphs 1 through 4 of this section and also a clause requiring the Subcontractors to include these clauses in any lower tier subcontracts. The Prime Contractor shall be responsible for compliance by any Subcontractor or lower-tier Subcontractor with the clauses set forth in paragraphs 1 through 4 of this section. ADA Access The Contractor and any of its Subsuppliers under the Contract agree to comply with all applicable requirements of the Americans with Disabilities Act of 1990 (ADA), 42 USC 12101 et seq.; Section 504 of the Rehabilitation Act of 1973, as amended, 29 USC 794; 49 USC 5301(d); and the following regulations and any amendments thereto: DOT regulations, Transportation Services for Individuals with Disabilities (ADA), 49 CFR Part 37; DOT regulations, Nondiscrimination on the Basis of Handicap in Programs and Activities Receiving or Benefiting from Federal Financial Assistance, 49 CFR Part 27; Joint U.S. Architectural and Transportation Barriers Compliance Board (U.S. ATBCB)/U.S. DOT regulations, American With Disabilities (ADA) Accessibility Specifications for Transportation Vehicles, 36 CFR Part 1192 and 49 CFR Part 38; Department of Justice (DOJ) regulations, Nondiscrimination on the Basis of Disability in State and Local Government Services, 28 CFR Part 35; DOJ regulations, Nondiscrimination on the Basis of Disability by Public Accommodations and in Commercial Facilities, 28 CFR Part 36; General Services Administration regulations, Accommodations for the Physically Handicapped, 41 CFR Subpart 101-19; Equal Employment Opportunity Commission, Regulations to Implement the Equal Employment Provisions of the Americans with Disabilities Act, 29 CFR Part 1630; Federal Communications Commission regulations, Telecommunications Relay Services and Related Customer Premises Equipment for Persons with Disabilities, 47 CFR Part 64, Subpart F; FTA regulations, Transportation for Elderly and Handicapped Persons, 49 CFR Part 609; U.S. ATBCB regulations, Electronic and Information Technology Accessibility Standards, 36 CFR Part 1194; and Any implementing requirements FTA may issue. SECTION 6: TECHNICAL SPECIFICATIONS Introduction General These Technical Specifications serve to define the design parameters and functional requirements for the LRVs being solicited in this Request for Proposal. All system and component designs submitted shall be service proven and have successful documented operating histories and life cycle cost information. Technical information provided by the Agency shall be for the Contractors guidance and shall not be understood to be necessarily accurate and factual. The Contractor shall verify, inspect, test or otherwise check the accuracy of information provided by the Agency as necessary to ensure compliance. This documents use of the words must, shall, directed, required, ordered, designated or similar words shall be understood to mean that it is a requirement of the Agency, unless otherwise expressly stated. Any alternative to such items must be submitted for the Agencys formal approval prior to its use. This documents use of the words approved by, accepted by, satisfactory to or similar words when referring to the Agency shall be understood to mean that the item in question was considered acceptable at the time of submittal. Any approval or acceptance given by the Agency under the Contract shall not relieve the Contractor of its full responsibility for compliance with all Contract Documents and requirements. Acronyms and Definitions Acronyms The following acronyms and abbreviations appear in this section. They are defined as indicated: AA Aluminum Association AAR Association of American Railroads AATCC American Association of Textile Chemists and Colorists ABS automatic block signals AC alternating current ADA Americans with Disabilities Act ADU aspect display unit AFBMA Anti-Friction Bearings Manufacturers Association AFI Air Filter Institute AFO audio frequency overlay AISI American Iron and Steel Institute AMCA Air Movement and Control Association ANSI American National Standards Institute APTA American Public Transportation Association AREA American Railway Engineering Association AREMA American Railway Engineering and Maintenance Association ARI Air Conditioning and Refrigeration Institute ASCII American Standard Code for Information Interchange ASHRAE American Society of Heating, Refrigeration and Air Conditioning ASIC application specific integrated circuit ASME American Society of Mechanical Engineers ASTM American Society for Testing and Materials ATA Air Transport Association of America ATO automatic train operation ATP automatic train protection ATS automatic train supervision AVAS automatic voice announcement system AWG American wire gauge AWS American Welding Society BAFO Best and Final Offer BHP brake horsepower BLS Bureau of Labor Statistics BOM bill of materials CBTC communications-based train control CCH communications control head CCTV closed-circuit television CCU communications control unit CDA Copper Development Association CDRL Contract Data Requirements List CDU central diagnostic unit CEM crash emergency management CFR Code of Federal Regulations CM corrective maintenance CPLD complex programmable logic device CRC cyclic redundancy check CWR continuously welded rail DB dry bulb DBE disadvantaged business enterprise DC direct current DIN Deutsche Industrie Norm (German industrial standard) DOT United States Department of Transportation DTE diagnostic and test equipment DTEM diagnostic test equipment manual DVCS digital vehicle communication system EB emergency brake ECP engineering change proposal ECU electronic control unit EEPROM electrically erasable programmable read only memory EER energy efficiency ratio EHU electro-hydraulic unit EIA Electronic Industries Association EMC electromagnetic compatibility EMI electromagnetic interference EN European Standards EPDM ethylene propylene diene monomer EPROM electrically programmable read only memory FAA Federal Aviation Administration FAI First Article Inspection FCC Federal Communications Commission FDR final design review FEA finite elements analysis FMECA failure mode effect and criticality analysis FMVSS Federal Motor Vehicle Safety Standards FPGA field programmable gate array FRA Federal Railroad Administration FRP fiberglass reinforced plastic FSB full service brake FTA Federal Transit Administration GFCI ground fault circuit interrupter GFI ground fault interrupter HAZ heat-affected zone HPCU hydraulic pressure control unit HRM Heavy Repair and Overhaul Manual HSCB high-speed circuit breaker HV high voltage HVAC heating, ventilation and air conditioning HVDC high-voltage direct current ICD interface control document ICEA insulated cable engineers association IDR intermediate design review IEC International Electrotechnical Commission IEEE Institute of Electrical and Electronic Engineers IGBT insulated gate bipolar transistor IPC illustrated parts catalog IPCEA Insulated Power Cable Engineers Association IS integrated schematic ISO International Organization for Standards JEDEC Joint Electron Device Engineering Council JIC Joint Industrial Council LAHT low alloy high tensile strength (steel) LED light-emitting diode LFLRV low floor light rail vehicle LLRU lowest level replacement unit LRU line replaceable unit LRV light rail vehicle LVDN low-voltage distribution network LVPS low-voltage power supply MCWB mean coincident wet bulb MDBF mean distance between failures MDBCF mean distance between component failures MDBSF mean distance between service failures MDBTD mean distance between train delays MIL Military Specification MMIS Maintenance Management Information System MRB Material Review Board MRSS maximum revenue service speed MSB maximum service brake MSDS material safety data sheet MTBCF mean time between component failures MTBF mean time between failures MTTR mean time to repair NAL net axle lateral NDT non-destructive test NEC National Electrical Code NEMA National Electrical Manufacturers Association NESC National Electrical Safety Code NFL no field lubrication NFPA National Fire Protection Association NIST National Institute of Standards and Technology NTP notice to proceed OCC operations control center OFE owner-furnished equipment OHDS overhead heat duct sensor OSHA Occupational Safety and Health Administration, U.S. Department of Labor OSI Open System Interconnection P&ID piping and instrumentation diagram PA public address PDR preliminary design review PEI passenger emergency intercom PIV peak inverse voltage PM preventive maintenance PT pressure transducer PTE portable test equipment PTFE polytetrafluorethylene PTU portable test unit PQR Procedure Qualification Record PWM pulse width modulated RC resistor-capacitor RDP Reliability Demonstration Plan RF radio frequency RFP request for proposals RMM Running Maintenance Manual RMS root mean square RTM requirements traceability matrix SAE Society of Automotive Engineers SCQ sub-critical quench SIC Standard Industrial Classification, U.S. Department of Labor SMD surface-mounted devices SPMP Software Project Management Plan SQAP Software Quality Assurance Plan SRTM software requirements traceability matrix SSP system safety program SSPP system safety program plan SUM software user manual SVD software version description t time TC train control TEFC totally enclosed fan cooled TIG tungsten inert gas TIR total indicated runout TNC train network controller TOD train operators display TOR top of rail TS (automatic) train stop TTW train to wayside TWC train-to-wayside communications TXV thermal expansion valve UL Underwriters Laboratories, Inc. v velocity V volt V&V verification and validation VAC volts of alternating current VDC volts of direct current VMM Virtual Machine Manager VNC vehicle network controller VOD vehicle Operator display VPI vacuum pressure impregnation VSWR voltage standing wave ratio VVVF variable voltage, variable frequency WB wet bulb WBE womens business enterprise Definitions The following terms may appear in this document. They are defined as indicated: A End: One end of the vehicle shall be designated the A end. The opposite end of the vehicle shall be designated the B end. A Section: The section of an articulated vehicle at the A end. Active Cab: The controlling light rail vehicle cab in a train. ADA: 49 CFR, Part 38, Americans with Disabilities Act (ADA) Accessibility Specifications for Transportation Vehicles. Adhesion, Coefficient of: During rolling contact, the ratio between the tangential force at the wheel-rail interface and normal force Agency: The purchaser of the LRV. Agency Supplied Equipment: Equipment furnished by the Agency to the Contractor for installation in or on an LRV. Alteration: A change or substitution in the form, character or detail of the Work done or to be done within the original scope of the Contract. Approval: Acceptance in writing by the Agency Approved or Approved Type: Design, type material, procedure or method given approval by the Agency. Assembly: A collection of subassemblies and components typically performing a variety of functions within the context of a larger system. Examples of assemblies are trucks, electronic control units, air compressors, etc. Auxiliary Equipment: Any mechanism or structure, other than the vehicle body, traction motor, or propulsion equipment gearing, that performs a function at any time during the operation of the LRV, such as the heating and cooling subsystem, pumps, auxiliary inverter, vehicle door mechanism, air compressor, or light rail vehicle lighting. Auxiliary Power: Vehicle-sourced electrical power, other than traction power. Average Brake Rate (v/t): The speed (v) at which brake force, as measured by motor current or brake cylinder pressure, has ramped up to its full service level, divided by the elapsed time (t) required to go from that speed to a lower speed. Average Deceleration Rate: The ratio of the light rail vehicle speed at which braking effort achieves the commanded value and the elapsed time from that occurrence to zero vehicle speed. The elapsed time does not include braking effort build-up time during jerk limiting and does not include Operator reaction time or allowable dead time. AW0: Weight of empty ready-to-run vehicle. AW1: AW0 plus full seated load, including crew. AW2: AW1 plus standees at four passengers/m2. AW3: AW1 plus standees at six passengers/m2. B Section: The section of an articulated vehicle at the B end. Blending: In braking, the simultaneous control of dynamic (rheostatic and regenerative) and friction braking, with the effort of each continuously proportioned to achieve the required total braking effort. Braking Effort: Retarding force developed by the propulsion subsystem, braking subsystem or a combination of both subsystems. Bridge Plate (or Platform Bridging Device): A device that bridges the gap between the passenger platform and vehicle floor to provide ADA level-boarding compliance. Burn-In: Operating a component, system or device in a test mode, often in an extreme or cycled temperature environment, for a specified period of time or distance, to confirm reliable operation. Car: See Vehicle. Catenary: Overhead power supply consisting of a combination of conductors and other hardware suspended above the tracks by means of cantilevers and wayside structures. Coast: The mode of operation in which no propulsion (positive traction) or braking effort is in effect, except for normal drive train losses. Compatibility: The condition in which vehicle performance and control are operationally identical between two or more vehicles. Compatibility will allow multiple vehicles to couple together, with control of systems on all vehicles being affected by any lead vehicle of the consist. Component: Any component of any LRV or any other equipment to be delivered under the Contract. May also be referred to as a unit, part, product, module, subcomponent, system, subsystem, assembly, subassembly, software, firmware, structure or other term indicating a part or portion of the equipment. Console: The control panel located in the cab of a light rail vehicle directly in front of the Operators seat. Contact Line: A system that conducts electric power between the wayside and a vehicle. Can consist of third rail, catenary or trolley wire. Contact Shoe Assembly: A device used for current collection from a third rail contact line. It consists of an electrical collection shoe paddle and a spring-loaded, insulated carrier mounted to the side of the truck frame. Contract: Written agreement executed by the Agency and the Contractor that sets forth the rights and obligations of the parties in connection with the Work, and which includes the Contract Documents and all incorporated attachments and exhibits. Contract Drawings: Drawings provided by the Agency as part of this procurement. Contractor: The successful Proposer to whom a Contract is awarded. Contractors Drawings: Items such as general drawings, detail drawings, graphs, diagrams, sketches, calculations and catalog cuts prepared by the Contractor for use in its manufacturing facility, assembly facility or shop to fabricate, assemble and install parts of the vehicle, whether manufactured by it from raw materials or purchased from others in a ready-to-use condition. Coupler: A device for mechanically coupling light rail vehicles together. This term is also applied to connectors, as in electric coupler and pneumatic coupler. Critical path: In a production schedule, a sequence of stages toward the achievement of a final task that accounts for all other tasks that must be completed in order to accomplish the final task. Days: Calendar days unless otherwise indicated. Days, Working: Those calendar days during which regular business is conducted, excluding Saturdays and Sundays and all federal, state and municipal holidays that are observed by the Agency during the duration of the Contract. Deadman Feature: A device designed to detect a lack of attention or disability of an Operator and to automatically apply full-service braking when it detects such lack of attention or disability. Defect/Defective: The condition of any part of the Work that does not meet the Contract requirements; causes a vehicle or a portion of the Work to cease operating or to operate in a degraded mode; or inflicts damage or harm on any other portion of a vehicle or the Work, prior to Final Acceptance of the equipment or during the period of any warranty. Design Life: The period of time for which the light rail vehicle is intended to be safely and reliably usable for its original purpose. Draft Gear: The resilient portion of the coupler device that cushions buff and draft forces transmitted between coupled vehicles. Drive: A system consisting of one or several motors or actuators, their direct control equipment (power circuits) and the associated mechanical devices required to produce tractive effort. Dwell: The period of time from the instant a train stops at a station until the instant the train resumes moving. Dynamic Braking: Braking that is not part of the friction braking system and is instead produced by the drive. Electric Braking: A type of dynamic braking in which the power generated by the traction motors, when driven as generators, is either regenerative or is dissipated in resistor banks. Emergency Stop: The stopping of a light rail vehicle or train by an emergency brake application. Once initiated, the emergency brake application cannot be released until the light rail vehicle or train has stopped. Equal: Providing the same function, performance and reliability. Fail-safe: A design principle of a system or hardware configuration that ensures that a failure shall not result in an unsafe condition. Failure: A condition in which equipment does not function as specified, designed or expected. Failure, Service: Any failure that prevents a vehicle from being placed into service or from completing a trip as scheduled. Failure Rate: The frequency of failure, expressed as failures per hour or failures per mile; the mathematical reciprocal of mean time between failures (MTBF) or mean distance between failures (MDBF). First Article: The first item produced that conforms and defines all subsequent production items. First Articles are intended for review by the Agency. Form, Fit and Function: The physical attributes of a device that allow the device to be used in place of another device due to similarities of general shape (outline, clearances), mounting arrangement (footprint), and operation (inputs/outputs) of the device. Full Service Braking: The maximum braking effort employed to stop a light rail vehicle in the absence of an emergency stop signal. Gauge, Track: The distance between the inside face of rails, usually measured ]! in. below the top of the centerline of heads of running rails and at a right angle thereto. Headway: The time separation between two trains, both traveling in the same direction on the same track, that is measured from the time the front end of the leading train passes a given reference point to the time the front end of the train immediately following passes the same reference point. High Voltage: See Primary Power. Indicated: As presented in this document. Inspector: The person or firm designated by the Agency as its quality control representative. Interface: The points where two or more systems, subsystems or structures meet, transfer energy or transfer information. Interlock: A condition whereby one function is dependent on the operation of another function. Irretrievable: Describes an application of the brakes that cannot be released until the train is at zero speed. Jerk: Time rate of change of acceleration and deceleration, equal to the second derivative of velocity. Lead Vehicle: In the direction of travel, the forward-most light rail vehicle of the train. Left Hand: Left side of the light rail vehicle when one is facing the windshield of the A end of the vehicle from inside the vehicle. Light: The transparent portion of a window. Light Rail Vehicle (LRV): See Vehicle. Line Replaceable Unit (LRU): A component of a system that, when failed or in need of repair, is intended to be exchanged and repaired off of the vehicle. The exchange, including removal of one component and installation of its replacement, is designed to be accomplished within one working shift. Liner (as in interior liner): The visible covering material for the walls, ceiling and other interior surfaces. Load Weighing: The measurement of total passenger weight for the purpose of adjusting tractive effort to produce a constant acceleration or braking rate. Low Floor Light Rail Vehicle (LFLRV): See Vehicle. LRV System (LRT System): The Agencys light rail transit infrastructure, facilities, systems, services and vehicles dedicated to public transportation within the Agencys geographic territory. Maintainability: The degree to which any system or equipment can be rapidly, easily, effectively and properly maintained. Manufacturer: The builder or producer supplying materials, equipment or apparatus for installation on the car. Mask, Window: Interior liner that surrounds the windows, often molded to include the sill and other portions of the sash. Mean Distance Between Failures (MDBF): The mean operating mileage between independent failures. Mean Distance Between Component Failures (MDBCF): The mean operating mileage between independent failures of a component. Mean Distance Between Service Failures (MDBSF): The mean operating mileage between independent service failures. Mean Distance Between Train Delays (MDBTD): The mean operating mileage between train delays caused by equipment or system failures. Mean Time Between Failures (MTBF): The mean operating time between independent failures. No Motion: The vehicle speed at or below the lowest speed detectable by the vehicle control systems. Operator: The individual onboard who is responsible for the light rail vehicle and train operation. Pantograph: A device used for current collection from an overhead contact line. It consists of a dual-strip electrical collection shoe carried by a collapsible and adjustable frame. Part: See Component. Performance: The measure of output or results obtained by a component, system, person, team, etc., as specified in the Contract Documents. Primary Power: The unconditioned electric power that enters the propulsion system, either from external current collection means or from an onboard prime mover. Procurement: The furnishing of all the items, materials, equipment, data, design, services, management, labor and incidentals specified or otherwise necessary for timely and properly designing, manufacturing, delivering and testing the LRVs or otherwise completing the Work. Proof (used as a suffix): As in splashproof, dustproof. The device and contents are impervious to, or unharmed by, application of the indicated material. Proposer: The legal entity that responds to the Agencys request for proposal. Recovery Time: The time required for a system or condition to return to its original state (or some stated percentage of its original value) after being disrupted or destabilized. Redundancy: The existence in a system of more than one means of accomplishing a given function. Regenerative Braking: Electric braking in which the power generated by the traction motors, when driven as generators or alternators, is conditioned and returned to the contact line or onboard energy storage. Reliability: The probability of performing a specified function, without failure and within design parameters, for the period of time indicated. Revenue Service: The provision of transportation services to the Agencys customers. Right Hand: Right side of the light rail vehicle when one is facing the windshield of the A end of the vehicle from inside the vehicle. Service: As in service use, service braking. The operation of the cars under normal conditions. Service Proven Design: Any component, system or subsystem that has a proven history of successful operation in revenue service similar to that of the LRV system. Proof of successful operation shall be substantiated by submission of reliability/failure data, service time and location, modification information, and maintenance records as required by the Contract Documents. Slide, Wheel: During braking, the condition when the rotational speed of the wheel is less than that for pure rolling contact between tread and rail. Slip, Wheel: While tractive effort is applied, the condition when the rotational speed of the wheel is greater than that for pure rolling contact between tread and rail. Spare Parts: Components supplied by the Contractor to the Agency intended for use in maintenance or repair of vehicles. Speed, Balancing: The speed attained by the vehicle or train when resisting forces exactly equal applied tractive forces. Speed, Base: The speed to which the maximum constant acceleration can be maintained at the nominal line voltage or rated prime mover output. Speed, Schedule: The average speed of a vehicle or train, from terminal to terminal, obtained by dividing the distance between these points by the time taken to make the trip including time for intermediate station stops. Spin, Wheel: See Slip, Wheel. Start-Up Spare Parts: Spare parts provided by the Contractor to support the LRVs first delivered to Agency. Stop, Emergency: The stopping of a vehicle or train by an emergency brake application. Stop, Service: The stopping of a vehicle or train by application of service braking. Subassembly: A collection of components used to perform a distinct function, usually in conjunction with other subassemblies and components, as part of a larger system. Subassemblies are usually replaceable as units and include, items such as circuit boards, bearings and valves. Subcontractor: Any person, firm, partnership, corporation or other entity, other than employees of the Contractor, that are hired by the Contractor to perform work and/or furnish labor, or labor and materials, directly on the LRV under the Contract. Superelevation: On a curve, the vertical distance, measured in millimeters (or inches) that the outer rail is above the inner rail. Supplier: Any individual, partnership, firm, corporation, joint venture or any combination thereof that provides material or equipment, but not labor or services, to the Contractor and that is responsible to the Contractor by virtue of an agreement with the Contractor. Technical Provisions (Technical Specifications): Specific requirements setting forth the descriptions of elements of the Work to be performed or supplied; the quality of required labor, material and equipment; and the method of measurement and payment for the identified elements of the Work. Technical Specifications: See Technical Provisions. Tight (used as a suffix): As in watertight, airtight. Enclosed or protected as to completely exclude the indicated material from passage. Time Constant: Slope of curve in units of controlled variable per unit of time, measured during the buildup time interval. Time, Build-Up: In response to a step-forcing function, the time interval from 10 percent of the total change in value to the attainment of 90 percent of the total change in value of the controlled variable. Build-up time is equal to response time minus dead time. Time, Dead (also Time, Reaction): Time from the occurrence of a step change of the control signal to the attainment of 10 percent of the total change in value of the controlled variable. Time, Down: The time during which equipment is not capable of doing useful work because of maladjustment, malfunction or maintenance in progress. Time, Response: Time from the occurrence of a step change of control signal to the attainment of 90 percent of the total change in value of the controlled variable. Time, Warm-up: The elapsed time from application of power to an operable device until it is capable of performing its intended function. Traction System: The system of wheels, motors, gears, brakes, direct controls and appurtenances that propels or retards a car in response to control signals. Tractive Effort: The horizontal force that is measured at the wheel-rail interface. Train: Any number of vehicles, from one to [Agency to insert maximum number, with the maximum being the maximum intended service consist], coupled together and moving as one. Trainline: The means of sending a signal to all light rail vehicles in a consist via a continuous electrical or pneumatic circuit connected through appropriate coupling devices. Tram: Short form referring to trammel point inspection of truck frames for squareness. In tram is the condition of ideal truck geometry in which the axles are perfectly parallel and the wheels longitudinally in perfect alignment. The centers of the journal bearings represent the corners of a perfect rectangle. Verification that a truck is in tram is determined by measuring the diagonal and longitudinal distance between reference points on the axle bearing housings. Trolley Pole: A device used for current collection from an overhead contact line. It consists of a pole with a grooved carbon shoe that makes contact with the wire. The pole is mounted on a spring base that maintains a vertical force of the shoe against the wire. Vehicle: The single operating unit, which may consist of one or more sections. Vehicle, Low Floor Light Rail: A light rail vehicle with a percentage of low floor to total floor area, as described by this Specification. Wainscot: The lower portion a wall, especially if finished differently from the upper portion. Warm-up Time: The elapsed time from application of power to an operable device until it is capable of performing its intended function. Warp, Track: The vertical distance between the plane of any three of four rail head contact points (two on each rail) forming a rectangle and the remaining point. Work (Project): All designs, engineering, manufacturing, operations, materials, equipment, parts and labor required to properly, timely and to the satisfaction of Agency provide the completed new vehicles; provide all other items of work indicated or referenced in the Contract Documents, including all alterations, amendments or extensions thereto made by Change Order; successfully complete all required tests and all reliability periods; and remedy all defects and complete all necessary repairs and modifications resulting from the tests, the reliability periods and warranties as required by the Contract Documents. Units of Measure C degrees Celsius F degrees Fahrenheit A ampere Btu British thermal unit dB decibel dBA decibel on the A-weighted scale cd candela cfm cubic feet per minute dB decibels dBm decibel-milliwatt ft foot ft/min feet per minute ft3/min cubic feet per minute g acceleration due to gravity (32.2 ft/s2 = 9.81 m/s2) h hour Hz hertz in. inch J joule kbps kilobits per second kg kilogram kgf kilogram force km kilometer km/h kilometers per hour kPa kilopascal kWh kilowatt hour L liter lb pound lbf pound force m meter MHz megahertz mi mile mph miles per hour mphps miles per hour per second min minute mm millimeter ms millisecond mV millivolt mW milliwatt in microinch m micrometer V microvolt N Newton oz ounce Pa pascal psi pounds force per square inch psig pound-force per square inch gauge s second SCFM standard cubic feet/minute V volt Description of Work The Work shall include the designing, manufacturing, testing, furnishing, delivery and performance testing of [quantity] light rail vehicles (LRV). The Work shall also include delivery of data, manuals, drawings, training and support services, spare parts, special tools, and test equipment, which shall be delivered as specified in the Contract Documents. Deviations from these requirements are permitted only with specific approval of the Agency. The Contractor is responsible for the design and integration of all vehicle systems such that all specified requirements are achieved without conflict or error within or between systems. It shall be the Contractors responsibility that all managers, engineers, designers, suppliers and subcontractors are informed of all specified requirements and that appropriate engineering management tools are utilized so that coordination and communication occurs between the designers of interrelated systems. The Contractor is responsible for the selection, application and integration of equipment and materials as necessary to conform to specified requirements. All equipment provided under the Contract shall be new. Rebuilt or refurbished equipment is prohibited. New equipment damaged during execution of the Contract may be restored to new condition only where approved by the Agency on a case-by-case basis, and all restorations shall be performed by the original equipment manufacturer. The Contractor shall be responsible for becoming familiar with the Agencys LRV system. The Agency will make available for review existing information upon request at a mutually convenient time and place. The Contractor shall review the Contract Documents in their entirety. The Contractor is advised that all drawings and exhibits furnished as part of the Contract Documents are provided as illustrations for reference only. Infrastructure Description The LRV shall operate safely on the infrastructure used by the Agency. The characteristics of this infrastructure are provided in TS 2, Design and Performance Criteria. In addition, the Contractor shall be responsible for becoming familiar with the Agencys LRV system. The Agency will make available for review existing information upon request at a mutually convenient time and place. Performance The LRV shall meet the performance requirements of the Agency, which are contained in TS 2, Design and Performance Criteria. The Contractors test plan shall include elements that demonstrate the ability of the vehicle to meet the performance requirements of the Agency. Compatibility To the extent required by the Agency, the vehicle shall be compatible with the Agencys existing vehicle fleets. The Contractors test plan shall include elements that demonstrate the ability of the vehicle to meet the compatibility requirements of the Agency. Industrial Designer/Human Engineering The Contractor shall utilize industrial design services to guide the LRV design during the design and manufacturing phases of the Contract so that the design of the individual elements of the car combine to form a uniform image. The Contractor, with the aid of the Industrial Designer, shall place emphasis on safety, human factors (ergonomics) aesthetics, manufacturability, maintainability and cost considerations when developing the design of the car. Industrial Design services shall include, but not be limited to: Vehicle interior and exterior aesthetics Cab equipment arrangement and Operators console Selection, presentation and integration of materials, colors and finishes Human factors (ergonomics) Evaluation of ADA compliance issues Interior and exterior markings and signage Maintenance accessibility Concept sketches and full color renderings Mock-ups as defined in TS 20, Program Management and Quality Assurance. The car design shall take into consideration the human factors engineering of the U.S. adult population anthropomorphic data and be based on human factors engineering, with the range of people from the fifth percentile female to the 95th percentile male as defined by The Measure of Man and Woman, revised edition. Design and Performance Criteria General Design Requirements This section establishes system performance, environmental and general design criteria for the Agencys light rail vehicle. Included are configuration, capacity, dimensional, performance, environmental, noise and vibration, ride quality, weight and other requirements that affect vehicle system and subsystem design. These requirements apply to all aspects of vehicle and equipment design, as well as associated off-vehicle equipment. The LRV shall be designed and manufactured to operate successfully within the Agencys environment as described herein. All requirements identified herein shall be met. Subject to the maintenance intervals specified in TS 2.9.4, Preventive Maintenance, and also to the Contractors recommended maintenance practices and normal industry-accepted operating procedures, the LRVs shall be designed for the following normal revenue service characteristics in the Agencys environment: A maximum revenue service speed (MRSS) of [Agency to insert] mph; A minimum service life of [30] years; and Annual average mileage of [Agency to insert] mi per vehicle. General Vehicle Configuration General Characteristics The vehicle underframe shall be constructed of [Agency to insert]. The carbody skin shall be [Agency to insert]. The carbody shall have [three] sections, meeting at [two] articulations. The vehicle shall be of a [Agency to insert] percent low-level design. The vehicle shall be equipped with [Agency to insert] passenger doorways, [Agency to insert] per side, directly across from one another. A height control system shall maintain a constant floor height to permit level boarding, meeting the requirements of the ADA, without the use of platform gap bridging devices. The vehicle shall feature a fully equipped Operators cab on each end of the vehicle. The vehicle shall feature equal operation, control and performance in both directions. The vehicle shall be capable of multiple unit operation in consists of up to the maximum for a train, and in emergency consists of twice the maximum for a train. Seating Arrangement Each vehicle shall have a minimum of [Agency to insert] passenger seats. The predominant seating arrangement shall be transverse, bidirectional, knee-to-back, and four abreast (two plus two). Seats shall be separated by an aisle of at least [Agency to insert] in. ([Agency to insert] mm) width. Elderly and Disabled Accessibility It is the Agencys policy to provide full accessibility to the Agencys operating routes for elderly and disabled people, including non-ambulatory people in wheelchairs. Passenger platforms shall be [14 in. (355 mm)] above the top of the rail. Accessibility on the LRV shall be level boarding through all doors. Space shall be provided in each end of the vehicle, immediately adjacent the side doors, to accommodate at least [two] wheelchairs per end ([four] spaces per vehicle). Seats that flip up to allow space for the wheelchairs may be provided, and, if used, shall count as full seats in meeting the requirement for a minimum of [Agency to insert] seats per vehicle. Suitable graphics shall be provided at each wheelchair area to indicate that the primary use of the area is for wheelchairs and to provide instructions for operating the flip-up seats. Identification Vehicles shall be sequentially numbered from the first production vehicle to the last. The numbering scheme shall utilize three-digit numbers, starting with [Agency to insert] for the first vehicle. Vehicle numbers shall be installed on the exterior on each end of the vehicle, on both sides of the center section, and on the roof at one end. In addition, vehicle numbers and body half identification letters (i.e., A or B) shall be installed on the sidewall above the left-side cab window in each cab area, and in the passenger compartment on the upper part of each cab and articulation bulkhead. Numbering locations shall be as approved by the Agency. Critical Vehicle Dimensions General The dimensions of the vehicle shall be as indicated below in this section. Construction tolerances of dimensions shall be as approved by the Agency. Carbody Dimensions Length of car shall be [Agency to insert] ft over coupler faces. Length of car shall be [Agency to insert] ft over anticlimbers. Width of car at widest point, excluding mirrors, shall be [Agency to insert] ft. Floor height, above top of rail, shall be [Agency to insert] in. in the high-floor section. Floor height, above top of rail, shall be [Agency to insert] in. in the low-floor section. Minimum interior ceiling height at the vehicle centerline, from finished floor to finished ceiling, shall be no less than [Agency to insert] in. in the high-floor section. Minimum interior ceiling height at the vehicle centerline, from finished floor to finished ceiling, shall be no less than [Agency to insert] in. in the low-floor section. Side door minimum clear opening width shall be no less than [Agency to insert] in. The minimum clear side door height shall be [Agency to insert] ft from the finished floor. The maximum side door excursion away from the carbody during opening shall be [Agency to insert] in. The minimum aisle width shall be [Agency to insert] in. The maximum roof-mounted equipment height, exclusive of pantograph, above top of rail (TOR) with new wheels and car at AW0 shall be [Agency to insert] in. The maximum roof height, above TOR with new wheels and car at AW0 shall be [Agency to insert] in. The height of the top of the anticlimber, from top of rail, with the car at AW0 and new wheels, shall be [Agency to insert] in. The minimum depth of the interior step treads shall be [Agency to insert] in. The maximum height of the interior step risers shall be [Agency to insert] in. Diagonal corner height difference due to construction tolerance, vehicle lateral imbalance and suspension spring deflection shall be equalized. This shall apply to the entire articulated vehicle or to each main body section depending on the design of the articulation. Pantograph Dimensions (if used) The maximum height above top of rail of the highest point on the pantograph in the lockdown position, with new wheels and the car at AW0, shall be [Agency to insert] ft. The minimum pantograph operating height, at any car weight (AW0 through AW3) and any condition of wheel wear, shall be [Agency to insert] ft. The maximum pantograph operating height, at any car weight (AW0 through AW3) and any condition of wheel wear, shall be [Agency to insert] ft. The width of the current collector head, over the horns, shall be [Agency to insert] in. The minimum collector head shoe length shall be [Agency to insert] in. The longitudinal distance between collector head shoe centers shall be [Agency to insert] in. Current collector shoes shall be [Agency to insert] in. wide. The maximum longitudinal distance between the truck center and the center of the pantograph shoes, in the locked down position, shall be [Agency to insert] in. The minimum static pantograph uplift pressure shall be [Agency to insert] lbf. Third Rail Current Collector Dimensions (if used) The vehicles shall be equipped to operate with [over running/under running] third rail. The free height [maximum height for under running, minimum height for under running] of the contact shoe shall be [Agency to insert] in. above top of rail. The lateral position of the contact center of the contact shoe shall be [Agency to insert] in. from the truck center. The maximum longitudinal distance between the center of the contact shoe and the truck center shall be [Agency to insert] in. The minimum contact pressure of the contact shoe onto the contact rail shall be [Agency to insert] lbf at nominal rail and shoe height. Trolley Pole Dimensions (if used) The maximum height above top of rail of the highest point on the trolley pole in the lockdown position, with new wheels and the car at AW0, shall be [Agency to insert] ft. The minimum trolley pole operating height, at any car weight (AW0 through AW3) and any condition of wheel wear, shall be [Agency to insert] ft. The maximum trolley pole operating height, at any car weight (AW0 through AW3) and any condition of wheel wear, shall be [Agency to insert] ft. The minimum collector shoe length shall be [Agency to insert] in. The maximum longitudinal distance between the truck center and the trolley pole pivot base shall be [Agency to insert] in. The minimum trolley pole static uplift pressure shall be [Agency to insert] lbf. The trolley pole shall not extend beyond the face of the anticlimber when in the locked-down position. Wheel Dimensions, Motor Truck The diameter of the wheels of motored trucks shall be [Agency to insert] in. The minimum allowable amount of wheel wear is [Agency to insert] in. on the diameter. The wheel tread profile shall be as shown in the Contract Drawings. Wheel Dimensions, Unpowered Truck The diameter of the wheels of unpowered trucks shall be [Agency to insert] in. The minimum allowable amount of wheel wear is [Agency to insert] in. on the diameter. The wheel tread profile shall be as shown in the Contract Drawings. Truck Dimensions The maximum truck spacing, centerline to centerline, shall be [Agency to insert] ft. The wheelbase for motor trucks shall be [Agency to insert] in. The wheelbase for unpowered trucks shall be [Agency to insert] in. Clearance Requirements General Vertical undercar clearance is defined from TOR with the maximum suspension deflection and carbody roll, minimum vertical curve radius and fully worn wheels. Minimum vertical clearance shall be 2 in. (51 mm). Clearances between truck components and the carbody shall be as specified in TS 11.2.1.3, Carbody to Truck Clearance. The carbody shall be designed so that there are adequate clearances for proper operation. The carbody cross-sections shall be appropriate to maintain it within the dynamic clearance envelope and provide positive clearance between carbody and trucks, except for contact with stops that limit motion between carbody and trucks. Swing-in of the carbody center and swing-out of the carbody ends on curves shall be included in the clearance validation. The vehicle carbody shall stay within the wayside clearance envelope for all normal operating conditions and certain abnormal conditions that could include a reasonable combination of failed suspension elements. There shall be ample clearances between members of the truck and carbody mounted equipment to allow unrestrained truck swivel (yaw), and carbody lateral, roll and pitch motions for normal operation. Mechanical stops between the carbody and each truck shall be provided to limit travel beyond the limits that would be injurious to the equipment. Dynamic Envelope The dynamic envelope of the vehicle shall be limited to that shown on the Contract Drawings. Station Platform Interface The Contractor shall prepare an analysis of the vehicle-station platform interface to be used for the design of the vehicle. Weight and Passenger Loading Weight conditions AW0 through AW3 are defined in TS 1.2.2, Definitions. The passenger weight is defined as [154] lb. The maximum vehicle weight, in the ready-to-run condition, including all equipment, materials and fluids, with wheels and other wear parts in new condition, shall be [Agency to insert] lb. The maximum load on any axle or wheel pair shall be [Agency to insert] lb. Trucks of a similar type shall support the same portion of the total car weight for all loading conditions from AW0 to AW3 within a tolerance consistent with propulsion and brake system design. Regardless, axle load shall be as required by Paragraph 3 above. Apportioning of weight with change in passenger load shall be considered in the design of the propulsion and braking systems. The lateral imbalance shall not exceed 25,000 in.-lbf (2825 N-m) for all loading conditions from AW0 to AW3. All equipment shall be arranged so that its weight is distributed to maximize adhesion and minimize the propensity to derail. Weight Control Beginning 90 days after Contract Notice to Proceed and every 90 days thereafter until the weighing of the first vehicle, the Contractor shall submit to the Agency a report on the estimated total vehicle weight. The submission shall include the most recent weights for the vehicle less trucks, each truck and the complete vehicle. It shall also include a list of weights for every system on the vehicle, and indication of percentage of the estimated weight that the system contributes to the total estimated weight. As scale weights become available, they shall replace the estimated weights in these reports. The Contractor shall require the full cooperation of its Subcontractors in this effort, and shall require weighing of sample components at the earliest possible dates. The Contractor shall not permit the structural margins of safety to be degraded if the as-built weight exceeds the estimated weights used in design. The design of the vehicle and its subsystems shall be based on the actual car weight. The design of the structural components and the propulsion and braking systems shall be based on the maximum allowable AW3 car weight. Weighing The Contractor shall weigh each completed vehicle at shipment using a scale that produces a printed record of the weight, and shall furnish the weight ticket to the Agency. The scale used in weighing vehicles shall be maintained within the tolerances set forth in Part 1 of the AAR Scale Handbook, or another standard approved by the Agency. The Agency shall be given the opportunity to witness the weighing. Weights of components added by the Contractor after shipment, but before acceptance of the vehicles, shall be recorded on the vehicle acceptance form and inserted in the respective Car History Book described in described in Section 22.3.3 and will be used to establish final vehicle weight. Operating Environment Right-of-Way Description See [Agency to insert] for a system description and the Contract Drawings of the Agencys operating right-of-way. Vehicle Dynamic Analysis The Contractor shall prepare a vehicle dynamic simulation model that shall be used to analyze the performance of the vehicle for safety against derailment during low-speed curving, and freedom from truck hunting at speeds up to [Agency to insert] mph ([Agency to insert] km/h). The Contractor shall perform tests to validate the model. The fully configured model shall be delivered to the Agency not later than delivery of the first vehicle. This analysis shall be used to satisfy the ride quality, stability and low speed curving requirements found in TS 2.5.9, TS 2.5.10 and TS 2.5.11. Climatic Conditions Vehicle Operational Climate Conditions The vehicle shall be capable of full operational functionality and performance in the Agencys operating climate. The Agencys operating climate shall be defined by the climatic design information for the Agencys geographic region contained within the latest edition of the ASHRAE Handbook. The Contractors assumed climatic values shall be approved by the Agency. The vehicle shall be designed for operation under the normal and expected conditions of rainfall, snowfall and ice accumulation for the Agencys operating climate. The vehicle shall be suitable for operation in the presence of normal and expected amounts of sand, dust, trash and leaf accumulation on the streets and rights-of-way in the Agencys operating climate. HVAC Design Conditions The acceptable interior dry bulb temperature range for the vehicle is [Agency to insert] to [Agency to insert] F ([Agency to insert] to [Agency to insert] C). The acceptable interior wet bulb temperature range for the vehicle is [Agency to insert] to [Agency to insert] F ([Agency to insert] to [Agency to insert] C). The HVAC system shall be designed to maintain the above dry bulb and wet bulb interior temperatures, while the vehicle is subjected to the following ambient environmental conditions as specified in the Climatic Design Information chapter of the latest edition of the ASHRAE Handbook. Minimum ambient dry bulb temperature (Extreme Annual DB, Mean, Max) Maximum ambient dry bulb temperature (Extreme Annual DB, Mean, Min) Cooling design dry bulb and coincident wet bulb temperatures (Cooling DB/MCWB, 1 percent) Heating design dry bulb temperature (Heating DB, 99 percent) The HVAC system shall also be subjected to the following design conditions: The passenger loading shall be taken at the AW2 condition, at 450 BUT/h (132 watts) per passenger at 50 percent sensible heat ratio (cooling). The lighting load shall be the total wattage of the interior lighting, with a ballast efficiency of 83 percent. Fresh airflow to the car shall be a minimum of 5.0 ft3/min/passenger. Total airflow shall be sufficient to meet the internal temperature and humidity requirements. Fan motors shall have an efficiency of 85 percent minimum or as required by the Energy Independence and Security Act of 2007, whichever is greater. Carbody transmission heat gain shall be [Agency to insert] maximum. The solar load shall be per ASHRAE recommendations. Interior relative humidity shall be 50 percent maximum. The recirculated air to the evaporator shall be at [Agency to insert]. The overhead HVAC unit heating capacity shall be sufficient to raise the fresh air temperature from the winter design day ambient temperature to the required interior temperature as stated in TS 7.3.10, Refrigerant Charge Determination, without the benefit of the floor heat, solar loads or passenger loads at minimum power supply voltage within [Agency to insert] min. The values for the above parameters to be used to design the car shall be approved by the Agency. Fordability With maximum wheel wear, the LRV shall operate without damage or equipment malfunction in water up to [3 in. (76 mm)] above the top of rail, at speeds up to [10 mph (16 km/h)]. A stationary vehicle, with the pantograph down, shall not be damaged by water levels up to [6 in. (152 mm)] above top of rail. Supply Voltages All equipment on the vehicle shall function normally, without failure or degradation of service or in-service life, at any voltage between the maximum and minimum voltages defined for the system from which the equipment is supplied for any duration, and shall not be damaged by the continuous application of any voltage between zero volts and the minimum or any polarity thereof. Unless otherwise specified, rated performance shall be delivered at any voltage between nominal and maximum voltages. Between the minimum and nominal voltages, analog measured performance such as brightness of lamps, DC motor power output or rating of heaters may be reduced in proportion to the available voltage or in proportion to the square of the available voltage in accordance with the inherent physical characteristics of that item. Control electronics and discrete components such as relays, solenoids or magnet valves shall be fully functional and deliver rated performance at any voltage between the minimum and the maximum. All equipment on the vehicle shall be self-protected from damage and improper operation due to: High-voltage transients across the supply terminals of that equipment; High-voltage transients impressed between either supply terminal and the vehicle body; and Long-term overvoltage and undervoltage conditions resulting from other equipment failure modes. Wayside Power Supply All equipment on the vehicle shall be protected from damage or continued shutdown caused by random interruptions of the contact line system power due to isolation gaps, contact shoe bounce, or other conditions. Low-Voltage Power System The low-voltage power system, consisting of the battery, low-voltage power supply (LVPS), battery charger (if provided) and associated circuitry, shall be configured to supply nominal 28.5 or 37.5 VDC power to all low-voltage apparatus, with the operating range at the load apparatus considered to be 19 VDC to 34 VDC, or 24 VDC to 42.5 VDC, respectively, for the nominal voltage. A 12 VDC system may be proposed for windshield wiper and washer, incandescent lamps, and other systems and equipment as approved by the Agency. All equipment operating from the low-voltage power system shall function normally, without failure or degradation in serviceable life, at any equipment terminal voltage between 19 VDC and 34 VDC for a 28.5 V system or 24 VDC and 42.5 VDC for a 37.5 V system, for any duration, and shall not be damaged by the continuous application of voltages between 0 and 34 VDC for a 28.5 V system or 0 and 42.5 VDC for a 37.5 V system. Where circuits are powered through trainlines, powered apparatus shall function satisfactorily in all vehicles, including the last vehicle of a maximum train, or a train double the maximum length as would be the case for emergency towing, with the trainlines powered from the low-voltage power system of the lead vehicle. For emergency operation with maximum trains, it may be assumed that the rescue vehicle has a normally operating low-voltage power system. Equipment powered by the low-voltage power system shall be capable of withstanding transients as defined by the Contractors Electromagnetic Compatibility Control and Test Plan, as described in the Requirements Traceability Matrix Section 22.2 and IEC-60571 Section 10.2.6, without damage, improper operation or shutdown. AC Power Supplies The fixed frequency AC power supply for general loads nominal output voltage shall be [208/120 VAC RMS, 3 phase, 4 wire, 60 Hz]. The neutral shall be grounded to the vehicle structure at one location. Variable voltage variable frequency power supplies may have, with approval of the Agency, different wiring arrangements and voltages. Performance Requirements General The following establishes the performance required of the LRV, whether in a single vehicle consist or multiple unit consist of up to the maximum specified length, and of similar or dissimilar weights, as specified below. Propulsion and Braking Assumptions All specified acceleration, braking and jerk rate requirements are based on level tangent dry track in still air except as otherwise noted. All specified performance capabilities shall be provided over the full-specified range of the following: Wheel wear; Ambient temperatures; and Low-voltage power supply voltage. Contact Line Voltage Range Propulsion equipment shall be designed for required performance at nominal [Agency to insert] contact line voltage. Above this voltage level, the tractive effort versus speed characteristic shall not vary as a function of catenary voltage. Below nominal voltage, the speed to which the full acceleration rate is maintained shall decrease in direct proportion to the reduction in catenary voltage. In addition, between [575 VDC and 525 VDC] full acceleration rate value shall be linearly reduced to [66 percent] of the nominal value. Full specified dynamic braking rates shall be available at the nominal or higher catenary voltage during regenerative braking. Below nominal voltage, dynamic brake taper speed may be reduced in proportion to the reduction in catenary voltage. Once dynamic brake is initiated, full specified dynamic braking rates shall be available whenever catenary is not receptive and with no catenary voltage present. During regenerative braking, one or more vehicles shall raise the contact line voltage above [Agency to insert]. Acceleration Requirements The vehicle shall provide acceleration capabilities as follows: Full acceleration average rate at master controller maximum power position of [3.0 mphps (1.34 m/s/s) 5 percent] at all vehicle weights from AW0 to AW2. At loads greater than AW2, tractive effort shall be held at the AW2 level. The full acceleration rate shall be available in the speed range of [0 to 20 mph (32 km/h)]. During acceleration, with any requested rate, the instantaneous acceleration rate shall not vary from the average rate by more than [0.20 mphps (0.09 m/s/s)]. From a standing start, time to reach [25 mph (40 km/h)] shall not exceed [10 s] and time to reach [50 mph (80 km/h)] shall not exceed [35 s] at AW2. These times shall be measured from change in trainline signals to the propulsion equipment. The vehicle initial acceleration rate shall be continuously variable between a minimum value of [0.3 mphps] to full acceleration as indicated above. Average acceleration rate is defined as the change in vehicle speed divided by the elapsed time. The normal time interval for calculation shall be defined as the time from development of full rate (expiration of jerk limit) to the base speed. Maximum and Balancing Speed Requirements The maximum design speed of the vehicle shall be [Agency to insert] mph ([Agency to insert] km/h) with all conditions of wheel wear. At that speed, propulsion system shall provide a minimum residual acceleration of 0.2 mphps (0.09 m/s2). The propulsion system shall be designed to operate at this speed without damage to any components and without heating or wear of any components in excess of values used to calculate design life. Actual operating speed shall be limited to [Agency to insert] mph ([Agency to insert] km/h) by inverter over-speed protection. The inverter speed limit controls shall use a ramped removal of tractive effort and shall not apply braking effort if the train speed exceeds the limit. Minimum-balancing speed on a 5 percent uphill grade shall be [40] mph ([64] km/h). Balancing speed on level tangent track is not explicitly specified. Service Brake Requirements Service braking shall be provided by a blended combination of dynamic braking and disc braking. Dynamic braking shall be a combination of regenerative and rheostatic braking, as appropriate for the specific overhead power receptivity condition. The system shall provide braking capability for all vehicle weights up to AW3 and over the entire speed range as follows: The blended full service brake (FSB) for speeds from [Agency to insert] mph ([Agency to insert] km/h) to 0 mph shall provide an average retardation rate of 3.0 mphps (1.34 m/s2) 5percent. During dynamic braking with any requested rate, the instantaneous variation in braking rate shall not exceed 0.20 mphps (0.09 m/s2). The dynamic brake shall produce 100 percent of the required braking effort up to 3.0 mphps (1.34 m/s2) deceleration rate request for up to AW2 car weights and 45 mph speed. The remainder of the required blended braking effort shall be provided by the trailer truck and motor truck friction brakes for car weights over AW2. Brake rate taper may be utilized to minimize friction braking above AW2 provided that the decreased braking rates comply with the system safety design. Regenerative braking, if equipped, shall be maximized over the entire speed range. Dynamic brake fade shall not occur above 6 mph (9.7 km/h). The Contractor may propose the use of dynamic braking to a standstill. In the event of dynamic brake failure, the disc brakes shall be capable of achieving an average deceleration rate of 3.0 mphps (1.34 m/s2) 15 percent. This deceleration rate shall be met from the reduced-performance speed limit (TS 2.4.15, Load Compensation) to 0. If dynamic brake failure occurs above 30 mph (48 km/h), the friction brake shall be used to reduce the vehicle speed to the restricted maximum. Instantaneous variations in deceleration rate of 20 percent of the average rate will be allowed for the disc brake during any particular run to accommodate normal friction material non-linearities. While the dynamic brake system is inoperative on any truck or car, the vehicle and its train shall be subject to the reduced-performance speed limit (TS 2.4.15, Load Compensation). The speed-limiting feature shall be activated automatically and on a trainline basis whenever a dynamic brake system is inoperative on one or more cars of a train and shall be annunciated by the propulsion fault indicators on the cab control panel, and by a summary propulsion fault indicator on the console in the active cab. The vehicle braking rates shall be continuously variable between a minimum value of 0.3 mphps (0.13 m/s2) to FSB as indicated above. Blended Brake The dynamic and disc brake systems shall be continuously blended to provide any requested braking rate throughout the operating speed range. The control scheme shall maximize the use of dynamic braking within limits of practical adhesion and traction motor capacity. Unpowered truck disc brakes shall be used to supplement dynamic braking and motor truck friction braking only when the motor truck adhesion limits or dynamic brake capability would be exceeded during heavy brake applications, including instances of persistent wheel slide activity on the power trucks. During emergency brake applications, unpowered truck disc brake effort shall, in general, be applied proportionally to the percentage of vehicle weight supported by the center truck (at the rail). Unpowered truck emergency braking effort may be reduced below the nominal effort based on proportional load to decrease the probability of damage to the independent center truck wheels due to wheelslides. Maximum Service Brake and Emergency Braking Requirements Maximum service brake (MSB) shall be a slide controlled dynamic and disk brake application with track brake and sanding. Maximum service brake shall be initiated by moving the master controller handle beyond the normal service brake range into the MSB position. Release of the deadman handle shall cause an emergency brake application. Emergency brake (EB) shall be non-slide controlled disk brake plus track brakes. Application of emergency braking (EB) shall be available by actuating the console EB push button switch. Initiation MethodBrake FunctionMinimum Deceleration RateMaster controller handle to FSBFull service brake (FSB) Motor truck: dynamic + friction (as required) Trailer truck: friction (above AW2) Slide protection active 3.0 mphpsMaster controller handle to MSBMaximum service brake (MSB) Motor truck: dynamic + friction (as required) Trailer truck: friction (as required) Track brakes Sand Slide protection active Retrievable prior to reaching zero speed4.0 mphpsEmergency stop buttonEmergency brake (EB) Motor truck: friction (pressure equivalent to full service brake) Trailer truck: friction (pressure equivalent to full service brake) No slide protection Track brakes May not be released until zero speedAs the system will provide.During MSB application, both dynamic and disc braking shall be load weighed. During EB application, disk braking shall be load weighed. EB is considered a safety system. The friction brake system (disc only) shall have the capability of producing at least one stop from maximum service speed in case of dynamic brake failure. An EB command shall be irretrievable to the no-motion detection speed. Sand shall be automatically applied until the no-motion detection speed. The track brake command shall be interlocked with the no-motion signal so that EB-commanded track brakes shall be released when no-motion is detected. The minimum average deceleration rate (dv/dt) for emergency stops initiated by the emergency stop button, from an initial vehicle speed of 30 mph or higher, shall meet or exceed the rate calculated by the following equation at all weights up to AW3: RAV (mphps) = 5.6 - 0.02v (mph), where RAV is the average emergency braking rate in mphps and v is the brake entry speed in mph. The maximum emergency braking average rate shall not exceed the minimum rates by more than 30 percent. For EB brake entry speeds below 30 mph, the average deceleration rate shall be a minimum of 5.0 mphps. For all MSB applications, the instantaneous deceleration shall not exceed 8.0 mphps (3.6 m/s2). Wheel Spin/Slide Correction A system shall be provided to detect and correct wheel spin and slide on each vehicle, whether random or synchronous on an individual truck basis, both in acceleration and braking. The spin/slide system shall be designed for safe operation such that a spin/slide system failure must not prevent the application of braking at any level less than desired, in any braking mode. The spin/slide system shall be functional under all acceleration and all dynamic and disc braking commands except for emergency brake applications initiated by the console EB pushbutton switch. The spin/slide system shall monitor the axle speeds of the motored axles and all wheels of the unmotored truck and shall detect slides or spins by evaluation of axle or wheel speed differences and acceleration/deceleration rate levels. The system shall take into account the higher deceleration rates developed during track brake applications. Slide control efficiency is defined as a percentage ratio between the theoretical stopping distance (derived from the average recorded braking effort levels causing slide) and the actual stopping distance as measured during the test. Spin control efficiency is defined as the ratio of the theoretical distance required to accelerate from standstill to a speed of 25 mph (40 km/h) (derived from the average recorded tractive effort levels causing spin) and the actual distance required to accelerate to the speed of 25 mph (40 km/h) as measured from non-powered wheel rotation. The efficiency of the wheel spin/slide system at a coefficient of adhesion of 0.05 or greater shall be at least 90 percent, both in acceleration and in disc and dynamic braking over the speed range between maximum speed and 3 mph (5 km/h). Sanding shall be applied automatically during correction of persistent spins and slides. Operation of spin/slide system shall not induce sustained vehicle acceleration or deceleration level oscillations at frequencies above 1.5 Hz. The wheel spin/slide correction system shall function properly with differences of up to 2 in. (50 mm) in diameter among the wheels of a vehicle. Automatic wheel size adjustment shall be provided. A separate safety timing function shall be provided to trip and override friction brake release on each truck if the braking effort on the truck remains below 25 percent of the commanded value for more than 3 s from slide detection. The timer shall be reset, once tripped, by sensing no motion and application of acceleration power. If not tripped, then the timer shall be reset by correction of the slide. Jerk Limits In response to a step input command signal, the average rate of change of actual acceleration or deceleration, after any mode change dead time, shall be between [2.0 mph/s2 and 3.0 mph/s2 (1.1 m/s3 to 1.3 m/s3]. Where the command signal is changing at a rate that is less than the jerk rate, the system shall follow the command signal rate of change within specified accuracy limits. Jerk limiting shall produce linear outputs and shall be designed such that maximum available braking rate shall not be reduced due to failure of the jerk limiting function. The jerk rate limits specified shall apply to all normal power and service braking applications. Release of power when traversing overhead primary power isolation gaps need not be jerk limited; however, reapplication of power shall be jerk limited. Emergency brake applications shall not be jerk limited. Release of power, when the master controller is moved directly from a power position to a brake position without stopping in the coast position, shall not be jerk limited, while the application of service braking shall be jerk limited. Master Controller General The master controller shall operate in the car longitudinal direction. The master controller shall incorporate redundancy so that emergency braking can be achieved in the event that there is a malfunction of a position sensor. Master controller movement shall result in corresponding changes to the trainlined control signals indicating the commanded tractive effort level and propulsion system mode (motoring, coast or braking). Other trainlined and local signals may be controlled by the master controller as required by overall system design. Trainlined master controller control signals shall comply with the requirements of IEEE Std 1475. As a part of the design approval process, the Contractor shall allow the Agency representative to operate a master controller to verify that the spring pressure and or detents do not require excessive force. Interlock The master controller shall be mechanically interlocked so that the master controller is inactive when the cab control switch is in the OFF position. The master controller shall be operative only when the direction control selector is moved to the FORWARD or REVERSE position. A change of mode from FORWARD or REVERSE to OFF or vice versa shall be impossible unless the master controller is at neutral, vehicle is at zero speed and parking brake is applied. A change in the position of the direction control selector when the vehicle is moving above zero speed shall issue a full service brake command. Pedal Control (if used) Two automotive-style master controller pedals shall be provided to issue the command signals to the propulsion and braking systems. The right control pedal shall control propulsion between coast and max power. The left control pedal shall control braking from coast to maximum service brake. The left control pedal shall have a firm detent between the full service brake position and the maximum service brake position. The brake and accelerator pedals shall have a smooth motion and shall have a linear graduation over their respective control ranges. The pedals shall be positioned such that their operation shall be comfortable for Operators with the physical features of a fifth percentile female through a 95th percentile male. Handle Control (if used) A single master controller handle shall be provided to issue the command signals to the propulsion and braking systems. The master controller shall operate in a proportional manner in both power and brake from the respective minimum to maximum positions. The Agency shall specify the desired sequence of modes with handle movement: maximum power in the forwardmost position and emergency brake in the rearmost position, or vice versa. The master controller handle and its position during operation shall minimize strain and fatigue on the Operator. The master controller handle shall be sufficiently long and the handle throw sufficiently great that all detents are easily reached. Rotation of the master controller handle is permitted in the longitudinal-vertical plane. Sufficient cushioning and arm/elbow support shall be provided for Operator comfort. Seven master controller detent positions shall be provided and clearly labeled: Full Power (maximum extent of handle travel in the power sector) Minimum Power (near coast position) Coast (near center of handle travel) Minimum Brake Full Service Brake Maximum Service Brake Emergency Brake (maximum extent of handle travel in the brake sector). Detents shall be spaced far enough apart and shall have sufficient tactile feel to clearly indicate the position of the handle to the Operator: A relatively slight detent shall be provided in the coast position and in the minimum power position. A more pronounced detent shall be provided just to the rear of the full service brake position, providing sufficient resistance to preclude inadvertent movement into the maximum brake position. There shall be a continuous range of control between maximum and minimum power and between minimum service brake and full service brake. The master controller handle group shall be supplied as a single integrated unit with the key switch and reverser switch. Deadman Feature General An Operators deadman feature shall be incorporated into the vehicle controls to safely stop the vehicle in the event of the incapacity of the Operator. If the Deadman feature is activated, propulsion shall be disabled and an irrevocable full service brake activated not more than 5 s after the Deadman feature is activated. Continuous Operator effort, within ergonomic standards, shall be required to hold the Deadman device in its operating position. A warning buzzer shall activate immediately after the Deadman feature is activated. The Deadman feature shall be resettable only at zero speed. The Contractor shall provide at least two independent methods of Deadman activation to decrease Operator fatigue. The Deadman mechanisms shall be designed to minimize strain for the Operator The Deadman mechanisms shall be designed such that they cannot be defeated. Deadman, Handle Control (if used) The Deadman handle on the master controller shall normally be held in the inactivated position by the Operators hand. Releasing the Deadman handle with the vehicle in motion and the cab active shall remove power and command a full service brake application on the train unless a full service command is already in effect and the train is stopped. The Deadman feature shall be inactive when the master controller is in the full service brake position, the maximum service brake position, in the emergency brake position, and when the cab activation switch is in the OFF position. Mode Change Dead Times Single mode changes shall have dead times not exceeding 200 ms. Single mode changes are transitions from propulsion to coast, coast to brake, brake to coast and coast to propulsion. The dead times shall be measured from the time when the master controller handle or pedal is moved into the zone corresponding to the new command until the acceleration or deceleration begins to change at the specified jerk rate. Multiple mode changes, such as propulsion to coast to brake, shall be measured consecutively, adding the jerk limited power or brake removal time (if commanded) to the two mode-transition time intervals, as appropriate. Motion Detection An apparatus shall be provided to detect all vehicle motions down to and including [1 mph (1.6km/h)]. The speed detection system shall generate a safe signal, indicating that no motion has been detected, for other vehicle systems that require such information. No-motion detection shall be on a per vehicle basis and shall not be trainlined. The design of the no-motion detection system shall be submitted to the Agency for approval. Load Compensation A load measuring system shall be provided to maintain the acceleration requirements of TS 2.4.4 through TS 2.4.5 and the braking requirements of TS 2.4.6 through TS 2.4.8. The system shall independently measure the loading on each of the three trucks. Propulsion and braking efforts shall be adjusted on a per-truck basis to compensate for actual load. Failure of the load compensation system shall result in braking effort not less than that normally provided for AW0 vehicle weight on the affected truck. Parking Brake The parking brake system shall be capable of holding a vehicle at all weights up to AW3 on a 7 percent grade indefinitely. Duty Cycle Rating The vehicle shall be capable of continuous operation on the route without exceeding the continuous rating of any equipment, under the following conditions: A constant AW2 load; A dwell time of 15 s at each stop; Acceleration and braking at maximum service rates; Operation to and maintenance of maximum track speeds; A 30 s layover at each end of the line. In addition, a train with an AW3 load shall be capable of pushing or towing another train of equal or shorter length with an AW3 load from the point of equipment failure to the end of the line in the original direction of travel without damage or reduction in equipment life. For this condition, it shall be assumed that the train will make all station stops, but it may be assumed that the train will operate at reduced performance, including limiting maximum speed to not less than [33 mph (53 km/h)], or other limit (reduced-performance speed limit) resulting from the Contractors simulation of its equipment under such abnormal conditions, as approved by the Agency. The assumed point of failure shall be such that the worst load is imposed on the equipment. Provide sufficient margin for normal and emergency towing operation on future extensions with a mix of station spacings up to [1 mi (1.6 km)] and trip lengths up to [10 mi (16 km)]. The vehicle shall be capable of operating at speeds of [5 mph (8 km/h)] or less continuously at AW2 on any portion of the Agencys line, without overheating or damage to the vehicle. Vehicle Subsystem Interfaces The Contractor shall be responsible for the system design of the entire car and its equipment, for the proper interrelation and interdependence of all car subsystems and their proper interfacing, including a future train control system (TS 14.3.3) to meet the requirements of this Specification. The Contractor shall also be responsible for integrating the vehicle with the other systems elements, i.e., traction power, catenary, communications, TWC system or equivalent, and track. For each system/subsystem, the interface details shall be completely documented, such that future equipment purchases from alternate sources shall be possible. The interface documentation shall be maintained and updated throughout the design, manufacturing, test, and until the design ceases to change, so that the document always reflects the best information regarding the interface. A summary drawing defining the relationship between subsystems shall be presented by the Contractor at the preliminary design review. The interface documentation shall include as a minimum the following items: Mechanical: outline, attachment, shock, vibration; Power: type and quality, load (starting and steady-state), power factor; Pneumatics/hydraulics: control definitions, measurement definitions, fluid consumption; Electrical control: local, trainlined, signal definition, response characteristics; Software interface: data definition, protocols, response characteristics; Weather environment: temperature, humidity; Electromagnetic compatibility: emissions, susceptibility; and Diagnostic interface: data storage, data retrieval and test procedures. Interface characteristics appropriate to specific systems/subsystems shall be added to the above list as necessary to provide a full interface definition. Noise, Vibration, Ride Quality General Unless otherwise indicated, noise level (as defined by the latest version of ANSI S1.4) is the weighted sound pressure level measured by the use of a metering characteristic and weighing A, B or C as specified in ANSI S1.4. The unit of noise level is decibels (dB), and the reference pressure is 20 micropascals. Overall noise levels shall be measured in dB on the A scale (dBA) with slow meter response setting for stationary vehicle measurements, and fast meter response for moving vehicle measurements. A Type 2 sound level meter, in accordance with the latest version of ANSI S1.4, shall be used. For octave and one-third octave band measurements, filters in accordance with the latest version of ANSI S1.11 shall be used. Under steady operating conditions, the measurement interval shall be 5 s. Unless otherwise noted, specified noise limits shall be for continuouslyoperating equipment and shall not apply to equipment that operates occasionally, such as a circuit breaker or pneumatic pressure relief device. Pure Tones The maximum allowable noise level shall be reduced by at least 3 dB if significant pure tones in the range from 250 Hz to 4000 Hz are present in the noise. Pure tone noise shall be considered significant in this context if any one-third octave band sound pressure level is 5 dB, or more, higher than the arithmetic average of the two adjacent bands containing no pure tones. Interior Noise Measurements of interior noise levels shall be taken in a fully equipped vehicle with no personnel on board other than the person performing the measurements, an observer, and the car Operator for moving car tests. Measuring points shall be as follows: 3 ft (914 mm) below the geometric center of each return air grille, Not less than 1 ft (305 mm) from the ceiling, end walls or side walls, Not less than 10 measurements at the height of the average seated passengers ears at representative locations throughout the vehicle, Not less than 10 measurements at the height of the average standing passengers ears at representative locations throughout the vehicle, and One at the height of the average Operators ears when seated in the cab seat. With the vehicle stationary with windows and doors closed, with all auxiliary equipment operating simultaneously under normal operating conditions, the interior noise level shall not exceed 72 dBA. With the vehicle stationary and any one system of equipment operating at normal conditions, the vehicle interior noise shall not exceed 68 dBA. With the vehicle operating on the Agencys system, on noncorrugated rail, at any speed up to [66mph (106 km/h)], in any curve down to 82 ft (25 m) radius, and under any acceleration or deceleration condition, interior noise shall not exceed 78 dBA. Noise generated by the public address system, measured 1 ft (305 mm) from any loudspeaker with the PA system energized and operating in a standby condition, and with any electrical system energized, shall not exceed 40 dBA. Noise generated separately by any side door operation, measured with the fast meter response, 1 ft (305 mm) inboard from the doorway centerline at a height of 5 ft (1.5 m) above top of floor, shall not exceed 72 dBA. Noise generated by fluorescent lamps, fixtures and ballasts installed and energized at rated voltage and frequency, measured 1 ft (305 mm) from any lighting fixture, shall not exceed 48 dBA. Wayside Noise Limits The vehicle wayside noise emissions must meet the Agencys environmental impact statement for the project. If a statement has not been published, then the new vehicles shall not exceed the noise emissions of the Agencys existing fleet. Measurements of exterior noise levels shall be made with the train on or operating on level, tangent track in an essentially free-field environment such as outdoors, away from any reflecting surfaces other than ballast, ties, newly ground welded rail and the adjacent terrain. The measurement shall be taken at a distance of 50 ft (15 m) from the centerline of the track, 5 ft (1.5m) above the ground, or as otherwise specified. Average noise levels emanating from the vehicle shall not exceed the following levels with all auxiliary equipment operating simultaneously: Vehicle stationary, empty: 68 dBA Vehicle empty, on tangent track accelerating from 40 mph (64 km/h) or in maximum dynamic braking or maximum friction braking from 40 mph (64 km/h): 75 dBA For this test, the vehicle shall operate with new wheel conditions. Equipment Noise Prior to Installation on Vehicle Noise levels produced by each trucks traction motors, when powered from the actual traction inverter, shall not exceed 93 dBA for each motor at 16 ft (4.9 m) from the center of the motor, in any direction, while operating at all speeds from zero to the equivalent of the maximum vehicle operating speed specified in TS 2.1 and at loads equivalent to the maximum tractive effort (motoring and braking) in either direction. The noise levels shall be corrected for the presence of pure tones as described in IEC 349-2. Noise levels produced by each propulsion gearbox and couplings shall not exceed 85 dBA at 16 ft (4.9 m). from the geometric center of the gearbox, in any direction, and with gears rotating in either direction at all speeds from zero to the equivalent of 66 mph (106 km/h) vehicle speed and at all loads up to the equivalent to maximum tractive effort (motoring and braking). Noise produced by the individual operation of any undercar or roof mounted equipment which operates continuously or frequently (except traction motors and gear sets, above) shall not exceed 80 dBA at 16 ft (4.9 m) from the center of the equipment while it is operating under normal conditions and loads. Notwithstanding the requirements of this section, the requirements of TS 2.5.3 and TS 2.9.4 shall be met. Equipment Noise After Installation on Vehicle Noise levels produced by individual operation of all undercar and roof-mounted equipment and operating systems, except traction motors and gears, shall not exceed 67 dBA at 16 ft (4.9 m) from the vehicle centerline, on either side of the vehicle, on the horizontal plane passing through the shaft or equipment centerline while the equipment is operating at normal conditions with the vehicle at rest. The equipment must be complete, installed and all components of each system operating during test for noise levels. Noise levels produced by the operating air conditioning equipment (in conjunction with the operating static inverter) shall not exceed 68 dBA anywhere inside the vehicle with doors closed. Measurements shall be taken at a minimum of 10 approved locations not less than 1 ft (305 mm) from the ceiling, floor, end walls or side walls. Noise levels produced by the individual operation of any undercar or roof mounted equipment that operates infrequently, and for less than 2 s, such as a circuit breaker or a pneumatic pressure relief device, shall not exceed 100 dBA measured from any point 16 ft (4.9 m) from the center of the equipment. The sound level reading shall be taken on the fast meter response. Notwithstanding the requirements of this section, the requirements of TS 2.5.3 and TS 2.5.4 shall be met. Vibration Generation Equipment and auxiliaries mounted anywhere on the vehicle, carbody or trucks shall not cause vertical or horizontal vibrations anywhere on the vehicle floor, walls, ceiling panels and seat frames, at any speed from 0 to the maximum vehicle operating speed specified in TS 2.1 and at any acceleration or braking command except emergency braking, in excess of the following: Below 1.4 Hz: Maximum deflection (peak to peak) of 0.10 in. (2.54 mm). 1.4 Hz to 20 Hz: Peak acceleration of 0.01 g (0.10 m/s2). Above 20 Hz: Peak velocity of 0.03 in./s (0.76 mm/s). Vibration and Impact Loads All vehicle equipment shall operate without damage or degradation of performance when subjected to vibration and impacts encountered during normal service, and shall be compliant with and tested per IEC 61373 standard, including all functional and durability requirements. Ride Quality All panels and equipment mounted in the passenger area shall be free from resonance. Acceleration values outside this frequency range shall be subject to the Agencys review and approval. The vehicle shall be evaluated with new wheels on tie and ballast track with noncorrugated welded rail. Ride quality shall be evaluated according to ISO 2631-1: 1997(E). The RMS acceleration values for each measurement point shall not exceed 0.32 m/s/s for seated and standing passengers. Also, the vibration total value (root sum of squares summation) for each measurement point shall be calculated, and shall not exceed 0.50 m/s/s. Where appropriate, frequency-weighting Wb shall be used instead of Wk. Acceleration data shall be evaluated over the range of 0.5 Hz. to 80 Hz. For seated passengers, the evaluation shall be made over the three translational axes at the seat pan, and the three translational axes at the seat back and floor. For standing passengers, the acceleration data shall be evaluated in the three translational axes of the floor and rotational motion about the x-axis as specified in ISO 2631-4 (2001). Representative seat and floor positions, including for crew, shall be as agreed. Ride quality shall be evaluated for all load conditions AW0 to AW3, and all normal vehicle acceleration, deceleration, and speed conditions. The vehicle shall be evaluated with new wheels on representative track. The natural frequency associated with truck frame vertical motion between primary and secondary suspensions shall be separated from the natural frequency associated with carbody first vertical bending mode by at least 40 percent, for minimal coupling between these modes. Curving Low-speed (5 mph) curving shall be modeled with an upward cusp on the inside rail, centered on a flat 82 ft (25 m) radius curve. The curve length shall not be less than 200 ft (60 m). The cusp shall have a 3 in. (76 mm) amplitude with a distance equal to the truck wheelbase. The cases of new wheel/new rail and new wheel/worn rail shall be considered with appropriate cross-sectional profiles. Report outputs and corresponding criteria as follows: Net axle lateral (NAL) force, as a check on track panel shift, shall be less than one-half the static vertical axle load for AW0 and AW3. Single wheel L/V, measuring the resistance to wheel climb derailment, shall not exceed the Nadal limit for minimum design flange angle and a wheel/rail coefficient of friction of 0.5. Truck side L/V, a measure of rail rollover potential, shall be less than 0.6. Minimum vertical wheel force, to prevent wheel unloading, shall be greater than 10 percent of the static wheel load. Stability The contractor shall analyze vehicle stability in tangent track at speeds up to 110 percent of maximum revenue service speed. The output of lateral accelerations from transducers on the truck frame shall be reported to indicate if truck hunting occurred. Hunting shall be defined as six or more consecutive oscillations where truck frame lateral accelerations exceed 0.8g peak to peak. Hunting shall not occur up to maximum revenue service speed. Tangent track segments in the model shall be at least 2000 ft (610m) long. The four cases of new wheel/new rail, new wheel/worn rail, worn wheel/new rail, and worn wheel/worn rail profiles shall be analyzed to determine the worst condition. Electromagnetic Interference and Compatibility General The Contractor shall design and construct the vehicle such that its equipment does not electrically interfere with the safe and proper operation of the vehicle itself or any wayside equipment, including equipment or systems external to the LRT system. Service-Proven Design Vehicle and vehicle subsystem equipment designs shall be service proven, unless otherwise approved by the Agency. The Agency will assess the definition of service proven according to the risk associated with each particular design. In general, a service-proven design will meet all the following criteria: For the vehicle, in revenue rail operation for at least two years on an operating property similar to that of the LRV system; For vehicle subsystem equipment, in revenue rail operation for at least five years on an operating property similar to that of the LRV system; Used in revenue rail operation for at least 1 million fleet vehicle mi (1.6 million km) with at least 50,000 mi (80,000 km) per vehicle; Has a minimum fleet size of 20 vehicles; Has a vehicle availability of 95 percent, minimum; Has achieved an MDBTD consistent with the requirements in this Specification. To establish the service-proven history of a design, the Contractor shall submit specific details of the application history, certified by current users of the equipment. Equipment that does not meet the above criteria may be proposed for the Agencys approval if the proposed equipment can be demonstrated by the Contractor to meet the specified reliability requirements. The Contractor may offer, for approval, a design that is basically unchanged from a service-proven design, but which must be varied slightly in design or manufacture to meet the Agencys requirements. The Contractor shall show, in detail, what has been changed in the equipment, including changes of suppliers of the original equipment, and why such changes will not adversely affect operation in the Agencys environment. Systems and components requiring service-proven designs are as follows: Propulsion system and controls Diesel engine/alternator packages Data communication systems Coupler and draft gear Current collectors Friction brakes and control Door operators and control Inverter ballasts Air comfort system Articulation section Motor trucks Trailer trucks Load leveling system Auxiliary inverter Low-voltage power supply Communication power supply and electronics, including integration with destination signs and automatic announcement system Seats Battery Any other design, component or system that affects passenger or train safety. Reliability General Each component, assembly, subsystem and system element shall be designed in a manner such that it will perform its function under the specified design operating conditions without failure for the durations specified. The Contractor shall submit a reliability analysis that defines the mean distance between component failure (MDBCF) and mean distance (in miles) between train delays (MDBTD) for its vehicle design, considering all failure modes for each component, assembly, subsystem and system element. The combination shall result in realization of a vehicle MDBTD of 25,000 mi (40,000 km) in accordance with this section and TS 2.8.5. For this analysis, vehicle system reliability calculations shall be based on single vehicle operation with an average speed of 25 mph (40 km/h) and an average of 50,000 mi (80,000 km) per vehicle year. A train delay is defined as an incident causing a revenue train to be: More than 5 min late at its destination terminal; Canceled either at its original terminal or en route; or Rerouted. The MDBCF of an item is the ratio of the total operating distance, d, accumulated by the total population of relevant failures, F, occurring within the population of identical items used in the same application during distance d. It is expressed by the following equation: MDBCF = d/F. The MTBCF (mean time between component failures) of an item is the ratio of the total operating time, t, accumulated by the total population of relevant failures, F, occurring within the population of identical items during the time t. It is expressed by the following equation: MTBCF = t/F. To convert between MDBCF and MTBCF, multiply or divide by the average speed, identified as 25mph (40 km/h). A chargeable failure is defined as any failure that requires repair or replacement of any subsystem or vehicle component. Chargeable failures shall include intermittent, unverified and software failures that occur more than three times on a specific vehicle. The time, place or type of service in which the car was being operated at the time of a failure shall not be of any consequence. Nonchargeable failures to be excluded from the calculation include the following: Secondary failures (a failure occurrence in equipment of another subsystem due to the primary failure); Replacement of consumable items except for those not achieving their design life. A failure due to the Contractor or the Agency not performing the recommended preventive maintenance actions; Failures due to vandalism or physical mistreatment at a human interface; Failures due to an accident; and Failures due to operating or weather conditions of unusual aspect or severity. Component Reliability Requirements The following are reliability requirements for the systems and components of the vehicle, assuming routine maintenance is performed as recommended by the Contractor: Traction equipment and controls shall have an MDBCF of 50,000 mi (80,000 km). Friction braking shall have an MDBCF of 50,000 mi (80,000 km). Communications equipment shall have an MDBCF of 75,000 mi (121,000 km). Side doors and control equipment shall have an MDBCF of 85,000 mi (136,000 km). Lighting equipment shall have an MDBCF of 350,000 mi (563,000 km). Auxiliary electrical apparatus shall have an MDBCF of 100,000 mi (160,000 km). HVAC equipment shall have an MDBCF of 100,000 mi (160,000 km). Couplers and draft gear shall have an MDBCF of 100,000 mi (160,000 km). Trucks and suspension shall have an MDBCF of 170,000 mi (272,000 km). Train-to-wayside communications equipment shall have an MDBCF of 170,000 mi (272,000km). The system component MDBCF shall be calculated as a cumulative value over the time of the reliability demonstration plan, defined in TS 2.8.5. Reliability and Failure Analyses The Contractor shall submit documented verification of product history and experience that demonstrates that the specified MDBTD and MDBCF requirements will be achievable. The Contractor shall perform analyses to identify weaknesses in system hardware and software design whenever these details are not established by historical records of equipment operation. The analyses shall provide input to system designs for theoretical circuit behavior, random component failures, electrical interference, systematic component failures and software errors in software-based logic. The reliability predictions shall be identified through the use of MIL-HDBK-217 or certified field failure data. The Contractor shall perform and submit a Failure Modes Effects and Criticality Analysis (FMECA) for subsystems to identify weaknesses in safety critical system hardware/software design and to document modes and effects of failures whenever these details are not established by equipment historical records. Reliability analyses shall be updated throughout vehicle design development. Reliability Program The Contractors reliability program shall be submitted 60 days after NTP for the Agencys approval, and shall contain the following information, as a minimum: Reliability program objectives; Reliability program schedule, which identifies specific tasks, with start and completion dates, and explains how these tasks are coordinated and integrated with major program milestones for design, manufacturing and testing; Methodology to be used in reliability analyses to predict compliance with the reliability requirements specified in TS 2.8.1 and 2.8.2; Organization of personnel responsible for managing the reliability program; Controls for activities of subcontractors and equipment suppliers, to ensure their compliance with reliability program methods and objectives; Preliminary reliability demonstration testing plans for verification of compliance with reliability requirements when calculations and analyses are inconclusive, or when past performance records are incomplete or unavailable; and Reliability demonstration procedures as required by TS 2.8.6. Reliability progress reporting, which details implementation of the approved reliability program, shall be submitted to the Agency on a monthly basis, beginning 90 days after NTP. Reliability Demonstration The reliability demonstration (RD) for the entire fleet of vehicles shall extend from two months after vehicle acceptance of the first production LRV to the end of warranty period of the final accepted vehicle of the base order. During this time period, the MDBTD shall be as follows: From 0 to 6 months, 10,000 mi (16,000 km). From 6 to 12 months, 15,000 mi (24,000 km). From 12 to 18 months, 20,000 mi (32,000 km). From 18 months to the end of warranty, 25,000 mi (40,000 km). Each time period shall be considered as stand-alone or independent. At the conclusion of a time period, the final MDBTD for that time period shall be calculated and compared to the minimum MDBTD for that time period. The Contractor shall submit a Reliability Demonstration Plan (RDP) 90 days before delivery of the first car that defines the following for a demonstration to prove compliance with the specified MDBTD and MDBCF requirements and failure definitions in TS 2.8.1 and TS 2.8.2: Reliability demonstration schedule (including vehicle delivery and burn-in); Reliability demonstration procedures and forms for recording and submitting data, which shall be approved by the Agency before the start of the reliability demonstration (refer to TS 2.8.5 and TS 2.8.6); Success/failure criteria for measuring MDBCF values for individual equipment items and subsystems under demonstration; Failure analysis of reported failures to identify the cause and need for corrective action. The Contractor shall establish a Failure Review Board to meet as required, to determine by consensus the categorization of failures and the need and depth of failure analyses. The Failure Review Board shall consist of members designated by the Contractor and by the Agency. When mutual agreement cannot be negotiated, the Agencys position shall prevail; Change control procedures for implementing design changes during the demonstration program; and Format and location of test records, test logs and data records. During the demonstration, the vehicles shall be maintained by the Agencys maintenance personnel according to the approved Maintenance Plan and Maintenance Manuals. The Agency shall be responsible for vehicle operating and the conduct of simulated or actual revenue service. If, after the end of the demonstration, it cannot be determined that all of the specified reliability requirements have been met, then the Contractor shall redesign, as needed, to achieve acceptable reliability. Acceptable MDBTD data shall be obtained by another demonstration of at least six months duration on the modified vehicles, and the Contractor shall bear all costs associated with the redesign effort, including vehicle modifications and associated costs. Reliability Demonstration Procedures The Contractor shall provide a minimum of the following in its reliability demonstration procedures: All equipment failures reported during reliability testing shall be classified as relevant or nonrelevant failures by the Failure Review Board (refer to TS 2.8.5). The procedures shall describe the details of the burn-in period for each vehicle. All equipment failures during the burn-in shall be reported and recorded, but not counted in establishing MDBCF and MDBTD values. A proposed plan for corrective action, where necessary, shall be developed and forwarded to the Agency for approval. The plan shall include proposed demonstration restart procedures, proposed changes, and appropriate supporting data. The proposed plan shall clearly identify a specific method for verifying the effectiveness of change(s). Credit may not be taken for time from previous failed tests, and the specified performance and other required characteristics of the equipment shall not be changed to achieve reliability requirements. A record shall be maintained that contains all the information necessary to calculate MDBCF and MDBTD values for the vehicle and major systems, and to verify successful demonstration of the MDBCF and MDBTD requirements. The failure record shall be available for review by the Agency. Preventative maintenance procedures specified for the equipment during normal operation shall be performed by the Agency during the reliability demonstration. Maintainability General The vehicle design shall incorporate standards that minimize mean time to repair (MTTR) and maintenance costs throughout its intended useful life. The Contractor shall develop a maintainability program for the vehicle, including corrective and preventive maintenance, that shall provide for enhancement of vehicle availability and the minimization of maintenance costs. The maintainability design for the Agency vehicle shall result in an overall MTTR of 1.8 h. This shall be the weighted average of the MTTR of the key system elements as listed below. Diagnostic time shall be included in MTTR. Traction equipment and controls shall have an MTTR of 1.8 h. Friction braking equipment shall have an MTTR of 2.0 h. Communications equipment shall have an MTTR of 1.0 h. Side door and control equipment shall have an MTTR of 0.8 h. Lighting equipment shall have an MTTR of 0.5 h. Auxiliary electrical equipment shall have an MTTR of 1.5 h. Coupler and draft gear equipment shall have an MTTR of 2.6 h. Truck and suspension equipment shall have an MTTR of 1.6 h. Train-to-wayside communications equipment shall have an MTTR of 1.0 h. Carbody and appointments shall have an MTTR of 2.1 h. Maintenance Plan The Contractors maintainability program shall include a detailed plan outlining all schedules and activities for vehicle preventive maintenance. This plan, along with the outline of the proposed maintenance manuals and associated drawings, shall be submitted to the Agency for approval within 120 days after NTP (CDRL). The plan shall outline each maintenance task, the time schedules, recommended tools, personnel and skill levels required. These recommendations shall be based upon those of the Contractor and of the equipment suppliers. The weighted average of the component MTTR shall illustrate compliance with the overall MTTR requirements. This plan shall be coordinated with the maintenance manuals and shall agree with them. Maintainability Demonstration As part of the training program for maintenance personnel, all servicing and preventive maintenance shall be demonstrated. Troubleshooting, change-out of components, corrective maintenance and use of special tools shall be demonstrated where special emphasis, instruction or proficiency is needed. Vehicle movement under disabling conditions shall also be demonstrated. The Contractor shall submit a Maintainability Demonstration Plan 90 days before delivery of the first vehicle. Preventive Maintenance Preventive maintenance is defined as those maintenance tasks performed to minimize the possibility of future equipment failure, to reduce or minimize wear rates, to replace consumable parts and to satisfy warranty requirements. The total of preventive maintenance tasks, as defined in the maintenance manual, shall be no more frequent or take more time than the following schedule for each vehicle: Preventative maintenance tasks to be performed every 5000 mi or 30 days shall require no more than a total of 10 hours. Preventative maintenance tasks to be performed every 15,000 mi or 90 days shall require no more than a total of 20 hours. Preventative maintenance tasks to be performed every 30,000 mi or 180 days shall require no more than a total of 30 hours. Preventative maintenance tasks to be performed every 60,000 mi or one year shall require no more than a total of 40 hours. The preventative maintenance schedule for each vehicle shall commence on its acceptance. Maintainability Design The following shall be required in the design for maintainability: Systematic fault isolation procedures shall be developed for inclusion in the maintenance manuals. Built in test points and test connectors shall be provided and marked. These are to be used with standard test equipment and the diagnostic test equipment. A system of status and failure indicators shall be provided. The Contractor shall develop a list of indicators and other features of the vehicle self-diagnostic system for the Agencys review and approval. All test points, fault indicators, modules, wire junctions, pipes, tubes and wires shall be identified by nameplates, color coding, number coding, or other means as approved by the Agency, to assist the maintenance personnel. All systems and components serviced as part of inspection or periodic preventive maintenance shall be readily accessible for service and inspection. Removal or physical movement of components unrelated to the specific maintenance tasks shall be unnecessary. Relative accessibility of components, measured in time to gain access, shall be logically related to their frequency of maintenance, inspection or repair. Access panels and openings shall be sufficient in quantity, size and placement to permit ready access from normal work locations. Doors or cover panels shall be hinged and shall be removable if they cannot swing fully open. Standard and commercially available components and hardware shall be used wherever suitable for the task and when conforming to this document. Unless otherwise specified, captive, quarter turn fasteners shall be used on covers and access panels where periodic maintenance and inspection is to be performed. These fasteners shall not require the use of special tools except where necessary to prevent vandalism and unauthorized access. Major components shall be designed for removal by provision of handles, lifting eyes, lugs or pads. The requirement for special tools and fixtures for maintenance shall be subject to the Agencys approval. Assemblies or components that are functionally interchangeable shall be physically interchangeable. Modules or plug-in assemblies that are not functionally interchangeable shall not be physically interchangeable and shall be shaped or keyed to prevent incorrect application. Adjustments Electrical Adjustments Provisions for electrical adjustments shall be approved prior to being included in a circuit. Stable components, tight tolerances and drift compensation and temperature compensation circuits shall be used wherever possible in order to avoid adjustments. If necessary at all, adjustments using select-in-test components are preferred over variable components. Where adjustable components are approved, they shall be sealed to preserve the adjustment and to identify calibrated assemblies. Sealing materials shall be noncaustic, durable, breakable for readjustment, and shall provide visual indication when broken. Mechanical Adjustments Mechanical adjustments will be allowed only to compensate for a devices manufacturing tolerances and wear. Once adjusted, like assemblies shall be interchangeable without further adjustment. Mechanical adjustments shall occur in fixed, discrete steps using serration, notches or pins, or may be continuous with a locking arrangement provide positive adjustment retention. Mechanical adjustments shall include positive locking devices. Software Adjustments Adjustments to be made by stored parameters in software shall reside in non-volatile memory. The location and scaling of all adjustment parameters shall be clear to service personnel. Parameter values shall be in decimal notation and expressed in customary units. Hardware key or other approved security provisions shall be employed to prevent unauthorized parameter changes. Parameter adjustment features shall not allow adjustment beyond safe and reasonable limits. Codes and Regulations All equipment shall comply with applicable codes, standards and regulations cited below and elsewhere in this Specification. Where conflicts exist between standards, the more restrictive, as determined by the Agency, shall apply. Application of these codes and standards shall be as modified by this Specification. All equipment shall comply with applicable local, state and federal rules and regulations. These include, but are not limited to, the following: Recommended Fire Safety Practices for Rail Passenger Car Materials Selection  January 1989, Federal Register Vol. 54, No. 10, January 17, 1989, pages 1837 through 1840. 36 CFR, Part 1192: Americans With Disabilities Act (ADA), Accessibility Guidelines for Transportation Vehicles. NFPA 130: Standard for Fixed Guideway Transit Systems. Military Standard, MIL-STD-882C: System Safety Program Requirements. (U.S. Department of Defense). Deviations from, and substitutions of, specified standards shall be made only if previously approved by the Agency. The Contractor shall submit a detailed comparison of the alternative criteria, the rationale for the alternative, and whether the proposed code or standard meets or exceeds the existing standard. Carbody General Scope This section specifies the functional design requirements for the car bodies of the LRVs. Introduction The carbody comprises the main load-carrying structure above all truck suspension units. The carbody includes all structural components and structural articulation connector parts, if any, that are connected to this structure and contribute directly to its strength, stiffness and stability. Mechanical or electrical equipment and other mounted parts are not considered part of the carbody, though their attachment brackets are. The coupler ends of the carbody are the outside vehicle ends that contain the means for coupling to another vehicle. The intermediate ends, if any, contain the articulation system. Manufacturing, quality control and quality assurance shall be equivalent to AWS requirements. The workshop practices and manufacturing control procedures shall produce a product quality consistent with the design data. Performance Requirements Clearance Requirements The carbody shall be designed to provide for the clearance requirements of TS 2.2.6. General Structural Requirements In service, the carbody shall withstand and is subject to loads caused by the following: Changes in the payload; Track irregularities, resulting in vertical, lateral, longitudinal and torsional fatigue loads; Running on curves; Acceleration and braking; Buffing impacts; and Mechanical and electrical subsystem equipment. Corrosion Prevention The materials used in the carbody shall be protected from corrosion. Dissimilar metal joints shall be protected against electrolytic corrosion. The structure shall be designed to eliminate all water traps. Steel components shall be treated to minimize corrosion. Specific Requirements Static Loads The carbody shall be designed to meet the static load requirements of ASME RT-1 and the overload case defined in the next paragraph. For any weight between AW0 and AW3, the carbody structure shall support, without permanent deformation, a lateral load applied at the carbody center of gravity sufficient to result in the entire carbody weight being supported at the secondary suspension on one side of the car. Jacking pads and supporting structure shall be designed to withstand without permanent definition 200 percent of the normal jacking loads in the vertical direction, combined with 110 percent of the normal jacking loads in the transverse direction. Fatigue Loads The carbody shall be designed to resist the alternating loads that occur in normal service over the life of the car without fatigue failure. The fatigue loads are to be a combination of the following minimum load components, zero to peak: Longitudinal load component in the X direction of 15 percent of carbody weight at AW2; Lateral load component in the Y direction of 15 percent of carbody weight at AW2; Vertical load component in the Z direction of 20 percent of carbody weight at AW2; 15 percent of worst-case torsion between adjacent trucks. The loads listed above shall be applied in the phasing that results in highest stresses at critical locations. Crash Energy Management Design for crash energy management shall be in accordance with ASME RT-1. Allowable Stresses Interpretation of Stresses The determination of stresses for comparison with the material properties shall be consistent with the minimum strengths guaranteed by the material supplier. Static Strength The limiting static material properties shall be the minimum yield strengths as given in the material specifications in TS 19. The values used shall be taken from ASME RT-1. Fatigue Strength of Welded Structure Structural welding practices shall be according to requirements of: AWS D1.1, Structural Welding Code Steel; AWS D1.2, Structural Welding Code Aluminum; AWS D1.3, Structural Welding Code Sheet Steel; AWS D1.9, Structural Welding Code Stainless Steel; and The AWS Handbook. Requirements for dynamically loaded structures shall be applied. Cast steel welding shall be according to ASTM A488/488M, Steel Castings, Welding, Qualification of Procedures and Personnel. Resistance welding shall be in accordance with AWS D17.2/D17.2M, Class B for structural applications and Class C for nonstructural applications. Materials joining processes other than those listed here shall be for infinite life to a standard to be approved by the Agency. Watertightness and Drainage The carbody shall be designed to prevent the accumulation and ingress of water. All seams shall be continuously welded or sealed wherever physically possible. Where any part of the carbody watertightness relies solely on an adhesive, sealant filled or soldered joint, this design approach shall be proven to remain leak-free throughout the life of the vehicle. Roof drains shall be accessible for cleaning and protected from blockage by leaves or other foreign material. Roof drains shall discharge to ground below the vehicle floor without splashing. Rain gutters shall be provided over doorways and cab-side windows. Splashboards shall be positioned at the end of the roof to minimize the cascading of water, ice and snow during acceleration and braking. Drainage conduits shall have no joints inside equipment lockers. Bodyside Flatness All metal carbody exterior surfaces shall be free of any visible ripples before fillers are applied. For any finished carbody surface not hidden by covers or shrouds, the maximum allowable deviation from a straight line or designed curve line as appropriate shall not exceed 3/32 in. (2.5 mm) over 39in. (1 m). Where the carbody surface will be hidden, a maximum of 5/16 in. (8 mm) over 39 in. (1 m) measured in any direction is allowed. Underframe End Underframe The outboard end underframe unit for the main body sections shall consist of the draft sill (which may consist of one or more individual sills), body bolster, end sill, anticlimber, collision and corner post shear lugs, and stubs for connecting to the underframe sills. End underframe units for the inboard ends of the main body sections, and for the center body sections shall consist of an end sill with connection details for side and body sills, end frame members and articulation mechanism. Regardless of the material used for the rest of the carbody structure, end underframe units shall be made of LAHT steel in accordance with  REF _Ref276711816 \n \h \* MERGEFORMAT TS 19, assembled by arc welding in accordance with TS 19.7 using AWS prequalified complete-joint penetration groove welded joints as defined by AWS D1.1 or approved equivalent wherever primary loads are carried across the joint in tension or compression. AWS prequalified partial joint penetration groove welded joints may be used where primary loads are carried in shear along the length of the weld. Fillet welds may be used in joints that do not carry primary loads. If heat treatment is required by the supplier of the base material for the purpose of either stress relief, or to attain the required strength level, or both, the assemblies shall be heat-treated after welding in accordance with TS 19. The end underframe shall be designed so that: Flanges and webs at any location where load bearing members intersect shall be continuous; and The vehicle can be lifted by jacking beneath the longitudinal centerline of the anticlimber. Draft Sill The draft sill shall extend longitudinally from the end sill to the body bolster, and shall include the coupler support structure. It shall be designed to transmit the specified longitudinal loadings from the anticlimber and coupler into the body bolster. The side sills may be designed to share the longitudinal load. Body Bolster The body bolsters shall be designed to transmit the specified vertical and horizontal loads from the motor trucks into the carbody, and to transmit buff and draft loads from the draft sill into the side sills and body sills. The design shall provide clearance for all truck positions, strength of truck attachment and accessibility for truck maintenance and removal. End Sill The end sill at each end of each body section shall be designed to transmit the required anticlimber loadings into the draft sill and side sills without exceeding the yield strength of the end sill structure. The end sills at the exposed vehicle ends shall also be capable of transmitting the loads from the collision posts into the draft sill and side sills, without failure, when the posts are loaded to their ultimate strength. Anticlimber An anticlimber shall extend laterally over the full width of the vehicle front-end frame and shall be welded to the end sill. The anticlimber shall be wide enough to engage the anticlimber of an opposing vehicle under the worst-case condition of vehicle-to-vehicle relative position on horizontal track curves. A jack pad shall be provided under the center of each anticlimber. Articulation End Underframe The underframe at each articulation end shall consist of a transverse beam at the body end and such other transverse and longitudinal beams and attaching arms as is necessary to transmit the internal longitudinal, transverse, vertical and torsional loads within the specified allowable stresses. Side Sills and Body Sills Side sills shall form the lower longitudinal corner of the carbody structure and shall resist the combined vertical and longitudinal loads resulting from the design loads. Longitudinal or body sills located inboard of the side sills may be used, if necessary, to carry longitudinal loads through the underframe. Floor Structure Transverse beams shall be provided to provide support for the floor panels and transmit vertical floor loads to the side sills. Stainless steel subfloor pans shall be provided on the bottom of floor structural members, forming a continuous cover on the underside of the underframe. Subfloor Pan A stainless steel subfloor (floor pans) shall be provided below the floor beams throughout the length of the car. The subfloor pan shall not be less than 0.020 in. (0.5 mm) thick. The subfloor shall be welded or fastened to the bottom flanges of the floor beams and to the draft sills, end sills, side sills and body bolsters. All seams and edges shall be permanently watertight and fireproof as required by TS 19. The space between the floor and subfloor shall be filled with insulation as required by TS 15. If clearances prohibit the application of the subfloor pan at particular locations, or require less than normal separation between the subfloor and floor panels, then alternative designs that provide the specified thermal and acoustic insulation requirements and fire-barrier properties may be proposed for approval. Subfloor pans may be used as structure. Equipment Supports Equipment weighing more than 25 lb (11.3 kg) shall not be supported solely by bolts in tension, but instead shall rest on top of or be supported by mounting brackets, or structural members of the underframe or roof structure and be secured by bolts. No equipment shall be supported by bolts in holes tapped in the car structure. Dissimilar metals shall not be allowed at connections requiring disassembly for maintenance, or for removal and replacement of equipment. Equipment supported on resilient mounts shall be provided with safety straps or other safety devices for support in case of mount failure. Pilot Beams Full-width pilot beams or similar devices shall be provided at each car end. The pilot beam devices shall be attached to the car in a manner to ease the repair of a damaged device, and to minimize damage to the parts of the carbody structure to which it is attached in incidents that result in damage to the device. The pilot beams may be incorporated in the vehicle end shrouds (if used), but in any case shall be incorporated in the end in accordance with the approved appearance. It shall be possible to adjust the height of the device above top of rail. The pilot beams and the associated carbody structure shall be strong enough to function as intended without damage with the specified climatic conditions, including ice, snow and storm water accumulations. The attached pilot beams shall not violate the vehicle dynamic clearance envelope, restrict coupler motion or block sound from underfloor-mounted audible warning devices. The pilot beams shall be sufficiently strong to perform the intended function but, as a minimum, shall be designed to resist the following individually applied loads without exceeding the yield strength or elastic buckling strength of the materials used: Longitudinal load, bottom member of device, at rail location: 25,000 lbf on each side simultaneously; Longitudinal load, bottom member of device, at car centerline: 19,000 lbf; and Transverse load on bottom member of the device, 19,000 lbf. End Frame Structure General The front end frame shall consist of: Corner posts at the juncture of the end and side frames; Stub collision posts located at the approximate third points of the end frame width, but in any case not more than 36 in. (0.91 m) apart; An end structural shelf or transverse beam just below the bottom of the windshield; and Sheet metal sheathing connected to the structural framing members. The front end frame shall be capable of resisting, without failure, normal operating loads and the specified collision and jacking loads. The front end frame shall also be designed to support the windshield in accordance with the requirements outlined in TS 15. Collision Posts The half-height collision posts shall be continuous through the end sill, extending from the bottom of the end sill to the structural shelf immediately below the windshield. They shall be connected to the structural shelf and to the top and bottom surfaces of the end sill to develop the ultimate strength of the posts. If reinforcement is used to provide the required horizontal shear value, then such reinforcement shall have full value from the underframe top surface to the structural shelf. The reinforcement shall also continue downward with the post section so that both are welded securely to the bottom plate of the end sill. Corner Posts The corner posts shall extend the full height from the underside of the end underframe to the roof rail. They shall be reinforced below the structural shelf, if required, to resist the design loads specified in TS 3.3.1. Structural Shelf The structural shelf shall be a horizontal transverse beam in the front end frame just below the windshield. It shall extend from corner post to corner post, and shall be connected to the corner posts and collision posts. The structural shelf shall be designed to resist the required design loads specified in TS 3.3.1. Articulation End Frame The articulation end frame shall consist of corner posts, framing posts, a header and sheet metal sheathing. It shall be designed to resist the specified vertical, transverse and torsional loads. Side Frame Structure Side frames shall consist of window posts, door posts, longitudinal roof rails, longitudinal window top rail and belt rail members, sheathing, appropriate stub (cripple) posts and internal skin stiffening members. Full-height structural posts shall be located at the sides of all door and window openings and elsewhere as required. Full-height structural posts shall be continuous between the side sill and the roof rail. Where horizontal rails are interrupted by posts, gussets shall be used to reinforce connections to effectively make the rails effectively continuous. Adequate side frame posts or stub posts extending between the side sills and the belt rails shall be provided to transmit vertical load from the body bolster ends, crossbearer ends and jacking pads into the side frame sheathing. Side sheets shall be welded to the outside of the side frame framing members. Side sheets may be stiffened by corrugations or similar sections welded to the inside face of the side sheet. The sides shall meet the minimum smoothness requirements specified in TS 3.3.6. Roof Structure General The roof assembly shall be constructed of carlines, purlines and roof sheathing covering the entire roof area. Framing members and structural wells shall be provided to support roof-mounted equipment. Equipment wells shall have adequate drainage for the worst-case environmental conditions described in TS 2. The roof assembly and penetrations shall be constructed so that the specified fire endurance requirements of TS 19.14 are met. The roof design shall be tested to meet the fire endurance rating requirements prior to the Contractors procurement of production material. The roof structure shall be watertight Roof Equipment Supports To support roof-mounted equipment, steel brackets shall be welded to the roof on or at carlines and purlines, not on unsupported roof sheets. The roof equipment shall be bolted to the brackets. Refer to TS 3.3.12 for additional equipment mounting requirements. Through-roof mechanical fasteners shall not be used. Roof Openings The roof shall be framed and reinforced around openings for air inlets, piping and wiring. All reinforcement shall be welded steel. Reinforcements on the roof shall be made watertight by welding. Validation Requirements Validation requirements shall be in accordance with ASME RT-1. The fatigue analysis is to be used to demonstrate the ability of the carbody to survive its intended operational requirement without fatigue failure. A validation program of analysis and/or testing shall be undertaken to demonstrate compliance to this section. See TS 21 for specific requirements. Interface Requirements Jacking Pads and Lifting Points The vehicle shall be provided with jacking pads and lifting points to facilitate routine maintenance operations, emergency lifting and rerailing. Jacking and lifting points shall be compatible with the Agencys maintenance equipment. Jacking pads shall be designed with an anti-slip surface. Maintenance Requirements The carbody structure shall be compatible with the Agencys car washing equipment. The carbody structure shall not have any pockets or cavities that will retain water or cleaning fluids. The surface finish shall not be damaged by the Agencys car washing equipment or chemicals. Agency-Specific Requirements [Insert as required] Coupler General Introduction Automatic Couplers Unless otherwise specified, each coupler shall provide fully automatic mechanical, electrical and, if applicable, pneumatic coupling. Couplers shall be self-centering. The coupler shall have draft gear providing cushioning in buff and draft. The coupler system shall permit operation of a maximum-length train under normal conditions. The coupler equipment and controls shall provide, at a minimum, the following functions: Automatic coupling; Operator-activated uncoupling; Operator-activated electrical isolation; Manual mechanical uncoupling; and Manual isolation and reconnection of the electric trainline functions. Manually-Operated Tow Bars Towing couplers are mechanical-only devices that may be manually folded and stowed beneath the end underframe. Towing couplers provide for emergency push or pull applications only and do not contain draft gear or energy-absorbing elements. The Agency shall specify the conditions or operation desired, and the Supplier shall define the coupler limitations in achieving the requirements. Performance Requirements Mechanical Coupler Geometric Requirements The coupler system shall be capable of operating over all track profiles, including worst-case horizontal and vertical curves singly and in combination, super-elevation, track wear and track misalignment without damage to the coupler, other equipment or the vehicle structure. In addition, the coupler system shall accommodate variations between adjacent cars resulting from uneven loading, wheel wear, maximum suspension travel and suspension failure without damage to the coupler, other equipment or the vehicle structure. Gathering The gathering range of the coupler and the centering and leveling device tolerances shall be sufficient for two vehicles with correctly adjusted couplers to automatically couple on level, tangent track under the worst-case combination of permitted wear and vehicle displacement. Strength Requirements The coupler assembly shall be capable of withstanding buff or draft loads a minimum of 110 percent of the maximum release load of the coupler. For design purposes, the coupler shall be designed to: Have sufficient strength to withstand an upward vertical load for lifting the end of an AW0 vehicle, including the adjacent truck, from beneath the mechanical coupler head, when proper blocking is provided between the coupler and the end sill. Withstand a downward vertical load of minimum 400 lbf (1780 N) applied at the coupler head at its maximum installed longitudinal outboard dimension, and for any possible lateral position, without causing any permanent damage to the coupler and its supporting carbody structure. Energy Management The coupler system and its attachment to the carbody shall respond to normal and overload conditions in a predictable manner. The coupler system shall be capable of absorbing the compression and tension forces encountered in normal vehicle operation in a train, including coupling and uncoupling, without damage. The coupler system shall contain a design consisting of a release mechanism to respond to compressive overload conditions. As a minimum, the design shall provide for one AW0 vehicle moving into another AW0 vehicle parked with the brakes applied, under the following conditions: The draft gear and/or energy absorbing elements shall manage coupling for all speeds up to 5mph (8 km/h) and self-restore, with no permanent deformation to any of the coupler elements or to the vehicle. For all coupling/collisions above 5 mph (8 km/h) the draft gear elements and/or energy absorption unit(s) shall compress, followed by activation of the release mechanism to allow the coupler system to retract a sufficient distance to permit the carbody anticlimbers to engage. If the collision forces are sufficiently high such that compression continues following the full retraction of the coupler system, then the coupler system shall not impede the CEM response of the carbody to overload conditions. The release load shall be sufficient to meet the requirements of this section and the CEM requirements. The coupler system shall be supported in a safe manner at all times. The coupler shall not drop to the track. Partial release shall be detectable by maintenance staff and correctable in the maintenance shop without coupler removal. Self-Centering A self-centering device shall be provided to retain an uncoupled coupler on center within the gathering range, and to permit automatic coupling on level tangent track. When coupled, the centering device shall not restrict coupler movements on level track. The centering device shall permit manual positioning of the coupler for coupling in curves. Self-Support The coupler shall include a self-support that will support the coupler from the anchor point and maintain the coupler at the specified coupler height above top of rail. The design shall provide for vertical height adjustment to compensate for wear and settling of associated parts. Pneumatic Coupling If applicable, the pneumatic coupler shall be a tappet type valve and shall automatically connect pneumatic trainlines upon coupling and isolate them upon uncoupling. Hoses shall be arranged and supported as to be free of stress and to minimize chafing in all operating positions. Manual isolation of the pneumatic trainlines shall be possible with the use of a cutout cock located inboard of the hoses, so that the hoses are isolated. Maintenance of the tappet valve shall be possible without disassembly from the mechanical coupler. Electric Coupler General Each coupler shall be provided with an electric coupler head or heads capable of making trainline connections between adjacent vehicles to permit normal control of all vehicles in a train from the controlling cab, and to provide other electrical trainline functions as required. The electric coupler system, together with the vehicle control system, shall be able to: Sense the uncoupled state and establish a train end. Sense the coupled state and establish the car end as a coupled end within a train. Provide means to isolate and reconnect trainlines from the nearest cab. Provide a local means for manual isolation and reconnection of trainlines. Sense an unintentional uncoupling through the use of a loop circuit to signal an emergency brake application. Coupler relay panels or other control components shall be provided at each end of the vehicle to function with the electric couplers, providing necessary switching requirements. Contact Back Wire Connections Wiring connections to the back of the electric coupler contacts shall be designed to prevent interference between adjacent connections. Cable entry shall be by means of a watertight, strain relief bushing. Electric Coupler Front Cover Door Each electric coupler shall be provided with a weather-resistant front cover to protect the contact area from the environment (dirt, ice and snow, etc.) when closed. The covers shall automatically open when the electric heads mate during coupling, and shall automatically close during uncoupling. The design shall minimize the potential for dirt, ice, snow, etc. to collect behind the door when coupled, preventing ingress during uncoupling or retraction. Coupled and uncoupled, the cover position shall not be affected by wind, rain, snow and airflow when the car is moving up to its maximum operating speed. Fully Automatic Coupling When two vehicle couplers are brought together, the couplers shall automatically couple mechanically, pneumatically (if applicable) and electrically without further action by the Operator. Specific Requirements Tow Bars Tow bars shall be installed manually between the vehicles and/or between vehicle couplers. Folding (Stowed) Couplers The manual or automatic folding coupler shall be stowed beneath the underframe at the ends of a train. The coupler shall include a folding hinge and a stowing latch to permit it to be folded and stowed when not being used. A latch shall be provided to hold the folded assembly in place when stowed. A lock shall be provided to lock the coupler hinge in the extended position. Release handles for both devices shall extend forward and shall be readily accessible for both deploying and stowing the coupler. The latch and lock release mechanism handles shall be located so that under no conditions shall operating personnel be required to place hands or other body parts beneath the underframe or between the coupler and the underframe. Mechanical Couplers General The mechanical coupler shall be slack free, tightlock, self-supported design. All hardware shall be of corrosion-proof materials. Lateral Stops Lateral stops shall be provided to positively limit coupler lateral swing and to prevent damage to the carbody and structure and other equipment. The yield strength of each lateral stop shall not be less than three times the weight of the complete coupler, including the draft gear. Electric Couplers Contact Block and Front Seal The electric coupler contact block shall be manufactured of a non-hygroscopic material and shall have sufficient strength to withstand, without damage, the mechanical forces imposed by coupling and normal service operation. The block shall meet the specification requirements for wiring insulation resistance and applied high potential from pin to pin and from pin to ground. The block design shall maximize creepage distance between adjacent contacts and between the contacts and ground. Where creepage paths involve surfaces not readily accessible for cleaning, the minimum creepage distance shall be based on application. An elastomeric front seal gasket shall be fitted to the perimeter of the block. When coupled, the mated gaskets shall form a seal to protect the contact area. When uncoupled, the gasket shall form a weather-resistant seal against the closed front cover door. Coupler Contacts The electric coupler contacts shall be selected to meet the requirements of the application. Unless otherwise specified, the contacts shall be either silver or gold-plated, and manufactured in an approved manner. Contact tips shall be replaceable from the front face of the electric coupler without disturbing or disassembling any part of the coupler or its wiring. Electric Coupler Cables Connections from the electric coupler to the carbody shall be by means of flexible multiconductor cables or flexible conduit and single conductors, with lock-type quick-disconnect connectors at the carbody end. Sufficient conductors and connector capacity shall be provided to wire all electric contacts and spares. The cables shall be supported to minimize stress and chafing for all operating positions. Coupler Operation Uncoupling Uncoupling shall be electrically controlled from the vehicles cab adjacent to the coupler. Uncoupling control shall be interlocked so that activation is restricted to a powered cab, with the vehicle speed below the no-motion detection point. Uncoupling control shall not be trainlined. Mechanical uncoupling shall be interlocked and shall be activated only once the electric couplers have reached the fully isolated state. It shall not be necessary to buff the vehicles to achieve mechanical uncoupling unless required for the purpose of compatibility with an older fleet. Provisions shall be made to permit manual electric and mechanical uncoupling. Manual uncoupling devices shall be properly stowed and/or secured to the coupler equipment and shall require a maximum force of 75 lbf (334 N) to operate. Validation Requirements Coupler Operational Demonstration A validation program of analysis and/or testing shall be undertaken to demonstrate compliance to this section. See TS 21 for specific requirements. Validation may consist of: Performance tests; Environmental tests; Mechanical tests; Static strength tests (compression, tension, anticlimbing, etc.); Dynamic tests; Electrical tests; Software tests; Functional tests; Noise tests; Materials tests; and EMI/EMC tests. Interface Requirements [Insert as required] Maintenance Requirements Lubrication points shall be provided on the coupler assembly. All bearing and wear surfaces shall be fitted with wear plates, replaceable bushings, shims or other means to compensate for wear. Agency-Specific Requirements Selection and Compatibility As applicable, the Agency shall specify the type of coupler desired, either rigid or folding, and specify compatibility requirements for existing vehicles. Electric couplers may be of either the advance/retract or fixed type, or other design if required for compatibility with existing vehicles. Coupler Heaters The Agency may specify coupler heaters for the mechanical coupler, the electric coupler or both. The heaters shall be designed to ensure the operation of the equipment at the extremes of the specified environmental conditions. The heaters shall be powered from the vehicle low-voltage system. The heaters shall control temperature within a range that does not cause risk of injury or damage to equipment. Mechanical Coupler Cover As an option, the Agency may request a manual cover for the face of the mechanical coupler, to minimize the effects of dirt, ice, snow, etc. on mechanical coupler operation. The cover shall be manufactured of a lightweight fiberglass material or other suitable material that will not impede coupler engagement during collisions. The cover shall be secured to the mechanical coupler so that it cannot come loose during operation. Operators Cab General Introduction The cab shall be designed to enable the Operator to safely perform assigned duties, including operating the vehicle, observing signals placed along the right of way, watching passengers crossing in front of the vehicle and coupling-uncoupling. The Agency shall specify the general arrangement of cab, including: Operator placement (right, left, center); Full or partial width; and Full or partial cab partition. Materials used in the cab shall minimize reflections and glare and maximize comfort, cleanliness and durability. Cab layout and details relating to the Operator shall be suitable for fifth percentile females to 95th percentile males as defined in The Measure of Man and Woman, revised edition. Performance Requirements Arrangement The cab layout shall maximize the use of available space. The cab layout shall employ human factors and industrial design principles in its development. The general arrangement of the cab controls and indications shall enable all normal driving functions to be performed while the Operator is seated. Duties that require the Operator to stand (e.g., coupling) shall be disclosed during the preliminary design review. The space and equipment shall be designed for safe and optimal Operator performance. Practices recommended in SAE J1050, MIL-STD-1472 and The Measure of Man and Woman, revised edition, shall be used as guidance in the cab design. Visibility Requirements Forward Visibility The windshield shall be sized to provide the maximum possible amount of view in all directions. An Operator, in all possible Operator seat adjustment positions, shall be provided with: A minimum vertical upward view of not less than 20 degrees; A downward view sufficient to see a 1.0 m (39 in.) tall person standing 0.5 m (19.5 in.) from the frontmost surface of the vehicle; A minimum 90 degrees about the horizontal line of sight in the forward direction (i.e., 45degrees to each side); Minimum blind spots such as might be caused by A-pillars or other obstacles that may block sections of viewable area from the Operator; and Distortion-free windshield in the required field of view. Rearward Visibility The Operator shall be provided with a means of viewing the passenger compartment behind the cab. Sideward Visibility The Operator shall be capable of viewing automobile traffic lanes at mixed-traffic intersections in order to safely execute left and right-hand turns. Platform Visibility From a seated position, the Operator shall be capable of viewing passenger egress at station platforms using mirrors or video. Video shall be high-resolution color, displayed on the left and right ends of the Operator console corresponding to the view. Glare The cab design shall minimize reflections and glare on the windshield. Specific Requirements Operators Seat The Operators seat shall have ability to adjust the height, fore/aft travel and lumbar support. Armrests shall pivot to the vertical position. Sufficient space shall be provided for easy access to seat controls. No combination of seat adjustments and seat suspension travel shall allow the seat base or back to come in contact with any other object in the cab. A quick-release mechanism shall be provided to allow the seat back to be tilted forward for convenient access to areas behind the seat. The Operators seat shall rotate sufficiently to allow for rapid emergency egress from the cab. Main Console The surfaces of the main console shall be: Wear-resistant; Reflection-free; Thermally insulated; Abuse-resistant; and Void of sharp edges. Cab controls shall be marked with durable pictograms or labels in English as agreed in the design review process. Controls shall be located based on criticality, frequency of use and function. Switches and pushbuttons shall clearly indicate activation by illumination and/or position to preclude inadvertent activation. Keypads and labels shall be durable. Coloring and labeling shall not deteriorate through normal usage. Wherever possible, the Contractor shall eliminate moving parts and avoid buttons and keypads that utilize seals or glands. Diagnostics Display General Requirements Space shall be provided on the main console to accommodate a diagnostics display required in TS 17. The diagnostics display shall be of a two-tier design: Operator mode and maintenance mode. Operator mode: The Operator mode shall be the default display Maintenance mode: The Maintenance mode shall be activated by a key switch or inputting a PIN password (alternatives to a PIN may be proposed). The Maintenance mode shall provide access to more in depth diagnostics that a maintainer would require. The diagnostics display shall be designed and located so that is not affected by glare. The diagnostics display screen shall meet the following minimum requirements: Type: Antiglare screen with backlighting Screen Size: 10.4 in. (measured diagonally) or greater Aspect Ratio: 4:3 Resolution: VGA (640 480) or greater Color: 16 bit or greater Brightness: 400 cd/m2 or greater with a minimum of five (5) adjustable steps Screen Protection: Vandal and impact resistant, transparent, protective screen cover. Keypad: Touch screen or vandal resistant, anti-pull-off, high impact resistance. Buttons shall be illuminated. Screen arrangement and information hierarchy shall be developed cooperatively with the Agency. Operator Mode Default Operator Screen In Operator mode, the diagnostics display shall display: Train configuration Operating status of all critical systems Vehicle parameters of all major subsystems Fault display with instructions to the Operator whenever a critical fault that requires Operator intervention is detected. A default screen arrangement shall be developed and submitted for review and approval for both the conditions of the train in motion and the train stopped. Each of these arrangements shall be uncluttered and present only the necessary items for that condition. The arrangements shall be developed considering display with or without faults or warnings. Operating statuses shall be logically laid out with multiple pages to manage the information. Some common operating statuses include Door Open/Closed/Enabled, Stop Request, propulsion and braking commands, and Emergency Stop Activated. If a safety-related, or major, system has been isolated, its status shall be displayed on the diagnostics display along with an audible alarm. Safety-related or major systems include but are not limited to: Disc truck cutout; Brake cutout; Electric brake cutout; Track brake cutout; Spin/slide cutout; Door emergency bypass switch; and Traction control emergency bypass switch. Once acknowledged, the audible alarm shall stop but the text shall remain until the system is reset. Each fault shall be classified as an A, B, C or D to allow the Operator to easily identify the severity of a fault and to operate in the restricted modes. The fault classification shall be as follows: Fault Class AFault Class BFault Class CFault Class DFault that significantly impairs the function of the vehicleFault that does not significantly impair the function of the vehicleFault that does not significantly impair the function of the vehicle Not really a fault but an information messageDriver is notified because in most cases there is an immediate need for action.An unscheduled service measure is required.These messages are not displayed for the driver. The problem can be rectified during the next scheduled maintenance.Used to log specific operational processes and events.A corrective measure is required.No corrective measure is required.No corrective measure is required.No corrective measure is required.The diagnostics display shall display the highest fault severity of all active faults on the default screen. Fault Display When a Class A fault occurs, the diagnostics display shall display the fault and the corrective actions that the Operator must take to safeguard the vehicle. The Operator shall acknowledge the fault by pressing an acknowledgement button, causing the audible alarm to stop. Maintenance Mode In maintenance mode, the diagnostics display shall provide an interactive interface to review diagnostic data. The diagnostics display shall be capable of displaying the following: Log; Software versions of all connected systems; Fault records; and Real-time data monitoring. It shall be possible to update the date and time of the vehicle computer from the diagnostics display when in maintenance mode. Alternates methods of changing the time (i.e., GPS synchronization) may also be provided. Events shall be time-stamped. Logs shall hold data between maintenance intervals. Video Monitor (if used) A monitoring screen used to monitor the video camera system shall be provided on the Operator console. In addition, monitors for passenger-side doors shall be provided if video door monitoring is specified. Refer to TS 5.2.2.4. Instructors Seat (if required) A flip-down seat shall be provided adjacent to the Operators seat to accommodate an instructor during Operator training. Windshield Wipers The windshield wiper shall consist of one or two blades The windshield wiper shall wipe at least 70 percent of the windshield width, with height sufficient to provide required visibility for driving purposes. The windshield wiper arm shall be designed to maintain the blade nominally vertical throughout the wipe cycle. The blade shall remain in continuous contact with the glass throughout the swept area. The windshield wiper shall have at least two frequencies or speeds: Low speed (cycles per minute): 20 < x < (y - 15) High speed (cycles per minute): 45 < y < 60 For three or more frequencies, the frequencies shall be evenly distributed from zero cycles per min to a maximum of 60 cycles per min. The windshield wiper blades shall not lift off the glass at maximum operating speed. The force at which the wiper blade is held against the glass shall be limited to avoid the danger of scratching the glass surface. The system shall provide a positive means of preventing over-travel of the wipers while in operation at all frequencies/speeds. The design shall have an arrangement that automatically returns the wiper to a PARK position when the control is switched off. The PARK position shall be selected to minimize interference with Operator visibility. Windshield Washer A windshield washer system shall be installed to enable the Operator to eject onto the windshield a cleaning and/or antifreezing agent of the standard automotive type. The liquid shall cover the windshield in an area, and an amount, that shall assist the wiper blade in cleaning the windshield, and to this end, delivery along the entire length of the blade (wet arm) is preferred. The washer fluid reservoir shall have a capacity of not less than 4 L. The washer fluid reservoir shall be refillable from the exterior of the vehicle. Sun Screen A sun screen or shade shall be provided for windshield and side windows. If a sun screen is proposed, it shall: Have a minimum transmissibility of 20 percent Be adjustable with reasonable finger grip and force; Be adjustable for any position from fully up (stowed) to fully down (vertical); Remain stowed or in any adjusted position without loosening or vibrating during normal vehicle motion; and Not impair sighting of wayside signals. Fire Extinguisher A fire extinguisher shall be mounted in each cab. Refer to TS 15.3.17. Miscellaneous Coat hook A coat hook shall be provided in each cab. This hook shall be located so that articles of clothing hanging from it shall not impede the Operator in controlling the vehicle, and shall not impede Operator visibility outside or into the passenger compartment. Cabinets A cabinet suitable for the storage of emergency equipment shall be provided within the cab. A second cabinet/space for the Operators belongings shall be provided within the cab. Cup Holder A cup holder shall be provided in a convenient location. The location of the cup holder shall prevent spills or condensation from affecting controls. The size of the cup holder shall be as agreed. Rear Wall and Cab/Saloon Partition Door (if applicable) A minimum door of 2 to 4 ft (610 to 1219 mm) wide shall be provided between the cab and the passenger compartment. The height of the door shall be maximized. The door between the cab and the passenger area shall be locked when in the closed position. The door between the cab and the passenger area shall require a key to open from the passenger compartment. The door shall be equipped with a bar to allow the Operator to exit the cab quickly in an emergency. The door shall have a light that allows the Operator to be seen and the Operator to see into the passenger compartment. Validation Requirements A validation program of analysis and/or testing shall be undertaken to demonstrate compliance to this section. See TS 21 for specific requirements. Main Console During the design review process, the Contractor shall submit the console labeling scheme for review and approval. Diagnostics Display The graphical display, colors, fonts, layout, visual dynamics and menu structure shall be presented during the design review process for approval. Interface Requirements [Insert as required] Maintenance Requirements The cab systems shall meet the maintenance requirements of TS 2.9. Agency-Specific Requirements [Insert as required] Passenger Doors General The door system shall comply with the following standards: APTA SS-C&S-012-02, Door Systems for New and Rebuilt Passenger Cars. 49 CFR 38, Americans with Disabilities Act (ADA) Accessibility Specifications for Transportation Vehicles, Subparts A and D. 49 CFR 238, Passenger Equipment Safety Standards, Section 238.235. Each car shall have sufficient door openings to accommodate the schedule and ridership specified in TS 15 given the vehicle passenger capacities specified in TS 2. The side doors shall be controlled from trainline signals issued by the Operator. When enabled by the Operator, passengers shall be able to control doors from pushbuttons located adjacent to the doorways inside and outside the car. The door controls and equipment shall be based on a service-proven design (refer to standard definition of service proven in this Specification). The service-proven door controls shall have been used on systems with a similar duty cycle with door panels of comparable weight. Performance Requirements Clear horizontal door openings shall be as follows: Single door: 32 in. minimum Double doors: 50 in. minimum The door motion shall be smooth and free of shock and impact. The door system shall incorporate door obstruction sensing. Damping shall be provided at the end of travel of the door in both the opening and closing directions. Damping may be accomplished through the use of electrical controls to provide cushioning and to prevent oscillation about the open or closed end stops. In the event of a loss of control power, door enable or no motion signal, the doors shall remain in or come back to a safe state (door closed and locked) with obstacle detection still active. Static forces required to stall a door in motion shall not exceed 30 lbf over the entire door open and closed cycles. The maximum force exerted on an obstacle during the closing motion of the door shall not exceed the following: The force of an impact on a person or obstacle shall be limited to a maximum of 65 lbf. The effective mean force including further closing attempts after obstruction detection shall be limited to a maximum of 45 lbf. These values shall be measured in accordance with the method described in EN 14752 Appendix D. The delay time from receipt of a door command signal by the door controls to the first motion of a door panel shall not exceed 0.5 s for electrical controls. The nominal operating times of any two panel side door, from time of first motion to the point of completion, including cushioning, shall be 3.5 s to open and 3.5 s to close, 0.5 s. The door controls and operator shall be capable of opening and closing a door panel with worst-case carbody tilt in either direction. A door lock shall positively retain the doors in the closed position. The lock shall automatically engage when all door panels at a doorway reach the closed position. A manual release device accessible to passengers shall be provided at each door location to release the door lock and to allow all door panels to be manually opened in an emergency. Electrical position-sensing switches shall be provided to detect that each door panel is in fully closed position and that door operator is locked. Four independent trainline signals shall be required to control the doors. These shall be the UNLOCK, ENABLE, OPEN and CLOSE trainlines. The trainline signals shall be interlocked with the no-motion circuitry, such that: These trainline commands cannot be activated unless the train is stopped. Upon an Operator-activated OPEN command, both the UNLOCK and OPEN trainlines shall be used to unlock and open the doors. Upon an ENABLE command from the Operator, the UNLOCK and ENABLE trainlines shall activate and enable local door control by the passengers. Upon a CLOSE command from the Operator, the CLOSE trainline shall activate and cause the doors to close and lock. Specific Requirements Door Panels General Requirements Door panels shall be of light alloy sandwich construction or a glass panel bonded to an alloy structure. Alternate designs meeting the requirements of this section may be proposed for Agency review and approval. The panels shall comply with the performance requirements for structural bonding defined in TS 19. Internal reinforcement of the door panel shall be provided by an aluminum honeycomb core bonded to the panel skin. All edges and joints shall be thoroughly sealed to prevent the infiltration of moisture. The door panel shall be designed to eliminate the possibility of water accumulation inside the panel. The interior and exterior skin of the door panel shall be free of all dimples, warping, depressions and other deformities. The door panels shall comply with surface finish acceptance criteria defined in TS 19. The upper portion of each door panel shall contain a large, laminated safety glass window, tinted to match the side windows as defined in TS 15. All door windows should be as wide as practical while still meeting the requirements for door panel strength. Door windows shall be retained in the door panel by neoprene glazing strips or alternate approved methods. The door panel shall be fully supported at the top and bottom during the full opening and closing cycle. Door mechanisms shall not pose a danger to the crew and passengers at any time. When installed and in the closed position, doors shall provide a tight seal and be vibration, rattle and noise free under normal operating conditions. Strength Requirements The door panel skin, structure and mounting hardware shall have the strength and rigidity to sustain a load of 200 lb (890 N) applied perpendicular to the plane of the door at the center of the front edge with the door panel installed on the car, over an area not greater than 2 in.2 (1290 mm2) for the above requirement. The allowable maximum deflection under these conditions with the door simply supported at the top and bottom shall be limited to 3/8 in. (9.5 mm) maximum with no permanent deformation after the force is removed. Construction Requirements Door panels shall be constructed so that all hardware, windows and glazing strips are within the thickness of the door panel to allow the doors to operate freely without obstruction. Weather Sealing Requirements The door panel(s) and doorways shall be adequately weather-stripped for service speeds up to maximum speed as defined in TS 2 with the worst-case combination of climatic conditions. Sealing shall be provided by a peripheral seal fitted all around the door panel. Elastomeric seals shall be applied in a manner that enables them to be easily replaced with the door panel(s) in place. The edges of each door panel shall be weather-stripped with a neoprene or ethylene propylene diene monomer (EPDM) rubber seal. When the door is fully closed, the door panel shall be sealed to protect against debris and weather elements entering the passenger compartment. This shall be accomplished by the contact between the doorframe and the peripheral seal lip. The forward edge seal shall be an overlapping design to mate with the seal on the other panel in the bi-parting doors or the carbody for single leaf doors. Mounting Requirements The door panels shall be suspended from hangers attached to an overhead track. The hanger assembly shall have provisions for adjusting the height and angle of the door panels. It shall be possible to adjust each door panel so that they are parallel when fully closed. Door Operator General Requirements The door operator shall produce sufficient force to reliably open and close the doors with the most unfavorable ambient wind and vehicle pressurization conditions. There shall be a single door operator per doorway unless otherwise approved by the Agency. If bi-parting doors are used, the single operator shall move both door panels simultaneously. Access to the door operators shall be by opening a cover or removing an access panel, without the need to move or disconnect other equipment. In addition to the manual emergency release specified in TS 6.3.2.3, each door operator shall incorporate a release device to remove power from the associated door(s) and unlock the operator to permit the door(s) to be pushed open manually without using the emergency release. When the door operator release is activated, it shall interrupt the doors closed and locked status interlock (refer to TS 6.3.5) causing propulsion power to be removed. In addition, if the door operator release is activated while the train is in motion, an automatic penalty brake application shall be initiated. Cable-driven systems are prohibited. Manual Mechanical Lock There shall be provisions to manually lock the door panel or panels of a doorway in the closed position. If bi-parting doors are used, then either a single locking device shall lock both door panels or it shall be necessary to lock both door panels in order to obtain a closed and locked signal for the doorway. Actuation of the manual mechanical lock shall remove power from the door opening circuitry for the associated doorway. Actuation of the manual mechanical lock shall also bypass the closed and locked interlock for that panel. The manual mechanical lock shall be key operated or require a key to access and shall not be readily accessible to unauthorized personnel. Actuation of the manual mechanical lock shall be annunciated to the monitoring and diagnostics system and shall activate an indicator near the doorway indicating that the doorway is out of service. The manual mechanical lock shall be overridden by the interior or exterior door emergency release mechanism. Manual Emergency Release An interior and exterior emergency manual release mechanism shall be provided at each side doorway. Use of an emergency manual release shall: Remove power from power from the door motor; Unlock the associated doors, whether locked by normal closing operation or by use of the manual mechanical lock; and Open the door(s) sufficiently (minimum opening: 1.5 in.) to allow the door(s) to be pushed open completely. The clear opening once fully opened after use of the emergency manual release shall be no less than 32 in. The emergency manual release device shall override all other door controls and devices. Emergency manual releases shall be located in the same relative location at each doorway. When the emergency manual release is activated, it shall interrupt the doors closed and locked status interlock (refer to TS 6.3.5) causing propulsion power to be removed. In addition, if the emergency manual release is activated while the train is in motion, then an automatic penalty brake application shall be initiated Upon reset of the emergency manual release handle, the doors shall revert to normal operation. The emergency manual release shall comply with the requirements of 49 CFR 238.235. Door operator power supply Operator electrical circuitry shall be powered from the low-voltage distribution network (LVDN) and shall be capable of operating over the entire voltage range of the LVDN as specified in TS 2 without affecting the reliability and service life of the operator. The operator shall be capable of withstanding stall current indefinitely, or, alternatively, shall be capable of detecting this condition and removing power if it persists for a preset time, without adverse effect on the reliability and service life of the equipment. Door Control Unit A door control unit shall be provided at each doorway. Each door control unit shall be capable of responding to trainline and local door control commands as required by the overall system design. The door control unit shall include provisions for adjusting and controlling door opening and closing speeds. The controls shall be either relay, discrete or microprocessor-based logic. Obstruction Detection Operational Requirements Each door panel shall be capable of detecting obstructions as defined herein. Upon sensing an obstruction, the local door controls shall cause the door operator(s) on the obstructed panels to immediately reverse and open. Obstruction sensing shall also activate an [audible alarm or announcement], as defined by the Agency. The controls shall attempt to reclose the panels [three] times, as defined by the Agency. As approved or specified by the Agency, the doors may remain open before attempting to reclose after obstruction detection for [2 s, adjustable from 0 to 5 s]. If the obstruction is no longer detected when the doors reclose, the doors shall close and lock and the audible alarm/announcement shall cease. If the obstruction is still detected upon the final reclosing attempt, then the motion shall reverse and the door panels shall fully open and remain in that position until another open/close command cycle is activated. The audible alarm/announcement shall cease once the door panels are fully opened. If an open command is issued at any time, it shall override and reset the obstruction detection cycle, and the audible alarm/announcement shall cease. The method of door obstruction sensing shall be approved by the Agency. Sensitivity Requirements Obstruction detection sensitivity shall be as specified in APTA SS-C&S-012-02, Door Systems for New and Rebuilt Passenger Cars, Section 5.3.4.1, unless otherwise approved by the Agency. The forward edge seal shall be of a hardness and cross-section necessary to meet the obstruction detection sensitivity requirements stated above without causing nuisance activations while avoiding air and water infiltration. Control Switches and Pushbuttons General Requirements The doors shall be controlled from the crew switches, the Operators cab door control pushbuttons and the passenger pushbuttons. Switches and pushbuttons used for door controls shall be service proven and of heavy-duty, industrial, momentary-contact type. Crew Switches An electrical, weatherproof, rotary, double-break switch operated by the standard crew key shall be located outside and inside, as a minimum, at one door per side per vehicle (closest passenger access door to the cab), each diagonally opposite the other. The switch shall be positioned to enable the closing of an open door from the exterior of the car and not pose a hazard to the crew when opening the door from the exterior of the car. The switch shall be capable of operating the adjacent door operator, which shall be powered directly from the battery through a separate circuit breaker so that it can function when no Operators console in the train is powered. The crew switches shall be interlocked with the zero-speed circuitry such that the crew switches are effective only when the vehicle is stopped. The crew switch shall have three positions: OPEN, NEUTRAL and CLOSE. The crew switch positions shall be engraved on a stainless steel faceplate. The crew switch mechanism shall be configured for a spring return to the NEUTRAL position. The NEUTRAL position shall be the only position in which the key may be inserted or withdrawn. When the crew switch is rotated to the OPEN position, the adjacent door shall open within the specified time. When the switch is rotated to the CLOSED position, a closed signal shall be provided to the adjacent door and the door shall close within the specified time. The control logic shall be configured to allow closing of a door that has been opened from the crew switch from the Operators console, provided that the Operators console has been properly activated. In the event of conflicting, simultaneous commands from the crew switches and trainlines, the close command shall govern. Operators Console Door Control Pushbuttons The Operators console shall incorporate door control panel for controlling the doors in a train. The door controls shall be enabled when the cab is active. The door control panel shall include momentary pushbuttons for the following functions: Enable left-side passenger push buttons; Open left-side doors; Close left-side doors; Enable right-side passenger push buttons; Open right-side doors; and Close right-side doors. The console pushbuttons shall be active in a cab only when the key switch is placed in the ON position. In addition to the console-mounted pushbuttons, the pushbuttons to control the left-side doors shall be duplicated adjacent to the left-side cab window, and those for the right-side doors shall be duplicated adjacent to the right-side cab window. The left- and right-side cab window pushbuttons shall function as the Operator console pushbuttons for each respective side. A raised bezel shall be provided over the left-side and right-side door open pushbuttons as a safeguard against accidental activation of the pushbuttons. All door control pushbuttons that enable, unlock and/or open doors shall be interlocked with the zero-speed circuitry and shall operate as follows: Momentary activation of an OPEN RIGHT SIDE DOORS or OPEN LEFT SIDE DOORS pushbutton shall cause the selected doors on the respective side of the train to open fully within the specified time. Momentary activation of the ENABLE RIGHT SIDE DOORS or ENABLE LEFT SIDE DOORS pushbuttons shall cause control power to be provided to the passenger pushbuttons on the respective side of the train, thereby causing them to illuminate, indicating that the pushbutton is enabled. Door control pushbuttons that close doors shall not be interlocked with the no-motion circuitry and shall operate as follows: Momentary activation of the CLOSE RIGHT SIDE DOORS or CLOSE LEFT SIDE DOORS pushbuttons shall cause the doors on the respective side of the train to close and lock. Door closing shall be initiated immediately upon operation of the button. Passenger Pushbuttons Each side door opening shall be provided with a minimum of one pushbutton adjacent to the doorway on both the inside and outside of the vehicle, two per doorway, for use by passengers. Interior pushbuttons shall be mounted on the stanchions next to the windscreen or as determined by the Agency. Passenger push buttons shall illuminate when they are enabled by the Operator. Opening of doors by passengers shall be controlled by the adjacent pushbuttons. Momentary activation of any passenger pushbutton shall cause all panels in the adjacent doorway to fully open within the specified time. Door panels opened from the passenger pushbuttons shall automatically close after a time delay. The closing time delay shall be adjustable from 2 to 30 s. The nominal closing time delay shall be set to 10 s. After the door automatically closes, the passenger pushbutton shall remain enabled until the Operator issues a close command. Passenger pushbuttons shall be located in the same location at each doorway and shall be accessible by all passengers. Pushbuttons shall not present a bump or catch point for passengers and their clothing. Bypass Devices General Requirements Bypass devices shall be provided to circumvent specific door system faults so that the train can continue in revenue service, or be removed from revenue service. Door Interlock Bypass Operating cabs shall be equipped with a door interlock circuit bypass switch that, when activated, overrides the door interlock circuit. The interlock circuit bypass switch shall have provisions for sealing in the normal position and shall provide an indication, visible to the Operator while seated in the normal operating position, when the train is operating in door interlock bypass. The switch may be used to override the door interlock circuit in the event a defective door fails to close and lock and the interlock circuit cannot be completed when that defective door is secured using the door manual lock mechanism, or other trainline failure of the interlock circuit. The door interlock bypass switch shall have an effect only from the cab controlling the train. When operating in bypass, the override of the summary circuit shall not compromise any other door safety features. Door Control Isolation A two-position, sealable switch shall be provided to isolate the door control on each car from the trainline commands. The door control isolation switch shall be located in the electrical locker in each of the cabs. The door control isolation switch shall have two positions as follows: In the NORMAL position, the doors on that car shall respond to the trainline commands. In the BYPASS position, the doors on the local car shall not respond to trainline commands and shall remain or come back to a safe state (doors closed and locked). Trainline commands shall not be interrupted to any other car in a train regardless of which car has its bypass activated. Annunciations Door Closed Indication Two green LED cluster DOOR CLOSED indicator status lights, one for the left-side doors and one for the right-side doors, shall be located on the Operators console indicator panel. The door-closed indicators shall function only when the Operators console is powered and shall be illuminated when the doors on that side of the train are closed and locked as detected by the door status interlock. A method for the Operator to test for illumination of the indicator LEDs shall be provided. Door Open Indications Two red LED cluster DOOR OPEN indicator status lights shall be provided on the Operators console indicator panel, one for each side of the car. The DOOR OPEN indicators shall be illuminated when any door on the associated side of the train is sensed as being unlocked, open or both. A red LED cluster DOOR OPEN indicator status light shall also be provided on the vehicle exterior above each doorway. When either panel in the adjacent doorway is sensed as being mechanically unlocked, open or both, the red LED DOOR OPEN indicator lamp shall be illuminated. There shall be a separate red DOOR OPEN indicator light for each door panel inside the vehicle, which shall be illuminated when that panel is mechanically unlocked, open or both. Exterior LED cluster local door open indicators shall provide positive indication of the status of the respective set of door panels. Interior local door open indicators shall provide positive indication of the status of the respective door panel. Exterior and interior indicators shall not be dependent upon intermediate components or indications. A method for the Operator to test for illumination of the indicator LEDs shall be provided. Door Out-of-Service Illuminated Sign A illuminated sign stating DOOR OUT OF SERVICE shall be provided on the vehicle interior at each doorway. The sign shall be illuminated any time a door is removed from service by activation of the DOOR OUT OF SERVICE switch. Door Closing Warning Signals Audible and visual warnings shall be initiated at each doorway to warn the passengers that the door has been commanded to close in accordance with 49 CFR Part 38. Validation A validation program of analysis and/or testing shall be undertaken to demonstrate compliance to this section. See TS 21 for specific requirements. Interface Requirements Zero Speed System Interlock A system shall be provided to detect when the car is in motion. Motion detection may be local or trainlined. When motion is detected, the opening of all doors on the car shall be prevented. All door controls shall be electrically interlocked in a safe manner with the no-motion circuitry so that the doors on a train can be powered open only when the train is stopped. Power to the opening circuits for the door controls and logic packages shall be switched with non-welding, signal quality, vital relays controlled by the no-motion logic. When motion is detected, both the positive and negative feeds for the opening circuits shall be disconnected (double-break). Door Status Interlock An electrical loop circuit shall be provided to monitor door closed and locked status. Position sensing switches shall be provided for each door panel to positively and directly detect that each panel is fully closed. Separate sensing switches shall be provided to positively and directly detect that the door is locked. The design shall not falsely annunciate a safe condition when a door panel is not fully closed and locked due to mechanical breakage and switch failure. Both the closed and locked contacts shall be arranged in a series circuit for each side of the vehicle. The side loop circuits shall each activate a summary door status relay whose contacts are in series in the status loop circuit for the train. If any one of the closed or locked switches in the loop is not made up, then the exterior door light for that door shall be illuminated, the Operators console indicator panel DOOR OPEN light shall be illuminated for the appropriate side of the train, propulsion power shall be removed, and full service braking effort shall be applied. A door closed summary circuit shall be provided to verify that all passenger side doors in a train are closed and latched and/or locked (lockout/cutout). The door closed summary circuit shall include a traction inhibit feature that prevents the train from taking traction power when the train is stopped and a doors is opened and removes traction power from the train should any door open while the train is in motion, except as noted in TS 6.3.5.2, Crew Switches. The system shall permit traction to be enabled and provide an indication when all doors in a train are closed and latched and/or locked (lockout/cutout). If an attempt is made to apply power with the doors not closed and locked, then the master controller must be placed in the full service brake position to recycle the brakes after a DOORS CLOSED indication is obtained, before the brakes can be released and power applied. A single point failure in the loop circuit shall not cause a false DOORS CLOSED indication. Where failures in the loop circuit are not self-annunciating, they shall not lead to a false indication from the door interlock circuit in association with other single point failures. Maintenance Requirements The passenger door system shall meet the maintainability requirements of TS 2.9. Agency-Specific Requirements [Insert as required] Heating, Ventilation and Air Conditioning General Each vehicle shall be provided with a heating, ventilating and air conditioning (HVAC) system to meet the requirements identified in this section. The HVAC system, including all equipment and components defined herein, shall be service-proved as defined in TS 2. HVAC units shall be direct expansion, unitized (self-contained) and roof-mounted. The HVAC units shall be identical. The installed HVAC units shall provide a streamlined appearance. This can be achieved either by streamlining the unit contour itself or by using shrouds or a roof well. The HVAC equipment shall not be a part of the carbody structure. Performance Requirements The control system shall be designed to automatically maintain the car interior temperature, including both cabs, at the conditions specified in TS 2.3.3.2, with variable internal heat loads such as passengers, motors, lights and solar gain, when the auxiliary power supply (APS) is at its nominal voltage. Sound and vibration levels shall meet the requirements of TS 2 and the recommendations of AMCA Bulletin No. 300. The design shall be developed to achieve a minimum energy efficiency ratio (EER) of 10.0 at the design conditions. Specific Requirements Heating System General All cars shall be electrically heated by a thermostatically controlled system using overhead heat, from heater elements supplied as part of the unitized HVAC equipment, and if used, by floor level heater elements installed inside the car at the exterior walls. Heating Circuit Arrangement General Electrical connections to heater elements shall utilize tinned, flexible copper cable constructed of stranded wire, using approved wire insulation with a 150 C UL continuous service certification, and as specified in TS 19. Wiring in a fan heater unit shall have a 150 C UL rating and shall be separated by voltage. The heater coils shall be located downstream from the cooling coil. The heaters shall be arranged to operate in two or more stages to provide the specified performance during the heating and reheating modes of operation. There shall be no exposed, uninsulated or unprotected high-voltage components, wiring or terminal connections in the heater area, except the heater element coils. Overhead heater elements shall be low thermal inertia, open coil, resistance wire-type, with approved terminations and insulated supports. Protective Devices The details of the protective devices shall be provided at both PDR and FDR. The HVAC unit shall employ the following three levels of thermal protective devices. Airflow sensing devices: Protection shall be provided so that minimum specified airflow is being provided. In the event that the minimum airflow is not provided, the heater and refrigerant compressor shall be locked out to prevent damage due to the loss of airflow. The use of vane type airflow switches is prohibited. Resettable devices: An automatically resettable temperature switch temperature sensor shall be installed adjacent to each heater unit to detect over-temperature conditions. Upon detection of over-temperature, the temperature switch temperature sensor shall open the heater contactors. The temperature switch temperature sensor shall cycle indefinitely at any ambient temperature, while not causing damage to any equipment. The temperature switch temperature sensor shall be rated to prevent nuisance tripping under all possible conditions. Non-resettable devices: Backup protection shall be provided in the power line(s) to the overhead heater coils to remove power in the event of excessive heat when all other protection devices fail to operate as designed. The protection device shall be accessible for inspection and maintenance in the installed unit. An interlock shall also be provided to open the overhead heat contactors in the event the auxiliary inverter is not operating. Overhead Heat General An automatic high limit thermostat shall be installed adjacent to each overhead heater to detect the presence of excessive temperature due to dirty filters, loss of airflow or failure of the airflow switch. Heater Elements Overhead heater elements shall be of the low thermal inertia, open coil, resistance wire type or approved equal with approved terminations and insulated supports. The heaters shall be uniformly distributed throughout both main sections of the vehicle. Floor Heat General Floor heat shall be provided by electric heaters mounted behind heater guards where the sidewalls meet the floor. The floor heat shall have the capacity necessary to heat the car interior from [Agency to insert] with the ventilating fans and overhead heat inoperative, and without benefit of solar or passenger loads. The required capacity shall be available at the nominal voltage of the wayside power supply. The heaters shall be uniformly distributed and arranged in two stages. Heater Elements The heater elements shall be of the strip-heater type consisting of a nickel-chromium resistance wire. If the individual strip heaters consist of more than one resistance wire element, then the wire elements shall be connected in series. The heater elements shall be mounted on insulators attached to the carbody, not the heater guards. Heater Guards Stainless steel floor heater guards shall permit even heat distribution with the car. It shall be possible to remove the heater guard to access the heaters without removing or dismantling seats. The temperature of surfaces accessible to passengers shall not exceed 125 F (52 C). Electrical connections to the floor heater elements shall be arranged to prevent electrically live points from being reached by a long, thin object, such as a knife or screwdriver blade, inserted through the holes in the heater guard face. Layover Heat The heating control system shall be designed to allow partial system operation to maintain the car and cab interior temperatures at a nominal [Agency to insert]. A temperature sensor shall be located in the passenger compartment and monitored by the temperature controller. When in layover mode, the temperature controller shall energize the floor heaters at 35 F (2 C) on falling temperature and de-energize the floor heaters at 45 F (7 C) on rising temperature. The layover sensor, its terminals and wires to the terminals shall be inaccessible except to maintenance personnel. Cab Forced Air Heat The Operators cab shall be provided with a separate, forced-air, floor-level heater having a capacity adequate to automatically maintain the cab temperature as specified in TS 7.3.11.2 with the overhead heat shut-off, the cab floor heat active, and the side windows closed. The motor shall be fully enclosed and provided with bearings having an L10 life not less than the overhaul interval for the unit. A resettable temperature switch shall be provided in the heater housing that shall remove power in the event excessive temperature is detected. If exposed to the Operator, the heater housing shall not exceed 125 F (52 C). An adjustable diffuser shall be provided to allow the Operator to direct the air from the cab heater to anywhere in the cab, including the floor area. Automatic mode will regulate the temperature of the cab to a preset temperature value. A multi-position switch shall be provided in the cab to allow the Operator to override the automatic mode and manually adjust the air temperature and fan speed. Windshield and Cab-Side Windows heaters A windshield and cab side heater/window defroster system shall be provided. The heater/window defroster system shall have the appropriate capacity to provide for defrosting the glass in 10 min under the worst-case temperature and humidity parameters specified in TS 2. Ventilation General A ventilation fresh airflow of not less than 5 cfm (0.142נ m3/s) per AW2 passenger shall be provided at all times when the vehicle is in passenger service. Full ventilation shall be continuously available when the vehicle is in passenger service even in the event of failure of the refrigeration system. A minimum positive static pressure of 0.10 in. of water (25 Pa) shall be maintained within a closed and stopped car. Positive car pressurization shall be maintained at all car speeds. Provisions shall be made to direct condenser exhaust air away from the condenser and fresh air inlets. Each unit shall be provided with compression seals on air duct interfaces. The design shall exclude rain and snow without the need to use filters for this purpose and shall preclude wind-driven rain and/or snow from accumulating and leaking into the vehicle interior or light fixtures. Air Ducts The top and sides of the supply air distribution duct shall be constructed of stainless steel or aluminum. A separate but identical main air distribution duct arrangement shall be provided for each carbody end section. The main air distribution ducts shall be located in the car ceiling and shall be suitably insulated to minimize heat transfer through the roof by direct conduction and the formation of condensation. All air ducts shall be designed so that average air velocity does not exceed 1200 ft/min (6.1 m/s). Air Diffusers Passenger Compartment Diffusers Air shall be discharged into the passenger compartment through diffusers designed to provide uniform distribution of air throughout the car. The diffusers shall be arranged to prevent short-circuiting of conditioned supply air into the return air grille. Under no circumstances shall the difference between the temperature of the conditioned air at the diffuser outlets and the average temperature of the air in the space occupied by passengers be greater than 25 F (14 C). Diffusers on revenue vehicles shall be non-adjustable. The mixing efficiency of the diffuser shall reduce the ducted air temperature differential by at least one-half in 6 in. (150 mm) below the face of the diffusers. The maximum velocity of discharged air shall not exceed 100 fpm (0.5 m/s) 6 in. (150 mm) below the diffusers. Operators Cab Diffuser Multiple diffusers shall be provided on the right and left sides of the Operator. Diffusers shall have a manual adjustment for air volume operated by an exposed, attached handle. The mixing efficiency of the diffusers shall reduce the ducted air temperature differential by at least one-half in 12 in. (300 mm) from the face of the diffuser. Air Grille The return air grilles shall be hinged on one of the long sides and shall be provided with captive, tamperproof fasteners, with a safety catch and limit chains on the other long side. Retention chains shall be jacketed to prevent rattling and shall automatically stow upon closing of grilles. Air Filters Filter area shall be such as to limit the maximum filter air velocity to the limits set by the manufacture. All air filters shall be of the same size. The filters and filter holders shall be designed in a commercially available standard size and available for sale from at least two U.S. commercial-industrial HVAC distributors. The filters shall be sealed at their edges to prevent filter bypass. Support of the filter media shall be provided to prevent blowout of the filter media under clogged filter conditions. Exterior Water Eliminators The outside air drawn in through the roof-mounted unit shall pass through water eliminators. The water eliminators shall exclude rain and snow without assistance from the filters. Cooling System General The air cooling system shall be capable of cooling and dehumidifying the car. Every pressure-containing component of the system shall meet the relevant pressure vessel codes at the time of Contract award. Refrigerant The air-cooling unit shall be designed for and delivered with a refrigerant approved by the United States Environmental Protection Agency (EPA). Refrigerant shall be listed in the current EPA Significant New Alternatives Policy (SNAP) Program as a substitute acceptable for HCFC-22 (class II ODS) in MVACs for Buses and Passenger Trains at the time of Contract award. Refrigerant shall have an assigned ASHRAE R number. Refrigerant safety group (flammability and toxicity) shall be A1 as defined in ANSI/ASHRAE Standard 34 Designation and Safety Classification of Refrigerants. Design Criteria The air cooling equipment shall have sufficient capacity to condition the air inside the car to the requirements and loads defined in TS 2.3.3.2. The cooling system shall be able to start and operate without damage at any time of the year when the exterior temperature is above [Agency to insert], and when interior car conditions require cooling to meet the specified interior temperatures. The system shall also remain in full cooling operation with the ambient temperature up to [Agency to insert]. It shall also be operable, at reduced capacity if necessary, with the condenser air temperature of [Agency to insert]. For partial cooling, two stages of operation shall be provided. Partial cooling shall be controlled by the return air temperature sensor. When cooling is required, the interior relative humidity shall not exceed 50 percent under stabilized conditions where the cooling loads are equal to the design conditions. The relative humidity in the vehicle shall not exceed 60 percent during operation under stabilized conditions where the cooling loads are less than the design conditions. For modular cooling, two stages of operation shall be provided. Evaporator Section General Cooling and dehumidification of fresh and recirculated air shall be performed by the evaporator section of the HVAC unitized equipment. The evaporator section shall include the evaporator coil assembly, condensate drain system and other components described below. Evaporator Coil Assembly The evaporator fin coil assembly shall be housed in a rigid stainless steel frame. The tube support sheets shall be constructed of stainless steel with die-formed support collars for each tube. The coil shall utilize copper tubes of sufficient wall thickness to withstand the maximum possible evaporator pressure. The coil shall utilize copper fins or coated aluminum fins (to be approved at PDR) with a nominal thickness of 0.008 in. (0.2 mm) for flat or wavy fins and a maximum of 10 fins per inch (2.5 mm between fins). The evaporator coil circuitry shall be split into two even and separate circuits using an interlaced (staggered) circuit arrangement to provide two stages of cooling. The unit design shall also prevent air bypass through the drain pan or around the heat exchangers of the evaporator and heater elements. Condensate Drain System Condensate drain pan(s) shall be provided beneath the evaporator coil, headers, thermal expansion valves and coil U bends in order to collect condensation from the coil assembly. Condensate drain pans shall be made of stainless steel. The drain pans and fittings shall be suitably baffled and arranged to drain in a manner that prevents water from spilling over into the ceiling area under any operating conditions, including, but not limited to, acceleration or deceleration on the worst-case combination of grade and superelevation. Condensate drain lines shall be sloped for positive drainage to the underside of the car. An elastomeric flapper valve shall be attached to the drain line termination under the car. The condensate drain lines, coil housing and pan shall be insulated to prevent sweating. Other Evaporator Components Other components that shall be included as part of the evaporator section unless otherwise justified by the proposed design and approved by the Agency are as follows: A liquid line solenoid valve for each circuit of the two-stage evaporator coils. Non-adjustable balanced port thermal expansion valves (TXVs) for each evaporator coil circuit. TXVs shall have external equalizers, and field-replaceable working parts. TXV diaphragms shall be flat (not corrugated) stainless steel. TXVs shall withstand 200,000 cycles. TXVs shall be located to provide easy access for maintenance. TXV superheat shall be set at 10 F, 2 F (6 C, 1 C) at steady state design conditions. Liquid line pressure tap fitting is to be used for qualification testing only. A liquid line sight glass/moisture indicator between the strainer and tee for the two coil circuits. The liquid line sight glass/moisture indicator shall be located in the return air plenum. It shall allow observation of the refrigerant flow state. Compressor/Condenser Section General The unit condensing section shall be separated from the evaporator section with an insulated bulkhead. The unit condensing section shall include the refrigerant compressor, condenser coil assembly, condenser fan and other components described below. Refrigerant Compressor A hermetic scroll compressor (or multiple compressors) sized to meet the requirements of this Specification shall be used. The compressor motor shall be equipped with internal over-temperature protection. The compressor shall be designed for reliable continuous operation when supplied power by the auxiliary power supply system. The compressor shall be fitted with a crankcase heater unless the compressor motor manufacture validates that one is not required. Compressor capacity control shall be provided to effect capacity reduction as required by the system design. Compressors shall be resiliently mounted within the compressor/condenser frame if necessary to meet the requirements of this Specification including, but not limited to, the noise and vibration requirements. A grounding strap shall be provided to electrically ground the compressor to the frame. Condenser Coil Assembly The condenser coil shall be housed in a stainless steel frame and protective screening. The coil shall be of a copper tube and copper fin construction with nominal fin thickness of 0.008 in. (0.2 mm) for flat or wavy fins. Maximum number of fins shall be eight per inch (3 mm between fins). The tubes shall be expanded to positively retain the fins in position. The tube support sheets shall be constructed of stainless steel. The tube support sheets shall have die-formed support collars for each tube. The coil shall utilize copper tubes of sufficient wall thickness to withstand the maximum design pressure. The coil shall be designed with adequate capacity to provide a maximum condensing temperature no greater than 28 F (16 C) above the condenser cooling air temperature conditions at full rated load. The condenser coil design shall provide a minimum of 10 F (6 C) subcooling, measured at design load conditions. Condenser Fan The fan motor shall be totally enclosed with permanently lubricated ball bearings. The condenser fan motor shaft and fan hub shall be of a corrosion-resistant material, or treated to prevent corrosion and seizing of the fan hub on the shaft. Other Compressor/Condenser Section Components A serviceable filter-drier assembly in the liquid line shall be provided. The filter-drier construction shall be shockproof. The filter-drier shall have a molded porous core. The filter-drier shall have an 80 or 100 mesh screen in the filter outlet. The filter-drier water, refrigerant flow, and acid removal capacities, and filtering area shall be specified based on ARI Standard 710. The filter-drier shall have rust-proof shutoff valves on each side to isolate it for servicing. A discharge line check valve shall be provided. There shall be provisions to minimize transmission of compressor noise and vibration into adjacent suction and discharge piping. A pressure relief device as recommended by UL Standard 465, Section 33, shall be provided for the protection against refrigeration system explosion. Refrigeration Safety and Service Controls General Portable test equipment (PTE) functions shall include direct operation of the system for test, overriding the normal controls. Direct control line break pressure switches shall be used for the ultimate high and low pressure safety cutoff functions. The unit shall incorporate pressure transducers (PTs) to be used for real-time pressure monitoring. The PTE shall be used to monitor the output of the PTs. Pressure gauge ports may also be provided, and if so, they shall be provided with a means that allows their use with zero refrigerant loss. Low-Pressure Cutoff Switch A low-pressure, automatically resettable cutoff switch shall be provided to monitor compressor suction pressure to protect the compressor and other system components from potentially damaging low-pressure operation. The low-pressure control shall act as the normal compressor control break device following a normal pump down cycle. High-Pressure Cutoff Switch A high-pressure, automatically resettable cutoff switch shall be provided to monitor the compressor discharge to protect the system from excessively high system pressures. The circuit shall be arranged such that condenser fan operation is not interrupted by the high-pressure cutoff control. A time delay of 15 s (minimum) shall expire prior to the restart of the compressor after pressure has dropped below the reset value. Modulation Pressure Switch A modulation, automatically resettable pressure switch shall be provided to monitor discharge line pressure. The modulation pressure switch shall maintain system operation by reducing the air-cooling system capacity in half when conditions cause discharge pressures to approach the high-pressure cutoff control point. Pressure Switch Set Point Tolerance Set point tolerance shall not exceed 10 psig (70 kPa) for high and modulation pressure switches and 3 psig (20 kPa) for the low-pressure switch. Pressure Transducers One pressure transducer shall be connected to the system at the compressor suction line. One pressure transducer shall be connected to the system at the compressor discharge line. Means shall be provided to replace pressure transducers and pressure switches with zero loss of refrigerant. Electrical Compartment General The electrical compartment shall be an integral part of the unit and shall be accessible through the return air grille, as provided in TS 7.3.2.3 and through an access panel located on the top of the unit accessible from the roof for system servicing The electrical compartment shall contain the following components: All HVAC equipment relays, contactors and circuit breakers; All electrical controls, including functional and test switches; Diagnostic test plug for attachment of a portable test unit; Power and control wire terminals; Static temperature control unit; and Fault light panel. Evacuation-Dehydration The HVAC equipment manufacturer shall evacuate and dehydrate the system to 200 microns (26 Pa) pressure or less. The system pressure shall not rise above 450 microns (60 Pa) in a two-hour period after vacuum pump isolation. Refrigerant Charge Determination The refrigerant charge shall provide a minimum of 10 F (6 C) subcooling at the thermal expansion valve inlet and a maximum of 10 F, 2 F (6 C, 1 C) superheat at each evaporator coil circuit outlet. Subcooling shall still be present at [Agency to specify] ambient and [Agency to specify] condenser air temperature operation with all specified loads on the evaporator. The Contractor shall develop and provide a refrigerant charging procedure for the system for ambient temperatures other than the design conditions. Controls General The heating and cooling control system shall use solid-state sensors for sensing ambient temperature and controlling interior temperature. The fresh air temperature sensors shall be installed within the fresh air duct, on the suction side of the blowers. The sensors shall be protected from solar radiation and car equipment heat sources. The compressor motor and overhead heater shall be interlocked with the blower fan to prevent system operation in the event of a blower fan failure. Indicators shall be provided on the face of the heating and cooling control system panel and shall be visible when the return air grille is open. The indicators shall be labeled and shall indicate, when activated, that the controls are commanding one of the following: floor heat first-stage, floor heat second-stage (if floor heat is used), overhead heat first-stage, overhead heat second stage, modulated cooling, full cooling, and any other control stages as provided. Before the HVAC system control is turned off, a pump-down cycle shall be activated by the controls, which shall pump the refrigerant into the condenser until the low-pressure cutoff switch opens. This function shall be coordinated with the car logic and auxiliary power controls to maintain HVAC power until the pump-down cycle is completed. The controls shall include a start-up/pump-down sequence in which the HVAC system will perform a normal pump-down immediately after every requested start in a cooling mode, regardless if a normal pump-down previously occurred or not. Interior Car Conditions When the ambient temperatures are inside the design limits presented in TS 2.3.3.1, the interior temperature shall be shall be meet the requirements of TS 2.3.3.2. When the ambient temperatures are outside the design limits presented in TS 2.3.3.1, the interior temperatures shall be as follows: Ambient Temperature (Ta)Interior Temperature (Ti)Less than minimum ambientTa + 43 F (Ta + 24 C)Maximum ambient to maximum ambient + 15 F(Ta - 25 F) or (Ta - 14 C)Greater than maximum ambient + 15 FAs the system will provideControl Arrangement The air-cooling compressor shall be locked out when ambient temperature is below [Agency to specify]. Overhead heat shall be available as required at any ambient temperatures below [Agency to specify]. Heating above 70 F (21 C) vehicle interior temperature and below [Agency to specify] ambient shall utilize the overhead heat duct sensor (OHDS) control. OHDS shall energize a stage of overhead heat whenever the supply air temperature becomes too cold. OHDS set points and position in the supply air duct shall be such that discharge temperatures remain in the comfort zone. The duct sensor shall control the operation directly through power switching transistors provided as part of the unit without the use of pilot relays. The duct sensor shall be interlocked with the main blower contactors and heating or cooling contactors below [Agency to specify] outside ambient operation. Malfunction Indicator A local indicator shall be mounted in the cab panel for each unit as indicated in TS 9. The indicator shall be activated whenever its unit is shut down due to a malfunction or operation of the high or low-pressure cutoff switches. Validation Requirements A validation program of analysis and/or testing shall be undertaken to demonstrate compliance to this section. See TS 21 for specific requirements. Cooling System The Contractor shall submit to the Agency during the PDR the following analyses: An air cooling and heating loads analysis; and An analysis of recirculated airflow requirements and the resulting value for total air flow. Compressor Design calculations demonstrating the optimization of compressor capacity reduction and reheat control shall be submitted as part of the cooling design calculations. Condenser Fan Complete motor performance data, fan performance curves and other requirements listed in TS 7.4.6 shall be submitted to the Agency. Refrigerant Charge The refrigerant charge weight shall be determined during equipment qualification test, when operated at design conditions as specified in TS 7.3.10. Qualification and Climate Room Testing Tests shall be conducted for each of the following conditions, with car equipment heat loads included in each test: Exterior Ambient in F (Dry Bulb/Wet Bulb)Simulated Passenger LoadSolar Load105 / AW2Yes95 / 81AW2Yes95 / 81AW0No80 / 75AW2Yes80 / 75AW0No65 / 60AW2Yes65 / 60AW0No62 / 42AW0NoTesting for the highest temperature shall begin by soaking the car with car power off and the doors open, at [Agency to specify] for a minimum of six hours, followed by closing the doors and increasing the room temperature to [Agency to specify] for two hours. The car shall then be powered, and the first test begun. For each test, side doors shall initially be kept closed, and once steady state interior conditions have been reached, the doors shall be cycled to simulate station stops similar to the design conditions specified in TS 7.3.11.2, and the test continued until steady state conditions have again been reached. A total of three test runs shall be made under the conditions of [Agency to specify] with AW2 load. One test shall be conducted as part of the test series noted above. The second test shall be similar, but conducted with condenser coil entry ambient air temperature of [Agency to specify]. The third test shall be conducted similar to above, but with condenser coil entry ambient air temperature of [Agency to specify]. Under the elevated condenser coil ambient conditions, modulated performance may be required, but there shall not be any shutdown or fault of a system. Testing shall include a functional check to show compliance with the specified cooling requirements with all apparatus operating at nominal voltage. This testing shall include: Position, temperature settings and hysteresis of the temperature sensors and controls; Air balance test; Car interior pressurization test; Temperature pull down test; and Temperature and relative humidity check. The proportion of fresh and recirculated air and the total volume of air delivered by the ventilation blowers shall be measured and recorded. Airflow shall be measured using techniques that are in accordance with the requirements and recommendations of AMCA Standard 210. Airflow velocity shall be measured with an Alnor AVM Series Thermo-Anemometer or approved equal, properly calibrated. Airflow quantity shall be reported in cubic feet per minute corrected to standard conditions, along with the conditions of the air at the time of the measurement (F both DB and WB, and barometric pressure). The unit shall be inspected for condensate moisture carryover and for proper drain pan operation. Interior temperatures at no less than 25 representative locations, including the cab with door closed, shall be recorded every minute for 30 consecutive min or 10 min after steady state interior temperatures are reached after cycling of side doors, whichever occurs last, for each test series in order to determine temperature variation as the cooling apparatus cycles. Design Approval The detailed design of the system shall be submitted to the Agency prior to manufacturing the equipment. At a minimum, the information to be submitted shall include the following: Fan curves: Fan differential pressure versus SCFM showing the RPM and BHP. Evaporator coil design criteria: Entering and leaving wet and dry bulb conditions at the design saturated suction temperature. Wet and dry coil pressure drops shall be given at the specified airflow rate. The dividing of the coil for modulated cooling, and the number of rows and fins per inch shall be presented. Compressor capacity curves plus the make and model number of the compressor shall be given. Condenser coil air-to-refrigerant temperature differential and degrees of subcooling and pressure drop at the design conditions shall be specified. Motors: Current draw, horsepower and RPM versus percent load shall be given for the blower and compressor motors. Make and model numbers shall be given. Pressures/temperatures: Design saturated suction and discharge temperatures shall be given at full load. Pressures to be given shall include: The high- and low-pressure cutouts; The saturated suction pressure setting for the unloaders (if used for capacity control); and The modulation pressure switch settings with differentials (if used for capacity reduction). Pressure control set points. Evacuation and test procedures: Equipment manufacturers factory electrical test and evacuation procedures, including load testing. Diagrams/schematics: Electrical schematics, wiring and piping diagrams showing resistance values of each resistor, contactor and solenoid valve coils, wire sizes and piping sizes. Vibration-isolating mount design selection. Balancing criteria for fan wheels and fan/motor assemblies. Control arrangement schematic. Overhead and floor heat (if used) capacities and staging. Interface Requirements Power Supply Each unit shall be fitted with electrical power quick-disconnects. Power requirements shall be matched to the capabilities of the APS. Condenser Fan The condenser fan shall be powered by an auxiliary power supply. Unit Mounting Each unit shall be mounted to the vehicle with vibration isolation mounts secured to the car roof with stainless steel fasteners. A ground strap shall be provided between the unit frame and the carbody. Controls The control system shall operate from the low-voltage power supply (LVPS). The HVAC system shall be automatically activated through the vehicles HVAC control circuit breaker when the APS is activated. Layover heat shall be controlled by a layover temperature sensor, whenever the environmental control circuit breaker is closed and the LVPS is energized. For normal control of heating and cooling, the auxiliary power supply shall also be energized. All relay and contactor low-voltage coils shall have suppression networks at each coil to eliminate transients on the battery circuits. Portable Test Equipment PTE units shall be supplied for use by the Agencys maintenance personnel to isolate temperature control problems in the static circuitry by function and system. All test points on the unit shall be wired to a receptacle in the return air plenum. The test units shall be able to override the automatic heating and control system such that any possible functional block in the Contractors temperature control schedule can be selected in spite of the actual ambient conditions at the time of the test. The portable test equipment shall use lights or equivalent means to indicate and verify the position of all HVAC contactors and relays. Maintenance Requirements The HVAC system shall meet the maintenance requirements of TS 2.9. Each HVAC unit shall be designed to minimize removal and replacement time. Equipment design and installation shall provide full accessibility for maintenance, troubleshooting and repair without interference with other systems. Each unit shall be provided with quick disconnects for electrical connections from the unit to the carbody. The following components shall be a part of the unit and shall be accessible for servicing and replacement either through a hinged grille which provides access to the return air plenum from the inside of the vehicle or through an interior access door located in the car ceiling: Air filters; Electric and pressure controls; Contactors and circuit breakers; Refrigerant pressure gauge ports, if used (Paragraph 5 of TS 7.3.6.1); Liquid line sight glass; Return and fresh air temperature sensors; Temperature control unit (Including diagnostic connectors); All other components shall be accessible for servicing and replacement through hinged or lift off access panels on the roof-mounted units. All heating circuits shall be arranged for ease of troubleshooting to identify faulty elements. The HVAC unit shall be designed to facilitate the easy removal and replacement of the heater assembly. The access panel in the HVAC unit shall be positioned and sized to allow easy removal of the heating elements without disturbing the blower motor assembly. Access to the overhead heater shall be provided through the top-hinged access panel on the unit. Removal of the heater or heater elements shall not require disturbance of the blower motor assembly. The cab heater and controls shall be accessible for repair and replacement through access panels mounted with not more than four approved fasteners per panel. The design of the evaporator unit shall provide a space of not less than 3 in. between the evaporator coil and the heater elements to enable the cleaning of coils by either back blowing or washing. This space shall be fully accessible. The layover sensor, its terminals and wires to the terminals shall be accessible only to maintenance personnel. All pressure switches shall be installed into a common brass manifold fitted with 1/4-in. SAE flare fittings containing Schrader valve stems at all pressure switch connections to facilitate switch replacement. All pressure switches shall contain 1/4-in. SAE flare nuts with Schrader valve stem depressors. Alternative quick-disconnect pressure switch connections that do not require removal of refrigerant to remove a pressure switch, may be proposed. Agency-Specific Requirements [Insert as required] Lighting General All lighting on the vehicle shall utilize high-efficiency, i.e. ENERGY STAR, components to reduce power consumption. The Contractor shall identify the level of energy efficiency for each subsystem in its proposal. LED technology shall be used where practical for illumination. Common lighting fixtures shall be utilized throughout the vehicle where practical. Performance The inverter ballast output frequency shall not be less than 20 kHz. The inverter circuit shall be solid state. All exterior lighting and indicators, with the exception of headlights and lower headlights, shall use LED technology with a minimum operating life of 50 kWh. The headlights shall be arranged to illuminate a person at least 800 ft ahead and in front of the vehicle. Brightness of B end lamps shall conform to the DMV regulations, outlined by the State of [insert state name], for tail/brake lamps for a truck of comparable size. Marker lights shall have a light intensity equal to a tail light as defined by the DMV regulations for the location in which the vehicle will operate. Passenger compartment and Operator cab lighting shall conform to EN 13272 for mass transit vehicles except as detailed in this Technical Specification. All interior lighting shall be powered directly from the source without the use of voltage dropping resistors. The lower headlights shall be standard automotive headlights that comply with the DMV regulations for the location in which the vehicle will operate. Specific Requirements Main Interior Lighting General The passenger section shall be illuminated continuously while train is powered. Fixtures Lamps shall be installed in fixtures located in the ceiling area. The light fixtures shall be reasonably flush with the ceiling so as to maintain a consistent aesthetic as well as not to interfere with nor injure passengers. The light fixtures shall be hinged to allow swinging down for maintenance access. The light fixtures shall be locked in place by tamper-proof, captive screws. The lens, if applicable, shall be constructed of non-yellowing, UV resistant polycarbonate. All metal light fixture parts shall be grounded as stated in TS 9. Lamps and Ballasts (if used) The inverter ballast unit shall have internal protections for: Short circuit; Open load circuit; Overload; Over-temperature; and Reverse polarity. The inverter ballast shall be protected internally against application of reverse polarity such that permanent damage does not result. The inverter ballast units shall not produce audible noise while operating. The Contractor shall include the type of lamp and ballast in the design review of materials for approval by the Agency. Emergency Lighting Emergency lighting shall be in compliance with APTA RT-S-VIM-020-10. Emergency signage shall be in compliance with APTA RT-S-VIM-021-10. Low-location emergency path marking lighting shall be in compliance with APTA RT-S-VIM-022-10. The following lights shall remain functional under emergency power conditions: Lights near the doors; Main interior lights such that total emergency lighting meets the above standards; Operator cab and control panel lights; Direction indicator lights (four-way flashers) in the emergency flashing mode (if utilized); Side and end marker lights; and [Headlights]. Exterior Lighting General Exterior lighting shall comply with all applicable federal, state/provincial and local regulations for street-running vehicles. The exterior lighting shall include headlights. The exterior lighting shall include stoplights. The exterior lighting shall include tail lights. The exterior lighting shall include marker lights. The exterior lighting shall include direction indicator lights with four-way flasher function. The exterior lighting shall include door open warning lights. The exterior lighting shall include doorway lights. Apex Headlight and Lower Headlights The apex headlight and lower headlights shall form a triangle pattern on the front of the vehicle. Trailing End Marker Lights The vehicle trailing ends shall be equipped with a minimum of two marker lights. The marker lights shall be configured as a tail light when the brakes are released. Turn signals and exterior lamps The vehicle shall be equipped with turn signals as required for street running in the location in which the vehicle will operate. A minimum of four amber side facing marker/turn signal lights shall be placed on each side of the vehicle. Marker/turn signal lights shall be placed at approximately equal spacing longitudinally. Emergency flashers The vehicle shall be equipped with emergency (four-way) flasher function. The emergency four-way flasher function shall meet the requirements of TS 8.3.2.1, when the flasher button is depressed. Marker Lights Two amber marker lights shall be located at the A end of the vehicle on the sides of, or above, the Aend destination sign. Two red, B end upper marker lights shall be located at the B end of the vehicle on the sides of, or above, the destination sign. Two red, B end lower lights (tail lights) shall be located one in each of the clusters at the B end of the vehicle. Local Car Fault Lights One blue LED lamp, visible in both directions, shall be installed on both sides of the vehicle to indicate the presence of one of the following local car faults: Propulsion system; Auxiliary inverter; Friction brake system; Bypass/cutout in use. The LED indicator lamp shall be visible at a distance of four vehicle lengths in bright sunlight. The LED indicator lamp housing shall have a sunshade to prevent false indication. Fixtures The exterior lighting assemblies shall be set in waterproof enclosures. Lens retention and bezel retention shall be by captive fasteners. Fixtures shall be flush mounted. Exterior lights shall be grouped in assemblies where practicable. Destination Sign Lights Destination signs are defined in TS 13. Run Number Sign Lights Run number signs are described in TS 13. Strobe Lights (if used) Strobe lights shall be mounted to the roof. Lamp life shall exceed 7000 hours. Strobe intensity shall meet the requirements of SAE Standard J1318 for Class 2 devices. Strobe lights shall be active when the consist is keyed up at the lead cab only. Controls General Control of all vehicle lighting shall be provided through controls located on the Operators desk. The controls for the lighting system shall have three modes: normal, standby and layover. Normal mode is used when the vehicle is in operation with all lights on. Standby mode is when the vehicle is at a terminal and the Operator is changing vehicle ends. Layover mode is when the vehicle is being stored and closed for an extended period of time. The control circuit shall incorporate a keyed crew light switch, which will turn on the main lights for 10 min. The keyed crew light switch timing functionality shall be software adjustable. Once 10 min has elapsed, emergency lighting will remain on for 10 min. Emergency lighting timing functionality shall be software adjustable. If the crew light switch is not reactivated with the key, the lighting shall extinguish. One crew light switch shall be incorporated into the passenger area for each crew door switch as agreed during the design review process. Operators Cab Operator Cab Lighting Operators cabs shall be equipped with focused, ceiling-mounted lights. Ceiling lights shall be controlled by a separate switch with dimming control on the desk. Main lighting in the cab shall have separate controls for increased visibility and reduction of glare (the Contractor may propose alternatives for this feature). Operator Desk Lighting Backlighting with dimming control shall be provided for the Operators desk and for all analog instruments except for ATC lights. Digital displays with dimming control shall be provided for the Operators desk and for all analog instruments except for ATC lights. Spotlights with dimming control, shall be provided for the Operators desk and for all analog instruments except for ATC lights. All desk lighting shall be controlled by a single dimmer. Validation Requirements A validation program of analysis and/or testing shall be undertaken to demonstrate compliance to this section. See TS 21 for specific requirements. Strobe Lights Each strobe light shall emit a single flash at a uniform rate of forty-five (45) flashes per min. Emergency Flashers Emergency flashers shall illuminate and flash as specified in the DMV regulations for the location in which the vehicle shall operate. Brake Lights Brake lights on the vehicle shall illuminate automatically under any one of the following conditions: On a brake command; On an emergency stop command; When the vehicle is stopped or parked. Interface Requirements Lamps and Ballasts A polarized connector shall be used to connect the lamp fixture to the vehicle wiring. Power for the inverter ballast units shall come from the low-voltage supply. Ballasts shall be configured so that there is not a single point failure where all lighting can be lost. Maintenance Requirements All consumable lamps and ballasts shall be of a standard type commercially available from two proven sources in North America. Agency-Specific Requirements [Insert as required] Electrical General This section specifies general vehicle electrical requirements including: Primary power system; AC power supply; LV power supply; Equipment ventilation; and Circuit breaker panels. All electric devices, wiring and connections shall be selected to function properly and safely under the worst-case combination of the following: Ambient conditions; Equipment operating tolerances; Train length; and Voltage drop in wiring connections, including the coupler. Electrical implementation on the vehicle shall comply with IEEE STD 16-2004, where applicable. Gap and creepage distances shall be submitted for Agency review and approval and shall comply, as a minimum, with the recommendations of Recommended Practice APTA RP-E-004-98, Gap and Creepage Distance. Specific Requirements Circuit Protection General Circuit Protection General Faults or overloads downstream of the local protection shall trip the local protection and not trip the main source protection. Local protection trip settings shall be lower than the main source power or current limit settings. All equipment operated from the contact line shall be rated for continuous operation at the maximum contact line voltage, as required in TS 2. Periodic primary HV supply interruptions shall not: Damage the apparatus; Cause it to be shut down by tripping overload protection; or Cause it to be shut down by tripping other devices that require manual resetting. Circuit Breakers Circuit breaker shall protect only one circuit. Circuit breaker terminals shall not be used as junction points. Circuit breakers shall be sized to protect the equipment used for power distribution within the protected circuit. Circuit breakers shall be sized to protect the minimum wire size for power distribution within the protected circuit. Transient Protection Auxiliary apparatus and their controls shall be designed such that all devices are able to withstand the transients as specified in IEEE STD 16-2004 Section 4.3. All vehicle equipment capable of generating transients shall have transient suppression devices. Primary Circuit Protection General The Contractor shall provide the following to protect all primary supplied devices: Adequately rated overvoltage protection; Current sensing; Ground fault sensing; Fault clearing devices; and Any other circuit protection deemed necessary. Lightning Arrestor The arrestor shall be rated for outdoor operation. The arrestor rating shall be selected to prevent voltage transients and surges from damaging or degrading carborne equipment, including the arrestor itself. High-Speed Circuit Breaker The HSCB shall not depend on the incoming voltage for its operation. The HSCB controls shall be electrical or electro-pneumatic. The HSCB shall have the following features: Remote trip and reset; Trip opening in 10 ms or less; Complete arc extinguishment in less than 50 ms; and Fault interruption in less than 50 ms. The HSCB trip values and ratings shall be coordinated with the overhead system supplier such that the HSCB will clear all system fault currents without nuisance trips of the wayside breakers. Annunciation of a tripped or open HSCB shall be provided on both a local and trainlined basis. Refer to TS 9.2.1.2, Fault Annunciator. The auxiliary HSCB (AHSCB), if used, shall not require special action for vehicle startup, due to designed automatic restart of vehicle auxiliary circuits when primary power is restored, including during low battery voltage situations. Means shall be provided to permit resetting the AHSCB when the battery is discharged below the AHSCB pickup voltage. In addition, the HSCB shall be electrically resettable on a local basis, by means of the HSCB reset button on the local indicator panel. Refer to TS 5. The number of electrical resets shall be limited to three within any 15-minute period, after which resetting via the PTE shall be required. Fault Clearing Device Adequate measures shall be taken against ozone build-up in the enclosures that house fault clearing devices. If necessary to reduce ozone build-up, fault clearing device enclosures may be connected to the atmosphere via screened and filtered openings which shall be designed to preclude snow and water ingestion. Fault clearing devices shall have a minimum two (2) year replacement interval. Direct venting of the arc chutes to the atmosphere is prohibited. Ground Fault Protection Detection of a ground fault shall do one of the following: Trip the HSCB for devices fed through it; Open the appropriate line switch; Open the appropriate contactor; or Blow the fuse. The detection level shall be as sensitive as is consistent with the avoidance of nuisance trips. Annunciation of a ground fault trip shall be provided on both a local and trainlined basis. Refer to TS 9.2.1.2, Fault Annunciation. Fault Annunciation Individual visual annunciation of the HSCB tripped, APS Fault, and Propulsion Fault shall be indicated locally on the local indicator panel as described in TS 5. Other fault indications appropriate for the provided systems, such as APS ground fault or heater circuit ground fault shall be transmitted over the vehicle bus to the MDS and also indicated on the train Operators display trouble screen. Circuit Breaker Panels General The dead front panel shall conform to NFPA 70, Article 384. The dead fronts shall be made of moisture-proof, electrically insulating, laminated phenolic or fiberglass of approved quality suitable for switchboards. Each switch, breaker, fuse and indicating light shall be provided with a nameplate of raised or recessed lettering on the dead front, clearly identifying: The circuit to which each applies; Circuit designation; Operating voltage; and Instructions such as Do Not Operate Under Load as appropriate. Distributing power by successive or daisy-chained connections between device terminals shall not be permitted. High-speed circuit breakers shall be as specified in TS 9.2.1.2, High-Speed Circuit Breaker. HV DC circuit breaker panels that comply with the requirements of this section shall be provided for all HV DC loads. AC circuit breaker panels that comply with the requirements of this section shall be provided for all AC loads. LV DC circuit breaker panels that comply with the requirements of this section shall be provided for all LV DC loads. Protection Overcurrent protection in the form of circuit breakers and/or fuses of all electrical circuits shall be provided and sized in accordance with the circuit loads and the requirements of NFPA 70, (the National Electrical Code). All elements shall be sized for minimum and maximum fault currents including the root mean square (RMS) symmetrical short circuit current for alternating current circuits. Circuit Breaker and Fuse Voltage Ratings The voltage ratings of circuit breakers and fuses shall exceed the peak voltage that the circuit will experience in operation. Circuit breakers and fuses used in nominal 600 VDC or 750 VDC circuits shall be rated for no less than 1000VDC. Circuit breakers and fuses in nominal 1500 VDC circuits shall be rated for no less than 2000VDC. Fuses Fuses shall be used only with specific approval when specifically called for in the Specification or where the use of circuit breakers is not technically feasible. Fuses may be considered in applications as follows: To protect solid state equipment from catastrophic damage; and Where current or voltage levels preclude the use of circuit breakers. For overload protection, the fuses shall be sized in accordance with the requirements of the NFPA 70 for feeder and branch circuits and for the device being protected. Determination of the symmetrical short circuit rating of the switch or fuse holder shall be determined by short circuit analysis. Fuses shall be permanently identified adjacent to the fuse. The rating of each fuse shall be permanently and clearly marked directly on each fuse. Air gap and creepage distances shall be as approved. Connection General Each connector shall contain 10 percent spares or a minimum of one spare by approval of the Agency. Wiring For wiring requirements, refer to TS 19.21. Primary Power System Shop Power Connection The vehicle mounted shop power receptacle shall be a three-prong unit, with one power prong and two auxiliary prongs. Connector receptacle shall be equipped with a spring-loaded cover to automatically seal the connector when it is not in use. Pantograph General The pantograph design shall comply with IEC 60494-2 requirements The pantograph shall be a service-proven, single arm design. Single arm design shall contain spring supported contact shoe assembly made up of two shoe devices, capable of stable bidirectional operation at all specified vehicle speeds, including in-tunnel operation at specified track speeds The pantograph latch mechanism shall not engage when the pantograph is pushed or bounces down and shall function only when the pantograph is deliberately lowered by the electrical or manual mechanism. The Contractor shall include the pantograph dynamic envelope and shall show that the pantograph does not lose contact with the wire under normal and abnormal operating conditions identified in this Specification. Pantograph bearings shall be sealed anti-friction ball bearings. Tinned copper braided wire shunts shall be used to bypass all movable joints and bearings. Pantograph Shoe Design The shoe device shall contain a replaceable curved carbon insert of one (1) to four (4) segments and an aluminum horn at each end. The shoe assembly shall include provisions to adjust the shoe so that the entire width of the shoe contacts the contact wire. Each shoe device on the pantograph head shall be independently spring-mounted on each end of the shoe device. The shoe devices shall be capable of vertical movement on one side without affecting either the other side of the shoe device or the other shoe device. The range of vertical movement shall not exceed 1 in. (25 mm). The shoe assembly shall rotate about a transverse axis. The shoe assembly shall be spring-mounted with dampers to the upper arms of the pantograph. The shoe assembly shall provide stable tracking of the contact wire at all speeds. Robust, positive means to limit rotation of the shoe assembly shall be provided. The suspension shall decouple the shoe assembly from the pantograph arms, allowing the suspension to absorb small variations in catenary height and prevent the pantograph arms from responding to small rapid wire height variations. Each carbon strip assembly shall be individually adjustable to permit the strips to be set to be in the same plane, to provide for continuous contact with the overhead wire. Shoe force on the contact wire shall be selected for optimum tracking and minimum wear and shall initially be set to the value specified in TS 2. Shoe force shall be adjustable over the range specified in TS 2 and shall not vary by more than 5 lbf (22 N) over the combined full ranges of operating height, vehicle speed and direction. A lateral load of 65 lbf (290 N) on the pantograph shoe axis with the pantograph at maximum operating height shall cause the shoe to deflect no more than 1.5 in. (38 mm). Pantograph Heaters (if required) If required by local climatic conditions, the pantograph and pantograph head shall be provided with heaters to prevent build-up of ice and snow on the pantograph and carbon shoes. The Contractor may also propose pantograph ice scraper, should the local climatic conditions dictate. The proposed ice scraper design shall be submitted to the Agency for review and approval. Shear Pin System A shear pin safety system shall be provided to minimize pantograph and contact line damage caused by hard contact between some part of the pantograph and an overhead obstruction. Impact shall cause the pin to shear, causing the pantograph to drop to its lowered position. Ground Brushes General Ground brush life shall not be less than 100,000 mi (160,000 km). Brushes shall be made from copper-carbon composition metal graphite. The brush springs shall be of a type that maintains a constant spring force during normal brush life. Primary Power Return Circuit and Ground Brushes The size and quantity of ground brushes shall be selected such that with the loss of one (1) ground brush, the remaining ground brushes shall carry two times the circuit RMS current and 1.5 times the circuit peak current without exceeding the contractors ratings. No less than one power return ground brush per motor truck axle shall be provided. Safety Ground Brushes Safety ground brushes shall be provided to carry ground fault return currents to the rail. Safety brushes shall be isolated from the normal ground return brushes. The size and quantity of safety ground brushes shall be selected such that with the loss of one safety ground brush, the remaining brushes shall carry the maximum fault current until cleared by the respective protective device without exceeding contractors ratings. The rise in carbody voltage shall not exceed 50 V if one safety ground brush is lost. No less than one safety ground brush per motor truck and solid axle center truck. On low floor cars with separate wheel assemblies, one safety brush per trailer truck wheel shall be provided. The safety ground brushes shall be selected to carry zero current without wear surface scoring or reduction in life. Line Filters General Independent line filters shall be provided for each propulsion system and auxiliary power converter. The filters shall suppress high frequency voltage transients caused by power converter switching operations. Capacitors shall have a rated life of at least 12 years. Adequate filter performance, including capacitance and ripple current capabilities shall be maintained at low ambient temperatures down to the minimum operating temperature specified in TS 2. The Contractor shall submit analysis of low temperature operation for Agency review and approval. Failure Detection Provision shall be made in each device using filters for automatic detection of filter failures resulting in excessive EMI, particularly at signal system operating frequencies. Detection of such failures shall automatically: Inhibit the offending device; Annunciate the failure to the local and trainlined fault indicators; Store the data in the failure log (as appropriate for a particular system); and Forward the information via the vehicle data bus to the MDS. The detection scheme shall meet the safety requirements of TS 2 and shall be submitted for Agency review and approval. Filter Inrush Current Limitation Filter capacitor inrush current, during initial charging, shall be limited according to the needs of the circuit. In no case shall the inrush be greater than 500 A for the entire car. Current limiting devices shall not be applied across the main contacts of the HSCB. The design basis for the current limiting value shall be based on: Nominal primary line voltage; Nominal filter parameters (inductance and capacitance); and Minimum damping resistance. Discharge Resistor Requirements The resistance value shall be selected to reduce the voltage at the terminals of the capacitor bank to 50 V or less within 3 min after primary power is removed from the bank. A sign shall be positioned adjacent to the capacitors to advise crew of all steps required to allow safe working. The sign shall be visible when the door to the enclosure which houses the capacitor bank assembly is open. AC Power Supply General The preferred scheme for auxiliary electrical power conversion shall be two dedicated DC-to-AC inverters that feed the loads in the associated body section. Alternative arrangements that use a single reliable and service proven inverter will be considered by the Agency, providing that adequate provisions are included to allow a vehicle or train to return to an Agency maintenance facility (limp home capability) under its own power from any location on the system. Auxiliary inverters and their loads shall conform to the requirements of both IEEE Std 16-2004 and this Specification. Inverter Output Characteristics Output Voltage The nominal, steady state output of the inverters that feed general purpose loads shall be 208/120 VAC RMS or 480/270 VAC RMS, three-phase, four-wire, 60 Hz, over the full range of input voltage and load. Inverter startup on application or reapplication of primary voltage shall be variable voltage variable frequency. The neutral shall be grounded to the vehicle structure at one location. Distortion The voltage waveform shall be sinusoidal with a maximum total harmonic distortion of 10 percent. Systems with higher distortion levels may be proposed for Agency approval provided that load devices are designed to operate with the higher distortion. Where convenience outlets are provided, the voltage waveform at the convenience outlet shall have harmonic distortion no worse than that specified in IEEE Standard 519, section 6.6, for electronic equipment. Frequency The tolerance on steady state frequency shall be 1 percent during normal steady state operation. The output voltage shall be regulated using a constant potential to frequency regulator. The ratio of potential to frequency shall be within 2 percent. Output overvoltage protection shall be provided. Unbalance and Transient Response The phase-to-phase voltage unbalance shall not exceed 1 percent. The transient output response to line variations (within the specified range) and to load variations (of the actual loads) shall not damage or degrade connected apparatus. Load Management General A load application, shedding and reapplication system shall be provided as an integral part of the AC auxiliary power system. The primary priority of the load management system shall be to maintain the essential vehicle operating systems online for as long as possible during primary power anomalies. The secondary priority of the load management system shall be to limit the size of the inverters and motors required. The load management system functionality shall include staggering component start-up to help limit peak demand. Load management details shall be provided during the system design review process. Systems with two (2) inverters shall include load transfer logic and contactors to keep essential loads functioning in both body sections when one of the inverters fails to function. Load Shedding The inverter shall have sufficient energy storage capacity to maintain the AC output, within the values specified in TS 2, when the input power is interrupted for 25 ms allowing the voltage to sag while maintaining the specified volts-to-hertz ratio. Air conditioner compressor load shedding is allowed when the steady-state input voltage falls below the value specified in TS 2. Fault Monitoring and Control General The fault monitoring system shall fulfill requirements set by this section. Fault Logger Each inverter shall be provided with a fault logger. The fault logger shall create a record of at least eight relevant signals and time of recording whenever an unusual or erroneous condition is encountered during operation. Signals shall be converted to real units, (volts, amps, etc.) The fault information shall be transmitted to the MDS computer for storage and retrieval. Refer to TS17. Convenience Outlets General A minimum of four (4) duplex convenience outlets shall be installed for 120 VAC, 20 A service. One (1) duplex outlet shall be provided in each cab. The others shall be located within 10 ft of each data access connector in approved locations throughout the passenger area. The convenience outlets shall not be accessible to passengers. Each outlet shall be fed from a dedicated circuit breaker with ground fault circuit interruption (GFI) protection. LVPS General The nominal system voltage shall be 37.5 or 28.5 VDC. Refer to TS 2 for specific voltage range and design requirements. Design Requirements The LV power system and loads shall conform to both the requirements if IEEE STD 16-2004 and the requirements of this Specification. LV Trainlines The positive and negative LV trainlines shall have sufficient ampacity to permit all the LV loads on one car, other than battery charging, to be supplied by one other vehicle with a functioning LVPS. The maximum voltage drop permitted (sum of drop in both the positive and negative circuits) under this condition shall be 4 V, defined as the voltage differential between the voltage read at the terminals of the LVPS in the supplying vehicle and the voltage reading at the LV bus of the LV circuit breaker panel in the vehicle with the failed LVPS. LV trainline resistors shall not be used. For additional requirements, refer to TS 16. LV Power Supply General Requirements Alternative designs that include the LVPS as part of an inverter will be encouraged. The LVPS shall automatically start when primary power is applied. Neither battery power or air pressure shall be required as a prerequisite to permit LVPS operation. Electrical Characteristics The LVPS shall be designed for complete electrical isolation between input and output and the enclosure and vehicle body. The enclosure shall be connected to the vehicle body via grounding wires of sufficient ampacity to carry the fault current under any foreseeable fault condition. Peak to peak ripple in the LVPS output voltage shall not exceed 1 percent of the nominal DC output voltage. LVPS output voltage and current regulation shall be as required by the loads, including the battery, but shall be 1.5 percent or better for the full range of input voltage and output loads. The nominal output voltage of the LVPS shall be adjustable 10 percent. The LVPS shall be of sufficient capacity to charge the battery and maintain constant voltage for: Traction control; Auxiliary control; and All sustained battery circuit power requirements. Circuit protection shall be provided to adequately: Protect power supply components; Prevent overcharge of the battery; and Limit the battery charging current. The LVPS output shall be current limited by reducing the output voltage while maintaining the maximum current output. For load or fault conditions of very low load resistance (such as a dead short), the LVPS control shall fold back (limit both current and voltage), disconnect the output or shutoff. Normal operation shall automatically resume when the overload or short circuit is removed. Battery Battery Charging The charging voltage shall be temperature compensated to match the battery characteristics. An additional current-limiting feature shall be provided either separately or as an integral part of the LVPS to limit the maximum charging current for the battery system to a value recommended by the battery supplier. In case of LVPS failure or loss of input power, LVPS loads shall be transferred instantly to the battery. Storage Battery When primary power or LVPS output is lost for more than 30 s, non-emergency LV loads shall be disconnected. They shall be reconnected after primary power or LVPS output is restored. Emergency power shall be provided by a battery. The battery shall be sized to provide at least the following loads, with associated duty cycles: Door control (cycle doors open for 20 s every 2 min). Communications (operate PA and radio 20 s every 2 min). Propulsion and braking control (continuous). ATP, cab signal or train stop equipment (continuous). Operators console indicators and interlocks (continuous). Gong and horn (on for 5 s every 2 min). Track brakes (on for 30 s at the end of each 20 min period). Pantograph control (raise and lower twice). Coupler control (one couple and uncouple cycle). Windshield wiper (continuous). Train-to-wayside communications (continuous). Event recorder (continuous). MDS. CCTV. Brake system hydraulic pump motors (if DC powered). Propulsion container blower fans (if LV DC powered). For an initial battery condition with the cells at 80 percent of full charge and the ambient temperature appropriate for the range specified in TS 2 the battery capacity shall be able to carry all the above loads for a period of one hour without discharge to below 1 V per cell. A discharge rate beyond the rating of the battery shall not permanently damage the cells or reduce capacity. Electrolyte capacity shall be sufficient to require adding water only during normal (60-day) maintenance. Battery type and design shall be appropriate for all aspects of the intended application. The battery shall be rated for emergency duty cycle service in the indicated operating environment over a normal service life of not less than 10 years. The battery shall be maintained at rated charge by connection to the battery charging system as described in this section. Emergency light shall be powered independently from the car battery. Battery Installation The battery box shall be primed and painted inside and outside with an alkaline-resistant polyurethane paint of the same color scheme as other equipment. The battery installation shall comply with the following requirements: Installation of hardware shall be as recommended by the battery Subcontractor. The cells shall rest on treated wood, polyethylene or other material as recommended by the battery Subcontractor. Hinges, fasteners that are removed periodically and all other devices that move by sliding or rolling on other devices shall be stainless steel. Means shall be incorporated into the battery design and installation to facilitate checking battery electrolyte, if appropriate for the selected battery, in compliance with the battery manufacturers maintenance recommendations. It shall be possible to check and replenishable electrolyte without removal of any equipment. Vent caps shall be of the captive type and shall be spray-proof. Battery Circuit and Over-Temperature Protection A circuit breaker shall be provided for battery and battery circuit protection. The circuit breaker shall be a two-pole, explosion-proof breaker mounted in the battery box or of non-explosion-proof design located in an electric locker within 10 ft of the battery box. The circuit breaker shall be rated to withstand the short circuit capacity of the battery and shall be connected into the B+ and B- leads from the battery terminals. A battery over-temperature sensor shall be located in the battery box and arranged to trip the battery circuit breaker upon detection of an over-temperature condition. An accessible battery cutout switch shall be provided if the battery circuit breaker is not accessible from the side of the vehicle or at a convenient interior location, as required by NFPA 130 Chapter 4-3.9. Equipment Ventilation Air Intakes and Filters Electrical equipment boxes and enclosures shall be kept at operating temperatures consistent for the equipment that is housed there within. Filtering of ventilating air shall be provided and shall prevent the entry of dirt, water and debris into the enclosure. Filters shall be mounted so that they are readily accessible for replacement. Ventilation Blowers Blower motors for propulsion equipment and traction motors shall also be provided with ventilation if required to keep the equipment at acceptable temperature operating ranges. Loss of such ventilation shall be alarmed at the Operators console, and propulsion equipment shall be disabled if temperatures within the enclosures reach or exceed the contractors limits. Ducting for blower-to-motor ventilation shall be of a silicone-based material selected with appropriate strength and service life for the intended application. Reliability Ventilation blower motors shall be service proven in the rail transit industry and be designed for their intended use. The motors shall be equipped with high-reliability features, such as permanently lubricated bearings. Controls Wiring Wiring shall be controlled per NFPA130-4-3.7 and IEEE STD 16-2004. All control wiring connections to replaceable equipment shall be via multi-pin connectors mounted on the equipment enclosure. Primary Power Switch General A primary power switch shall be provided with the following characteristics: Totally enclosed; Two pole, four-position; Quick acting; Rotary; and Mechanically operated. At a minimum, the main switch shall comply with the applicable requirements of IEC 60077-2 or other approved standard. The primary power switch shall permit the propulsion and auxiliary power circuits to be isolated selectively from main power. A durable warning label shall be prominently displayed on the box requiring that the current collector be disengaged from main power before the switch is operated from any one position to another. The switch shall provide positive indication of the switch position. No metallic surfaces at ground potential shall exist within the box. The installed enclosure shall be watertight when subjected to a water test equal in severity to that for the vehicle body. The switch shall be electrically insulated and protected against contact with live parts. The enclosure shall have drain holes to permit condensate or leakage water to drain, without permitting water to enter. The Contractor shall prepare a design report on the primary power switch or alternative arrangements, including: Data to support the ratings of the components; Data sheets on each component; Parts lists; Electrical drawings; and Assembly drawings. Switch Position The switch shall provide the following positions and functions, with positions labeled as indicated: RUN: In this position, main power from the current collector shall be connected to both propulsion and auxiliary circuits. The switch shall be in this position in normal operation. OFF: In this position, both the propulsion and auxiliary circuits shall be completely isolated from main power. AUX: In this position, propulsion circuits shall be completely isolated from main power, and main power from the current collector shall be connected only to the auxiliary circuits. SHOP: In this position, propulsion circuits shall be completely isolated from main power, and main power from a shop power connector shall be provided only to the auxiliary circuits provided that the shop power connector is connected to a wayside source. When the switch is moved from the AUX or SHOP position to the OFF position, it shall have the capability to interrupt the maximum connected auxiliary load. It shall not be possible to latch the switch enclosure cover closed if the switch is in any position other than RUN. Primary Power Switch Location The switch shall be mounted in a location easily accessible from ground level at the side of the vehicle. The proposed mounting location shall be submitted for Agency review and approval. Should an under-floor enclosure be proposed, it shall be gasketed, and the cover shall be sufficiently robust to withstand rough handling without damage. Switch Interlocks The switch shall include interlocks to disconnect loads to prevent operation under load in case the crew does not lower the pantograph or disconnect shop power before operating the switch. The design shall require that the switch handle be pushed toward the box before the switch can rotate, which shall open interlock switches that shall be used to disconnect the HV auxiliary and propulsion circuit loads. In the event that shop power is provided through the test receptacle, power shall be isolated from the pantograph and propulsion circuits preventing application of power to this equipment. Pantograph The pantograph shall be lowered by some powered means, either electrical or pneumatic. When commanded to lower, the lowering mechanism shall provide a rapid initial motion away from the contact wire to reduce arcing. A reduction in lowering speed shall be provided prior to latching. The pantograph shall be spring raised when the restraining mechanisms are released. The raising speed may be damped or otherwise controlled if needed to prevent carbon strip damage upon striking the contact wire. Speed control, if provided, shall be active at all times except during normal wire tracking. If tracking optimization is needed, then damping may be provided for downward motion of the pantograph arms. The pantograph raising and lowering circuit shall be trainlined and operable from any cab in a consist while the train is at rest or moving. A lowering of the pantograph shall not affect a requested brake rate and shall result in a coast mode if coast or power mode is requested. If electric raising and lowering mechanisms are employed, they shall operate throughout the voltage range specified in TS 2 for all LV equipment. Provision shall be made for manually raising, lowering and unlatching the pantograph in the event of a loss of power or control. Manual control mechanisms shall be operable from and stored within the vehicle, but shall be accessible only to authorized crewmembers. Fault Monitoring and Control The controls for the inverters shall be designed to prevent damage both to auxiliary equipment, and the inverter itself. As a minimum, equipment shall be protected against: Frequency errors; Output overvoltage or undervoltage; Output overcurrent; Out of tolerance voltage-to-frequency ratio; Input overvoltage or undervoltage; Input overcurrent; Input filter failures; Frequent repetitive starts (Contractor-defined limits); Rapid variations and transients in line voltage or loads; All primary power interruptions; Excessive harmonic distortion; Phase imbalance; Control logic faults; and Cooling faults. Inverter fault handling shall be reviewed and approved by the Agency. The control logic shall permit the equipment to automatically restart for shutdowns caused by self-correcting failure conditions. Major faults shall latch the equipment off until reset by maintenance crew. Circuitry used to provide protection for voltage and frequency deviations shall be wholly independent of the circuits used to control voltage and frequency, unless otherwise approved by the Agency. The permissible range of voltage and frequency deviations shall depend on the requirements of the specific load components. Established values shall be set in the circuitry and have a self-testing capability. Inverters shall interface with the MDS specified in TS 17. Inverter system time setting shall be sent from the MDS each time the vehicle is keyed on by the master controller key. Validation Requirements A validation program of analysis and/or testing shall be undertaken to demonstrate compliance to this section. See TS 21 for specific requirements. Transient Protection In situations where transient suppression cannot be applied, or must be minimized due to performance considerations, the Subcontractors design shall be submitted for Agency review and approval and shall not be susceptible to more transients than stated in TS 2. Lightning Arrestor Arrestor rating selection analysis shall be reviewed and approved by the Agency. Ground Fault Protection Ground fault detection shall be provided by verifying that the primary power and return currents for the circuit sum to less than a predefined value. The value shall be adjustable, and shall have an initial setting of 50 mA. The arrangement to accomplish ground fault detection shall be submitted for Agency review and approval. Ground Brushes The ground brush, grounding ring and brush-to-axle interface shall be submitted for Agency review and approval. Line Filters Calculations supporting capacitor life expectancy shall be submitted for Agency review and approval and shall include, as a minimum: Contractors data; Contractors application information; Ripple currents; Ambient temperatures; and Operating temperatures. Low-Voltage Trainlines When taking voltage drop and ampacity readings, the battery in the vehicle with the failed LVPS shall be disconnected to prevent it from supplying power to the loads, and the vehicle with the failed LVPS shall be set up as the controlling cab with all normal vehicle systems functioning, but with no track brakes applied. Battery Circuit and Over-Temperature Protection The temperature setting shall be as recommended by the battery Subcontractor and approved by Agency. Interface Requirements Circuit Protection Local circuit protection shall be coordinated with main source protection. HV distribution circuits in the vehicle shall be individually protected by circuit breakers or HV DC rated fuses mounted in insulated self-extracting fuse holders. Circuit Breakers All LV DC circuits and AC circuits shall be individually protected by circuit breakers, unless specified otherwise. The AC and LV DC circuit breakers shall be mounted in separate panels in the Operators cab. HV DC circuits shall be protected at the pantograph (or other current collection device if an alternative is used) by an HSCB. All HV circuit breakers except roof HSCB, shall be accessible from the exterior of the vehicle. Fuses Fuses are not permitted in LV AC/DC applications. All HV fuses, except the roof fuse (if used) shall be accessible from the exterior of the vehicle. Return Circuits The LV DC return circuits shall only be grounded, direct or resistive based on design, at a single point common to the battery LVPS. The AC neutral shall be single point grounded. Each system or circuit fed from a circuit breaker or fuse shall have its own return wiring. The vehicle structure shall not be used as a normal circuit return path for any electrical equipment. Power and safety ground wiring design shall be coordinated with the truck design so that all susceptible equipment is protected against stray current flow. Each circuit return wire shall be connected, via its own separate terminal, to a return bus. Each return bus shall be located in the same electric locker that contains the circuit breaker that supplies the circuit. Lightning Arrestor A dry-type lightning arrestor shall be mounted on the roof, on or adjacent to the pantograph base. The lightning arrestor shall be coordinated with individual equipment protection such that it provides the primary overvoltage protection for the vehicle. High-Speed Circuit Breaker An externally accessed HSCB shall be provided to protect the propulsion primary power circuits. A separate high-speed fuse or HSCB shall be used to protect the APS and other primary power auxiliary circuits. The HSCB automatic reset logic shall be coordinated between vehicle or redundant propulsion systems, and any other systems that are fed by this device. Fault Clearing Device Fault clearing devices shall be shielded to prevent damage to adjacent equipment or vehicle structure. Ground Fault Protection Separate ground fault protection systems shall be provided for the auxiliary primary circuits and propulsion primary circuits. Ground fault protection shall protect against the return of primary current through paths other than the normal paths from the devices to the primary return buses. Circuit Breaker Panels General All switch, circuit breaker and fuse panels shall be of the dead front type, mounted in the specified equipment enclosures. Each switch and circuit breaker panel shall carry the necessary apparatus, arranged to be easily accessible to connections, and designed to prevent operating or maintenance personnel from coming in contact with energized parts when operating the switches or circuit breakers. All energized portions of the protected circuitry shall be completely concealed so that no danger of shock exists from touching the panel or any appurtenances or devices mounted thereto. A wiring gutter shall be provided along the top, sides and bottom for the routing of HV leads to their designated circuit breakers. The panel shall be secured by approved, captive fasteners and shall be configured for easy removal so that maintenance is not impeded. Power distribution to circuit breakers and switches shall be from a busbar or bus circuit. HV DC circuit breakers shall be mounted in the secure electrical lockers accessible from the vehicle exterior. AC circuit breakers shall be mounted in the back wall of the Operators cab or in secure electrical lockers accessible from the vehicle interior. LV DC circuit breakers shall be mounted in the back wall of the Operators cab or in secure electrical lockers accessible from the vehicle interior. Circuit Breaker Panel Protection Fuses and circuit breakers shall be coordinated. Coordination shall make certain that the fault interruption occurs to localize the fault and that upstream devices are sized such that they act as back-protective devices to downstream devices. Circuit Breaker Panel Fuses Where HV circuits are provided with manual disconnecting means, the circuit as well as the disconnecting switch shall be protected by a fuse rated for the load as well as the RMS short circuit current rating of the disconnecting means and/or the fuse holder. Fuses shall be readily accessible. All fuses mounted in exterior equipment boxes shall be accessible without going under the vehicle. Fuse holders shall contain fuse retention devices at both ends. HV fuses shall be mounted in totally enclosed, dead front fuse holders, with no exposed HV connections. When the fuse holder is opened, the fuse shall be extracted from the circuit and the exposed fuse shall be safely isolated from any circuit connection. Wiring No HV wiring shall be run within the passenger area unless authorized by the Agency. Wires 10 AWG or smaller shall have sufficient extra length for no less than three reterminations. Wires 8 AWG or larger shall have sufficient extra length for no less than two reterminations. Interior wiring shall be hidden from passenger view. Each contact shall be limited to two wire terminations. Exposed cables and wires leading to equipment boxes shall be routed with drip loops. Articulation Connections Flexible hoses, wiring and cabling routed across the articulation unit shall be run in ducting with nonconductive inserts. All routing across the articulation unit shall minimize excess length and unnecessary flexing. All primary power wiring shall be run below the floor line or on the roof. LV wiring may be run below or above the floor line. Disconnects shall be provided for both primary and LV circuits on both sides of the articulation section. LV disconnects shall be multi-pin connectors. Primary disconnects shall be by bolted terminal connection unless otherwise authorized by the Agency. Shop Power Connection The vehicle-mounted receptacle shall be selected to mate with the connector fitted to the maintenance facility auxiliary power cable. The auxiliary prongs shall be short-circuited at the receptacle. The shop-to-vehicle connector shall be designed so that the auxiliary connections open before the main power connection when separating the connector. The connector shall be angled down from the box to prevent water and dirt from collecting in the receptacle. Pantograph Pantograph(s) shall be located on roof of the vehicle, as described in TS 2. The heaters shall be powered from the OCS by a direct connection to the pantograph at the top of the circuit. Heater wiring shall connect to a weatherproof terminal box that is mounted as close as possible to the collector head assembly for ease of replacement. Protection and control shall be provided by a fuse and contactor that is mounted near the pantograph in an insulated equipment box. Energizing the contactor shall connect the low end of the heater circuit to the vehicle primary return circuit. The contactor coil shall be powered by a LV DC circuit breaker, which shall function as the control switch, located in an Operator-accessible circuit breaker panel. Ground Brushes Each axle shall be provided with a ground brush and brush holder with sufficient capacity to shunt return current to the axle. The brush and its holder shall be protected from mechanical damage and oil and provided with a cover, easily removable for access to the brushes. The torque reaction arm shall be mounted to the truck frame with an insulated linkage that permits normal relative motion between the axle and truck frame. Primary Power Return Circuit and Ground Brushes The negative busbars in each vehicle section shall be connected together via a cable through the articulation section. Discharge Resistor A discharge resistor shall be permanently connected across the terminals of each capacitor in the capacitor bank. Load Shedding Load shedding and restarting of the AC loads shall be coordinated with the design of the inverters to prevent prolonged delays when restarting equipment after a momentary interruption in the primary power to the inverter caused by, for example, a pantograph bounce or section break in the overhead catenary system. LVPS All vehicle control circuitry shall be powered from the LV power system. The LVPS negative return wiring shall be insulated from the vehicle body, with single point grounding. The LVPS shall supply the LV loads and the positive LV trainline through a reverse current diode. The LVPS shall be a regulated DC power supply powered from the catenary supply. MDS Interface The LVPS shall interface with the MDS specified in TS 17 by means of the vehicle data bus specified in TS 16. Fault and system operating parameters shall be transmitted to the MDS for display on the train Operators display. LVPS system time setting shall be updated by the MDS each time the vehicle is keyed on by the master controller key. Each LVPS shall be provided with a fault detection scheme. The fault logger shall create a record of at least eight relevant signals and time of recording whenever an unusual or erroneous condition is encountered during operation. Signals shall be converted to real units (volts, amps, etc.) The fault information shall be transmitted to the MDS computer for storage and retrieval. Fault indications shall also be provided to the local indication panel and trainlined annunciator panels described in TS 5. Storage Battery During LVPS failure or shutdown, the battery shall supply power to the emergency loads. Battery Installation The battery shall be installed under floor or on the vehicle roof for low floor vehicles. The battery shall be installed in a ventilated battery compartment box, which shall be provided with bottom drainage, with a drainpipe to carry liquids to under the vehicle floor. Battery compartment box material shall be suitable for the intended application, especially with regard to strength and corrosion resistance. Battery cells shall be interconnected by hardware recommended and supplied by the battery Subcontractor. All cells shall be readily accessible for servicing. Air Intake and Filters Where necessary, equipment enclosures shall be ventilated. Guards shall be provided to prevent any accidental contact with rotating blades of the ventilation equipment by maintenance personnel. Maintenance Requirements The electrical systems shall meet the maintenance requirements of TS 2.9. Pantograph The shoe device and insert shall be replaceable with common hand tools. Shear pins shall be easily replaceable by using ordinary hand tools. Line Filters Individual capacitors shall be arranged in functionally grouped assemblies to facilitate replacement. Agency-Specific Requirements [Insert as required] Primary Power Return Circuit and Ground Brushes Alternative ground brush arrangements and ground connections, as required by different hardware or EMC control schemes, shall be considered by the Agency for approval. Safety Ground Brushes Alternative ground brush arrangements and ground connections, as required by different hardware or EMC control schemes shall be considered by the Agency for approval. Propulsion General The propulsion system shall provide, at a minimum, the following functions: Controlled, jerk-limited acceleration in motoring in accordance with the performance requirements defined in TS 2. Controlled, jerk-limited deceleration in braking in accordance with the performance requirements defined in TS 2. Wheel spin/slide protection in motoring and braking to maximize use of the available adhesion while minimizing the risk of wheel and rail damage due to excessive spin/slide and locked axles, in accordance with the performance requirements defined in TS 2. Any other functions defined in this section. Motoring and braking effort shall be provided by three-phase AC traction motors fed by propulsion converters incorporating the latest proven power semiconductor and motor control technologies. The following items shall be provided as part of the contractually required propulsion system: Propulsion control equipment; Input protection; Input power conditioning and filtering; Propulsion switchgear; Propulsion converters; Traction motors; Gear units and couplings, as required; Propulsion cooling equipment; Electric braking resistors; and Speed sensors. The propulsion system shall be microprocessor controlled with diagnostic capabilities compliant with the requirements defined in TS 17. Propulsion system microprocessor controls shall comply with the requirements of TS 19. Propulsion system software shall comply with the requirements of TS 18. All propulsion system safety interlock bypass devices shall be sealed or otherwise provided with tamper-evident protection in normal operation. Actuation of any propulsion system safety interlock bypass shall be annunciated to the Operator, recorded by the event recorder and, optionally, transmitted to the Agencys control center. Performance General Propulsion and braking equipment shall meet the operational and performance requirements specified in TS 2. Propulsion and braking equipment shall comply with the applicable sections of IEEE STD 16-2004. Duty Cycle and Thermal Performance General The propulsion system ratings shall be based on the worst-case duty cycle defined in this section. Normal Duty The propulsion system thermal capacity shall exceed by at least [Agency to specify] percent that required to operate continuously without damage over the LRT system under the following conditions: Route profile and schedule as specified in TS 2; AW2 loading; All propulsion systems operative; Line voltage within the limits specified for full performance in TS 2; [Agency to specify] percent receptivity; and Maximum ambient temperature as specified in TS 2. Abnormal Operating Modes The propulsion system thermal capacity shall be at least that required to make one round trip without damage over the LRT system under the following conditions: Route profile and schedule as specified in TS 2.; AW3 loading; Two-thirds of all propulsion systems operative; one-third inoperative; Line voltage at the minimum limit specified for full performance in TS 2; Rheostatic electric braking only; Fully operative friction braking on all vehicles; and Maximum ambient temperature as specified in TS 2. Towing Unless otherwise approved by the Agency, it shall be possible for a train with normally operating vehicles to tow an equal number of vehicles with inoperative propulsion systems from any point on the LRT system to the appropriate maintenance facility without damage to any of the vehicles, under the following conditions: Train speed limited to not more than 20 mph. AW3 loading to the next station, at which all passengers are discharged; AW0 loading thereafter. Line voltage at the minimum limit specified for full performance in TS 2. Fully operative friction braking on the vehicles being towed. Hill Climbing If required by the Agency or as proposed by the Contractor and approved by the Agency, the propulsion system shall incorporate a hill-climbing mode to permit trains to negotiate grades with inoperative propulsion systems in the train. Hill-climbing mode shall be available only in manual operation and shall be activated by the Operator through a manual control in the active cab, as approved by the Agency. When activated, hill-climbing mode shall cause all operative propulsion systems in the train to apply tractive effort in excess of the maximum rated tractive effort. The percentage of excess tractive effort required shall be determined by assuming the following: Train stopped. Train located on the worst-case grade as specified in TS 2. AW3 loading. One-half of the trains propulsion systems inoperative. Line voltage at the minimum limit specified for full performance in TS 2. Train speed limited as required to prevent equipment damage. Available adhesion sufficient to support the associated adhesion demand. Hill-climbing mode shall incorporate protective features (such as a timeout) to prevent equipment damage. Details of hill-climbing mode and associated cab controls shall be approved by the Agency. Jerk Limit The propulsion system shall provide for jerk limited application and removal of motoring and braking effort in accordance with the requirements of TS 2 except in the following cases: Corrective actions taken by wheel spin/slide protection; Track brake applications; ATP overspeed detection; Penalty brake applications; and Emergency brake applications. When tractive effort command signals change at rates less than the specified jerk limit, the propulsion systems shall follow the command signals exactly. Mode transition and dead times shall comply with the requirements of TS 2. Specific Requirements Propulsion Control Equipment General The propulsion controls shall incorporate the following subsystems, with appropriate integration between each: Master controller, reverser switch and key switch. Emergency stop pushbutton. Interface to local and trainlined control signals. Propulsion safety interlocks. Propulsion converter control, incorporating the following functions: Motoring and braking control; Load weighing and compensation; Spin/slide protection and coordination; Car wash mode; Zero speed detection; and Monitoring and diagnostics. Propulsion cutouts. Master Controller, Reverser Switch and Key Switch A master controller group consisting of a key switch, a reverser switch and a master controller shall be supplied as a single integrated unit. Key switch: The master controller group shall incorporate a two-position (ON, OFF) key switch to select the cab status. Unless another cab in the train is already active (key switch in that cab is ON), inserting the key and turning the switch to ON shall cause the associated cab to become the active cab by activation of associated cab control circuitry. Inserting the key and turning the switch to ON in more than one cab in the train shall cause an emergency brake application. The key switch shall be mechanically interlocked with the master controller and reverser switch such that neither can be moved from their default positions unless the key switch is ON and the key switch cannot be turned to OFF unless the master controller and reverser are in their default positions. It shall be possible to remove the key from the key switch only when it is in the OFF position. Reverser Switch: The master controller group shall incorporate a three-position, (FORWARD, NEUTRAL, REVERSE) reverser switch. The default reverser switch position shall be NEUTRAL. It shall not be possible to apply propulsion power unless the reverser switch in the active cab is in either FORWARD or REVERSE. Moving the reverser switch to FORWARD or REVERSE shall activate associated trainlined control signals specifying the direction of train movement as forward and reverse with respect to the active cab, respectively. Other trainlined and local signals may be controlled by the reverser switch as required by overall system design. The reverser switch shall be interlocked mechanically with the master controller such that the reverser switch cannot be moved unless the master controller is in its default position and the master controller cannot be moved from its default position unless the reverser switch is in either FORWARD or REVERSE. Trainlined direction control signals shall comply with the requirements of IEEE STD1475. Master controller: The master controller group shall incorporate a single-handle master controller that shall be used by the Operator in manual operation to control motoring and braking. The master controller shall have, at a minimum, the following positions, with detents at each position: Maximum Power (specified maximum acceleration rate) Minimum Power Coast Minimum Service Brake Full Service Brake Maximum Service Brake (specified maximum service braking rate) Emergency Brake (blended emergency brake at specified rate plus track brakes) In addition, there shall be a continuous range of control between maximum and minimum power and between minimum service brake and full service brake. Master controller movement shall result in corresponding changes to the trainlined control signals indicating the commanded tractive effort level and propulsion system mode (motoring, coast or braking). The master controller shall incorporate a deadman feature such that release of the deadman with the master controller in a position outside of the range between full service brake and maximum service brake (inclusive) shall cause an automatic penalty brake application in accordance with the requirements of TS 2.4.12. Placing the master controller in the emergency brake position shall cause an emergency brake application. Other trainlined and local signals may be controlled by the master controller as required by overall system design. Trainlined master controller control signals shall comply with the requirements of IEEE STD 1475. Emergency Stop Pushbutton An emergency stop pushbutton shall be provided at an approved location on the Operators console. The pushbutton shall be of an approved, mechanically latched design. When activated in the active cab, the emergency stop pushbutton shall initiate an emergency brake application. Interface to Local and Trainlined Control Signals Each propulsion converter controller shall independently receive and interpret local and trainlined control signals. Interfaces shall comply with the applicable requirements of IEEE STD 1475. Propulsion Safety Interlocks Doors closed and locked interlock: An interlock shall be provided with the propulsion controls to remove or prevent application of power when any passenger side door in the train is not fully closed and locked. When in motion above the zero-speed threshold, the interlock shall restore propulsion system motoring capability immediately once the signal indicating that all doors are closed and locked is restored. When at speeds below the zero-speed threshold, it shall be necessary to place the master controller in the braking zone in order for the signal indicating that all doors are closed and locked to be effective and to enable motoring. A bypass feature shall be provided in the active cab to permit the Operator to bypass the interlock in the event of failure. The interlock shall comply with the requirements of IEEE STD 1475. Interlock and bypass details shall be approved by the Agency. Friction brakes/parking brakes released interlock: An interlock shall be provided with the propulsion controls to remove or prevent application of power when any parking brake is applied or any truck has friction braking applied in the train. The interlock shall restore propulsion system motoring capability immediately once the brake is released by normal means or by emergency release/cutout. A bypass feature shall be provided in the active cab to permit the Operator to bypass the interlock in the event of failure. When at speeds below the zero-speed threshold, the interlock shall be bypassed for up to [5 s] when power is commanded to allow propulsion power to build while brakes are releasing in order to prevent rollback. The method used for rollback protection shall not result in any excessive jerks. The interlock shall comply with the requirements of IEEE STD 1475. Interlock and bypass details shall be approved by the Agency. Emergency brake interlock: An interlock shall be provided with the propulsion controls to remove power immediately in the event of an emergency brake command or application. At a minimum, the interlock shall cause immediate blocking of the propulsion converters and opening of the line contactors in a fail-safe manner. ATP overspeed interlock (if required): On basic operating units equipped with ATP, an interlock shall be provided to remove power immediately or prevent application of power once an ATP overspeed condition is detected. This interlock shall be bypassed when the ATP cutout is activated. The interlock shall comply with the requirements of IEEE STD 1475. Penalty brake interlock: An interlock shall be provided to remove power immediately or prevent application of power once a penalty brake application has been initiated by any system/subsystem capable of initiating an automatic penalty brake application. In addition, the interlock shall cause blended full service braking to be applied once a penalty brake application has been initiated. This interlock shall be bypassed when the associated system/subsystem cutout is activated. The interlock shall comply with the requirements of IEEE STD 1475. Propulsion Converter Control General: Each propulsion converter shall have an independent microprocessor-based controller such that failure of another converter controller in the same vehicle will not affect its operation, although some reduction in system performance may be acceptable, subject to Agency approval. Each propulsion controller shall be protected by an independent circuit breaker. Each propulsion controller shall provide independent interpretation of and response to tractive effort commands, as well as other local and trainlined commands. If the propulsion control architecture includes direct communication between propulsion converter controllers on a vehicle, then the communication scheme shall be designed such that loss of communication between controllers shall not disable otherwise functional controllers, although some reduction in system performance may be acceptable, subject to Agency approval. Motoring and braking control: Motoring and braking shall be controlled independently by each propulsion converter controller in response to received mode, tractive effort, interlock and other trainlined and local signals as required by the system design. Traction motors shall be controlled using a sensorless field-oriented control scheme, unless otherwise approved by the Agency. The Contractor shall specify the acceptable range of wheel diameter variation between axles in cases where each converter drives more than one traction motor. Direction control: Direction change shall be provided by reversal of the direction of motor rotation, which shall be accomplished solely by changing the switching pattern of the propulsion converter power semiconductors. A change of direction shall be possible only when the vehicle is stopped with the master controller in a position that permits the reverser to be switched to the opposite direction. Correspondence between the direction command and the motor phase rotation shall be monitored, with out-of-correspondence conditions annunciated and motoring mode inhibited on the propulsion inverter with the fault. Electric braking: Each propulsion converter shall provide electric braking capability consisting of both regenerative and rheostatic braking. Regenerative braking shall have preference over rheostatic braking, and electric braking shall have preference over friction braking. Regenerative and rheostatic braking shall be blended based on receptivity and line voltage, and electric braking shall be blended with friction braking as required to achieve the commanded braking effort. A feedback signal indicating achieved electric braking effort shall be provided from each propulsion converter controller to its associated friction brake ECU to enable friction brake blending. When connected to the line, electric braking shall not cause line voltage to exceed the maximum value specified in TS 2. With a fully receptive line at maximum line voltage and maximum braking command, regenerative braking with AW3 loading shall return no less than [Agency to specify] percent of the trains kinetic energy as electrical power to the line for stops from speeds between [Agency to specify] and [Agency to specify] mph. Once initiated, electric braking shall be available independent of the presence of line voltage. If line voltage in regenerative braking drops below the limit specified in TS 2, then regenerative braking shall be disabled and electric braking shall be completely rheostatic for the remainder of the stop/braking event. Friction brake shall be blended with electric braking when electric braking cannot provide all the required braking effort. Friction braking shall provide all braking effort on electric brake failure. Rheostatic electric braking shall be capable of providing all the commanded braking effort for speeds between [Agency to specify] and the fade point. Braking resistor requirements are given in TS 19. Load weighing and compensation: A load weighing signal/scheme indicating passenger load shall be provided to the propulsion system. The system proposed shall accurately monitor loading under all conditions, including acceleration and braking, and include an averaging system and suitable system damping. Load weighing compensation shall adjust tractive effort in motoring such that maximum specified acceleration performance can be achieved for all passenger loads up to AW2 over the full range of wheel wear with line voltage in the range specified for full performance. Load weighing compensation shall adjust tractive effort in electric braking such that maximum specified braking performance can be achieved for all passenger loads up to AW3 over the full range of wheel wear for any line voltage. Wheel spin/slide protection and coordination: The propulsion controls shall incorporate wheel spin/slide protection compliant with the performance requirements defined in TS 2. Spin/slide protection shall maximize use of the available adhesion without causing wheel or rail damage in both motoring and braking. The system shall be able to detect individual wheel set spin/slide, synchronous spin/slide, and locked wheel sets. The system shall also be capable of detecting failure of speed sensing devices. Malfunction or failure of wheel spin/slide protection shall not prevent or otherwise interfere with an emergency brake application. Propulsion system spin/slide protection shall be coordinated with the corresponding friction brake control function so that spin/slide control stability. Car wash operation: The Operators console shall be equipped with a switch to facilitate car wash operations. When this switch depressed in the active cab with the train speed below the zero-speed threshold, the maximum vehicle speed shall be limited to up to 2 mph. This speed threshold shall be software adjustable over the range of 1 mph (1.6 km/h) to 4mph (6.4 km/h). Other functions shall be incorporated in the car wash operation function, such as mirror retract (if applicable) and propulsion/HVAC blower deactivation and shall be finalized during the design review process. Selection of Car Wash Mode shall be clearly annunciated on the Operators panel. Zero speed detection: The propulsion controls shall incorporate zero-speed detection to indicate when vehicle speed is less than [Agency to specify, typically between 1 and 3 mph]. Propulsion zero-speed detection shall be used as needed by internal propulsion system logic and may be used by external systems depending on overall vehicle system design, in particular whether an ATP system (TS 14) is installed that provides its own vital zero-speed detection function. If propulsion system zero-speed detection is used by external systems, then the Contractor shall provide a zero-speed bypass switch to permit zero-speed detection to be bypassed in the event of failure. If propulsion system zero-speed detection is used by safety-related external systems, it shall be considered a safety interlock and shall be subject to the requirements for propulsion system safety interlocks and associated bypass devices. Monitoring and diagnostics: The propulsion system shall incorporate monitoring and diagnostic capability compliant with the requirements of TS 17. At a minimum, propulsion system monitoring and diagnostics shall include the following functions: Monitor overloads, ground faults and other faults in the propulsion power and control circuits; Monitor propulsion system cutout and bypass device activation and deactivation; and Record fault and event information for maintenance. Propulsion Cutouts Regeneration cutout: A regeneration cutout switch shall be provided that, when activated in the active cab, shall provide a signal disabling regenerative braking on the entire train. Disabling of regenerative braking shall be accomplished by opening the propulsion converter line contactors, unless otherwise approved by the Agency. Rheostatic electric braking shall continue to function normally when regenerative braking is cut out. Electric braking cutout An electric braking cutout switch shall be provided in each vehicle or basic operating unit, as approved by the Agency. The electric braking cutout switch, when activated, shall disable all electric braking on the associated vehicle or basic operating unit. With electric braking cut out, the friction brake shall remain active.. The Contractor shall submit design details and specify if speed or duty cycle limits are imposed under this condition. Propulsion converter cutout: A propulsion converter cutout switch shall be provided for each propulsion converter. The propulsion converter cutout switch, when activated, shall disable its associated propulsion converter by causing the following actions: Disconnect the propulsion converter from the line by opening the associated line contactor. Block the inverter section of the propulsion converter. Discharge the propulsion converter DC link in a controlled manner. Once a propulsion converter cutout is activated, the friction brake associated with the cutout propulsion converter shall remain active. Use of the propulsion converter circuit breakers as cutouts shall be permissible provided that the following conditions are met: The circuit breakers are rated for switching duty. The circuit breakers incorporate auxiliary switch contacts for annunciation of cutout activation. Propulsion converter controller cutout: It shall be possible to disable a propulsion converter controller by turning off its associated circuit breaker. Propulsion converter controller circuit breakers shall comply with the following requirements: The circuit breakers shall be rated for switching duty. The circuit breakers shall incorporate auxiliary switch contacts for annunciation of cutout activation. Energy Consumption The Contractor shall estimate consumed energy, including that required by the propulsion system including auxiliaries such as equipment blowers and low-voltage control power, as required for normal performance. The energy consumption shall be recorded and indicate total light rail vehicle energy used and regenerative energy. The energy consumption information shall be displayed for maintenance personnel on the vehicle in a location as agreed to in the design review process. Input Protection General: Propulsion and braking equipment shall operate properly over the conditions and voltage ranges specified in TS 2 and in IEEE STD 16-2004, Section 4.2, as applicable based on nominal system voltages. Propulsion and braking equipment shall operate properly in the presence of transient voltages as specified in IEEE STD 16-2004, Section 4.3, as applicable based on nominal system voltages. Propulsion and braking equipment shall comply with the electromagnetic compatibility requirements of IEEE STD 16-2004, Section 4.4. Line breaker: A high-speed current-limiting line breaker providing dedicated propulsion input circuit overload protection shall be supplied for each vehicle or each propulsion converter, as dictated by system design. The line breaker shall have a direct instantaneous overcurrent trip feature as well as the ability to open the main contacts in response to signals from the propulsion controls. The line breaker shall be capable of successfully interrupting currents of either polarity from zero to the maximum prospective fault current given worst-case rate of current rise based on traction power supply characteristics (worst-case fault). Adequate safety measures shall be incorporated to dissipate the energy from worst-case fault clearing and to prevent buildup of gases such as ozone produced by fault clearing. The line breaker shall be capable of clearing the worst-case fault at least 25 times without damage and without the need for inspection or maintenance. The line breaker shall incorporate a reset function, which shall be automatic with suitable lockout logic for repeated trips. Automatic reset logic shall be coordinated with propulsion converter fault detection logic such that line breaker trips arising from converter faults shall cause the offending converter to be isolated automatically prior to resetting the line breaker. The method of resetting lockouts shall be approved by the Agency. The reset function shall be remote and available for reset from the Operators console. The line breaker shall be located and mounted in such a way as to minimize contamination by environmental conditions. At a minimum, line breakers shall comply with the applicable requirements of IEC 60077-3 (operational frequency C3) or other approved standard. Alternative protection arrangements such as coordinated breaker-fuse combinations may be proposed for Agency approval. Input fuse (if supplied): Use of propulsion circuit input protection fuses in conjunction with line breaker protection may be proposed for Agency approval provided that one the following is true: The proposed arrangement offers advantages to the Agency over the specified line breaker arrangement; or Worst-case traction power supply characteristics make it impractical to rely on a high-speed line breaker alone for worst-case fault clearing. If approved, input fusing shall be coordinated with line breaker characteristics such that the fuse will not open for any faults within the interrupting capability of the line breaker. Fuses shall meet the requirements of IEC 60077-4 or other approved standard. Ground fault protection: The design shall include a propulsion circuit current balance-monitoring device such that complete protection of the control system and propulsion motors shall be provided against damage resulting from grounded motors or other ground faults. The design shall permit the operation of the current balance-monitoring device to be checked in a manner approved by the Agency. Each propulsion converter shall have independent ground fault protection. Input Power Conditioning and Filtering General: The main power input to the propulsion converters shall be filtered by one or more dedicated LC line filters. Filter component values shall be such that the EMI/EMC requirements of TS 2 are met under worst-case conditions of temperature, tolerance and aging. Filter components may be shared by and/or distributed between propulsion converters. The Contractor shall perform an analysis on all filter and converter circuits to demonstrate that no failure modes can produce interference beyond allowable limits. Filter inductors: Filter inductors shall be air core devices unless otherwise approved by the Agency. If iron-core inductors are proposed and approved, worst-case variations in inductance due to varying DC current levels shall be accounted for in the overall filter and system design. Filter inductance values shall be selected to provide the required minimum vehicle input impedance at frequencies of concern from the standpoint of EMI/EMC. Filter inductors shall be designed and installed such that inductive interference effects on wayside equipment and other vehicle-borne equipment are maintained within acceptable limits. Filter inductors shall be cooled by a combination of natural convection and airflow produced by vehicle motion. At a minimum, filter inductors shall comply with the applicable requirements of IEC 60310 (Duty Class 2, Class H insulation). Filter capacitors: Filter capacitors shall be installed in each propulsion converter. Filter capacitors shall be connected such that series inductance between the capacitors and switching semiconductors is minimized in order to minimize switching transients and associated snubber requirements. Filter capacitors shall be polarity insensitive or shall be protected against the application of reverse polarity voltage. If electrolytic capacitors are used, then the capacitors shall have a minimum life of 15 years in the target-operating environment. Filter capacitors shall be immune to damage or protected against damage from outrush current due to propulsion converter switching device shoot-through or other short across the positive and negative capacitor bank buses. Filter capacitors shall have permanent parallel resistors, which, upon disconnecting from main power, shall discharge the capacitors within 20 min, independently of any controlled discharge circuitry. There shall also be controlled discharge circuitry, which shall automatically discharge the capacitors to less than 50 V in less than 2 min and to essentially 0 V in 3 min. A measuring point shall be provided and appropriately identified in each propulsion converter for maintenance personnel to conveniently measure the filter capacitor voltage. Switchgear Propulsion Contactors General: With the exception of contactors specified in this section, the use of propulsion system contactors shall be minimized. Propulsion system contactors shall be rated for maximum current capacity and overload interruption capability as dictated by the system design. All contactors shall successfully interrupt all currents of either polarity from zero to the rated overload capacity. All contacts shall be designed for trouble-free operation between regular inspection periods. All contactors shall be installed for free-air ventilation and readily accessible for routine inspection and maintenance. Contactors shall have accepted arc suppression. At a minimum, contactors shall comply with the applicable requirements of IEC 60077-2 (Category A1, operational frequency C2) or another approved standard. Line contactors: A line contactor shall be provided for each propulsion converter to make and interrupt power during normal operations. The line contactors shall also be used for isolation of faulty propulsion converters. Line contactor capability shall be coordinated with input protective device capability. Line contactors shall be connected downstream of the propulsion converter input protection but upstream of the propulsion converter input filter capacitors. If independent input filters are provided for each propulsion converter, then the line contactor for each propulsion converter shall be connected upstream of the input filter inductor. Line contactors shall be designed for a minimum of 1,000,000 mechanical operations with a minimum contact life equivalent to 100,000 mi of normal operation. Charging contactors and resistors: A charging contactor and associated charging resistor shall be provided for each filter as required to limit input filter inrush current and filter capacitor voltage overshoot to acceptable values based on circuit protection characteristics and EMI/EMC considerations. Charging resistors shall not be connected in parallel with input protection devices or with the line contactors. Charging resistor I2t ratings shall be coordinated with input protection device capability. Arc chutes: All arc chutes shall be made of a fire-retardant material. Arc chute design shall permit the arc to be safely guided away from the operating contacts. Adequate safety measures shall be incorporated to dissipate the energy from arc extinction and to prevent buildup of gases such as ozone produced by arc extinction. Propulsion Converter The propulsion converter shall use the latest available service-proven power semiconductor and motor control technologies. Each propulsion converter shall be supplied with required low-voltage power by an independent circuit breaker. Each propulsion converter shall supply power to no more than two traction motors on one powered truck. There shall be one propulsion inverter per truck or other arrangement as may be required by the Agency. Propulsion converters shall be cooled by airflow produced by vehicle motion, unless otherwise approved by the Agency. The location of each propulsion converter shall be approved by the Agency. The converter shall be easily accessible for maintenance and troubleshooting. The operating input voltage of the converter shall be based on the line voltage range specified in TS 2 Traction Motors General Traction motors may be either polyphase induction (asynchronous) motors or polyphase permanent magnet (permanently excited) synchronous motors. Traction motors shall be protected against overheating without the use of temperature sensors. Motor control shall be sensorless (no speed/position encoder) unless otherwise approved by the Agency. Traction motors shall meet the following requirements: Insulation: Class 200 (IEC 60085). Ventilation: Totally enclosed fan cooled (TEFC). Frame: Cast steel or fabricated from rolled steel. Standards compliance: IEC 60349 or other approved standard. The traction motor shall be removable from the truck without removal of the gearbox. Wiring Traction motor cables shall be routed and installed in a manner that minimizes the risk associated with EMI. Cables between each traction motor or truck, depending on system configuration, and its associated propulsion converter shall be joined with a quick-disconnect unit for ease of motor/truck removal. Connections shall include waterproof sleeves and jackets for protection and insulation. Cables and connectors shall be clearly and permanently labeled and grouped/keyed to prevent incorrect connection and adequately supported to prevent undue stress and fatigue. Induction Motors Rotor The main rotor bars and end rings shall be well supported against vibration, centrifugal forces, thermal effects and other operating conditions. Appropriate design features shall be incorporated to allow for ease of maintenance and repair of the traction motor. Stator All stator coils, terminals and connections shall be held firmly in position to prevent any possibility of abrasion occurring to the insulation or any weakening or loosening of the connections due to vibration. Bearings Traction motors shall be equipped with prelubricated, insulated sealed bearings with shields to exclude dirt and moisture. The bearings shall be insulated and designed for a minimum 10-year service life. Insulation Motor insulation shall be unaffected by airborne foreign material including dust, water and snow and corrosive contaminants. Insulation shall be Class H or better, with frame and rotor manufactured by vacuum pressure impregnation. When operating under maximum performance conditions the motor windings shall be limited to Class F temperature rise. Permanent Magnet Synchronous Motors Permanent magnet synchronous motors may be provided in lieu of asynchronous motors, subject to approval by the Agency. Mechanical Drive General Depending on traction motor and truck characteristics, the mechanical drive may be direct or by means of a gear unit with suitable coupling. All motors, gear units and couplings shall be interchangeable between motor trucks and from axle to axle. Coupling A suitable coupling meeting the requirements below shall be provided between each gear unit and its associated traction motor. The coupling shall be suitably balanced to minimize noise or vibration produced at car speeds up to maximum design speed with fully worn wheels. Lateral, vertical, longitudinal and angular motion of the arrangement shall be accounted for. Gear Unit General: Each axle shall be driven by a gear unit that shall be designed and manufactured for bidirectional service. The gear ratio shall be selected to provide the performance specified in TS 2. The motor and gear unit drive and mounting arrangement provided shall meet the specified noise, vibration, ride quality, shock loading and maintenance requirements. Gear unit noise shall meet the requirements of TS 2. Gears: Gears shall be designed and installed for a minimum inspection and adjustment interval of 500,000 mi. Gears shall have a minimum fatigue design life of 1,000,000 mi with no degradation of performance. Gears shall be fabricated from high-quality gear steel, designed and heat-treated/hardened in accordance with AGMA140.01, Gear Material Manual. Bearings: The gear unit shall be equipped throughout with tapered roller bearings, or approved equal, which shall require a minimum inspection or adjustment interval of 420,000 mi. All gear unit bearings shall be selected and applied to have an ANSI/AFBMA L10 rating life of 1,000,000 mi. Propulsion System Cooling General If practical, the need for forced-air cooling and fans for temperature equalization shall be avoided. Preferred cooling methods for system components are as follows: Converters, inductors, brake resistors: Motion cooling (airflow created by vehicle motion). Traction motors: Totally enclosed fan cooled (TEFC). All other components: Natural convection. Alternatively, forced-air cooling and/or liquid cooling may be proposed. Forced-Air Cooling (if provided) Air intakes shall be designed to include: Primary intake louvers and filters to eliminate ingestion of leaves, debris and water into the filter box. Additional precautions to minimize the effects of other contaminants unique to operating environment. For designs not utilizing secondary filters, the contractor shall provide evidence of reliable motor operation in applicable environmental conditions. Secondary air filters in a filter box to minimize ingestion of dust into the propulsion system ventilation. Ventilation air pressure detection devices shall be fitted to detect loss of ventilation air pressure at the output side of the blower system. Loss of ventilation air pressure shall be detected and annunciated and shall be used by the propulsion controls for propulsion protection/control. Liquid Cooling (if provided) Liquid cooling may be proposed, subject to Agency approval. Rheostatic Electric Braking Resistor Where power resistor assemblies are required for rheostatic braking: Provision shall be made for grid expansion to prevent warping. The resistor assemblies shall be self-ventilated with adequate capacity to handle the maximum performance requirements on a continuous basis. Thermal insulation between the resistors and the carbody shall be provided as required to prevent overheating or thermal aging of adjacent equipment, cabling and carbody. The propulsion control system shall provide protection against resistor overheating without the use of resistor temperature sensors. Durable cautionary notices of the danger of high-voltage equipment and heat shall be prominently displayed. Grounded covers or screens shall be provided which shall reduce the chance of accidental contact and protect from damage by debris or vandals. Live resistor parts and resistor elements shall be electrically insulated from the resistor assembly frame, and the resistor assembly frame shall be electrically insulated from the carbody. Brake resistors shall comply with the acoustic noise requirements of TS 2. Brake resistors shall comply with the requirements of NFPA 130. Speed Sensor Speed sensors used for propulsion system wheel spin/slide protection shall be shared with friction braking slide protection unless otherwise approved by the Agency. Lightning Protection and Main Fuse The lightning protection system shall be designed by the propulsion system supplier to provide adequate protection for the propulsion system components. Validation Requirements A validation program of analysis and/or testing shall be undertaken to demonstrate compliance to this section. See TS 21 for specific requirements. Interface Requirements The Contractor shall be responsible for proper integration of the propulsion and friction braking systems, particularly in the following areas: Coordinated response to shared command signals; Brake blending so that specified braking rates are met under all operating conditions; Spin/slide protection coordination so that stable slide correction in compliance with specified system performance; Friction brakes/parking brakes released interlock; Emergency brake interlock; and Penalty brake interlock. The Contractor shall also provide the following interlocks: ATP overspeed interlock, if required (TS 10.3.1.5); and Doors closed and locked interlock (TS 10.3.1.5). Maintenance Requirements The propulsion system shall meet the maintainability requirements of TS 2.9. Agency-Specific Requirements [Insert as required] Truck Functional Description and Performance Requirements General Scope This section describes the truck (bogie) function, and specifies performance requirements for truck assemblies and running gear including the frame, wheels and axles, bolster components if used, and associated components from the running rail to the carbody. Truck Description The rail car truck supports the vehicle, guides the vehicle along its intended route and transmits the tractive forces between the rail and carbody. The truck distributes the weight of the vehicle to the track through the wheels, and it acts to provide the necessary steering forces to negotiate curves. Also, the truck acts to attenuate the effects of track geometric irregularities on wheel load and on vibration within the car. Trucks may be powered, non-powered, dropped frame-type, or utilizing individual stub axles to maintain the low-floor interior throughout the vehicle. For articulated vehicles, there may be a truck semi-rigidly installed to the carbody. The suspension design shall provide sufficient control of the movement of the car to keep the carbody within the dynamic clearance envelope and to minimize wheel unloading and possible derailment or overturning in the presence of winds and under operations at permissible speeds above and below curve balance speed. Under conditions where there are rapid variations in crosslevel (as permitted by the governing track geometry standards) the truck shall provide sufficient wheel load equalization to permit the development of the steering forces required for curve negotiation. In order to provide the required steering forces, the truck shall have sufficient flexibility to align itself in curves without generating excessive lateral forces that are likely to cause wheel flange and rail wear and may cause the wheel to climb over the rail. In traversing track conforming to the governing track standards, the truck shall not apply forces to the rails that would cause excessive damage to the track, such as gauge widening and track panel shift. Truck and carbody design and installation shall allow use of an in-floor lathe or mill type wheel-truing machine. All truck frames, running gear and components shall be capable of withstanding, without failure, all stresses imposed by the forces acting on the frame. Trucks of a like design shall be interchangeable. The minimum service life of the truck and running gear frames shall be 30 years. Performance Requirements Clearances General Clearance The carbody and truck shall be designed to operate within the clearance diagram under all normal conditions, including a single suspension component failure, and considering new to fully worn wheels. Overhang of the carbody between and outboard the trucks shall be included in the clearance validation. There shall be clearances between members of the truck and carbody mounted equipment to allow the required movement of the truck relative to the carbody in normal operation. Mechanical stops shall be provided to limit travel beyond the limits that would damage the equipment. The truck shall be designed to have adequate clearance between components for their proper operation. To facilitate an agencys ability to potentially employ wayside or in-track instrumentation for measurement of truck (bogie) component wear, or to assess operating conditions of components as part of a performance-based maintenance practice, the design of light rail vehicles and trucks will need to accommodate access needs of related instrumentation. Wayside or in-track instrumentation is often used to measure wear and to assess condition of wheels, disc brake rotors/pads and tread shoes. Specifically, for wheel profile measurement, all sander pipes or any other objects in the wheel area must be a minimum of 2 in. (51 mm) above top of rail (TOR) to provide line of sight for such instrumentation. Similarly for inspection of rotors and pads of disc brakes, sufficient separation of disc brakes relative to wheels or transmissions should be considered. Line-of-sight access also should be considered when using multiple disc brakes that are clustered on a single axle. For tread brake configurations, sufficient line of sight to the brake shoe is needed based on specific needs of the instrumentation selected. Instrumentation needs for these and other types of measurements may best be defined within the light rail vehicle procurement specification. Carbody-to-Wayside Clearance The suspension system shall be designed to maintain a positive margin between the car dynamic envelope and the wayside clearance envelope with the car in normal operating condition and with any one suspension element failed. Parameters to be included in the suspension system design to meet the clearance requirements are the carbody and truck maximum static envelopes and the limiting track geometry. The operating cases to be analyzed shall include wearing components in both new and fully worn car conditions. The operating conditions that shall be analyzed are: The influence of quasi-static forces, including curving forces, wind-induced forces and inertial forces associated with acceleration and braking, forces resulting in wheelset off-center shift on the track, transmitted coupler forces between coupled cars, and passenger loads between AW0 and AW3; and The influence of dynamic forces associated with limiting track irregularities at worst-case operating speeds. Items a and b above shall be assumed to occur in any combination. Carbody-to-Truck Clearance Vertical and lateral stops shall be provided between carbody and each truck in order to limit carbody motion. The clearance between the carbody mounted and truck mounted parts of each such stop shall be sufficient to avoid contact under normal operating conditions. One part of each stop shall incorporate an elastomeric element to mitigate the effects of contact. The elastomeric elements shall be bolted in place and readily replaceable. The elastomeric element shall have a progressive spring rate that increases as the elastomer is compressed. Component(s) that transmit longitudinal load between carbody and truck, such as radius rods, shall not inhibit vertical and lateral motions across the suspension elements. Suspension System Primary Suspension The primary suspension shall support the truck frame, isolate truck components from loads produced at the wheel-rail interface, minimize vehicle-produced track vibrations and enhance ride quality. Secondary Suspension The secondary suspension shall support the carbody and enhance ride quality. Sliding surfaces, where utilized, shall be suitable non-metallic, renewable wearing elements that do not require lubrication. A vehicle height control system shall be employed to maintain a nominally constant floor height under vehicle loads between AW0 and AW3. Height Compensation (if used) In addition to passenger load compensation, there shall be a means of compensating for variations in floor height due to wheel wear and suspension settlement. Shock Absorbers (Dampers) Shock absorbers may be utilized to assist in meeting ride quality, stability and wheel/rail interface force performance requirements specified in TS 2.5. Truck Connection to Carbody The trucks shall be provided with a mechanical connection so that they can be raised with the carbody unless intentionally detached. Strength of connection shall be in accordance with ASME RT-1. Truck Dynamic Performance See TS 2 for vehicle dynamic performance requirements. Wheel-Rail Interface Forces Vehicle dynamic characteristics shall be compatible with the design of bridges, track and track support structure. Wheel Load Equalization Equalization shall be such that with the car on level track under an AW0 load, lifting or dropping any wheel 1.50 in. (38 mm) shall not change the load on any other wheel of the car by more than 60 percent. Raising or lowering any wheel up to 2 in. (50 mm) shall not result in loss of contact between any of the other wheels on the car and the rail. Specific Requirements Stress Analysis The Contractor shall submit, prior to truck and bolster static and fatigue testing, a stress analysis of the motor truck frame and bolster and the center truck assembly. The stress analysis shall show the calculated stresses, allowable stresses and margins of safety for all elements for all specified loading conditions. The stress analysis shall consist, as a minimum, of a finite element analysis, supplemented as necessary by manual or computerized calculations. Stress analysis shall be in accordance with an approved Stress Analysis Plan, which shall be submitted not later than 30 days after NTP. As a minimum, the plan shall provide for the following: Definitions of terms; Validation methodology; Schedule for submittal of stress analysis reports; and Format of stress analysis reports. The stress analysis shall be used to design the trucks to meet the requirements of this Specification, and to obtain the lightest-weight trucks consistent with the requirements. Structural tests shall be performed in accordance with TS 21 to confirm the accuracy of the analysis. The stress analysis shall include calculations of stresses in joints, joint elements and other important elements. The approved stress analysis shall be a prerequisite for approval of the structural test procedures and structural drawings required by these Specifications, and shall be used as an aid in determining strain gage locations for use during the tests. During the design and manufacture of the trucks, the input to the stress analysis shall be updated to reflect the as-built configuration of the structure. The initial stress analysis will require temporary assumptions as to car weight, and manufacturing and other considerations may require design changes. The final submitted and approved stress analysis shall be for the trucks in the as-built configuration. For any portion of the proposed design that is based on a service-proved design, the Contractor may provide data from previous tests, historical data from operations, or stress analyses as required to satisfy the corresponding portion of these requirements. Finite element model and results computer files shall be submitted to the Agency in an original format suitable for processing. Loads and Allowable Stresses In service, trucks shall withstand and are subject to loads caused by the following: The weight of the supported vehicle, including any payload; Changes in the payload; Track irregularities; Track joints and special work; Running on curves; Acceleration and braking; Buffing impacts; Jacking and lifting; and Current collection equipment. Design loads include normal static load, static overload and fatigue loads. Design Loads Contractor truck design loads shall be equal to or greater than herein specified. In addition to those loads identified elsewhere in this Specification, the truck frame and all truck parts, including motor, gear unit and friction and track brake equipment supports, shall be capable of withstanding the maximum load variation imposed by the forces acting on the frame. The basis for determining maximum load variation shall include forces resulting from passenger load, track shocks and forces, motor torque, friction brakes, track brakes and any possible combination of these forces when operating under all possible conditions on track meeting the minimum requirements of the FRA Class 4 Track Safety Standards, per 49 CFR 213, at speeds up to and including 110 percent of maximum revenue service speed. The static strength design condition for the truck frame and bolster shall be based on a design load 5 percent above a weight equal to the AW3 weight minus the weight of the trucks. The vertical load on the truck shall not be less than the trucks share of the design load, augmented by the weight transfer effects such as tractive effort reactions. The longitudinal load, applied at the center of gravity of the car, shall not be less than the maximum possible instantaneous braking effort (friction and dynamic plus track brake) with AW4 loading and 50 percent adhesion. The lateral load, applied at the center of gravity of the car, shall not be less than that developed at car overturning. Accessory loads, such as those from brake units, track brakes and traction motors, shall represent maximum steady state conditions for example, maximum motor torque and brake unit weight, and maximum brake unit reaction and motor weight, or the worst combination (brake blending) of both. Under these conditions, the maximum stresses at any location in the truck frame and bolster shall not exceed 50 percent of the yield strength of the material. The fatigue design of the truck frame and bolster shall be based on the above conditions and a design load equal to the AW2 weight minus the weight of the trucks. The mean vertical load on a truck shall be the trucks share of the design load, and the vertical load shall vary about the mean vertical load by 25 percent. The lateral load shall vary between 15 percent of the mean vertical load acting toward one side of the truck and 15 percent of the mean vertical load acting toward the other side of the truck. The longitudinal load shall vary between 15 percent of the mean vertical load acting toward one end and 15 percent of the mean vertical load acting toward the other end. The lateral and longitudinal loads shall act as if they were applied at the center of gravity of the carbody at AW2, with resulting vertical loading applied to the bolster or truck frame as appropriate. Accessory loads shall vary between 100 percent of their maximum steady-state values: motor under maximum braking torque and brake unit tractive effort reaction under full service brake application, plus maximum track brake tractive effort load. Under these conditions, stresses shall not exceed allowable fatigue stresses with an additional factor of safety of 1.5 on the mean stress where the applied stress is at the fatigue limit for the materials used. Allowable fatigue stresses for truck materials shall be limited to published endurance stress values for smooth, flat, tension-tension specimens or recent Contractor tests with sufficient individual tests to establish the endurance stress value for 95 percent survival at the 84 percent confidence level as defined in the ASM Metals Handbook, latest edition. Allowable fatigue stresses for welded connections shall not exceed the requirements of AWS D1.1 for Dynamic Structures or Contractor tests of the specific connection establishing its endurance stress (load) value for 95 percent survival at 69 percent confidence level. The Contractor shall submit its chosen allowable static and fatigue stresses, whether published or test values, to Agency for review and approval before commencement of truck static and fatigue tests. Truck Features and Component Design Requirements Tram and Axle Parallelism The truck, when loaded to its share of the AW2 car weight, shall maintain the axles parallel to each other within 2.0 mm (0.080 in.) on each side of the truck at the axle centers. It shall also limit the difference between diagonally opposed bearing locations to 10.0 mm (0.40in.) when measured on the truck alone and when installed on a stationary, complete AW2 loaded car on level tangent track. Truck frame tram marks shall be provided located within 0.75 mm (0.03 in.) of their true position. Trucks with independently rotating wheels on drop-center axles shall have the axles parallel within 1.0 mm (0.040 in.) on each side at the axle centers. Traction Motors Refer to TS 10 for further details. Gearboxes Refer to TS 10 for further details. Wheels, Axles and Bearings Interchangeability All powered wheelsets and components shall be interchangeable. All non-powered wheelsets and components shall be interchangeable. Wheels Wheel Tread Profile and Rim Thickness Tread profile shall be based on AAR 1B with minimum flange angle of 72 degrees, or other profile satisfying the requirements of TS 2.5, be compatible with the track design, and minimize predicted wheel and rail wear rates. Wheels, and the associated axle centers, shall be designed to allow reprofiling wheels on the car with minimum, preferably no disassembly. Allowable tread wear shall be, as a minimum, 50 mm (2 in.) off the new wheel diameter. Resilient Wheels (if used) Resilient wheels, if used, shall reduce shock forces between the wheel and the rail and may be equipped with noise vibration dampeners. The wheels shall utilize rubber in compression and shear for structural integrity and safe operation through AW3 loadings. Multiple electrical shunts shall be provided across the resilient portion on the field side of the wheel assembly. Design for the shunts shall have a proven successful record on light rail vehicles. Shunts shall be sized to accommodate maximum return current with 50 percent of the shunts connected. Replacement of steel tires shall be accomplished primarily through use of common hand tools. Any special jigging or special tools required shall be included in the Contractors supply of special tools and equipment. The shunting resistance of each assembled wheelset with traditional axles (including tires) shall not exceed 0.01 ohms when measured across the axle from tire tread to tire tread. Design of the wheel shunt and ground brush shall be compatible with the frequencies and power used in signal systems. Tires shall meet the Class DHT requirements of ASTM A551, Standard Specification for Steel Tires, or approved equivalent. Identification Both tires and wheel hubs shall be serialized. Tire marking shall be in accordance with ASTM A551, Class DHT. Hub marking shall be in accordance with AAR M-107 Paragraph 17.1. Axles General Requirements Full-length or stub axles, whichever used, shall have a fatigue life of not less than 30 years. Both ends of each full-length axle and the outboard end of stub axles shall be chamfered and furnished with standard 60 degrees at the centers for tram measurements and wheel truing. For all interference fits on the axle, the pressed-on part shall overhang its respective seat on the axle. The axle assembly components shall be designed to be compatible with Agencys wheel press. Design Considerations For full-length axles used with inboard bearing trucks, the calculated maximum static unit stress at the bearing center shall not exceed 6000 psi (41,400 kPa) when the axle is considered a simple beam under AW3 load. Full length axles used with outboard bearing trucks shall conform to the requirements of AAR Standards S-014 and S-042. The Contractor shall submit a load diagram and static and dynamic stress calculations for the axles, which shall show, at a minimum, the maximum value of stresses to which the axles are expected to be subjected in service, and a prediction of the axles fatigue life using infinite life or other approved calculation method. The Contractor shall consider the effect of the bending loads induced by the presence of restraining rails in the axle bending fatigue stress calculations. Manufacturing Requirements Solid axles shall be manufactured in accordance with AAR M-101, Grade F, except as otherwise required by this Specification. Hollow axles, if used, shall be manufactured in accordance with AAR M-101, Grade H, or an approved equal. Steels that contain chromium or molybdenum, with or without nickel, are acceptable, provided that they meet Grade F or H properties, as required. All axles shall be given a sub-critical quench (SCQ) heat treatment. Solid axles shall meet AAR M-101, Grade F, yield strength requirements after sub-critical quench. Wheel seats, bearing seats, gearbox resilient coupling seats, brake discs, and ground brush ring (if used) seats shall be free from tool marks and scratches, and shall provide for interchangeability of axle mounted components. The finish of the axle at the bearing seats shall not exceed 32 in (0.8 m) RMS surface roughness. The finish of the axle at the wheel seats shall not exceed 63 in (1.6 m) RMS surface roughness. Hollow axles shall have a machined interior finish not exceeding 250 in (6.4 m) RMS surface roughness. All other areas of the axle shall have a machined surface finish not exceeding 125 in (3.2 m) RMS surface roughness. There shall be approved stress-relief profiles and/or radii at the ends of seats, and stress-relief grooves between adjacent seats. All stress-relief radii and grooves shall be cold-rolled to a bright surface by an approved process. Axle Tolerances The tolerance on the wheel, bearing and coupling seat diameters shall not exceed 0.0005 in. (0.012mm). Wheel, bearing and coupling or gear seats shall be concentric, with runout not exceeding 0.001in. (0.025 mm). Identification Each axle shall be permanently marked with the information required by AAR M-101. Motor truck axles and center truck stub axles shall have different numbering sequences. The Contractor shall furnish the Agency with a record of the manufacturers serial and heat numbers listed together with the appropriate serial numbers of the cars and trucks on which they have been installed. Agency shall be furnished with copies of all reports required by AAR Specification M-101. Reports shall be incorporated in the Car History Book. Bearings Journal bearings shall be designed for a minimum L-10 life rating of 1,600,000 km [1,000,000 mi] based on an AW3 vehicle weight with loads typical of light rail operation. The bearings shall be fully enclosed, shall not require field lubrication, and shall not require inspection more than once every 250,000 km [150,000 mi]. Journal bearing life shall be verified by analysis. Assumed loads shall be stated. Wheel Lubrication Trucks shall be designed with provision for wheel lubrication. Brake System Components Track Brake (if used) If used, electromagnetic track brakes shall be supported from the journal bearing housings or similar unsprung element of each truck. The track-brake support arrangement shall maintain lateral alignment of the track brake with the running rail. Track brake forces shall be transmitted to the truck frame as near to the top of rail as practical to minimize the moment on the track brake unit. All track brake assemblies shall be interchangeable without modification to the position mounting arrangement. The track brakes shall be fully watertight. Connection to vehicle wiring shall be via flexible cable(s) with waterproof connectors at both ends. Brake Disks and Caliper Assemblies All axles or wheels shall be provided with friction braking capability. Brake discs and calipers shall be either axle-mounted or wheel-mounted, preferably in the same manner on both powered and non-powered trucks. Motor truck brake controllers, discs, actuators, calipers and pads shall be interchangeable among all motor truck wheelsets. Non-powered truck brake controllers, discs, actuators, calipers, and pads shall be interchangeable among all non-powered truck wheelsets. Passive brake units (spring applied, pressure release) shall be accessible from the side of the car for the purpose of releasing the brakes in case of system failure that results in loss of brake cylinder pressure. Obstacle Deflectors and Safety Hangers Each end truck shall be provided with safety bars at its outer or lead end, to deflect debris and to prevent such material from getting under the truck. Stone guards and splashguards shall be provided. Trucks shall be equipped with a fail-safe method to retain traction motors and gear units in place in the event of support failure. Sanding Equipment (if used) Sanding nozzles shall be fastened to the truck frame and connected to the sand traps by flexible hoses. Sanding nozzles shall be positioned so as to deposit sand immediately in front of the leading wheels on all powered trucks as per TS 12.3.6. The sanding system detailed design and operational requirements shall be determined by the performance and reliability of the vehicle propulsion and braking systems during marginal adhesion conditions, as established during design review. Sand boxes shall be provided with sufficient capacity as determined by the vehicle operation without refilling. Sand boxes shall be equipped with sight glasses and refilled from outside the vehicle via an easily accessible quick refill connection from either side of the vehicle. Any filler caps shall be permanently retained to prevent loss. Ground Brush Assemblies Axle-mounted ground brushes may be either radially or axially mounted. Validation Requirements A validation program of analysis and/or testing shall be undertaken to demonstrate compliance to this section. See TS 11.3.1 and TS 21 for specific requirements. Maintenance Requirements The trucks shall meet the maintenance requirements of TS 2.9. Agency-Specific Requirements [Insert as required] Braking Equipment General Scope This section specifies the functional design requirements for the braking equipment of a new light rail vehicle. Introduction The braking system is comprised of all the components of the friction braking system, track braking system, sanding system, electronic control unit and all of the components of the associated [hydraulic/pneumatic] systems. Manufacturing, quality control and quality assurance shall be equivalent to requirements set forth in TS 19, Materials and Workmanship. The workshop practices and manufacturing control procedures shall produce a product quality consistent with the installation, assembly and part drawings. Performance Requirements Design Criteria and Requirements The friction brake system shall provide the means to bring the vehicle to a stop according to the requirements of TS 2 under all operating conditions. The friction brake system may be either an electro-hydraulic or an electro-pneumatic design, subject to approval by the Agency. The friction brake system shall work in coordination with the propulsion controls to provide a blended brake system. Friction braking shall be controlled by the electronic control unit (ECU) and shall be completely independent of the propulsion system electronics. Each truck shall be controlled by a separate ECU, independent to the extent that the other trucks function fully if the ECU for one truck has failed. If electro-hydraulic braking is used, then separate electro-hydraulic units (EHUs) shall be provided for each truck. Under no circumstances shall the deceleration of the vehicle be compromised by a failure of the propulsion system. Sufficient track brakes shall be provided to meet emergency braking requirements. Track brakes shall not be used for service braking. Without the aid of the propulsion system, the friction brake system shall be capable of one (1) emergency brake application from maximum rated speed followed by continuous friction only service at performance levels as determined by the Agency. At no time shall the friction brake equipment exceed its thermal capacity as determined by the friction brake supplier. The friction brakes shall be mounted so that they are protected to the greatest extent possible against damage due to minor collisions, automobile side impacts, derailments, dirt, dust, ballast and water. The friction brake supplier shall provide reliability and service history for the proposed equipment. Each wheel on the LRV shall be braked by the disc brake system. The major components of the disc brake system shall be service proven on light rail vehicles. Automatic parking brake function shall be integral to the friction brake calipers. A sanding system shall be provided that deposits friction-enhancing material in the front of leading wheels. The braking effort shall be automatically adjusted to compensate for varying passenger loads on a per-truck basis. The ECU and EHU, track brake and sander system circuit breakers status shall be monitored by the MDS system. A manual hand pump shall be provided to pressurize the hydraulic system when the cutout valves are in the cutout position. The pump shall have the capacity to release all actuators on the vehicle. A pressure gauge, calibrated in psi, shall be provided to indicate release line pressure. Specific Requirements Design Package Requirements The Contractor shall submit a braking system design plan to the Agency for review and approval. The braking system design plan should include installation drawings, assembly drawings, subassembly drawings, schematics, material specifications and application instructions. Friction Braking Disc Rotors The friction surfaces of the disc rotors shall be replaceable without removal of other components, including wheels. The disc rotors shall include a wear limit indicator. The disc rotors shall be interchangeable with other discs of the same type. The disc rotors and mountings shall be balanced to within 40 oz-in. (0.28 N-m). Disc Brake Calipers Parking brakes shall be inhibited from applying force by the brake cylinder pressure. The disc brake caliper shall have an overhaul cycle greater than five years. Mechanical components of the caliper shall have a minimum design life of 10 years. A means for emergency release of the disc brake system, over and above an electrically commanded override from the Operators cab, shall be incorporated. The release shall be accessible from both sides of the light rail vehicle or car interior as specified by the Agency. The emergency release must be accessible to the crew under all conditions. Brake pads and holders shall be replaceable without disassembly of caliper unit. The brake calipers shall be installed in a manner that does not require adjustments for wheel wear. The brake calipers shall include automatic spring applied fluid power released parking brake function. Manually released calipers shall be reset to normal operation on the next normal service application. Brake calipers shall be a floating design to allow the caliper to accommodate disc motion. Fixed or saddle-mount calipers may be used if disc rotor motion can be shown to be minimal. The brake caliper shall include an automatic slack adjuster feature operational during service and parking brake applications. The brake caliper slack adjuster shall provide compensate for brake pad wear as well as ensure drag-free running. The brake calipers shall be interchangeable between axles of the same type. Parking brakes shall be capable of holding an AW3 weighted consist on the worst-case track grade regardless of location to the limits of wheel rail adhesion. Friction Material Brakes pads shall be identical and interchangeable for all disc brake actuators on like trucks. The pads shall be selected with full consideration of the associated disc material, intended duty cycle and local environmental conditions. Track Braking The track brake system shall have a minimum five-year service life overhaul cycle. Adjustments to the track braking system shall be serviceable using standard hand tools. The track braking system shall be adjustable to compensate for wheel and track brake wear. The track brake shoe material shall be replaceable without removal of the track brake system. While stowed (non-energized state), the track brake system shall meet the steady state noise limits of TS 2 during normal train operation. The track brake system shall be supported such that the load path for the suspension of the shoes is independent of the load path for all braking forces. All connections and junction boxes associated with the track brake shall be waterproof to IP67. All magnetic coils shall be hermetically sealed. The return current to the track brake control system shall be electrically isolated from all grounds. All electrical connections shall be quick disconnects. A wear indicator shall be included on all brake shoes. The track brake system shall not interfere with frogs, switches, guardrails or normal track conditions. A sealed track brake cutout switch shall be contained in the cab. The track brake system shall provide continuous service regardless of the status of the vehicle line power source. The track brakes shall be automatically deployed during all emergencies. The track brakes shall be capable of being manually deployed. The track brakes shall automatically release at zero speed interlock point. There shall be visual and audible indication of track brake deployment from within the Operators cab. Hydraulics Hydraulic Systems The hydraulic fluid shall be fire-resistant and meet all requirements of the latest revision of MIL-H-83282. The hydraulic fluid shall be commercially available in the North American market. Wide temperature range commercial hydraulic fluid with equivalent or better fire characteristics may be proposed and shall be subject to the Agencys approval. The maximum pressure in the hydraulic system shall be limited to 2800 psig. Hydraulic Distribution Hydraulic hoses shall be of the clean-break type to allow disconnection without loss of fluid. All hydraulic piping shall comply in all respects with the hydraulic brake suppliers design and installation requirements. All cutout valves shall be mounted in protected locations. Hydraulic hoses, pipes and tubes shall be supported to prevent interference, vibration, rubbing and chafing. Routing that uses other piping or cables as the sole means of support shall not be acceptable. Installation, materials and workmanship of hydraulic distribution shall be service proven in the North American LRV market. Pressure test fittings shall be provided in all hydraulic lines which are monitored by pressure switches or transducers. The fittings shall allow for testing without removing the switch or transducer being tested from the vehicle. Test fitting connection shall be of a self-sealing design. Electro-Hydraulic Unit The EHU shall be mounted above the secondary suspension to minimize the exposure to shock and vibration. Each EHU shall be resiliently mounted and capable of meeting the shock and vibration loads specified in TS 2. The unit shall also be of an appropriate rugged design and mounted in a protected location so that it cannot be damaged from dirt, dust, wheel splash and unusual heating conditions such as cooling air outlet from traction motors or radiant heat from brake discs. The EHU shall contain a hydraulic fluid reservoir, motor-driven pump and all necessary control valves, pressure switches and pressure transducers. Control valves, pressure switches and pressure transducers shall be mounted on a common manifold to minimize piping with the EHU. External connections shall be made directly to the manifold plate using self-sealing, quick-connect couplers. The EHU shall be easily removable from the vehicle in less than 20 min for maintenance of the unit on a workbench. The hydraulic fluid reservoir shall be designed to minimize the potential for contamination from particles or moisture. A breather with filter and pressure release valve shall be provided. The reservoir shall be provided with a drain plug, fluid level sight glass and a quick-connect coupler for filling. The EHU shall report low fluid fault conditions through the health monitoring system to be indicated in the Operators cab. The motor driven pump shall operate from the vehicle low-voltage power supply and shall function properly over the range specified. The hydraulic pump shall be driven by a brushless DC motor design. Designs in which the pump motor operates continuously (100 percent duty cycle) shall not be permitted. The EHU overhaul cycle shall be no less than five years. The EHU shall contain filtration between reservoir and pump. A filter shall be provided between the high pressure output and the accumulator. All hydraulic filter elements shall be replaceable at a minimum of a one-year interval. All filters shall have an internal bypass. All hydraulic filter element replacement shall be performed without requiring removal of the EHU. Pressures in the brake cylinders shall be limited to 60 percent of the maximum system pressure. Accumulators Nitrogen charged accumulators shall be provided to store the hydraulic energy. The pressure level shall be sufficient to meet the required response times for all operating conditions including emergency and system cutout. A manual cutout valve shall be provided to hydraulically depressurize the accumulator for maintenance. The accumulators shall be properly sized such that from EHU cut-in pressure the accumulator has sufficient pressure to supply two AW3 full service and one AW3 emergency brake applications with 30 s applications and 2 min between applications. Propulsion shall be inhibited whenever any brake system hydraulic accumulator supply pressure is below the minimum value necessary to achieve an all-friction AW3 emergency brake stop. The accumulator shall be solidly mounted. The accumulator shall be protected from corrosion. Pneumatics Safety valves shall be self-resetting. The air compressor shall be easily accessible for ease of replacement. The air compressor motors shall be commercially available in the North American market. The air compressor shall maintain a duty cycle of less than 40 percent for normal operating conditions. The air compressor shall fill supplemental air systems to operational levels in less than 5 min. A supply reservoir shall be included to meet the duty cycle requirements. The air dryer shall be a regenerative desiccant design. The air dryer shall be designed for operation in all normal environmental conditions. The air quality shall be in accordance with APTA standard SS-M-011-99. Desiccant service intervals shall be no less than one year, and the dryer shall maintain the specified minimum capacity during the entire service interval. The purge discharge shall be muffled to meet the steady-state noise limits of TS 2. The supply reservoir shall be provided with a drain plug. Reservoirs shall be mounted so as to provide a 1 in. (25.4 mm) slope from end to end with the drain cock or plug located at the lowest point. Reservoirs shall be designed and manufactured in accordance with 49 CFR 229.31 and current ASME Boiler and Pressure Vessel Code VIII Division 1. Cutout valves shall be provided between the supply reservoir and each pneumatic line replaceable unit (LRU). Cutout valves shall have indicator switches unless otherwise noted by the Agency. A shop air supply inlet port shall be included and accessible from the side of the car. Sanding System (if used) The sanding system shall provide for sand delivery to the wheel rail interface. The sand box shall be filled from outside the car. Access for refilling shall be limited by the use of a key and lock mechanism. Refilling opening shall prevent foreign or large materials from entering and shall be easily cleaned. The sanding system shall maintain uniform flow under all operational conditions. Sand particles shall meet ANSI B74.12 Table 3 specifications for sizing. The sand box shall include an inspection sight glass. The sand box shall be austenitic stainless steel. The sand box shall be easily accessible for cleaning. Internal sand box components should be accessible for maintenance without sand removal. The sand flow rate shall be determined by the brake supplier and validated during car testing. The sand nozzle shall be flexible, replaceable, non-corroding and non-clogging. There shall be visual indication of sand deployment on the Operators console. As a minimum, the sanding system shall be applied to the outboard wheel set of the end trucks. The Contractor shall determine the need for sanding on additional trucks. Vehicle testing shall demonstrate optimization of the sanding system. The entire sanding system shall be water resistant to prevent clogging. If sanding is proposed for more than one truck, then the sanding system for each truck shall be controlled independently for spin/slide situations. The sanding system shall have a separate breaker. If compressed air is supplied to the sanding system from a pneumatic reservoir, then a cutout valve shall be provided for each truck. The Contractor shall design the sanding system to operate with the Agencys existing adhesion enhancing media where applicable, alternatives may be submitted for approval at PDR. The nozzle position shall be effective at all wheel diameters without adjustment. The nozzles shall not interfere with any wheel turning/reprofiling operations. Nozzles shall be designed to reject water caused by wheel splash and inhibit the packing of ice and snow. Nozzle heaters are to be provided based on service environment. Sanding shall be applied automatically to assist in spin/slide control and to achieve the required acceleration and deceleration rates without excess usage. A button for manual application shall be present on the Operators console and operational regardless of vehicle speed. The sanding system shall be capable of continuous service regardless of the status of the vehicle line power source. Sand deployment shall automatically cease at zero speed interlock point, unless under command of Operator. Activation of the sanding system by the Operators sanding pushbutton shall be adjustable from 2s to 10 s. The minimum sand capacity shall be [Agency to specify] pounds. Sanding system overhaul intervals shall match the truck overhaul intervals. The sanding system shall be capable of a 20 s activation period without the use of the compressor. Electronic Control Unit (ECU) The disc brake control logic shall be microprocessor-based with associated peripherals and I/O ports as required to meet all of the specified functions and performance criteria. Each ECU shall independently interpret trainline commands, propulsion interfaces, load signals and wheel slide signals. Load weighing shall be used as the primary load compensation control input for all braking modes, including emergency brake tractive effort control, except track brake. In the event that a load sensor failure is identified, the system shall default to AW0 braking effort on the affected truck. Load compensation may use signals independently processed by the friction brake system or signals that have been processed by the propulsion control system. However, both systems shall use the same signals. Dynamic braking effort signals for a given truck shall be obtained from the propulsion system. A dynamic brake feedback signal shall be utilized by the ECU for each truck to reduce disc brake effort in response to the presence of dynamic braking on that truck. The ECUs shall proportionately reduce disc braking levels in response to dynamic brake signals such that the total contribution of disc and dynamic braking always results in the brake rate requested by the trainline for a given vehicle speed. The disc brake control logic shall process the dynamic brake signal as required to accommodate any disc brake system non-linearity. The disc brake system shall be interlocked with the propulsion system such that propulsion is removed if any disc brake, including a parking brake, remains applied on any truck in a train for more than 7 s after the application of propulsion. Each ECU shall be provided with a data/fault logger. The data/fault logger shall create a record of all ECU signals and time of recording whenever an unusual or erroneous condition is encountered during operation. The fault information shall both be stored locally and transmitted via the vehicle data bus to the MDS for retrieval. The ECU time clock will be synchronized to the MDS. Each disc brake ECU shall be equipped with an interface for communicating with portable test equipment (PTE) to permit static testing, diagnosing, and monitoring of the disc brake system during vehicle operations. Validation A validation program of analysis and/or testing shall be undertaken to demonstrate compliance to this section. See TS 21 for specific requirements. Interface Requirements The purpose of the electronic control unit (ECU) is to interface between the propulsion system and the friction braking system. Requirements for the ECU are contained within TS 12.3.7. Maintenance Requirements The Contractor shall identify any specialized maintenance facility requirements that are necessary for the servicing of the hydraulic system components (i.e., clean room). Equipment necessary to filter and/or decontaminate the hydraulic fluid, reservoirs and accumulators (flushing units) shall be supplied in a quantity to be determined by the Agency. Agency-Specific Requirements [Insert as required] Tread Brakes Tread brakes may be specified by the Agency after sufficient investigations into the compatibility of tread brakes and resilient wheels. Communications General Each car shall have a digital vehicle communication system (DVCS) installed to provide the audio system, radio system, video surveillance and information sign system. All audio equipment shall conform to applicable standards of the AREMA (AAR) Communications Manual, Section 12-10, or other recognized standards as approved by the Agency. All audio equipment also shall conform to the following applicable standards of the Electronics Industries Alliance or other recognized standards as approved by the Agency: SE-101 Amplifiers for Sound Equipment; SE-103 Speakers for Sound Equipment; and SE-105 Microphones for Sound Equipment. Signals to be exchanged may include: Actual time; Vehicle number; Memory diagnostic status; Cab speaker volume (1 to 100 percent); Vehicle orientation; Lamp test A and lamp test B; Route number; Next station number; Cab-to-cab active A and B; Passenger emergency intercom (PEI) active, each unit; Software version; Critical fault; Minor fault; and Vehicle installation reference. All units shall be powered individually by the LVDN. Performance Requirements Uniformity of Coverage Interior loudspeakers shall be arranged so that the sound pressure level throughout the passenger compartment at a height of 5 ft, 4 in. (1.63 m) does not vary by more than 3 dB for a pink noise signal over the octave band centered at 4 kHz. Audio Announcements Audio announcements shall have a bandwidth from 150 Hz to 6000 Hz with a signal-to-noise ratio of 48 dB or better, or as otherwise approved by the Agency. From record to playback, the harmonic distortion shall be less than 2 percent. Sound Level The public address systems output level shall be automatically set in accordance with the ambient noise level in each individual car prior to activation of the amplifier for announcement. The range of automatic adjustment shall be a minimum of 10 dB. The output level shall be a minimum of 15 dB above the interior ambient noise level resulting from vehicle operation at full speed. The following audio announcement adjustments shall be capable of being performed via the PTE: Noise sensing compensation; Noise floor setting in dB; Interior and exterior speaker volume; and Noise level compensation response time. Amplifiers All pre-amplifiers, mixer amplifiers and power amplifiers shall have a frequency response of at least 200 Hz to 10 kHz +1, 2 dB at rated output. The frequency response of power amplifiers below 200 Hz shall fall off at a rate of no more than 6 dB per octave. The power amplifiers shall have a minimum of 50 W output power, continuous, unless otherwise approved by the Agency. The total harmonic distortion of all amplifiers, without compression circuits, shall not exceed 1percent at 1 kHz and full output. Audio Circuit Level Audio circuits between control points and communications units shall be at +7 dBm level. All audio circuits shall be at a level of at least +7 dB (1 mW). Specific Requirements Audio Systems General The audio system shall provide the following functionality: One-way communication from the Operator to passengers (PA system); Two-way communication between the Operator and the Agencys Train Control Center and/or Agencys rail supervisors (radio); Two-way passenger emergency intercom (PEI); Cab-to-cab intercom (cab-to-cab); Automatic announcements including route, destination, next station, time of day, etc. (PA system and passenger information signs); System health monitoring; Interface with the vehicle interior and exterior message signs; and Passenger emergency, cab-to-cab, PA activation, PA speaker control and PA exterior speaker selection. The audio system components shall be subject to Agency approval. The audio system components shall be furnished and installed as required in each cab vehicle. The audio system components shall consist of: Audio control head; [Communication handset]; Radio system as defined; Audio control head console or communications control head; Intercom chime; Two loudspeakers per cab: one for two-way radio and one for PA/intercom/PEI; Interior and exterior loudspeakers; Communication control unit; Passenger emergency intercom (PEI); Automatic announcements; PA system; Noise-sensing microphone for PA system; and Circuitry to implement the functional requirements specified herein. Communication Handset (Agency to modify) The Contractor shall furnish a handset, or approved equal, in each cab. The communication handset shall be usable for all intercom, PEI and PA modes. The selection and installation of the microphone shall be subject to Agency approval. The handset shall comply with the following requirements: It shall be rugged, weatherproof and suitable for transportation applications; It shall employ a close-talking style of dynamic microphone; The microphone cable shall be a rugged coil type; The length shall permit a seated Operator to speak into the microphone without leaving the normal operating position or losing sight of traffic in front of the vehicle; and The microphone cable shall terminate at a connector on the audio controller. A push-to-talk switch shall be an integral part of the handset. When activated, the push-to-talk switch shall allow audio communication with the radio, PA, PEI and/or intercom systems. Public Address System General The PA system shall permit the Operator and the automatic announcement system to make PA announcements to passengers in all cars of a train and platform areas. Sets of loudspeakers shall be strategically located inside subject to the Agencys approval. The Operator shall be able to select inside, outside or both from the audio control head console. Exterior announcement selection may also be side-selective as required by the Agency. Operator-initiated PA messages shall override automatic passenger information system messages. A tone may precede any Operator-initiated PA system announcement as specified by the Agency. Automatic Announcement and Display System The automatic announcement and display system for each car shall consist of interior digital display signs and a solid-state automated announcement system that utilizes the PA system. The automatic audio announcement and display system shall: Contain a rail network description database containing all stored audio announcement and display message trigger points. The rail network database shall be set up offline, using a tool to be supplied to the Agency for future maintenance of the system. An approved method of determining the LRVs location and triggering method for system messages shall be presented during the preliminary design review. The system shall cover all current routes for selection, including possible reverse-running routes. The system shall have capacity built in for future route expansions, as specified by and approved by the Agency. The system shall function automatically, after the Operator has entered the starting location and destination. As the train leaves each station, the system shall be automatically set for the next station. Message contents to be determined by the Agency. Audio message data files shall be of open source format. Variable message data files shall be of nonproprietary format. The system shall provide for multilingual announcements. Multilingual announcements shall be automatically produced by the preprogrammed selection of multiple, separate announcements. The Contractor shall provide Agency with all necessary hardware, software, recording devices and all necessary tools to provide the Agency with the ability to record and upload new announcements without the need for Contractor support. The Contractor shall submit all audio files of all automatic announcements to the Agency for review and approval. Audio Announcements Audio messages produced by the concatenation of segments that are less than a complete message in length shall not be permitted without explicit approval by the Agency. Message Storage Each audio and text message shall be stored digitally, along with information identifying the conditions under which the message is to be broadcast. The memory shall have the capacity for at least one thousand (1000) visual and audible messages with a total time of not less than 120 min. Automatic Announcement Triggering In normal operation, the automatic announcement system shall track the progress of the train through the system and make station and other informational announcements. The automatic announcement system triggers shall be based on train GPS location determination and on stopping at and leaving stations. The GPS system shall include an inertial navigation system to allow for location determination upon loss of a GPS signal. Alternative means of triggering automated announcements may be submitted to the Agency for consideration. Interior Loudspeakers At least [Agency to specify number] interior loudspeakers shall be provided in each vehicle. Interior loudspeakers shall of a rugged transportation grade design capable of withstanding all environmental conditions described in TS 2. Interior loudspeakers shall be flush mounted. Interior loudspeakers shall be provided with a rear enclosure to protect from dust and moisture and to better reflect sound, and a grille to protect from foreign objects. Amplifiers The amplifiers shall drive the interior and exterior loudspeakers for public announcements. The PA amplifiers shall automatically adjust the output level according to ambient noise using a noise-sensing microphone. The PA amplifier noise-sensing microphone, and its sampling rate (adjustable via the PTE), shall be adjusted so as to not be affected by the noise from the PA announcement itself. Each PA amplifier shall incorporate connectors, exterior speaker outputs, interior speaker outputs, noise sensing microphone, and a test connection. Each amplifier shall contain LEDs to indicate operational, transmitting/receiving and fault status. The PA amplifier shall convert audio packets from the local network and drive interior and exterior speakers, and digitize audio signals from the noise sensing microphone and use the level of this signal to adjust the level of interior speaker volume with respect to ambient noise level. The amplifier shall convert digital audio to analog audio, and amplify these signals to drive the interior and exterior speakers. The Contractor shall provide an analysis of loudspeaker power requirements when requesting approval of amplifiers and speakers. Passenger Emergency Intercom The PEI system shall provide a two-way, full-duplex audio communication between passengers and the Operator. The Operator shall control the direction of the communication through the handset push-to-talk switch. Locations of the PEI devices shall be presented during the interior styling design review. The PEI units shall be located in the passenger area on the doorposts and one at each wheelchair location. The PEI units shall provide a means of communication between passengers and the Operator using a built-in microphone and speaker. The PEI units shall: Produce digitized audio signals; Transmit audio packets to the local network; and Convert audio packets from the local network and drive the local PEI speaker. By pressing the PEI push-button, a call shall be initiated, a local chime shall be generated by the PEI speaker, and a visual indication shall be provided at the activated PEI unit. A subsequent chime shall be generated in the active cab over the cab-ceiling speaker. The passenger emergency pushbutton on the communications control panel shall illuminate or flash, subject to approval by the Agency. To answer a PEI push-button initiated call, the Operator shall unhook the handset and press the passenger emergency pushbutton. Pressing the passenger emergency pushbutton shall result in the pushbutton being illuminated solid, and the chimes shall stop at both the cab and PEI unit locations. To end the call, the Operator shall place the handset back on hook, at which point the illuminated passenger emergency pushbutton and the PEI green LED shall extinguish. Pressing the passenger emergency pushbutton while the call is in progress shall place a PEI call on hold. When a call is on hold: The passenger emergency pushbutton shall flash every 2 s and a distinctive call waiting chime shall be heard over the cab-ceiling speaker. The green LED at the PEI unit shall flash every 2 s and the PEI speaker shall generate a distinctive call waiting chime. The Operator can reconnect with the on-hold caller by pressing the passenger emergency pushbutton again. If the handset is in use for any reason (cab-to-cab, PA, PEI, etc.), and a PEI unit is activated, the Operator shall be warned that a PEI call has been placed by a distinctive chime, and the passenger emergency pushbutton shall flash. If multiple PEI calls are initiated when the handset is in use for any reason, the calls shall be placed in a queue and accessed by the Operator in the same order in which they were placed. To answer a queue call, the Operator must terminate the previous call by hanging up the handset, and then answer the next PEI call as if it were a new call. The unit shall be flush mounted at a height of 48 in. (1220 mm) above the floor or other Agency-approved height, but in all cases in compliance with ADA requirements. The passenger intercom unit shall consist of the panel-mounted enclosure constructed from stainless steel, which shall enclose a loudspeaker, microphone, large push button switch and an indicating LED. The units shall be of splashproof, vandal-resistant construction. The microphone shall be omni-directional, with external filters to resist background noise. Passenger intercom unit loudspeakers shall be rated at 5 W or higher output power. The passenger intercom unit shall be marked with graphics to identify the unit as a Passenger Intercom unit and include graphics for For Emergency Use Only. The passenger intercom pushbutton shall be red and be a minimum of 20 mm in diameter and include the text Press to Call Train Operator. The passenger intercom units shall meet all applicable ADA requirements. Operation of any PEI unit shall cause a visual indication on the exterior of the vehicle to flash, and shall identify on the Operators display which PEI unit was activated. Train Radio General The Contractor shall provide and install a radio and handset system as defined herein. This radio shall function separately from the audio system and shall allow communication between the Operator and the Agencys maintenance personnel and operations personnel. The Contractor shall furnish the radio power supply, and all interconnecting cables and connectors between the radio transceiver and other communications equipment and install the complete radio systems in each vehicle. Each cab end of each basic operating unit shall have an independent radio. Each LRV shall be equipped with mobile radio transceivers, with radio frequency and output power consistent with the Agencys trunked radio license. The two-way radio system shall operate over the Agencys existing trunked radio network. The radio system shall provide voice communications on all the Agencys voice channels, which shall include the following: Operator and the control center; Operator and operation supervisors; Operation supervisors and the control center; Operation nonrevenue vehicles and the control center; Operation MOW personnel and the control center; Operator and maintenance personnel; Operation control center and operation transit police; Operator and operation transit police; Operation supervisors and operation transit police; and Operator and yard and shop facility. Talk groups shall consist of the existing talk groups provided, and additional groups shall be added for additional alignments on an as-needed basis. All light rail talk groups shall operate in the open channel mode. The radio handheld microphone shall be used only for radio transmissions and shall be connected directly to the radio. When using the radio handheld microphone, the radio speaker shall be used to allow the Operator to hear the received audio. When not in use, the radio handheld microphone shall be stored via a clip on the writing surface panel. The Contractor shall provide a handset cradle that is rugged and is approved by the Agency. Radio Power Converter The train radio shall be powered from the LVPS via DC-DC converter if required. Radio Inter-Unit Wiring The Contractor shall furnish and install or approve the car builders installation of all wiring between the antenna and radio transceiver, radio control head, radio handset, radio loudspeaker, and power converter, and between the radio and the communications system control heads (one in each cab). Information Signs General The sign system for each car shall consist of two front-end destination signs, one run number sign per cab, four double-sided side destination signs, and at least two interior message displays. Destination signs shall be able to be changed from the cab console in the active cab on a trainline basis for all signs on a train. Front destination signs (one per cab), side destination signs (total of four per car), and run number signs (one per cab) shall be visible from the outside of the train and shall inform passengers of the train number and destination. Interior message signs (minimum of two per car) shall be visible within the passenger compartment and inform passengers of destination information. All signs shall interface with the communication system via an approved network configuration. Destination Signs and Run Number Sign Display Control All destination and run number signs shall be connected via an approved network. The train number and train destination shall be set by the train Operator. Text messages are processed in the same way as for the interior message signs. Destination sign messages will be specified by the Agency. Interior Message Sign Display Control Interior message system shall allow Operator selection and override of automatic messages from the prerecorded messages through the Operator console. Front and Side Destination Signs Agency to specify the characteristics of the text displayed on the destination sign. The front and side destination signs shall support a minimum viewing angle of 120 degrees. All messages displayed shall meet ADA requirements, and shall provide a character to height ratio between 3:5 and 1:1, and a stroke width to height ratio between 1:5 and 1:10. The signs shall include an optical circuit that adjusts intensity based on ambient light levels. Vehicle Interior/Exterior Surveillance and Rear View System General The surveillance system shall provide at a minimum a [Agency to specify] resolution, black-and-white camera-based vehicle interior and exterior surveillance system. The surveillance system shall record at [Agency to specify] frames per second. The surveillance system shall record not less than the most recent 168 hours of vehicle activity on all interior and exterior cameras. Cameras shall be tamperproof and shall blend with the interior and exterior finishing so that they are not conspicuous. Camera sensitivity shall be sufficient for any possible combination of ambient and vehicle interior or exterior lighting levels, including vehicle emergency lighting. The number and position of cameras is to be determined based on car design and seating plan and shall be approved by the Agency. At a minimum, interior cameras shall cover all aisle, entry doors and seating areas. At a minimum, exterior cameras shall include a forward-facing camera from the cab. The Contractors proposal shall provide drawings indicating points view of each camera. Each camera shall be fully adjustable via the use of standard hand tools after removal of tamperproof cover. One camera type, with different lenses, shall be used on the LRV. This shall allow the use of the single-type camera at any interior or exterior location with the installation of the proper lens. Viewing and Retrieving Recorded Video Images The captured digital video shall be stored as a standard video file format approved by the Agency. It shall be possible to download captured digital video from the DVR via standard vehicle PTE connection with the use of an Agency approved viewing/browsing software. The Contractor shall supply viewing/browsing software to the Agency. The viewing/browsing software shall be capable of displaying synchronized video from all cameras. The viewing arrangement shall allow the selection of one cameras video as the primary camera, displayed in a larger window. The remaining cameras videos shall be displayed in smaller windows. The viewing/browsing software shall be capable of downloading all recorded video images from the DVR and storing these images on the laptop PTE. Once the stored video images are on the PTE, it shall be possible to copy or transfer these to commercially available portable media formats. It shall also be possible to easily remove and replace the entire drive storage cradle. Validation Requirements The communications system shall meet the validation requirements of TS 21. Interface Requirements The Contractor shall be responsible for proper integration of communications subsystems and their interface with the Agencys wayside systems. Maintenance Requirements The communications system shall meet the maintenance requirements of TS 2.9. Special test equipment shall be provided to aid the Operator in verifying that the communication equipment is operating within the performance parameters outlined in TS 13.1. Agency-Specific Requirements [Insert as required] Automatic Train Control General This section specifies the requirements for vehicle-borne subsystems related to and responsible for ensuring safe operation of trains over the transit system. Subsystems covered include the following: Event recorder (ER); Alerter (ALR); Automatic train control (ATC), consisting of one or more of the following subsystems: Cab signal (CS); Automatic train protection (ATP); Automatic train operation (ATO); and Automatic train supervision (ATS). Automatic train stop (TS); and Train to wayside communications (TWC). Performance Requirements Each operational safety system visual display or indicator, regardless of implementation, shall be plainly visible to the seated Operator. Each operational safety system audible indicator shall have a distinctive sound and be clearly audible throughout the cab under all operating conditions. Automatic penalty brake applications initiated by an operational safety system shall meet the following requirements: Penalty brake applications shall be full service brake applications unless otherwise specified. Penalty brake applications shall be irretrievable down to a stop. Application of a penalty brake shall also result in immediate (non-jerk-limited) removal of propulsion power; however, electric braking shall continue to function. The train shall be required to come to a stop and the Operator shall be required to take specified action before a penalty brake can be released. Due to the modular nature of this section, additional performance requirements are specified where appropriate as part of the specific requirements for the associated subsystem. Software design and documentation shall conform to the requirement of TS 18. All operational safety system cutout devices shall be sealed or otherwise provided with tamper-evident protection in normal operation. Actuation of any operational safety system cutout shall be recorded by the event recorder and, optionally, transmitted to the control center. Specific Requirements Event Recorder General Each basic operating unit shall be equipped with at least one event recorder. Performance Requirements The event recorder shall comply with the requirements of IEEE STD 1482.1. The event recorder shall be able to store a minimum of seven days of most recent train operation data, including any signals from the spare channels, in non-volatile memory. The non-volatile memory shall not require battery backup for data retention and shall remain intact for a period of at least one year with the event recorder unpowered. Information to be Recorded Information to be recorded shall include, at a minimum, all applicable signals required by IEEE STD 1482.1. Any additional signals to be recorded should be specified by the Agency, using the list of potential additional event recorder signals in IEEE STD 1482.1 as a guide. A list of recommended additional signal categories is provided below. Note that items in this list may or may not be applicable depending on the subsystems installed on the vehicle. Event recorder self-test results; Trainlined door control signals; Horn and bell activation; Headlight, tail light/marker light, brake light, turn signal activation; Activation of acknowledgement device(s) related to alerter, CS, ATP and ATS subsystems; Automatic braking commands related to alerter, CS, ATP and ATS subsystems; Operating mode status related to alerter, CS, ATP and ATS subsystems; and Activation of bypass/cutout devices for safety-related functions. It is also recommended that the event recorder be equipped with an isolated minimum of two spare digital channels and one spare analog channel. Event Recorder Location The event recorder shall be located within the car interior in a tamper-resistant locked enclosure that is accessible only by special key. Access to communication ports shall be readily accessible after installation of the event recorder within the enclosure. Event Recorder Data Analysis Software The Contractor shall provide desktop/laptop computer software compliant with TS 18 to permit downloaded event recorder data to be analyzed. Alerter (if required by Agency) General The Contractor shall provide an alerter subsystem (also known as an alertness or vigilance control subsystem) in each basic operating unit. The alerter system, if required by the Agency, shall interface with the deadman control described in TS 5. The alerter shall monitor Operator activity during manual train operation and shall verify that the Operator is actively controlling the train by requiring the Operator to actuate one or more cab control devices periodically. The alerter shall incorporate visual and audible warning devices in each operating cab to warn the Operator if no Operator activity is detected after a predetermined time interval. The alerter shall also incorporate an interface to the propulsion and friction braking systems to stop the train automatically if no Operator activity is detected for a specified additional time interval once the aforementioned warning devices have been activated. The alerter shall monitor Operator activity only in the active cab in a consist. The alerter shall be inactive if the train is in automatic mode. The alerter shall be inactive if the full service brakes are applied. Alerter Cutout Means shall be provided to cut out/bypass the alerter to allow train movement with an alerter failure. Automatic Train Control (if required by Agency) General The Contractor shall provide an automatic train control (ATC) system in each basic operating unit. Unless otherwise specified, the ATC system shall be effective only in the basic operating unit with the active cab, and ATC cab controls and indicators shall function only in the active cab. The ATC system shall comprise one or more of the following subsystems: Cab signal (CS); Automatic train protection (ATP); Automatic train operation (ATO); and Automatic train supervision (ATS). Based on the subsystems installed, operating modes that may be available are as follows: Manual operation, street running mode: In this mode, the Operator shall control the train manually in accordance with traffic signal phases and rules. This mode would be used in mixed traffic or in yard operation. Manual operation, cab signal mode: In this mode, the Operator shall control the train manually in accordance with wayside signaling system commands displayed in the cab. Commands shall be enforced automatically if the Operator fails to acknowledge changes to a more restrictive command. Manual operation, ATP mode: In this mode, the Operator shall control the train manually in accordance with wayside signaling system commands displayed in the cab. Commands shall be enforced as in cab signal mode, with additional enforcement provided to for train separation and compliance with speed limits. Automatic operation, ATO mode: In this mode, wayside signaling system commands shall be enforced as in ATP mode, but one or more functions related to train operation that are normally performed by the Operator in manual operation shall be performed automatically by the ATO subsystem. The ATC system shall, at a minimum, meet the following requirements: The ATC system shall receive information from (and, optionally, transmit information to) the wayside signaling system related to the location and safe movement of the train. In manual operation, the ATC system shall enforce received wayside signaling commands by alerting the Operator and by automatically applying brakes (penalty brake application) if the Operator fails to take required action. In manual operation, it shall be possible for the Operator to forestall an automatic penalty brake application initiated by the ATC system by taking appropriate action to comply with the current signal aspect/authorized speed/movement authority command. Time delays associated with ATC automatic penalty brake applications shall be consistent with safe braking requirements imposed by the wayside signaling system; however, the overall delay from a more restrictive change in wayside signal aspect/authorized speed/movement authority command or overspeed detection to initiation of an automatic penalty brake application shall not exceed 8 s. Operator actions that are normally necessary when operating manually may not be necessary in automatic operation, depending on Operator operational rules and requirements. The timing and braking effort associated with brake applications that are automatically initiated by the ATC system shall comply with the movement authority limits and safe braking requirements imposed by the wayside signaling system and shall be based on a vehicle safe braking model that takes into account available adhesion, system timing, measurement errors and tolerances, and other factors that may reasonably be assumed to increase braking distance. Acknowledgment of the various ATC system alarms described in this section shall be by means of an ATC acknowledgment switch mounted in the console area. A means shall be provided to test the functionality of the ATC system prior to departure of the train into revenue service. Cab Signal (if required by Agency) General The Contractor shall provide a cab signal (CS) subsystem in each basic operating unit. The CS subsystem shall, at a minimum, perform the following functions: Reception and decoding of wayside signaling system commands: The CS subsystem shall receive and interpret commands from the wayside signaling system. Cab signal display: Display of received and decoded wayside signaling system commands in the active cab. Enforced acknowledgement: In manual operation, annunciation in the active cab of more restrictive changes to received wayside signaling information and application of braking if the Operator fails to acknowledge the change. Interface to ATP/ATO: Relevant information received from the wayside signaling system shall be provided to the ATO and ATP subsystems as required. Street running cutout: Manual or automatic bypass of CS functions for operation in areas without cab signals. CS cutout: Manual bypass of CS functions to enable continued train operation with a failed CS subsystem. Depending on overall system configuration, CS subsystem functions may be realized by a standalone subsystem or may be integrated with the ATP and ATO subsystems. Reception and Decoding of Wayside Signaling System Commands The CS subsystem shall receive and decode (interpret) commands transmitted by the wayside signaling system. Interface requirements for communicating wayside signaling information to the train must be specified by the Agency. Suggested methods of communication (which may be used in combination) are as follows: By inductive coupling from the running rails or from a continuous wire loop to vehicle-borne receivers (continuous inductive cab signal). By inductive coupling from wayside transponders or from wire loops at fixed locations to vehicle-borne receivers (intermittent inductive cab signal). By radio frequency communication between the wayside and the vehicle (communications-based train control or CBTC). Information communicated may be coded power frequency or audio frequency carrier indicating signal aspect/authorized speed, digital data providing more complex information transmitted using an approved modulation scheme, or other format approved by the Agency. If ATP data communication is integrated with the CS subsystem, the CS subsystem shall transmit information to as well as receive information from the wayside signaling system. Cab Signal Display The CS subsystem shall provide visual and audible indications in the active cab of specified information received from the wayside signaling system. Information to be displayed or otherwise annunciated shall include, at a minimum, one or more of the following: Visual indication of the currently valid wayside signal aspect. Visual indication of the authorized speed corresponding to the currently valid wayside signal indication. Audible and visual indication of a change to a more restrictive wayside signal aspect. Visual CS indications shall be displayed in one of the following ways: On a dedicated CS display unit; Integrated with the display of actual vehicle speed; or As part of an integrated cab display system incorporating indications and controls related to various subsystems. CS Enforced Acknowledgment The following requirements shall apply only in manual operation. The CS subsystem shall, either as a standalone function or in conjunction with the ATP subsystem (if provided), require the Operator to acknowledge all changes to a more restrictive signal aspect/authorized speed/movement authority command. When the CS subsystem detects a change to a more restrictive signal aspect/authorized speed/movement authority command, it shall, after a specified time delay, activate a visual indication and an audible alarm in the active cab. The visual indication and audible alarm shall remain activated until the Operator acknowledges the more restrictive change by activating the ATC acknowledgment switch. If the Operator fails to acknowledge the more restrictive change within a specified time after activation of the visual and audible indications, then an automatic penalty brake shall be applied. Interface to ATP/ATO The CS subsystem shall act as a front end for the ATP and ATO subsystems, if provided, and shall handle the transfer of specified wayside signaling system information between the wayside equipment and the ATP and ATO subsystems. Street-Running Cutout As required based on system characteristics, means shall be provided in manual operation to cut out the CS subsystem to permit operation in territory without cab signals (street-running mode). Street-running cutout may be effected automatically by the CS subsystem (e.g., through use of a distinct cutout code rate) and/or manually by the Operator, as approved by the Agency. While in street-running mode, the Operator will be governed by traffic signals and applicable speed limits; however, the ATP subsystem shall enforce a predetermined speed limit in street-running mode as defined by the Agency. Receipt of any valid cab signal command while in street-running mode shall cancel street running-mode and shall restore the CS subsystem to normal operation (cab signal mode). Street-running mode shall also be canceled whenever the train is powered down or when the active cab is deactivated. CS Cutout Means shall be provided to cut out/bypass the CS subsystem to allow train movement with a CS subsystem failure. Automatic Train Protection (if required by Agency) General The Contractor shall provide an automatic train protection (ATP) subsystem in each basic operating unit. The ATP subsystem shall, at a minimum, perform the following functions: Separation assurance: Vital protection against collisions by enforcement of signal aspect/movement authority commands received from the CS subsystem. Speed measuring: Vital measurement of train speed, corrected as needed for wheel diameter. Overspeed enforcement: Vital enforcement of authorized speed limits received from the CS subsystem. Note that overspeed enforcement also acts to provide safe train separation. Brake assurance: Vital application of emergency braking should an automatic penalty brake application fail to produce the braking required for safe stopping. Zero-speed detection: Vital detection that train speed is below a specified minimum speed (normally from 1 to 3 mph). ATP cutout. Additional functions that may be performed by the ATP subsystem include the following: Civil speed limit enforcement: Vital enforcement of civil speed restrictions at curves, interlockings and other wayside points requiring speed limits lower than those that would otherwise be authorized by the current signal aspect/authorized speed command. Data communication between train and wayside: Continuous, bidirectional data communication between the train and the wayside signaling system. Train position determination: Tracking of train position and regular transmission of train position to the wayside signaling system. Separation Assurance The ATP subsystem shall vitally enforce movement authority commands received from the wayside signaling system, whether explicit or inherent in the wayside signal indication, to provide the following: Safe separation distance between trains operating on the same track in the same direction. Protection against conflicting train movements that could result in a collision. Safe train separation shall assume an instantaneous (brick wall) stop of a preceding train. Separation assurance shall act to prevent violation of movement authority commands in a manner similar to that used by overspeed enforcement, as described in TS 14.3.3.3, Overspeed Enforcement. Violation of movement authority commands shall immediately result in the following: Visual and audible indications in the active cab; and Automatic penalty brake application. If train position determination (TS 14.3.3.3, Train Position Determination) is implemented, then separation assurance shall use the position of the train as reported by train position determination in addition to other inputs in enforcing movement authority commands. Separation assurance shall be operational in both manual and automatic operation. Speed Measuring The ATP subsystem shall determine actual train speed in a vital manner by means of one or more dedicated ATP speed sensors. Speed measurements obtained from axle- or gear unit-mounted speed sensors shall be corrected as necessary for wheel diameter variations. The default wheel diameter shall be taken to be that of a new wheel with maximum in-tolerance diameter. Failure of wheel diameter correction shall cause the ATP system to assume the default wheel diameter. The speed measuring function shall detect ATP speed sensor failures that could result in a loss of accurate speed information. ATP speed sensor failure shall cause the ATP system to initiate an automatic penalty brake application. It shall not be possible to release the automatic penalty brake application with a failed ATP speed sensor except by means of the ATP cutout. Overspeed Enforcement The ATP subsystem shall enforce authorized speed commands received from the wayside signaling system, whether explicit or inherent in the wayside signal indication, to make certain that wayside signaling system speed limits are not exceeded. Overspeed enforcement shall determine compliance with authorized speed commands by vitally comparing actual train speed from the speed measuring function with the authorized speed command. Violating an authorized speed command (exceeding the speed limit) shall be detected immediately as an overspeed condition. Overspeed detection shall, after a specified delay, result in a visual indication and, if in manual operation, an audible overspeed alarm in the active cab. It shall be possible in manual operation for the Operator to silence the audible overspeed alarm by activating the ATC acknowledgment switch; however, the visual indication shall remain active as long as the overspeed condition exists in both manual and automatic operation. In automatic operation, the ATO subsystem shall immediately take the required action upon detection of an overspeed condition to reduce train speed in order to forestall an automatic penalty brake application and to comply with the authorized speed command. In manual operation, it shall be possible for the Operator to forestall an automatic penalty brake application by taking required manual action to comply with the authorized speed command. An indication shall be provided in the active cab to inform the Operator when in manual operation that forestalling has been achieved. If forestalling is not achieved after an overspeed condition has been detected and the overspeed condition still exists after a specified time delay, then the ATP subsystem shall initiate an automatic penalty brake application. Loss of forestalling during an overspeed condition shall, after a specified time delay, also result in an automatic penalty brake application. If train speed reduces to less than the authorized speed command or if the authorized speed command increases to greater than the current train speed before initiation of a penalty brake application, the overspeed condition shall be canceled immediately. The visual indication and audible alarm (if in manual operation and if not already acknowledged) shall be deactivated once the overspeed condition is canceled. In addition, once the overspeed condition is canceled, the Operator (if in manual operation) or the ATO subsystem (if in automatic operation) shall be able to release any applied service brakes other than an automatic penalty brake and resume normal running governed by the authorized speed command currently in effect (running release). Overspeed enforcement shall assist in ensuring safe train separation by limiting the speed at which a following train may approach the train ahead. Alternative overspeed enforcement schemes may be proposed, subject to Agency approval. Brake Assurance The ATP subsystem shall monitor train braking in a vital manner during an automatic penalty brake application to ensure that the achieved braking rate (or, alternatively, the remaining stop distance) complies with the safe braking requirements imposed by the wayside signaling system. If the ATP subsystem determines that safe braking requirements are not being met at any point during an automatic penalty brake application, it shall, after a specified time delay, initiate an emergency brake application. If, prior to expiration of the time delay, the ATP subsystem detects that safe braking requirements are again being met, it shall reset the timer and shall not initiate an emergency brake application. The time delay between detection of insufficient braking and initiation of the emergency brake application shall be such that the resulting overall stop distance, assuming the minimum safe braking rate, does not violate safe braking requirements. The details of brake rate/remaining stop distance determination are not prescribed but shall be subject to Agency approval. Zero Speed Detection The ATP subsystem shall vitally detect when train speed is below a predetermined minimum speed close to 0 mph. ATC functions requiring confirmation that the train has stopped shall use the vital zero speed detection to obtain that confirmation. Zero speed detection may provide additional vital and non-vital outputs for use by other vehicle systems. Zero speed detection may be integrated with the ATP speed measuring function. ATP Cutout Means shall be provided to cut out/bypass the ATP subsystem to allow train movement with an ATP subsystem failure. Civil Speed Limit Enforcement (if required) Reception of civil speed limit information may be integrated with the CS subsystem or may be by means of independent, vital receivers/transceivers. Received civil speed limit information shall be treated in the same manner as wayside signaling system authorized speed commands and shall be enforced in the same way by the overspeed enforcement function within the ATP subsystem. Data Communication Between Train and Wayside (if required) If required by overall signaling system design (vehicle and wayside infrastructure), the ATP subsystem shall incorporate bidirectional data communications between the train and the wayside for the purpose of transmitting and receiving control and status information related to the ATC system. This physical communication mechanism may be implemented as an integral part of the CS subsystem or may use an independent communication mechanism. Train Position Determination (if required) The ATP subsystem shall track the position of the train along the alignment. The ATP subsystem shall also provide regular updates of train position to the wayside signaling system if required by the wayside signaling system. Train position information shall be used by the separation assurance function in enforcing movement authority limits. The methods of train position determination shall be approved by the Agency. Automatic Train Operation (if required by Agency) General The Contractor shall provide an automatic train operation (ATO) subsystem in each basic operating unit. The ATO subsystem shall, at a minimum, perform the following functions: Automatic speed regulation: Automatic control of train starting and stopping as well as regulation of train speed within authorized speed limits. Programmed station stopping: Automatic control of station stopping based on a programmed stopping profile. Platform berthing: Detection of proper position of the train once stopped relative to the station platform. ATO cutout. Automatic door control: Automatic opening and closing of passenger doors once properly berthed according to a programmed dwell time profile. Failure or malfunction of any portion of the ATO subsystem shall not affect safe enforcement of authorized speed and/or movement authority commands by the ATP subsystem. Automatic Speed Regulation In automatic operation, the starting, stopping and speed regulation of the train as it travels along the track shall be automatically controlled by the ATO subsystem. The ATO subsystem shall implement this control such that the speed, acceleration, deceleration and jerk rates are within specified passenger comfort limits (as defined by the Agency) and the train speed is below the authorized speed limits imposed by the ATP subsystem. The ATO subsystem shall not be permitted to initiate train movement unless all required safety-interlocking conditions have been satisfied. In addition, depending on Agency requirements, it may be necessary for the Operator to activate a manual control after each station stop before the ATO subsystem is permitted to initiate train movement. Programmed Station Stopping In automatic operation, the ATO subsystem shall, in conjunction with wayside equipment, provide for automatic station stopping according to a pre-programmed stopping profile. Station stopping accuracy shall be [Agency to specify]. Platform Berthing Platform berthing control by the ATO subsystem shall comply with the requirements of IEEE STD 1474.1, Section 6.2.2. ATO Cutout Means shall be provided to cut out/bypass the ATO subsystem to allow normal manual train operation with an ATO subsystem failure. Automatic Door Operation (if required) Automatic door operation by the ATO subsystem shall comply with the requirements of IEEE STD 1474.1, Section 6.2.3. Automatic Train Supervision (if required by Agency) General The Contractor shall provide an automatic train supervision (ATS) subsystem in each basic operating unit. The ATS subsystem shall, at a minimum, perform the following functions: Data communication between train and wayside; Interface to central control; Train identification and train tracking; and Fault reporting. Additional functions that may be performed by the ATS subsystem include the following: Train routing; Automatic train regulation; Energy optimization; Station stop functions; Restricting train operations; and Passenger information system interfaces. Failure or malfunction of any portion of the ATS subsystem shall not affect safe enforcement of authorized speed and/or movement authority commands by the ATP subsystem. Implemented ATS functions shall comply with the requirements of IEEE STD 1474.1, Section 6.3, unless otherwise approved by the Agency. Automatic Train Stop (if required by Agency) General The Contractor shall provide an automatic train stop (TS) system in each basic operating unit. The TS system shall, at a minimum, perform the following functions: Signal overrun protection: Protection against a train passing a stop signal without keying by (train stop violation). Signal key-by: Mechanism for allowing a train to pass a stop signal while moving at very low speed. Cab display: Visual and audible indications in each cab related to operation of the TS system. TS reset: Mechanism for resetting a train stop violation in order to resume train operation. TS cutout: Mechanism to cut out a failed TS system in order to move the train. The vehicle-borne TS receivers and control equipment shall interface with associated wayside equipment. If the vehicle is to be used on a system with an existing TS system, then the vehicle-borne TS equipment shall function properly with the existing wayside TS equipment on the Agencys LRT system. The TS equipment shall be interconnected with other vehicle systems such that only the TS equipment associated with the active cab of a train shall be effective. TS equipment shall be installed to be effective only in the normal direction of traffic on a given track as determined by the wayside signaling system and shall not be effective for movement against the normal direction of traffic. In addition, the TS system shall not be functional when a train is operated in the reverse direction of travel as viewed from the active cab. Signal Overrun Protection The TS system shall initiate an automatic penalty brake application if the train attempts to pass a wayside stop signal without keying by (train stop violation). The TS system shall also activate a TS Trip indication in the active cab immediately upon detection of a train stop violation. This indication shall remain activated until the train stop violation has been manually reset by the Operator after the train has come to a stop. In addition, it shall not be possible to release the automatic penalty brake until after the system has been manually reset by the Operator. TS initiated penalty brake applications shall be monitored by a brake assurance function similar to that specified for ATP in TS 14.3.3.3, Brake Assurance In order to prevent an Operator from attempting to pass a stop signal by placing a forward moving car into Reverse or OFF, the TS system shall remain active for [20 s] after the reverser has been moved from Forward into Neutral or Reverse and after the key switch has been placed in OFF. If a stop signal is passed without keying by, the TS system shall provide an indication of having passed a STOP wayside signal and the train shall respond as follows: The TS trip counter shall be indexed one count. The TS Trip indicator shall be illuminated in the operating cab until the trip is reset. The TS system shall be configured to send a signal to the Agencys Central Control Center whenever there is a TS trip, using the Emergency Signal Feature of the radio or other means. Key-By a Stop Signal The system shall also provide a method for keying by a STOP signal, and the car (or train) shall respond as follows: A momentary switch shall be provided on the cab console. This switch shall bypass the STOP signal protection noted above for [20 s] (a specified period of 20 s is suggested), only if activated at a car speed less than [2 mph (3km/h)] (a specified maximum of 2 mph is suggested). The TS key-by counter shall be indexed one count in the operating cab. Cab Equipment The cab shall be equipped with the following TS control equipment: TS trip counter; Key-by counter; TS cutout indicator lamp; TS trip indicator lamp; and TS reset switch. TS Cutout Means shall be provided to cut out/bypass the TS system to allow normal train operation with a TS system failure. Activating the TS cutout shall illuminate the TS cutout indicator lamp in the active cab. Train to Wayside Communications (if required by Agency) General Each basic operating unit shall be equipped with a train-to-wayside communication (TWC) system to provide control of selected interlocking routes from on board the train. The TWC system shall, at a minimum, perform the following functions: Traffic signal pre-emption: Control of vehicular traffic signals to allow priority access through intersections so that trains are able to remain on schedule and/or to improve commute times. Automatic routing: Automatic routing of a train based upon destination. Route selection: Selectable routes to specific tracks at selected interlockings. Grade crossing control: Grade-crossing activation and cancellation as required at selected locations. The vehicle-borne TWC equipment shall interface with the wayside TWC equipment. TWC Function The TWC system shall transmit a digital message from the vehicle to the wayside antenna at certain points along the route. A fixed wayside antenna shall transmit a signal that shall activate any car-borne transponder within range of that antenna and receive a digital message from that transponder. The digital message from the transponder shall be received and decoded by a wayside interrogator with the logic inputs interfacing with traffic control and train control logic and other devices. The TWC system shall permit location of the wayside interrogator up to 1200 ft from an associated wayside loop antenna. TWC Hardware The following sections describe the minimum equipment that shall be provided as part of the TWC car-borne equipment: Operators control panel: A TWC control panel shall be installed in each Operators cab. The Operators control panel shall include switches for designating routes and train ID numbers and shall also be equipped with pushbuttons for requests for traffic signal pre-emption, primary/secondary routes, and grade crossings as required. These functions may be made available through the user interface of another system such as GPS/communication based system. Communications and interconnecting hardware: To allow for communications with the TWC wayside equipment, the LRT shall be equipped with all necessary equipment including, but not limited to transponders, antennas, power supplies test features and interconnecting cabling. TWC transponder: At a minimum, two transponders shall be installed on each car with one on each end. The transponders shall: Be installed including all brackets cabling and interconnecting hardware; Be rugged, reliable and weather-sealed including connectors, wiring and all other appurtenances; Receive an interrogation signal from the wayside interrogator to cause the transponder to transmit the data message; Activate the lights in the TWC control panel when an interrogation signal is received to indicate that the transponder is in communication with a wayside interrogator; and Transmit the data message provided by the cab control panel to the wayside interrogator. TWC support equipment: Test equipment for the car-borne TWC shall consist of a portable test interrogator consisting of a data display, interrogator card, loop antenna and battery power supply housed in a portable enclosure. Test equipment shall be capable of verifying that a vehicle transponder is operating correctly and transmitting the desired encoded signals. Test equipment shall provide the interrogation signal and reception, decoding and display of the transponder response. Validation Requirements A validation program of analysis and/or testing shall be undertaken to demonstrate compliance to this section. See TS 21 for specific requirements. Interface Requirements [Insert as required] Maintenance Requirements The ATC system shall meet the maintenance requirements of TS 2.9. Agency-Specific Requirements [Insert as required] Interior General This section specifies the functional design requirements for the interior of a new light rail vehicle. The carbody interior is comprised of all the components within the carbody shell exposed to passengers and crew, and intended for their use, comfort and safety while riding and operating the vehicle. Interior components consist of insulation, flooring, side and end walls, window mask, seats, side ceiling, ceiling, windscreens, equipment enclosures including seat base enclosures, windows, trim, and stanchions and handrails. The vehicle seats, panels and equipment shall be interchangeable among cars. The use of urethane foam is prohibited. Performance Requirements Design Criteria and Requirements Interior design shall include the following considerations: Design for human factors and ergonomics. Modern modular design that has clean lines and an open, uncluttered interior that is aesthetically pleasing for passengers and crew. Highly durably, low-maintenance, vandal-resistant materials. Meet or exceed all ADA regulations, along with meeting all applicable flammability, smoke and toxicity specifications in TS 19. The interior design shall deter vandalism and provide ease of maintenance and cleaning. Materials shall be selected to aid in graffiti removal. Specific Requirements Design Package Requirements The Contractor shall submit all of the following individual design plans to the Agency for review and approval: Interior Layout Design Plan, in accordance with the requirements of TS 15.3.2.; Floor Design Plan, in accordance with the requirements of TS 15.3.3, TS 15.3.4, TS 15.3.7 and TS 15.3.8; Ceiling Design Plan, in accordance with the requirements of TS 15.3.9.2; Sidelining Design Plan, in accordance with the requirements of TS 15.3.4; Seating Design Plan, in accordance with the requirements of TS 15.3.2, TS 15.3.3 and TS15.3.10; End Bulkhead Design Plan, in accordance with the requirements of TS 15.3.9.1; Windscreen Design Plan, in accordance with the requirements of TS 15.3.12; Cab Design Plan, in accordance with the requirements of TS 5; Decals Design Plan, in accordance with the requirements of TS 15.3.2. The above-listed design plans should all include installation drawings, assembly drawings, subassembly drawings, material specifications and application instructions. A passenger flow study shall be prepared for information. Styling Design The Contractor shall submit a minimum of three interior styling and color scheme packages, including samples, which satisfy the technical requirements of this Specification. The proposal packages shall be provided in the form of interior layout, cross sections, color/texture palette and colored perspective drawings showing all the main features that affect the general environment of interior. In addition, photo-realistic computer renderings of the interior and exterior shall be prepared and submitted, showing realistic representations of forms, space, light, shadows and reflections sufficient to convey the interior design concepts. Upon approval of the range of materials and finishes to be used, the Contractor shall submit four numbered 12 in. 12 in. samples of each finished panel with different colors with tristimulus values, materials, finishes and textures, and flooring material; these samples will be retained by the Agency. Passenger Capacity Passenger capacity shall comply with the requirements of TS 2. All passenger interfaces shall be designed using anthropometry to accommodate a range of fifth percentile female to 95th percentile male as defined in The Measure of Man and Woman, revised edition. The Contractor shall include in its proposal an interior layout drawing showing the floor area used for calculation of passenger capacity for standees. Interior Finishing and Accessories Interior design shall minimize areas that accumulate trash or dirt. Color and finish of all materials used in the vehicle interior shall not fade, change appearance, or run when exposed to fluorescent light, sunlight and cleaning chemicals used by the Agency. Color shall extend through the thickness of materials except FRP and melamine where specified. Painted surfaces will not be permitted anywhere in the interior of the car except where approved by the Agency. Interior linings shall be mechanically fastened to their supporting surfaces. Hook and loop (dual lock) type fastener systems may only be used when specifically approved by the Agency. All lining mountings shall accommodate the dynamics of vehicle movement without transmitting stress to the linings. Interior linings shall have a minimum 1.0 in. (25 mm) radius cove at intersecting adjacent surfaces. Anti-squeak tape shall be used between all linings or panels and any structure to which they are attached or with which they come in contact. Linings that cover apparatus or areas requiring even infrequent maintenance access shall be fastened with approved quarter-turn fasteners allowing removal and replacement. All hatches shall be flush with the surrounding panels and meet them with a consistent shadow line to accommodate build tolerances. Locks and stainless steel hinges shall be flush or recessed. The color of the trim shall be compatible with the adjacent panels. All exposed stainless steel, except for floor coving, shall be given an approved brushed finish with a grain direction suitable for the decorative scheme. All interior surfaces shall have a low-glare finish with a glossometer reading between 4 and 14, per ASTM D523, machine direction, using a 60 glossometer. The material shall conform to the requirements of TS 19. The vehicle interior shall be free from sharp corners or edges. Gaps between apparatus that are not absolutely rigid shall be wide enough to prevent injury when the apparatus moves, or rigid spacers shall be provided to prevent the gap from closing. Flat surfaces exposed to passengers shall not deviate from flatness by more than 0.125 in. in any 36-in. (3.5 mm in 1000 mm) distance. The slope of any such deviation shall not exceed 1 in 128. The articulation section flooring, walls and other moving components shall move without audible noise under all conditions. Gaps, such as between panels and between seats and panel, whether in the cab, passenger compartment, or articulation sections, shall not increase or decrease in width so as to be hazardous to a person. Acoustical Insulation A vibration and sound damping material shall be applied to inner surfaces of all areas of the structural shell, including subfloor pans, ends, roof and side frames, and one side of air duct splitters (if used). The damping material shall conform to the flammability, smoke and toxicity requirements set forth in TS 19. The thickness of the installed damping material shall provide a vibration decay rate of not less than 35 dB/s, at a temperature of 70 F (21 C), as measured by the Geiger thick-plate, SAE Standard J671, or other equivalent approved test method. Application methods and thickness shall be according to the suppliers recommendations and the following: The outside surfaces of the main air duct and all ventilation cross ducts shall be coated with sound-deadening compound; Duct splitters (if used) shall be coated on one side only; The ceiling below the main air duct shall not be coated; A primer shall be applied prior to application of the damping material in accordance with the recommendations of the manufacturer of the damping material; and In the structure, material shall be applied to unstiffened sheathing and sheet metal only, not to framing members. Acoustic insulation shall be applied to the articulation close-off panels and bellows as necessary to meet the requirements of TS 19. Thermal Insulation An approved insulation material, capable of performing to a high temperature limit of 450 F (230C), shall be used throughout the roof, floor, side walls and ends of the car bodies for thermal insulation. If fiberglass insulation is used, then the following requirements shall be met: It shall be manufactured from long, textile-type glass fibers drawn from a calcium borosilicate mixture to an average diameter of 9 m; It shall be bonded together with a thermosetting phenolic resin that shall not exceed 6 percent by weight; The fiberglass shall not mold, rot or sustain vermin; It shall not corrode any metals or settle under car vibration; and It shall not have an odor or be capable of absorbing odors. Thermal breaks shall be provided between the main conditioned air supply duct and roof structural members, between interior finish panels and any metal primary or secondary structural members that are thermally grounded to the outside surface of the carbody skin, and any other location where it is necessary to interrupt an all-metal path between the interior of the carbody and the outside carbody skin. The roof, sides and ends of the cars, including the inside faces of posts and structural members, shall be lined with insulation, which shall fill the entire volume of the cavity. The density of the insulation in the roof, sides, floor and ends of the cars shall be selected by the Contractor to meet the carbody transmission heat gain requirements of TS 7. The roof insulation shall be retained by stainless steel wires or strips to prevent the insulation from shaking down. Side and end wall insulation shall be retained by spears or another approved method, provided that steps are taken so that sharp pointed ends will not be a hazard to personnel or maintenance equipment. The floor shall be insulated with two layers of equal thickness of fiberglass separated by a sound-deadening septum. The floor insulation shall be placed in the structural floor between the transverse floor beams and shall fill the entire volume of the cavity. Vapor diffusion retarders or vapor barriers shall be used on the under floor, walls and ceilings according to the following: The placement in regards to interior or exterior wall side will be determined by the geographical area in which the cars will be operating. They will have a permeability rating of 1 or less at 73.4 F (23 C). Membranes, coatings and sheet material may be considered as providing this function, subject to the Agencys approval. Floor Covering Prior to applying the floor covering, all voids, indentations, fastener heads, and separations between floor panels shall be filled with an approved flame-retardant leveling compound. The floor shall be made smooth and flat within 0.063 in., measured within any 36-in. distance, (1.8mm in 1000 mm) in any direction. The back of the floor covering sheet shall be sanded before installation, then securely bonded to the floor panels with an adhesive recommended by the floor covering manufacturer. The floor covering shall be laid with proper allowance for expansion. Seams shall be sealed by cold-weld or other procedures recommended by the floor covering supplier and approved by the Agency. The floor covering shall provide a watertight covering for the floor panels and other car structures. The floor covering shall comply with the material requirements of TS 19, including flammability, smoke and toxicity requirements. The floor covering shall be color-impregnated rubber. The floor covering shall be slip resistant, as outlined in 49 CFR 38. The floor covering shall have a static coefficient of friction of not less than 0.6 when measured in accordance with ASTM D2047, using leather and rubber shoe materials per the following: Leather shoe material shall be in accordance with Federal Specification KK-L-165C; and Rubber shoe material shall be in accordance with ASTM D1630. Sheet floor covering widths shall be selected such that no more than three longitudinal strips shall be required to cover the floor from wall to wall in the end carbody sections. The floor covering in the aisle shall be applied so that it may be replaced without disturbing the covering under the seats or require removal of the seats, stanchion or windscreen. The center aisle floor covering shall run between entranceways without transverse joints. The floor covering under the seats shall be laid in continuous strips with transverse joints permitted only at the doorways. The floor covering in each entranceway area shall run from threshold to threshold. The floor covering at all doorways shall mate with, and be sealed at, the threshold. Interior steps shall be covered with ribbed rubber stair tread material with the ribs running parallel to the step tread depth. Each step shall be provided with a safety nosing running the full width of the step and that contrasts visually from the stair tread and riser covering by 70 percent, as determined by 49 CFR 38. Floor covering at exposed removable floor access panels and at the edge of the articulation section shall be peripherally trimmed with a stainless steel molding. Floor Cove Molding A cove molding shall be applied between the floor covering and all side walls, end walls, equipment boxes, floor heaters and all other vertical surfaces at which, or behind which, the floor covering terminates, including those in the Operators cab. The cove molding shall be an approved brushed finish stainless steel and shall form a watertight seal with the floor covering and the vertical surface. Cove radius shall be the minimum size consistent with access to the corners for cleaning purposes. Cove corners, splices and terminations shall be made by means of formed pieces that rigidly connect to the cove pieces. In place of cove molding where floor covering meets walls, the floor covering may be curved upward onto the walls with the following requirements: The floor covering shall be adequately supported in the curve, and the curve radius shall be not less than that recommended by the floor covering manufacturer; and The floor covering shall be terminated in a suitable stainless steel edge molding. Walls and Ceilings Side and End Walls End bulkheads and flat side wall panels shall be melamine faced with a honeycomb or plywood core. The design of decorative surfaces shall be approved by the Agency, and shall be made of either thermo-formed plastics or fiberglass-reinforced plastics that meet the requirements of TS 19. Only one joint shall be allowed per wainscot section between side entrance doors and in each passenger compartment level; alternately, the Contractor may propose a design that incorporates the wainscot panels as part of the window mask. Panels shall be fastened to the carbody using a method that provides for ease of replacement, reliability and vandal resistance. Fasteners exposed to passengers shall be minimized, and where used shall be tamper-resistant fasteners of a design approved by the Agency. The joint in the wainscot panel shall be hidden from view by the seats where appropriate. Window masks shall be provided at all carbody windows, including windshields. Window masks shall be sloped to eliminate dirt collecting areas. Ceiling The portion of the ceiling between air diffuser-light fixture assemblies shall be constructed of 3/8 in. (9.5 mm) minimum thickness melamine-faced panels with an aluminum honeycomb core; alternative materials and material thickness may be used with the Agencys review and approval. Transverse joints shall be spaced no closer than 4 ft (1220 mm). Longitudinal joints will not be permitted, except at light fixtures under overhead air conditioner. Ceiling panels shall be individually removable. The sharply curved portion of the ceiling outboard of the light fixtures shall be constructed of melamine-faced 0.081 in. (2.0 mm) minimum thickness aluminum, molded fiberglass reinforced composite, or approved equal; alternatively, these panels may be formed by extensions of the window masks or flat diagonal sections using the materials listed in this section. Alternative techniques may be proposed in place of those described in the prior paragraph to permit the cornice areas to be used as equipment lockers, subject to the following restrictions: The areas shall be covered with flat panels that will provide the transition from the ceiling to side walls; The design shall be coordinated with card holders above the windows, if card holders are used (TS 15.3.15); The panels shall be hinged at the top and secured at the bottom by key-operated latches, operated with the staff key, and shall have hold open devices; and Construction shall use the materials described in TS 15.3.9.2 or formed sheet metal with an approved thermosetting powder coating as specified in TS 19. The ceiling under the overhead air conditioning units shall have a minimum number of joints. Exposed, but inconspicuous, approved quick-acting quarter-turn fasteners shall be used for access. Access panels and/or grilles under the overhead air conditioning units shall be hinged and equipped with safety catches and jacketed safety chains. Moldings Joints between interior panels shall have a modern appearance without dirt-trapping crevices or exposed edges. If joints between interior panels are covered with a molding, it shall be a snap-on, H-Type plastic insert or other type having no exposed fasteners, unless otherwise approved. Moldings shall be hard-surfaced plastic, plastic-coated aluminum, or steel, or aluminum or steel coated with an approved thermosetting powder coating. Moldings shall have a color and gloss matching the adjacent lining, or anodized aluminum. Moldings shall be mechanically attached to the car structure. All non-metallic moldings and inserts shall meet the smoke and flammability requirements of TS 19. Interior Equipment Supports Ceiling panels and wall linings shall not be used to support any equipment. All equipment shall be supported directly by the car structure or by hangers welded to the car structure. Ceiling panels may be supported by the air distributor-light fixture assemblies and by hinges welded to the roof structure; these hinges shall be no greater than 40 in. (1015 mm) apart. Windows All windows shall be of the single-glazed, fixed type. All windows shall be supported directly by the car structure with neoprene glazing strips, except where frames are used, in which case the frame shall be supported directly by the car structure with neoprene glazing strips. The glazing strips shall be laced from the outside of the vehicle. The ends of the glazing strip shall be joined together by the hot vulcanization process to form an endless glazing strip. Bonded windows may be proposed, subject to review and approval by the Agency. Sash frames, where used, and glazing strips shall be arranged so that they are easily removable from the outside of the vehicle. In all cases, sash frames and glazing strips shall have internally rounded corners, both inside and outside the vehicle. Glazing sections shall make a watertight seal without the need for sealing compounds between glazing strip, glass and carbody structure. Side and Door Windows The side and door windows in the passenger section shall be 1/4 in. (6.4 mm) laminated safety glass, tinted neutral gray, and shall meet the requirements of TS 19. All side-facing glazing shall meet the requirements of ANSI Z26.1. The side and door windows in the passenger section shall have 44 percent, (4 percent, light transmission, subject to the approval of the Agency. The area of each passenger-side window shall be maximized. The top horizontal edge of the side window shall be located not less than 72 in. (1830 mm) above the finished floor. Passenger side windows and mountings shall remain fully attached to the vehicle during and after application of a load resulting from a 95th percentile adult male being thrown against the inside window surface with a force of 5g. Individual side windows shall be interchangeable with windows of the same size. Not more than three different window sizes shall be used for the side windows, or as otherwise approved by the Agency. The window arrangement shall be subject to the Agencys review and approval. Vandal Shield (if used) Passenger compartment windows and windscreens shall be supplied with an optically clear, distortion-free layer of polyester film on the interior facing surfaces. The polyester film shall be Vandal Shield or approved equal and shall be installed such that it can be removed and replaced without removing the glass from its frame and glazing rubber. Windshields The windshield shall be one piece of laminated safety glass meeting the requirements of TS 19. The windshield shall be flat or curved as required by the approved vehicle design. The windshield shall be constructed to meet the FRA Type I impact and ballistics requirements per 49CFR 223. The windshield shall be retained in an endless neoprene glazing section or aluminum frame. The windshield installation shall be watertight without the use of any sealants except between an aluminum frame and the carbody, subject to the Agencys review and approval. The windshield shall minimize external glare and internal reflections. The windshield shall be provided with a band of graduated tinting at top. The upper portion of the windshield may cover the end destination sign. If used, the destination sign legend area shall not be tinted. The tinting scheme shall be submitted to the Agency for review and approval. The windshield shall permit a field of view for a seated Operator, in all seating configurations, ranging from a fifth percentile female to the 95th percentile male as defined in The Measure of Man and Woman, revised edition, as follows: The vertically upward view shall be a minimum of 15 degrees, measured above the horizontal. The vertically downward view shall permit detection of an object 42 in. (1060 mm) high (measured from top of rail) placed 24 in. (610 mm) in front of the vehicle anticlimber. The horizontal view shall be a minimum of 90 degrees about the forward line of sight. A standing Operator shall be able to see and confirm the position of the vehicle coupler in order to confirm safe alignment for coupling. If installed in a vulcanized rubber molding or a separate frame, then the windshield shall be easily replaceable from outside the vehicle by removing a locking strip from the moldings, or be removing the frame. Cab-Side Windows The cab-side windows shall be capable of being opened, with the mechanism approved by the Agency. The cab-side windows shall be laminated safety glass constructed to meet the FRA Type II impact and ballistics requirements per 49 CFR 223. Cab-side window tinting shall be approved by the Agency. A latch, operable from the inside of the cab only, shall be provided on the side window to hold the window closed. The window shall be weather-stripped, reinforced and shall not rattle while the train is in motion. Provisions shall be made to hold the windows partly and fully open. Alternative side window arrangements that provide for access to the side mirrors and pole-mounted switches, and provide for controllable cab ventilation, may be proposed for Agency approval. The window frame shall be aluminum with satin anodized or powder coated with color to suit the cab interior styling and color scheme. Seating Passenger Seats Each vehicle shall be provided with passenger seats that meet the requirements of TS 19. The seating arrangement shall be per chosen interior layout agreed upon per TS 12.3.1. Seat dimensions shall be as follows: The minimum total seat depth, measured from the seats forward edge to the forward surface of the seat back, shall be 16 in. (405 mm); and The minimum seat pitch shall be 30 in. (760 mm); and The individual seat width shall be 18.5 in. (470 mm); and Overall multiple-passenger seat widths shall be multiples of 18.5 in. (470 mm). Seat Construction The seat construction and its attachments to the carbody shall withstand, without permanent deformation, the loads to be expected in transit operation, but in no case less than the following: The seat design and installation shall withstand a longitudinal force (acting in both directions from front of seat to back, and back of seat to front, and equally distributed along the grab handle) of 300 lbf (1335 N) per sitting position (total 600 lbf (2670 N) for two-passenger seat) with deflections everywhere less than 0.75 in. (19.0 mm) with no failure. A permanent set of 0.125 in. (3.2 mm) or less will be permitted under these conditions. The seat design and installation shall withstand a downward vertical load applied uniformly along the front edge of each sitting position of 400 lbf (1780 N) (total 800 lb (3560 N) for two passenger seat). A permanent set of 0.125 in. (3.2 mm) or less will be permitted under these conditions. The transverse seat attachment to the floor, side structure, and seat boxes, as appropriate for the design, shall be constructed to resist the load resulting from two 95th percentile adult males being thrown against the seat with a longitudinal force of 5g, with the loads being applied both from the back and front of the seat. Seat distortion shall be allowed; however, the seat shall not tear loose from its fastenings. Seats shall either be pedestal mounted or cantilevered from the wall. If seats are supported by a pedestal, then pedestals shall be installed not less than 6 in. (150mm) from the aisle edge of the seat. Pedestal-mounted seats shall also be attached to the wall. If seats are cantilever mounted to the wall, then the wall structure shall be adequate to withstand the seating loads experienced in service without deflection, and the loads resulting from Paragraph 1 above. A stainless steel, energy-absorbent grab handle shall extend across the top of the entire seat back and shall be firmly attached to the seat frame, except where the seat back is adjacent to a windscreen or wall. Each passenger seat frame and its support shall be constructed as an integrated unit. Seat attachment shall permit easy replacement of the seat. The seat mounting method shall be subject to the Agencys review and approval. Seats shall be mounted on seat boxes only if reviewed and approved by the Agency. Seats that provide access to under-seat equipment boxes shall be designed to allow easy and frequent removal without wear or damage to any part, if seat removal is required for enclosure access. Removable seats shall be equipped with a lock operated by the staff key described in TS 15.3.18. Gaps between seats and walls or windows shall be controlled or held rigid to prevent injury when the seat moves. Stainless steel used for seat and back pans, visible framing and pedestals shall have a 180-grit horizontal finish subject to review and approval by the Agency. The seat back pans shall be sculptured to provide knee room. No manufacturers logos or markings on the seats shall be visible to passengers. Cushion Inserts (if used) Cushion inserts shall be provided for all passenger seats. All seat inserts of a given type shall be completely interchangeable. The cushions shall be removable, shall be provided for both bottom and back installation, shall not be less than 0.5 in. (13 mm) thick, shall be low-smoke flexible foam, and shall be contoured for comfort. Cushion upholstery material shall be a flat woven transportation quality 90 percent wool, 10 percent nylon blend back-coated fabric, as reviewed and approved by the Agency. The fabric pattern and colors shall be developed jointly by the Agency, the fabric supplier and the Contractors industrial designer. Alternate materials may be proposed, subject to review and approval by the Agency. Cushion inserts shall be constructed of fire-retardant materials meeting the requirements of TS 19. Seat and back inserts shall be detachable by means of a simple release mechanism employing a tool so that the inserts are easily removable by the maintenance staff, but not by passengers. Sample Seat Prior to placing a quantity order for seats, the Contractor shall furnish to the Agency one complete set of each type of seat, including trim finish, constructed in accordance with the design provisions specified above. Mobility Impaired Accommodations Two longitudinally oriented wheelchair spaces shall be provided in each vehicle. Handrails shall be provided in the wheelchair spaces in locations convenient for use by the mobility impaired. Mobility impaired accommodations shall comply with the Americans with Disabilities Act (36 CFR 1192 and 49 CFR 27, 37 and 38), in accordance with the Interior Layout Plan, per TS 15.3.2. Flip-Up Seat Construction The back of the flip-up seats shall be designed to be similar in shape and contour to the standard two-passenger seat back, complete with cushions. The flip-up seats shall be supported by the wall, floor structure or combination thereof as agreed upon in the seating design plan. The seat bottom shall be spring-loaded to reduce the force required to lift the seat to 5 lbf (22 N) or less. Stanchions and Handrails The stanchion arrangement shall be included in the seating design plan. Vertical stanchions shall be located on the aisle side of each windscreen. Vertical stanchions shall be rigidly mounted to the floor or transverse seat grab rails. Vertical stanchions shall extend to the ceiling. The upper stanchion mounting shall be to car structure, arranged so that stanchions do not transmit any carbody structural forces. Stanchion mounting shall prevent twisting and shall not produce rattling or noise. Diagonal grab rails shall be provided on each side of the interior step wells, if used; they shall be rigidly attached to the floor at the bottom and top of the steps and function as a handhold for passengers. Longitudinal grab rails, mounted to the vertical stanchions, the ceiling and the cab partition, as appropriate, shall be provided along each edge of the center aisle above the seating area. Hand straps shall be provided in each car, attached to the longitudinal grab rails, for passengers who cannot reach the longitudinal grab rails. Alternative handhold devices are subject to the approval of the Agency. The stanchions, grab rails and fittings shall be made of stainless steel with an approved circumferential finish or powder coating. Knuckle clearance shall be 1.50 in. (38 mm) minimum. All fasteners shall be tamper-resistant, low-profile stainless steel. All stanchions and grab rails shall comply with the Americans with Disabilities Act (36 CFR 1192 and 49 CFR 27, 37 and 38). Each vertical stanchion and grab rail and its mountings and supports shall withstand, without permanent deformation, a horizontal load of 300 lbf (1335 N) applied in any direction at the midpoint of the stanchion or grab rail. Each horizontal and diagonal grab rail shall withstand, without permanent deformation, a vertical or lateral load of 300 lbf (1335 N) at the midpoint of the span. Windscreens A windscreen shall be provided adjacent to each side of all side doorways. Windscreens shall be located so that the clear door opening is not reduced by the vertical grab rails adjacent to the doorways. The windscreens shall be solid 0.5 in. (13 mm) minimum thickness double-sided, melamine-faced plymetal panels in the wainscot area. Lights used in windscreens above the solid panels shall be 0.250 in. (6.5 mm) minimum thickness, clear, laminated or tempered safety glass or polycarbonate. Alternatively, upper panels in windscreens may be FRP to suit the interior styling and color scheme. If a light is used in the position of the upper panel, it shall be retained in an aluminum frame attached flush to the top of the lower windscreen panel and sidewall. Tempered glass and polycarbonate panels may be used without an aluminum frame. The upper edge of the frame or tempered glass panel shall be attached to the windscreen stanchion and shall be at least 72 in. (1830 mm) from the floor. A minimum of 2.5 in. (64 mm) shall be provided between the glass panel frame or tempered glass panel and the windscreen stanchion for hand clearance. The windscreens adjacent to the wheelchair spaces shall be of reduced width to provide wheelchair maneuvering room. Interior Equipment Enclosures All electric or electronic equipment located inside the vehicle shall be mounted in approved, dustproof, watertight, under-seat equipment enclosures or in electric lockers in the cab, adjacent to the articulation or in the ceiling cove area. All equipment located in electric lockers shall be readily accessible and shall be removable through an access cover. The electronic equipment access cover shall be secured with quarter-turn locks operable with the staff key, except as approved by the Agency. The electronic equipment access covers shall be rattle-free during the operation of the vehicles. All interior enclosures shall have tops, sides and bottoms of 304 stainless steel or equivalent. Interior surfaces of high-voltage electrical equipment enclosures, where not lined with insulating panels, shall be painted with one coat of an approved primer and one top coat of white insulating gloss paint. As an alternative, a thermosetting, resin-based, powder coating may be applied to high-voltage areas, provided it is appropriate for the application. The insulating rating of the coating in its applied and cured state shall be twice the highest voltage in the box or 2000 V, whichever is greater, unless other specified. Interior surfaces of low-voltage electrical equipment enclosures shall be primed and painted with an approved white electrical insulating paint or powder coating. The insulating rating of the coating applied shall be 1000 V minimum. Equipment enclosures located under seats shall be constructed of a stainless steel structural frame, and faced with sheets of brushed stainless steel. Access to under seat enclosures shall be by removal of the seat (see TS 15.3.10.2) or through access panels in the seat enclosure. Seat boxes shall have a removable access cover. Run Number Sign (if used) An electronic run number sign shall be provided and installed to the left of the Operators position in each cab. All digits shall have the capacity to display any number from 0 to 9. Size and location shall be such that the sign can be easily read through the windshield from street level. Provision shall be made to view the number while setting the sign. Lighting shall be by LEDs energized from the low-voltage DC power system. The sign shall be illuminated whenever the adjacent cab is energized except during loss of LVPS output. Advertisement Card Holders and Display Racks (if used) Continuous card holder channels shall be located inside the car on the panels above the windows. The back of the holders shall be open so that the car interior finish will show in the event that the holders have no cards. The color of the card holder channels shall match that of the surrounding panels. The design of the channels shall be such that the ad cards cannot sag or slip out of the holders during train operation. Display racks to accommodate brochures, fliers or other informational material shall be provided at the articulation bulkheads, facing the ends of the car and on the backs of the cabs, facing toward the articulations. Display racks shall retain their contents and shall be mounted approximately 48 in. (1220 mm) above the vehicle floor. Front-facing sections of the display racks shall be constructed of clear polycarbonate to enable reading of the material through the front of the pocket. Quantity and sizes of advertisement racks shall be defined by Agency. Power Receptacle Power receptacles primarily for maintenance and cleaning crews shall be provided at approved locations throughout the vehicle. A minimum of three receptacles shall be provided on each vehicle. Power receptacles shall have spring loaded, water resistant covers. One GFCI power receptacle shall be provided inside the electrical locker where the 120 V circuit breaker is located and shall provide downstream protection for all other receptacles on the car. The receptacles shall be rated for 20 amps and shall be fed by a 20 amp circuit. Receptacles shall comply with Federal Specification W-596. Emergency Equipment A Class 4-A-60BC fire extinguisher shall be located in each Operators cab and one in the passenger compartment. The fire extinguisher shall be 10 lb capacity. The fire extinguishers shall be listed by UL. The fire extinguisher mounting arrangement shall be submitted to the Agency for approval. If a third rail is used, a shoe paddle holder shall be provided inside the cab with the capacity to hold as many paddles as are required by the Agency. Keys and Locks Three different types of keys shall be provided for access to various car equipment or controls. The three types shall be: Master controller key: Shall operate the master controller key switch, as described in TS 2, and provide access to the cab via the cab door. The master controller key shall be a seven-pin tumbler tubular key cut to a code assigned to the Agency. Crew key: Shall allow the Agencys operations and maintenance staff personnel to open most (see maintenance key, below) access panels, and shall be used for side skirt removal, exterior forward door manual release and door crew switch operation. Maintenance key: Shall allow the Agencys maintenance staff to gain access to maintenance screens on the Train Operators display and gain access to high-voltage or other areas that should be secured from open staff access. The Contractor shall submit samples of each type of key to the Agency. Emergency Intercom and Stop Request Intercoms shall be as detailed in TS 13. The door pushbuttons may be used for the passenger stop request function; refer to TS 6. Bicycle Accommodations (if used) The Agency shall specify the number and locations of spaces to be designated for bicycle accommodations. Bicycle storage shall be primarily vertical, and shall be located near the doors. Bicycle storage shall not obstruct access to the doorways for the other passengers. The bicycle storage units shall require that the bicycles be minimally lifted. The bicycle racks shall be the bracket (hook) type and shall be suitable for holding adult size bicycles. All visible components shall be constructed from aluminum or stainless steel, powder paint coated to match the surrounding color scheme of the walls, except for wearing surfaces, which shall have a clear, hard anodized finish if aluminum or brushed if stainless steel. Each single bicycle bracket and its mountings and supports shall withstand, without permanent deformation, a horizontal load of 300 lbf (1330 N) applied in any direction on the bracket. Each single bicycle bracket shall withstand, without permanent deformation, a vertical load of 300 lbf (1330 N) at the bracket. Each bracket shall have the ultimate strength to resist loads due to individually applied accelerations acting on a representative bicycle weight of 50 lbf (220 N) in the following directions: 8 g longitudinally, 4 g laterally, and 4 g vertically. Interior Signage and Graphics Graphics shall be provided throughout the vehicle to provide passengers and personnel with pertinent information regarding vehicle operation and safety. All controls and devices intended for crew use shall be clearly labeled with text. All equipment intended for passenger use, however infrequent, shall be labeled both with text and graphical figures or icons. Examples: International symbol of accessibility; Priority Seating; Emergency Exit; No Smoking; Intercom directions; and Door emergency release. At a minimum, the following text and graphics shall be provided: Car numbers shall be applied to both the exterior and interior of the car as described in TS 2. Car number locations, sizes, colors and numbering sequencing shall be submitted to the Agency for review and approval during design review. All console switches or wall exposed switches and operating devices shall be labeled by engraving into the panel or other approved means. Painted or silk-screened labels shall not be permitted. All test points, fault indicators, modules, wire junctions, pipes, tubes and wires shall be identified. All components, including hidden devices, shall be labeled with stainless steel plates or other means approved by the Agency. All equipment boxes shall be labeled with safety warnings for high voltage if appropriate. The labels shall be embossed stainless steel plates, mechanically fastened to the access cover. Validation Requirements A validation program of analysis and/or testing shall be undertaken to demonstrate compliance to this section. See TS 21 for specific requirements. The carbody interior panels, floor rubber, seats and windows shall be compatible with the Agencys car cleaning chemicals and cleaning equipment. Interface Requirements [Insert as required] Maintenance Requirements The carbody interior panels, floor rubber, seats and windows shall be compatible with the Agencys car cleaning chemicals and cleaning equipment. The vehicle interior shall meet the maintenance requirements of TS 2.9. Agency-Specific Requirements [Insert as required] Mock-Up Evaluation Refer to TS 20 for complete mock-up requirements. Trainline and Local Signal Architecture General A detailed plan shall be submitted regarding the identification and transmission of all control signals subject to the requirements of this section. The control signals identification and transmission plan submission shall include a preliminary safety and hazard analysis. The control signals identification and transmission plan shall utilize IEEE 1475 for guidance. The network system shall maintain an open design plan that utilizes network components and transceivers that are either non-proprietary or proven to be available from multiple manufacturing sources. Trainline networks shall be designed to consider the coupler pin connections and their limitations. Multiplexed signals shall be designed to consider the coupler pin connections and their limitations. The Contractor shall supply all hardware to allow command, control and diagnostic information to be transferred between systems on and among cars in a consist. The Contractor shall supply all software to allow command, control and diagnostic information to be transferred between systems on and among cars in a consist. The Contractor shall minimize car wiring by using serial data communications between equipment where feasible. Performance The design shall allow either network to operate the train without degradation of performance whenever at least one network is operational. The systems shall always maximize the use of available data so that problems with one network shall result in the immediate use of data, if available, from the other network. Component faults shall neither inhibit nor severely degrade train control functions other than the failed component. The audio trainlines shall allow for simultaneous operation of both analog and digital audio communication. The passenger emergency intercom shall have priority over other audio announcements. Communication related to real-time control, such as propulsion control, shall be prioritized to the extent that anomalies in system stability and operation are prevented. The Contractor shall present calculations, approved by the propulsion and the brake Subcontractors, of the variations in transmission time, as related to the real-time control requirements, for review and approval. Specific Requirements Trainlines General Trainlines shall consist of discrete wires for: Selected signals; Audio signals; Battery common reference; and Networks for other signals and data. The audio trainlines consist of PA and PEI operation. Safety critical signals shall utilize battery level trainlines, Type 1 circuits (IEEE 1475), for the following signals: Emergency brake; Doors closed signals; Propulsion mode; Coast mode; Brake mode; Track brake; Friction brake release signals; Forward; Reverse; and Communication (PEI is safety critical). The following signals shall be communicated on types I, II or III circuits as described in IEEE Standard 1475: Tractive effort modulation; and Door control . Type II circuits shall utilize PWM trainlines for signal modulation. If a Type III circuit is used to communicate any control signal, then the circuit shall be redundant. Spare trainlines shall be included in the network design subject to approval by the Agency. For additional requirements on low-voltage trainlines, refer to TS 9. Diagnostic Data Diagnostic data shall be communicated using an independent Type III network as described in IEEE Standard 1475. Alternate methods for transmitting diagnostic data may be proposed if: Data can be transmitted or combined onto another network; or Combination/transmission of data causes no data interference. Networks General The network design shall include an evaluation of the network topology. The architecture shall allow for additional subsystems and functions within initial subsystems. Network design shall include whether the network is operated as peer-to-peer or client-server. The physical network shall include redundancy. Where redundant networks are employed, they shall not be run in the same conduit or wire way. To verify appropriate operation for each application, the Contractor shall conduct specific tests for: Signal voltage levels; Bias voltage levels; and Data speeds. Prior to approval of the network design, the Contractor shall submit detailed calculations for review and approval of peak data traffic levels, average data traffic levels and network delays. The network delay calculations shall include the expected average delays. The network delay calculations shall include the distribution of the delay times. The Contractor shall also submit peak and average traffic levels for the transmission media, as recommended by the protocol Subcontractor, for review and approval. The calculated peak and average traffic levels shall not exceed 60 percent of the recommended peak and average traffic levels. Network communication through the automatic electric coupler by optical fiber is disallowed. During vehicle commissioning, the Contractor shall measure peak and average traffic levels. The actual peak and average traffic levels shall not exceed 70 percent of the recommended peak and average traffic levels. In no case shall the trainline network speed exceed 500 kbps without verifiable service proven history or prior approval. Audio system communications shall be exempt from the 500 kbps requirement. Protocol The network protocols and transmission methodology shall conform to IEEE Standard 1473. Protocols shall include error detection. The Contractor shall present the selection factors for the combinations types I, II, III and IV that shall be used for these vehicles. The network protocol shall provide services at all seven layers of the ISO open system interconnection communication model. Portable Test Equipment PTE associated with the networks shall be capable of performing detailed diagnostics. PTE associated with the networks shall be capable of performing real-time monitoring of network activity. During vehicle revenue operation, the PTE shall be limited to real-time monitoring and diagnostics of the received data. PTE shall have the capability to directly communicate with any node on the network within either a car or the entire consist. PTE shall be able to diagnose and annunciate any subsystem on the car or in the entire consist that has a faulty network node. PTE shall have the capability to disable and enable nodes on the network within either a car or the entire consist. PTE shall translate all data, both in and out of the diagnostic units, into engineering units. Any hexadecimal presentation of data shall be in addition to the engineering units. Protocol analyzers shall be provided for any network supplied. Controls Vehicle Network Controller Each vehicle shall include a functional entity VNC. The VNC shall manage the local vehicle network(s). The VNC may be physically implemented within a more comprehensive equipment package. The VNC shall act as a router. The VNC shall manage the data flow between the local vehicle network(s) and the trainline network(s). The VNC shall automatically identify the vehicle upon which it is installed. The VNC shall prevent local vehicle faults from interfering with train operation. Train Network Controller A TNC shall be included within each vehicle.. The TNC shall act as the router between the vehicle and trainline data communication. When vehicles are coupled and uncoupled, the TNC shall automatically reconfigure itself for the new train configuration. The TNC shall identify every vehicle in the train by car number. The TNC shall know the order of the vehicles in the train. The TNC shall explicitly identify the ends of the train. Defective TNC or VNC network equipment in a vehicle shall not prevent the proper configuring of the train. The TNC shall identify that the defective vehicle is present. The TNC shall identify what portions of a VNC are not responding. Validation Requirements A. validation program of analysis and/or testing shall be undertaken to demonstrate compliance to this section. See TS 21 for specific requirements. Networks To verify appropriate operation for each application, the Contractor shall conduct specific tests for: Signal voltage levels; Bias voltage levels; and Data speeds. Prior to approval of the network design, the Contractor shall submit detailed calculations for review and approval of: Peak data traffic levels; Average data traffic levels; and Network delays. The network delay calculations shall include the expected average delays. The network delay calculations shall include the distribution of the delay times. The Contractor shall also submit peak and average traffic levels for the transmission media, as recommended by the protocol Subcontractor, for review and approval. The calculated peak and average traffic levels shall not exceed 60 percent of the recommended peak and average traffic levels. Protocol Management protocols for the trainline networks shall be reviewed and approved by the Agency. Interface Requirements Networks Architecture shall allow for additional trainline functions without degrading network operation. The physical network shall be constructed using the appropriate wire type to support the network. Network wires shall be physically isolated from sources of EMI. The physical network design may utilize multiple logical networks. Network fault recovery shall be automatic. Network component faults shall cause the affected vehicle equipment to revert to a safe default mode of operation. Network interfaces shall be designed to eliminate the possibility of a transceiver component fault disabling the network. Network systems shall be designed so that the failure of any network element to respond properly shall not inhibit or severely degrade network functions outside of the unresponsive portion. When nodes on the network are replaced, the network system shall automatically identify the replacement equipment and establish its network communication links. In the case of a failed node, the network system shall automatically diagnose and annunciate which node is defective. All nodes on the network shall collect summary statistics regarding current and historical error rates and make the information available through the monitoring and diagnostic system. Protocol All layers of the network protocol other than the application layer shall be transparent to the various vehicle system Subcontractors. Maintenance Requirements The trainline systems shall meet the maintenance requirements of TS 2.9. The Contractor shall outline the network problem resolution process which shall contain methods for how the problem is: Detected; Reported; Repaired; Reviewed; and Approved. Complete interference descriptions and details shall be provided for review and approval. All single point failures that may cripple a train must be identified and provided for review and approval processing regarding their degree of acceptability. Additions and/or changes to any vehicle system shall be easily incorporated into the existing architecture without modification to other portions of the train control system. The Contractor shall submit an interface control document for every system associated with the aforementioned network. Agency-Specific Requirements [Insert as required] Monitoring and Diagnostics General Each vehicle shall be equipped with a monitoring and diagnostic system (MDS). The MDS shall be a physically distributed, functionally integrated system that monitors signals and events within the car and within subsystems on the car and stores the collected subsystem, car and train data in non-volatile memory. The MDS shall be comprised of hardware and software providing fault and event information in accordance with the Agencys maintenance philosophy. The maintenance philosophy on which the hardware and software depend shall be defined at the system level during the earliest program review meetings. Performance Requirements The MDS shall have sufficient non-volatile storage to retain all recorded data without overwriting for at least the interval between periodic inspections. Time from power-up until the MDS system is fully operational and the complete consist is displayed correctly on the train operators display (TOD) shall not exceed [Agency to specify] s. Time from a change in consist (coupling, uncoupling) until recognition of the new consist and correct display of the new consist on the TOD shall not exceed [Agency to specify] s. Specific Requirements General The MDS shall consist of the following elements: Central diagnostic unit: This subsystem shall serve as the MDS system manager and as the central repository for selected subsystem status, event and fault data. Subsystem diagnostics: Each intelligent subsystem shall incorporate its own MDS functionality and shall report a subset of MDS data to the CDU, as approved by the Agency. User interface: The primary user interface shall be by means of a TOD mounted on the cab console. Additional interfaces shall be provided to permit downloading of stored diagnostic data. Wireless data link: A wireless data link shall be provided to transfer selected MDS system data to the wayside. A wide variety of accurate operating (status) information and current and historical fault data shall be available from all subsystems, whether or not they utilize microprocessor controls. Intelligent (microprocessor-based) subsystems shall incorporate internal self-testing, diagnostics and fault logging to support vehicle commissioning, revenue operations and ongoing maintenance. The system-level maintenance philosophy shall clearly define which information is of interest under the operating conditions that will apply to the vehicle fleet. MDS system hardware shall comply with the requirements of TS 19. MDS system software shall comply with the requirements of TS 18. MDS Functions The system shall collect, analyze and report information to the crew and maintenance personnel regarding the vehicle subsystems in order to minimize service delays and the time required to troubleshoot and repair the cars. The system shall make it possible for the Operator or maintenance personnel to immediately determine the cause of an existing or impending serious problem and take corrective or preventive action. The system shall also make it possible for maintenance personnel to troubleshoot any problems to the line replacement unit (LRU) without the need to use external test equipment. MDS sampling and recording rates shall be selected to optimize the requirements of the monitored subsystems. The MDS shall use the data networks described in TS 16 to efficiently, rapidly and accurately collect information and relay its information to its display. Network data rates shall be sufficient to support the data transfer requirements of the MDS without exceeding the bandwidth requirements specified in TS 16. On-Board Equipment Central Diagnostic Unit (CDU) Each vehicle shall incorporate a central diagnostic unit (CDU), which shall serve as the manager and central storage facility for the vehicle MDS. The CDU shall be integrated with the vehicle network controller (VNC) described in TS 16 unless otherwise approved by the Agency. Subsystem Diagnostics Each individual vehicle subsystem shall perform its own diagnostics and shall log data appropriate to every fault. A subset of this fault information, along with selected operating status information, shall be provided to the CDU. The CDU shall provide the required diagnostic capability for non-intelligent subsystems that are not otherwise provided with diagnostic capability. The MDS shall use existing subsystem sensors to the greatest extent possible, and shall use independent sensors only where necessary. User Interface The MDS shall report information by way of the TOD located in the cab console of each cab. Wireless Data Link The MDS shall also report selected information through a wireless data link to wayside receivers. Interface with Train Operator Display Menu Hierarchy The operating/trouble screens and the maintenance screens shall obtain the information to be displayed from the MDS. Each screen may employ one or more levels of subsidiary screens that present more extensive information. No subsidiary screen shall be employed unless the complexity and scope of the information to be presented precludes its presentation directly on a higher-level screen. Subsidiary screens shall be arranged hierarchically, with a consistent interface to facilitate moving up and down the hierarchy. Screen Formatting Where the same information is provided on several different screens, it shall be presented the same way (text, graphics, color) and in the same location, but not necessarily the same size. The interface for screen selection shall be consistent among all of the screens described in this section and TS 5. All screens shall display the following information: Time and date: Indication of hh:mm in the 24-hour system and MM-DD-YY format. Consist: Graphical indication of all cars in the train. Operating/Trouble Screen(s) There shall be two fundamental types of information displayed by the MDS system: Information intended for Operators; and Information intended for maintainers. This section addresses information intended for operating personnel. The purpose of the operating/trouble screen is to provide pertinent information to the Operator or field personnel concerning conditions that affect the immediate operation of the train. Information provided on the operating/trouble screen shall be a subset of information being collected from the train and vehicle subsystems and analog sensors. Providing the trouble screen information to the TOD shall have priority over other activities of the MDS. Fault Hierarchy Faults shall be categorized at a minimum of three levels of severity, defined as: Faults that require immediate Operator action; Faults that require action at the end of run; and Faults that require action at the next periodic maintenance interval. The collection and presentation of trouble screen information shall have priority over other MDS functions. Required Information The operating/trouble screen shall present, at a minimum, the following information: Manual door release activation: Location of affected doorway. Passenger emergency intercom activation: Location of activated unit. Door not closed and locked: Location of affected doorway. Door open en route: Location of affected doorway. Door cut out: Location of affected doorway. Friction brake applied: Location of car, truck, side. Brake in emergency: Location of car with car number. Propulsion fault: Location of car with car number. Auxiliary power fault: Location of car with car number. Air hydraulic fluid supply fault: Location of car with car number. Suspension fault: Location of car, truck, side. Network fault: Location of car and network ID. HVAC fault: Location of faulty unit. Information shall be depicted both graphically and textually, unless otherwise approved by the Agency. Graphical information shall depict the location of the faulty item in the consist. Textual information shall identify the fault, along with its location. Location information on fault events or alarms shall be graphically detailed enough to show which vehicle in the train and the correct position on the vehicle, supplemented by text including vehicle number and enough additional detail to isolate the fault to the subsystem or component. Text information shall include car number, end, truck, side and/or location designation (e.g., R2 doorway) as appropriate. Automatic Consist Configuration The system shall automatically detect and provide a correctly oriented display of vehicles by car number as they are added or removed from the train consist. The consist display shall include, at a minimum, the following information: Vehicle numbers, in order; Vehicle orientation; The lead vehicle and active cab end; and Direction of travel. Corrective Action If Operator corrective action must be taken immediately, then the recommended corrective action shall be listed upon acknowledgement of the fault condition. Maintenance Screens General This section addresses information intended for use by maintenance/operations supervisory personnel. Access Control There shall be a selection of maintenance screens, arranged to provide access to all MDS functions and capabilities. Access to all MDS functions and capabilities shall be password protected. Status Displays Status screens shall display real-time status information from system, subsystem and intelligent sensors (not part of a subsystem) at the train and vehicle level. Status shall be defined to include only current subsystem status and active faults. Historical Displays Fault logging screens shall display a history of failures of car subsystems. The fault data shall include the time/date, location (if vehicles are equipped with GPS or other equipment to determine location), vehicle number, the system concerned, and a brief description of the fault. Format of Displays Format of the individual subsystem fault logs shall be consistent regardless of the source of the fault data. The maintenance screens shall allow scrolling through all logged faults by the subsystem. Fault Data Provision shall be made to identify the severity level of all fault modes in each vehicle system, whether or not they are microprocessor controlled. Provision shall be made to allow the user to scroll through the content of individual subsystem fault logs resident in the subsystems. The Contractor shall work with all Subsuppliers so that each subsystem fault log contain fault codes and associated descriptions that match each other whether viewing the log resident in the MDS or the subsystem itself. Fault logs shall be available to the maintenance personnel for review on the screen or to be downloaded to the portable test equipment (PTE or storage media). The MDS shall identify faults down to the lowest level replaceable unit (LLRU). Fault Log Memory Management The memory arrangement of the fault data input shall be such that when the capacity of the system is reached, previously logged faults shall be overwritten on a first in, first out (FIFO) basis, thereby preserving the most recent faults in the memory system. A Fault Log Full message shall indicate when newer faults began to overwrite older faults in any fault log. Provision shall be made to conserve fault log memory by incrementing a counter for repetitive faults rather than making a new entry. The download of fault information to a laptop PC or to a flash memory card shall not automatically clear the log. A separate action shall be required from the PTE to clear the log and reset faults. Access to Fault Data The maintenance screens shall allow access to the fault logs of every subsystem of every vehicle in an existing train, without the need to move from vehicle to vehicle. In addition to preprogrammed screens, a maintainer shall be able to access the fault information as follows: Customized data display: A maintainer shall be able to select customized subsets of historical or status data, such as a time frame of interest or specific data from different subsystems for display on the same screen. Self test: A maintainer shall be able to initiate self-tests of all subsystems and view the results without changing screens. All subsystem self-tests shall perform a full operational check to the extent possible with the vehicle stationary. Execution of self-tests shall be possible only when the vehicle is stopped with brakes applied. Self-tests shall not create any hazardous conditions. For example, friction brake self-tests shall not release all friction brakes on a basic operating unit or consist simultaneously. If any self-test or guided diagnostic activity could lead to a hazardous condition, the maintainer shall be prompted to set up the vehicle in a safe state, e.g. removal of primary power, and the system shall verify the state prior to executing the self-test. Configuration information: A maintenance screen shall allow access to configuration information for each subsystem, including hardware and software revision levels and install date. Self-diagnostics: A maintenance screen shall allow access to the MDSs internal fault logs. Supplementary Testing Capability The MDS shall have the following additional testing capabilities: It shall be possible to set up data-gathering parameters in advance for a specific test run or revenue service run. Such parameters include selecting signals and sampling rates to be captured. Data capture shall be accomplished without additional equipment on board during the test or revenue service runs with agreed storage capacity. The MDS shall be capable of capturing the system level and subsystem operating status data, which is then saved in case of a major fault. The system shall be equipped to accept the input of additional sensors and signals that may be associated with testing and troubleshooting activities. Provision shall be made for adding temporary or permanent analog or digital sensors for use in troubleshooting. The MDS shall be capable of handling the additional inputs in the same way as it handles any other data. Each MDS shall be capable of accessing the data collected by the MDS in any other vehicle coupled into the same train. When vehicles are uncoupled, the fault information of each vehicle shall be resident in the vehicle of origin. Each vehicle MDS shall retain a record of other vehicles to which it has been coupled. Timekeeping Each time the vehicle is keyed-up at a master controller, the MDS shall update its master clock from a GPS-based clock and synchronize all microprocessor based systems in the vehicle with the exception of the event recorder. The event recorder clock shall be independently set according to manufacturers recommendations. Monitoring and Diagnostics Data Collection and Management Portable Test Equipment (PTE) There shall be a conveniently located connector in the cab for portable test equipment (PTE) to fully test the MDS, to download faults and to make any needed changes to user settings. Connector type shall be approved by the Agency. Vehicle Monitoring and Diagnostics System Data Management The vehicle MDS shall be equipped with a wireless communications transceiver for the purpose of transmitting MDS data to the wayside. Communications between the MDS wireless transceiver and the wayside shall be secure and encrypted to prevent unauthorized users from accessing the data or system. A workstation equipped for wireless communications shall be provided to interrogate vehicles when they are in the maintenance facility and storage yard. The workstation shall store and analyze the data collected from the MDS. The transmission (broadcast) technique shall not interfere with or be interfered with by any other system on the train or wayside. Validation Requirements A validation program of analysis and/or testing shall be undertaken to demonstrate compliance to this section. See TS 21 for specific requirements. Interface Requirements MDS Subsystem Diagnostics The MDS shall be designed and suitably buffered such that a failure of the system does not adversely affect the systems it is monitoring, and failures of monitored systems and sensors do not adversely affect the MDS. Wherever possible, the MDS shall be capable of distinguishing between a failure of a system and a failure to communicate with it. The MDS shall communicate with other parts of itself and with other systems and sensors through the network described in TS 16 in the most efficient manner with minimum latency and minimum decoding requirement. Any given subsystem shall provide a defined filtered subset of trouble data to off-board data collector modules of the wayside based portion of the MDS system. The following interfaces between the MDS and other subsystems are required: Time stamp coordination: The MDS clock shall provide the official time stamp for fault information from subsystems. Updates: Any subsystem internal clock shall be periodically updated/corrected on consist key-up by the MDS clock except for the event recorder. Exception reporting: Conditions outside of specified parameters shall be reported to the MDS. Failure indications: Major system failures during operation or during self-tests shall be reported. Diagnostics documentation: Parameters associated with failure indications and exception reporting shall be clearly documented. This includes the identification of the parameters, the relationship(s) among parameters, filtering, time delays, levels, and counting and reset requirements. Historical data storage: Subsystem reports shall be stored in a non-volatile memory for diagnostic use. Records shall include time stamp, condition and associated data. The Contractor shall determine the amount of memory required for the historical data storage based on a 95-day preventative maintenance schedule. Test on demand: Each system shall respond to MDS commands for controlled self-test and report the results to the monitor system. Tests will not be allowed when the cars are in motion. Real-time data: Each system shall provide specific predetermined operating (status) data to the MDS at sampling rates appropriate to the rate of change and priority of the sampled signal and also respond to MDS requests for updated data. Identical log formats shall be used for all vehicle systems. This data shall be accessible at the system, using PTE (TS 22) and through the MDS. Sampling rates shall be menu selected. Custom rates shall be adjustable by PTE. Transmission time delays shall be defined and identifiable. Additional Subsystem Diagnostics In addition to the diagnostic information sent to the MDS, the diagnostics for each major system shall be stored in its own resident memory and meet the following requirements for microprocessor-controlled systems. The following requirements shall also apply to non-microprocessor controlled subsystems to the extent appropriate. The information is expected to correlate directly with and be more extensive than that reported to the MDS. The following diagnostic data shall be stored in the resident memory of each major system: Failure indications: Failures during operation or self-test shall be recorded. Diagnostics documentation: Parameters associated with failure indications and exception reporting shall be clearly documented. This includes the identification of the parameters, the relationship(s) among parameters, filtering, time delays, levels, counting and reset requirements. Historical data storage: Subsystem reports shall be stored in a non-volatile memory for diagnostic use. Records shall include time stamp, condition and associated data. Identical log formats shall be used for all vehicle systems. This data shall be accessible at the system, using PTE (TS 22) and through the MDS. The Contractor shall determine the amount of memory required for the historical data storage based on the preventative maintenance schedule. An LED display on each system shall allow visual verification of the health of the system without the use of either the MDS or PTE. Colors selected for this purpose shall have consistent meaning across all subsystems Maintenance Requirements The monitoring and diagnostic system shall meet the maintenance requirements of TS 2.9. Software Systems General Software Requirements All software for this project, whether resident within an electronically controlled intelligent subsystem or provided as part of a test or interface equipment used for the purpose of post-download data analysis and processing, or incorporated within training technology, shall be subject to the requirements of this section, except as granted by the Agency. In addition to microprocessor controlled systems, the requirements of this section shall also apply to programmable logic components such as FPGAs, CPLDs and other similar devices. Contractor Qualifications The Contractor, as systems and software integrator, and Subcontractors who are providing software, shall have a mature and documented software development process. To confirm their software development process capability, the Contractor shall be subject to a software process audit for itself and for each Subcontractor providing software. The software process audit shall assess the following areas: Documentation generation and control; Clear and concise requirements definition; Traceable verification of requirements and implementation; Configuration control and versioning; and QA oversight. For problem areas identified in the software process audit, an action plan to implement process improvements for the project shall be submitted by the Contractor in a window of time agreed to by the Agency. The audit action plan shall specify the specific procedures, reviews, reports or other activities for the project that shall be implemented to compensate for the noted problem areas. Software Classification Custom All software that is not commercially available (see TS 18.1.3.2) shall be deemed to be custom software and subject to the full requirements of this section. The use of commercially available software shall be approved by the Agency. Reuse of custom software from previous applications is encouraged. Software processes, including verification and validation activities, for the use of reused software shall be documented in the contractors SPMP. Commercially Available Commercially available software shall be readily available in the United States through retail and wholesale sources and shall be subject to the documentation requirements of this section. Examples include operating systems and database software for wayside fault analysis. Contractors shall submit for approval a list of software that is commercially available and that the Contractor would like to be considered for this project. The commercially available category does not include Contractors reused or product line software. Performance General Software shall perform the following basic functions: Implement the desired control scheme such that the specified performance is achieved; Monitor all inputs for unsafe, erroneous or unknown conditions or combinations of conditions; Take appropriate actions to preserve proper functioning; Capture appropriate information to facilitate root cause analysis and repair when necessary; Sample all input conditions at rates sufficient to detect and remedy all unsafe or damaging conditions in the shortest possible time; Perform with sampling rates and program execution times such that the control system is not the limiting factor in response to unsafe or damaging conditions; Meet the timing requirements for all safety-related tasks; Respond safely and predictably when powering up or recovering from power interruptions; Detect all power interruptions likely to have corrupted temporary storage and cause the system to reinitialize all affected routines and temporary data; Use hardware if desired to detect power interruptions; and Limit all output commands to safe levels regardless of any combination of input conditions. Diagnostic Features Microprocessor-based software systems shall perform the following diagnostic functions: Perform self-diagnostic routines and respond promptly, safely and predictably to detected faults; The self-diagnostics shall include tests for program corruption and integrity of memories and subsystems; Permit thorough interrogation of all input, output and internal conditions by external diagnostic equipment. Where approved by the Agency, the ability to implement permanent parameter adjustment made to defined software versions, either through site specific adaptation or subsequent parameter tuning, shall have limited authority, and be restricted to appropriate and safe values. Specific Requirements Operating Systems All use of operating systems shall be clearly identified in the SRS for the software item. Operating systems shall be commercially available and comply with the requirements in this section unless approved by the Agency. All software for this project provided as part of test or interface equipment, provided for the purpose of post-download data analysis and processing, or incorporated within training technology, shall use the customer specified Microsoft Windows operating system available at the start of the Contract unless another operating system is approved by the Agency. Programming Languages General It is preferred that software be written using high-level languages. The language and its implementation for the selected system shall be commercially available in English. All software languages shall have an acceptable installed base to be approved by the Agency. All source code, including comments, shall be specifically identified to the buyer if the code or comments are not in English. Source code shall be: Well structured; Modular; Clearly documented for increased comprehension; and Traceable. Each Contractor and Subcontractor shall define and follow a standard internal coding convention for all software produced. Compliance to this coding convention shall be part of the software V&V processes. PC-based Software All PC-based software, including portable and bench test equipment, shall adhere to the Microsoft s Windows User Experience: Official Guidelines for User Interface Developers and Designers (ISBN: 0735605661) and shall include a Windows"! format help file to provide context-sensitive help to the user of the software. Documentation General All documentation shall be in English. Standards Custom Software For custom software, thorough and accurate software documentation submittal and the Agency s approval are required. Software documentation shall be in accordance with IEEE Std 1558-2004, Standard for Software Documentation for Rail Equipment and Systems and with the additional requirements in this section. The IEEE Std 1558 requirements shall be for a Type 5 procurement type as defined within that standard unless approved by the Agency. Software quality assurance activities shall either be completely documented within the SPMP, or be documented in a separate SQAP in accordance with IEEE Std 1558. Should a SQAP be developed to fulfill this requirement, it shall be deliverable with the SPMP. The documentation requirements for reuse of custom software from previous applications shall be identical to the requirements for new custom software. For commercially available software, software documentation requirements shall be limited to: The original data storage/transfer media; Functional and usage details; All provider manuals; and Licenses required for Agency use. Commercially available requirements and interfaces shall be documented in a specific section of the ICD, and if applicable, the SRS for that component of the system. References to specific sections of the Subcontractors documentation shall be included for all requirements. Software V&V The Subcontractor shall have a fully auditable software verification and validation process. The V&V process shall verify all requirements of the Contract and the SRS. The Subcontractor shall perform documented unit/module testing, integration testing and system testing. At a minimum, this testing shall include full code coverage and branch testing. Submittal General Software documentation shall follow a phased delivery program based upon milestones within the master program schedule. These milestones do not necessarily need to be aligned with overall project milestones; they can be inserted at an appropriate point in the overall program. First Software Milestone Software documents deliverable at the first software milestone include: SPMP; and SQAP (if applicable). Second Software Milestone Software documents deliverable at the second software milestone include: ICD: The contractor shall perform an ICD verification demonstration to show that the ICD has no errors or omissions for all OSI seven levels. Under no circumstances shall the ICD be considered proprietary by the Contactor or its Subcontractor and shall be available for the Agencys reuse and distribution. SRS. SRTM. Equipment Delivery Software documents deliverable at initial equipment delivery and subsequent revision include: SVD; and SUM. Traceability Backward Traceability It shall be possible to trace all software requirements back to the Technical Specification and/or internal contractor business requirements. These traces shall be documented in the SRTM. All references to documentation shall specify the location to a sufficiently specific section of text so the reader easily and unambiguously understands the intention. Forward Traceability It shall also be possible to trace all software requirements forward to the design and associated V&V activities through the contractors internal design process. Forward traceability shall be evaluated in the SPA. Versioning All software items shall have a defined version identification naming system, which shall be documented in the SPMP. Software items shall have verifiable version control based on a calculation CRC polynomial published in the system documentation, or other similar system as approved by the Agency. The version identification naming system shall be a component part of the overall equipment Configuration Control Plan as specified in TS 18.1.2. Software systems with direct or indirect user interface or PTE interfaces shall incorporate version naming information included within the code and reported through the interface. Where possible, the verifiable version control specified in TS 18.1.2 shall be dynamically calculated and reported through the interface. All configuration parameters or other selectable features made to configure the system, either through site specific adaptation or subsequent parameter tuning, shall be identifiable and traceable through the on system display, central diagnostic system, portable test equipment and/or remote diagnostics. Process Deviations All software items shall be developed using the approved software development processes as documented in the SPMP. Only when approved by the Agency may software process deviations occur. The software items resulting from process deviations shall be clearly identified and shall be limited to the specific application, instance and duration approved by the Agency. Software items belonging to this classification shall be brought into process compliance at the earliest possible date or removed from service prior to the specified duration expiration. Software Detail Delivery General Specific subsystem software items, as identified in their respective subsystem sections of this Specification, shall be delivered in sufficient detail such that the Agency may at a future date, and at its own risk, change elements of these programs without the Contractors assistance. All deliverable software source details for this project shall be delivered to the Agency on CD-ROM or DVD-ROM or Agency-approved media. Documentation A software workstation instruction document shall be generated that details the environment, tools, programming steps and verification methods for producing all software items subject to this requirement. Demonstration The deliverable software detail, software workstations and associated documentation and instruction shall be installed on Agency computer equipment and demonstrated and proven to create software items that then must match the delivered software items. Delivery The software details, tools and documentation specified by this section shall be delivered to the Agency prior to the end of the warranty period. Escrow The placing of software details, such as proprietary source code, documents or tools in a third-party escrow account in accordance with GC 7.2, Software Escrow Account, in lieu of submittal to the Agency, shall be permitted, provided that sufficient software information is provided (submitted and/or shown to an approved reviewer) to enable the Agency to evaluate overall system performance. The Contractor shall conduct a software escrow verification test for all escrowed items. Tests, at a minimum, shall verify that all software and developmental tools have been escrowed to Compile, Link and Generate the: Firmware; Object code; P-Code; Executable code; or Whatever is required to run on the vehicle system or PTE or other software-based system supplied by the Contractor or its Subcontractors. Software Tools All software tools, including compilers, operating systems, editors, etc. used on the project shall be the latest version available at the NTP. All tools used shall be commercially available. Proprietary tools shall not be used. All tools shall be capable of being hosted or run on a computer using the customer specified Microsoft Windows operating system or approved equivalent available at the start of the contract. Software Safety General Safety-related software is software that carries responsibility for safety. The SSP shall include a software safety section that applies to any safety-related software or software item that controls or monitors safety-related functions. Safety-related functions accomplished through the use of software shall be considered safety-critical unless an independent hardware means is also provided to mitigate a software failure. The mitigation means shall be documented in the SSP. The requirements for software safety shall meet or exceed the recommended requirements of the CENELEC Standard EN 50128, Railway Applications: Software for Railway Control and Protection Systems. Software Safety Integrity Level The Software Safety Integrity Level of safety-related software systems shall be based upon the requirements of CENELEC Standard EN 50129. The Software Safety Integrity Level is a classification number that determines the techniques and measures that have to be applied in order to reduce residual software faults to an appropriate level. Commercially Available Software For Software Safety Integrity Level 0, the use of the commercially available software shall be accepted with no further precautions. For Software Safety Integrity Levels of 1 or 2, the commercially available software shall be included in the software validation process. For Software Safety Integrity Levels of 3 or 4, the following precautions shall also be taken: The commercially available software shall be included in the validation testing; An analysis of possible failures shall be carried out; A strategy shall be defined to detect failures of the commercially available software and to protect the system from these failures; The protection strategy shall be the subject of validation testing; Error logs shall exist and shall be evaluated; As far as practicable, only the simplest functions of the commercially available software shall be used. Validation Requirements A validation program of analysis and/or testing shall be undertaken to demonstrate compliance to this section. See TS 21 for specific requirements. Maintenance Requirements The software systems shall meet the maintenance requirements of TS 2.9. Agency-Specific Requirements [Insert as required] Materials and Workmanship General General Requirements Material and workmanship shall be in accordance with the stated Specification, unless written approval by the Agency for substitution is obtained. A list of acceptable cleaning agents shall be included in the maintenance documentation for the vehicle (CDRL 19-01). Standards The latest version of all Standards, Specifications and documents at the time of Contract Award shall apply. When the carbuilder proposes to use a standard other than those specifically applied herein, the Contractor shall submit documentation for Agency review and approval demonstrating that the proposed standards are the equivalent of the foregoing standards and specifications. Proposed substitute specifications shall be submitted in English and in the country of origins language (CDRL 19-02). Any testing required by this Specification to confirm physical properties shall have been performed on materials representative of that used in the construction of this car. Storage of Material All equipment and material intended for use in cars shall be shipped and stored such that damage or reduction in life is prevented. Waterproof covers or coatings shall protect all stored material subject to corrosion. Materials and equipment shall be stored under cover and off the floor or ground. All equipment shall be stored with all ports, covers and all other enclosure openings closed to prevent ingestion of dirt or moisture. All dated material shall be clearly marked with the expiration date and shall not be used beyond the expiration date. All material with special handling or storage requirements shall be handled or stored according to the manufacturers requirements. All material shall be clearly marked and/or stored with appropriate nomenclature to prevent misapplication. Rejected material shall be clearly marked and recorded as such and stored in a secure area specifically designated for that purpose. Prohibited Materials The following materials are prohibited for use in the construction of these cars, except where specifically permitted: PVC; Asbestos; Lead in brake shoes; Urethane foam; Cadmium (except for battery); Aluminum threaded fasteners; PCBs; and Materials listed in 29 CFR 1910.19. Dissimilar Materials In this context, dissimilar material refers to materials that corrode or otherwise become damaged when in contact with each other. Connection of dissimilar materials is permitted only at permanent connections and with suitable electrochemical isolation. All such isolation treatments shall be permanent and not require maintenance or replacement for the life of the car. As an option, permanent sealing at the contour of the connection may be used in lieu of electrochemical isolation. Dissimilar materials are not permitted at electrical connections or connections requiring disassembly for maintenance or for removal and replacement of equipment. Safety Reporting Requirements The Contractor shall supply the Agency with copies of material safety data sheets for all materials, including lubricants and preparation substances used in the fabrication of the vehicles. Information shall be in a form compliant with ANSI Z400.1-1993 (CDRL19-03). Requirements for Nonconforming Material Any materials found to be nonconforming shall be brought into conformance or destroyed at the Contractors expense. Verification of Conformance with Requirements Except where a specific test or inspection is called out in this section, the primary means of verifying conformance with the materials and workmanship requirements given in this section shall be the quality control and quality assurance programs required as part of TS 20. Early detection and correction of materials or workmanship deficiencies is essential to the success of the project. Early detection and correction is much less costly and is a source of much less friction between the Agency and the builder than if the problems are not detected until inspection of a finished product. Careful quality control planning and execution is the tool that allows early detection and correction of any materials and workmanship problems. Zealous quality control is in the best interest of all parties. Joining and Fastening Applicability The provisions of this section do not apply to welded or bonded joints. For such joints, refer to TS19.7 (welded) or TS 19.2.3 (bonded) Joining General Certain combinations of materials require particular care in joining to avoid the possibility of corrosion (refer to TS 19.1.5). The contractor shall design the vehicles to minimize the number of such combinations, and to minimize the accumulation of water, cleaning chemicals and chemicals present in the environment, at or near joints. Isolating, sealing and/or moisture-proofing materials, appropriate to the materials being joined, shall be used at all cases where these combinations exist. Joint Fitting Joints shall be properly fitted, whether exposed or concealed. The edges of panels shall have a smooth, finished appearance. Where excessive gaps (greater than those permitted by approved drawings or standards) are found to exist at the faying surfaces of structural bolted or riveted connections, metal shims of the same material as that of the deficient part may be used, but only with the written permission of Agency. Shims, if used, in connections requiring disassembly for maintenance or for removal and replacement of equipment, shall be permanently fastened to one of the base parts being joined. The use of epoxy or other plastic filler at such locations is expressly prohibited. Metal-to-Metal Connections Where metals contact each other, the contact surfaces shall be free of dirt, grease, rust and scale. Unless specified otherwise, the contact surfaces shall be coated with a metal-based primer that conforms to the latest version specification from the Society for Protective Coatings Specification SSPC-Paint 25, at the time of NTP. Metal primer may be omitted for austenitic stainless steel to austenitic stainless steel joints. Wood-to-Metal Connections The provisions of this section do not apply to ply metal panels and their installation (refer to TS19.15.2). Where wood and ferrous metal surfaces are placed together: The wood shall be coated with aluminum paint conforming to the latest version of Federal Specification TT-P-38, related to aluminum paint. The metal shall be coated with a primer that conforms to the latest version from the Society for Protective Coatings Specification SSPC-25 at the time of NTP. All bolts or rods passing through wood shall be coated with aluminum paint conforming to the latest version of Federal Specification TT-P-38 related to aluminum paint at the time of NTP. Wood-to-Wood Connections Where wood and wood are placed together, both abutting surfaces shall be coated with aluminum paint conforming to the latest version of Federal Specification TT-P-38 related to aluminum paint. Fasteners General The Contractor and Suppliers are responsible for selecting fastener types, sizes, styles, lengths, materials, grades and finishes that shall meet the requirements of this Specification. The Contractor shall minimize the number of different sizes and styles of fasteners used. All fasteners used can be classified under one of four categories: critical; electrical and electronic; decorative; or general purpose. The criteria for each classification are expressed below. All fasteners must meet the general requirements for design and material, in addition to any requirements contained in the section specific to the particular category. All fasteners, in any category, that attach to the car structure shall be in accordance with TS 3. Critical fasteners include, but are not limited to, all fasteners applied to carbody structure, trucks, bolsters, truck-mounted brake equipment, couplers and power collection devices. Additionally, any fastener is considered critical if failures cannot be tolerated; that is, if even a single fastener fails, there is a possibility of brake failure, derailment, accident or injury or equipment falling. In the event of a dispute, the Agency shall be the final arbitrator on which fasteners are classified as critical. Fasteners used to secure wire terminations to an electrical or electronic device are considered electrical and electronic, and are specified in appropriate materials and workmanship subsections for electrical devices and wiring. Fasteners used to attach interior lining or trim and exposed to passenger view are specified under TS19.2.3.8, Decorative and Appearance Fasteners. Fasteners not falling into one of the other three categories are classified as general purpose. Inch-Standard Fasteners All inch-standard threaded fasteners shall conform to ASME B1.1 Standard, Unified Inch Screw Threads, (UN and UNR Thread Form) or Industrial Fasteners Institute Inch Fastener Standards. Metric Fasteners All metric threaded fasteners shall conform to the latest version of ANSI or (ISO-metric) standards. For either inch-standard or metric fasteners, all repair and maintenance manuals shall be conspicuously marked on each page which fasteners were used within the unit. Replacement, repair or maintenance parts supplied under this Specification shall contain all necessary replacement fasteners of the correct size and grade. Metric and inch-standard hardware shall not be mixed within an assembly. Fastener Materials and Coatings When making connections to heat-producing apparatus, thermal expansion of the components shall be taken into consideration for selection of fastener materials. All fastener materials and coatings shall be approved by the Agency. Joint Design All screws or bolts used to secure access panels to the interior, undercar or roof equipment shall be made captive to the panel in which they are used. All fasteners used to secure access covers, doors or panels to equipment boxes or interior panels shall be made captive to the panel in which they are used. Unless otherwise approved by the Agency, threaded fasteners shall not be threaded directly into non-metallic materials. Metal thread inserts shall be used when a threaded fastener is secured to a non-metallic material. When bolts are used to secure apparatus where the bolt head is not accessible, a reusable mechanical locking device shall be used to prevent the bolt head from turning when the nut is being turned. At least 1 screw threads shall be visible beyond all nuts. When used without elastic stop nuts, bolts shall not project more than 1 threads plus 0.25 in. for bolts 0.25-in. diameter or less and shall not project more than 8 threads for larger diameter bolts, unless otherwise approved. With elastic stop nuts, bolt threads shall not project more than 0.25 in., regardless of bolt size. Undercar equipment shall not be supported by bolts in tension. All fasteners shall be torqued to a value appropriate to the application, so that they do not loosen in service. Critical fasteners and general purpose fasteners used to secure equipment to the carbody, including truck and brake equipment bolts and all fasteners exposed to fatigue loads, shall be torque sealed or torque striped after torqueing by paint or other approved means. Locknuts shall be torqued in accordance with their manufacturers recommendations, or the Contractor may conduct tests to determine installation torque. Critical Fasteners All critical fasteners shall have documentation identifying manufacturer and purchase specifications available for examination by the Agency at the Contractors QA department. This documentation shall include the fastener material or grade and finish, including plating material and specifications, when applicable. Whether the buyer is a Subcontractor, Supplier or the Contractor, the Contractor shall obtain and hold this documentation for a period of not less than termination of the last cars warranty period. After this period, all documentation shall be provided to the Agency. All critical fasteners shall be manufactured, tested and distributed in accordance with ASME FAP-1-1990 or equivalent approved by the Agency. Testing of critical fasteners shall be performed using sample quantities as proposed by the Contractor and approved by the Agency (CDRL 19-05). Tests conducted shall confirm that fastener material meets specified chemistry and strength requirements. The buyer shall obtain certified test results for critical fasteners from the testing laboratory and hold the documents for a period at least until the termination of the warranty period of the last car. After this period, all documentation shall be provided to the Agency. All critical fasteners that are plated or chemically cleaned shall have certifications showing freedom from hydrogen embrittlement. General Purpose Fasteners As much as possible, Grade 5 bolts and Class A nuts shall be used for installation of equipment and/or structures. Fasteners used within equipment shall meet all requirements of this section other than the requirements specifically listed for critical fasteners or decorative fasteners, and shall be sized as appropriate for the application. Decorative and Appearance Fasteners All interior fasteners exposed to passengers shall be either bright or finished to match the surfaces being joined, and installed such that the fastener head is flush with the mating surface. Fasteners on access panels, plates, covers or other components accessible by passengers shall be of a single, tamperproof type approved by the Agency. Rivet and Bolt Holes Rivet and bolt holes shall be accurately located and aligned and, when necessary during assembly, holes shall be reamed round to specified size in position. Hand-driven steel rivets shall be driven hot and shall completely fill the holes. Mechanically driven rivets may be driven cold. Heads shall be concentric with the shank of the rivet. Exposed heads shall be free from rings, fins, pits and burrs. All removed and replaced rivets shall have the holes reamed to the size required such that the next larger rivet may be driven securely. Quarter-Turn Fasteners Quarter-turn fasteners can be used in areas where access is needed to service equipment or perform emergency functions. Quarter-turn fasteners shall have a minimum shank diameter of 1/4 in. and shall be of adequate strength. All quarter-turn fasteners shall be made captive to the panel in which they are used. Bonding All adhesive applications shall be suitable for the materials being joined and the environmental exposure to be expected. The Contractor shall submit Manufacturers data for all proposed adhesive applications prior to first use of the adhesive system. Stainless Steel General General requirements for delivery of stainless steel shall be as defined in ASTM A480. In order to avoid difference in appearance, abutting or closely spaced unpainted parts exposed to passengers shall be made of the same grade of stainless steel and shall have matching surface finish, except where the design specifically calls for contrasting appearance. For welded applications, only low-carbon stainless steels grades shall be used. Connections of stainless steels to carbon/HSLA steels shall be protected against galvanic corrosion. Application Austenitic Stainless Steel Austenitic stainless steels used in structural applications shall conform to APTA SS-C&S-004-98, Austenitic Stainless Steel for Railroad Passenger Equipment. Austenitic stainless steels may be unpainted. Ferritic and Martensitic Stainless Steel Ferritic and martensitic stainless steels shall conform to ASTM A176 and/or A240. Other grades may be used if approved by the customer. Structural applications of ferritic and martensitic steels shall be submitted to the customer for approval. Depending on application, the customer may require proof of ductility and/or crashworthiness of selected base metals and of their welded joints. Details of required tests and acceptance criteria shall be agreed between the supplier and customer. Low-chromium ferritic and martensitic stainless steels, which depending on application may be subject to corrosion, shall be painted. High Strength Low Alloy Steel High strength low alloy (HSLA) steel may be used in the carbody structure to the extent defined by the supplier. General requirements for delivery of HSLA steel shall be in conformity with ASTM A6 for plate steel and A568 for sheet steel. Selected plate steel shall have characteristics so that meeting welded joints impact strength per TS19.7.10, Toughness of Welded Assemblies. Only material with certified impact strength shall be used. Base metal toughness shall be certified on a heat basis by the steel manufacturer or steel supplier. If these data are not available, the Contractor shall perform tests on each heat of as-received base metal. Depending on application of sheet steel, the customer may require proof of ductility and/or crashworthiness of the selected base metal and of its welded joints. Details of required tests and acceptance criteria shall be agreed between the supplier and customer. All HSLA steels shall be primed and painted. Structural Castings General The Contractor shall be responsible for selecting casting grade, composition, strength and finishing. Mechanical properties of steel castings used in the carbody structure and truck assemblies shall meet or exceed the strength required by the specified application, as determined by the Agency. Steel castings used for coupler, drawbars and anchors shall meet AAR Specification M-201, latest revision, Grade C or E, quenched and tempered. Where cast steel of superior properties is required for a specific application, the Contractor may propose such castings for review and approval of the Agency. Stainless steel castings chemical composition and processing must be selected such that the castings shall be able to meet or exceed the strength required by the specified application, as determined by the Agency. Stainless steel castings shall be made in accordance with appropriate ASTM standard(s), depending on the type of stainless steel used. Other standards may be used upon Agency approval. Design Qualification of Structural Castings A statistical sample, with a minimum of one, of stainless steel castings, as agreed upon by the Agency and the Contractor, from the first lot of production stainless steel castings, shall be subjected to a qualification test of the casting design by the Contractor. Qualification tests shall include radiographic examination for material soundness using reference radiographs to ASTM E446 and any mechanical testing. Acceptance levels for the design qualification radiographic examinations shall be selected by the Contractor as appropriate for the service intended, subject to the approval by the Agency before any castings are produced. Radiographs shall meet the requirements of ANSI/ASTM E94 and E142 for steel castings, and ASTM E1742 for stainless steel castings, and the quality level in the area of inspection shall be at least 2 percent (2-2T). Once a design is qualified and accepted by the Agency, no changes shall be made in the casting pattern, technique, heat treatment, or material composition without requalification in accordance with the requirements of this section (CDRL 19-06). Structural Casting Inspection Magnetic Particle Inspection Magnetic particle inspections of all surfaces of each casting shall be conducted, in accordance with ASTM E709, by personnel certified to MIL-STD-410. With respect to structural castings, including coupler castings, the maximum permissible magnetic particle indications shall be not more than 1/4in. in the direction transverse to the usual direction of loading, and no more than 3/4 in. in the direction parallel to the usual direction of loading. For martensitic and ferritic stainless steel castings, acceptance criteria shall be in accordance with ASTM A903. Radiographic Inspection Radiographic inspection of steel castings shall be conducted according to the requirements of ASTM E94 and E142, using reference radiographs to ASTM E446. Radiographic inspection of stainless steel shall be conducted according to the requirements of ASTM E94, E1742 and E1030. A sampling frequency shall be proposed by the Contractor and submitted for approval by the Agency (CDRL 19-7). Structural castings shall not exceed severity level 3 of ASTM E446 in all critical areas of such castings and shall not exceed level 5 in all other areas of the castings. During demonstration that the stated severity level requirements of ASTM E446 have been met, successively produced castings shall be reinspected by radiography in the defective areas shown in the prior radiographic inspection. After such severity levels have been proved, the sampling frequency for structural castings shall be one casting out of each 10 produced. If no castings are rejected by radiographic inspection, then this frequency may be extended to one casting in 25. Liquid Penetrant Inspection When required for non-magnetic stainless steel castings, liquid penetrant inspections of casting surfaces shall be conducted according to ASTME165, by personnel certified to MIL-STD-410. Acceptance criteria shall be established in accordance with ASTM A903. Repair Welding Repair welding of steel castings is permitted, provided the casting supplier performs all repair welds according to the structural welding requirements of this Specification. Repairs or modifications by welding of castings after completion of heat treatment shall require precautions such as preheat or stress-relief heat treatment. Either operation may be applied to the whole part or locally. The temperature of the stress relief treatment shall not be above tempering temperature of the original heat treatment. Manual torch stress relief shall not be permitted except for cosmetic welds and only then after the procedures have been submitted for review and approval. Cast-Weld Design For cast-weld designs, the entire length of all assembly welds on any welded assembly of several separate castings selected for design qualification shall be radiographically inspected to ANSI/ASTM E94 and E142, using reference radiographs from the International Institute of Weldings Collection of Reference Radiographs of Welds, quality level Green. Portions of assembly welds stressed in tension by service loads shall meet quality level Blue. No repair welding of stainless steel castings is permitted without express written approval of the Agency. Aluminum General Aluminum alloy mill products shall be identified by Unified Numbering System designations and shall conform to The Aluminum Association specifications contained in the associations publication Aluminum Standards and Data. Aluminum alloy castings shall conform to ASTM B26, B85 or B108 for, respectively, sand, die or permanent mold castings. Aluminum alloy forgings shall conform to ASTM B247. Copies of all test reports for sheet, extrusion, castings and forgings used in the car structure shall be submitted to the Agency (CDRL 19-8). Fabrication and Fastening The forming of aluminum parts; joining of parts by bolting, riveting and welding; and the protection of contact surfaces shall, as a minimum, conform to the requirements of this Specification. Fabrication techniques shall be such that the strength and corrosion resistance of the aluminum shall not be impaired nor the surface finish permanently affected during construction. Interior Trim Unpainted aluminum used for interior trim shall have a clear (natural) anodic finish. The finish process shall be the Aluminum Company of Americas Alumilite 204 with a minimum coating thickness of 0.0004 in. and a minimum coating weight of 21 mg/in.2, or approved equal. Welding and Brazing General The Contractor shall be responsible for the quality of its welding and brazing, as well as that of its Suppliers and Subcontractors. Structural Welding All structural welding practices shall be according to the latest requirements (at the time of NTP) of the American Welding Society or International Standards related to the materials submitted and approved by the Agency. All Welding will be performed by AWS certified welders, or other recognized international standard, subject to approval of the Agency. Structural fusion welding practices, including establishment and qualification of welding procedure specifications, shall be according to the requirements of the following American Welding Society standards: AWS D1.1, Structural Welding Code Steel; AWS D1.2, Structural Welding Code Aluminum; AWS D1.3, Structural Welding Code Sheet Steel; and AWS D15.1 Railroad Welding Specification for Cars and Locomotives. Cast steel welding shall be according to AWS D15.1 or ASTM A488/488M, Steel Castings, Welding, Qualification of Procedures and Personnel. AWS D1.1 and AWS D15.1 shall apply to steel of 1/8-in. and greater thickness. AWS D1.3 shall apply to steel less than 1/8-in. thickness. Alternative standards may be submitted to the Agency for approval. Welding procedure specifications and procedure qualification records shall be made available to the Agency for review. Welder Qualification Welders shall make only those welds for which they have been qualified according to the requirements of the applicable AWS standards listed in TS 19.7.2. Alternative standards may be submitted to the Agency for approval. Records of welder qualification tests shall be made available for review. Inspection of Welds The Contractor shall visually inspect all structural welds in accordance with requirements of applicable standards. Nondestructive surface inspection (liquid penetrant or magnetic particle methods, as appropriate) shall also be used to inspect all first-production welds. The Contractor shall specify a nondestructive surface inspection sampling plan for all subsequent welds. A record of all NDT inspections shall be included in the Car History Book. On the first structure, and where practicable, all complete joint penetration welds shall be nondestructively, volumetrically inspected (ultrasonic or radiographic methods) according to requirements of applicable standards. For subsequent welds, the Contractor shall specify a volumetric inspection sampling plan that shall be submitted to the Agency for approval. The proposed test welds shall be selected from welds that are most critically loaded as determined by calculation or load test. With approval of the Agency, destructive sectioning and metallographic examination may be substituted for some or all of the required volumetric inspection requirements for production welds. Post-Weld Cleaning Requirements All welds visible to passengers or on sliding contact surfaces of truck frames and bolsters shall be completely cleaned of spatter. Dissimilar Metal Welding In dissimilar metal welding, recommended practices of AWS D1.6, Annex I, shall be followed. Galvanized steel shall not be welded to stainless steel. Procedures and records for the welding of dissimilar metals shall be made available to the Agency for review. Resistance Welding Resistance welding practices, including establishment and qualification of welding procedure specifications, shall be according to the requirements of the following American Welding Society standards: AWS D17.2 Specification for Resistance Welding for Aerospace Applications; AWS C1.1 Recommended Practices for Resistance Welding; and Alternative standards may be submitted to the Agency for approval. Resistance welds steels shall be according to AWS D17.2, Class B for structural applications and Class C for non-structural applications. All resistance welding procedures shall be qualified per AWS D17.2. Welding procedure specifications and procedure qualification records shall be made available to the Agency for review. Contractor-proposed deviations from AWS D17.2, including, but not limited to, weld nugget diameter, tension shear strength and minimum spacing, shall be submitted to the Agency and approved before application in production. Surface indentation shall not exceed 20percent of material thickness (t) or 0.01 in., whichever is greater. However, for exterior resistance-welded areas exposed to passenger view, indentation shall not exceed 10percent of t or 0.005 in., whichever is greater. For exposed welds, the Contractor shall vary welding parameters and conditions within their acceptable ranges to minimize indentations. Surface burn and discoloration shall be removed by chemical cleaning, or an approved equal method, and sanding or polishing to match the surrounding surface. Production witness welds shall be made and tested once each day and, in addition, whenever otherwise necessary such as by change in any of the following: Operator; Material, material thickness, or combination of thicknesses; Electrodes; or Settings. Resistance Spot Weld Spacing Spacing of resistance and spot welds shall be according to approved structural drawings. Spacing of welds contributing to carbody stiffness shall not exceed 2 in. plus twice the weld nugget diameter for any structural application, including carbody side sheets, roof sheets and corrugation. For any application to corrugations, if the pitch of the corrugation nodes does not allow the above weld spacing, there shall be two spot welds between each node. Intermittent Fusion Welds Total length of weld segments in intermittent structural welds shall represent at least 40 percent of the total joint length. Toughness of Welded Assemblies In the absence of prior operating history, and if the Contractors approved design does not require greater toughness, the minimum impact value for Charpy V-notch welded joint specimens tested to AWS D1.1 Code shall be 15 lbf of absorbed energy at -20 F. The Agency shall have the right to require impact tests to verify the specified toughness. If tests are required, then verification of heat-affected zone (HAZ) toughness shall be done on a test sample welded according to Procedure Qualification Record (PQR) parameters. Torch Brazing All brazing shall follow the recommendations of the AWS Welding Handbook, Volume 2, latest issue. Procedures and personnel who perform brazing work shall be qualified in accordance with AWS B2.2, Standard for Brazing Procedure and Performance Qualification. Brazing procedures, samples and records of brazing procedure and performance qualification shall be available to the Agency. Torch Soldering All structural (not electrical) soldering shall follow the recommendations of the AWS Welding Handbook, Volume 2, latest issue. Procedures and personnel who perform torch soldering shall be qualified through the preparation and testing of samples of production torch soldering. Soldering procedures, samples and records of soldering procedure and performance qualification shall be available to the Agency. Elastomers General Elastomers shall be compounded and cured to perform satisfactorily in the environment specified in TS 2. The elastomers shall have high resistance to ultraviolet radiation, weather and all Agency car washing and other cleaning fluids. All elastomeric parts shall be resistant to ozone, oxidation, heat, oil, grease and acid, and have the longest possible life consistent with the other characteristics specified. The following elastomeric parts shall be of neoprene and shall have a minimum service life of ten (10) years, unless otherwise specified or approved: Glazing rubber; Door seals; Door nosing; Isolation tapes/pads; and Other parts exposed to the outdoor ambient environment, except where otherwise specified. All resilient mounts and elastomeric truck components shall be of natural rubber and shall have a service life no less than the truck overhaul period. Synthetic rubber compounds may be substituted for natural rubber only when approved by the Agency for a specific application. Elastomeric parts within pneumatic or hydraulic equipment shall be as necessary to meet the performance requirements of this Specification for the pneumatic or hydraulic device. These components shall have a service life no less than the overhaul period of the respective system. Bonded Steel Parts Steel parts to which neoprene or other such material is cured shall be made of SAE 1020 or 1045 hot-rolled steel or approved equal, suitable for brass plating after pickling. Bonding The joining of elastomeric pieces shall be conducted by the hot vulcanization process. Bonding of elastomers by other processes shall not be allowed unless the Contractor submits the application, bonding procedure and bonding agent technical data for approval. Seals Glazing strips shall be of neoprene conforming to ASTM C542, or approved equal material. All door mating edges, door and window seals, and glazing strips shall be of neoprene material and shall be free of defects of material and workmanship. Glazing Materials General Safety glass shall meet the requirements under Item 1, Table 1 of ANSI Z26.1, American National Standard for Safety Glazing Materials for Glazing Motor Vehicles and Motor Vehicle Equipment Operating on Land Highways Safety Code, or 49 CFR 223 and 238 FRA Type I or II test as appropriate for the application. Flatness When an individual light of glass is laid on a truly flat surface such as a surface plate, the glass shall not indicate a bow of more than 0.030 in. per linear foot in any direction. Overlap Tolerance The overlap of one laminate of the light with respect to the other at an edge shall not exceed 1/32in. Corners and burrs shall be ground smooth and all edges shall be treated in accordance with ANSI Z26.1, Section 6. Tint/Color The color of the glass shall be [Agency to specify]. When new, there shall be no more than 4 percent variation in the color of individual lights of laminated sheet glass when examined over a white background. Haze All the laminates of the safety glass shall be so nearly free from haze that the glass shall have approximately the same clarity as a light of the same nominal thickness of plate glass when viewed against a north light. Specks and Scratches Occasional specks of foreign material and scratches will be permissible, provided such specks do not exceed 0.02 in. in greatest dimension and scratches do not exceed a total of 3 in. in length, and neither are within the central three-quarters area of the light. Bond Separation The bond between two sheets of glass and the membrane shall be of such quality that when the glass is broken by twisting or by direct impact, there will be no separation between the glass sheets. Lights that contain unbonded areas shall not be used. Light Transmission Average visible light transmission through clear safety glass shall be a minimum of 85 percent. Floor Covering General Floor covering shall be non-staining, non-discoloring and non-slip. If used, rubber flooring material shall be fully homogeneous throughout and shall meet the requirements of ASTM F1344 or equivalent standard approved by the Agency. Piping and Tubing General All piping shall be sized in accordance with the function intended. All piping, valves, fittings, installation methods and testing shall be in accordance with the latest edition of ANSI B31.1, Pressure Piping, or equivalent standard approved by the Agency. Following installation, all piping systems shall be cleaned to remove dirt, metal chips, oily contamination and moisture. After cleaning, all piping systems shall be pressure tested in accordance with the latest edition of the Code for Pressure Piping, ANSI B31.1, or equivalent standard approved by the Agency. All leaks shall be repaired and the system retested until leak free. At all locations where pipe or tubing passes through holes in the floor, bulkheads, structure or any fixed member, it shall be rigidly clamped to protect against possible damage or noise due to bearing, abrasion, or car dynamics-induced rattling. Clamps shall not be welded, brazed or otherwise permanently fastened to any pipe or tubing. Wherever carbody piping interfaces with vibration-isolated rotating equipment such as the air compressor and air conditioning compressor-condenser unit, approved flexible vibration eliminators shall be used. All clamps shall be of a suitable material for the application. Air Piping, Tubing and Fittings All air piping shall be installed in a manner to provide drainage away from devices, or branch pipes leading to devices, when the function of those devices could be impaired by the accumulation of water or ice. Air Conditioning System Piping and Fittings Air conditioning refrigerant lines and condensate drain lines shall be Type K, seamless copper tubing with wrought copper sweat type fittings. Finned tubing in evaporators and condensers need not be Type K. Tubing shall be bent with an appropriate tube bending tool. All condensate drain lines and suction line piping shall be insulated with an approved insulation that meets the smoke and flammability requirements of this section. The liquid line shall be insulated in all areas where required to provide additional mechanical or thermal protection. The insulating material shall be applied to the piping with a suitable contact cement. All joints and directional changes in the insulation shall be appropriately mitered and sealed with an approved material. All piping shall be deburred after cutting and thoroughly cleaned after installation in accordance with this section. All piping and pipe subassemblies shall be cleaned, dried (if required) and capped on all openings after fabrication. Caps shall remain in place until immediately prior to incorporation into the final assembly. Brazing and Soldering of Piping and Fittings All refrigerant and air system copper piping shall be joined using silver-based or silver-copper-phosphorus filler metals conforming to the AWS A5.8, Specification for Filler Metals for Brazing and Braze Welding, classifications BAg-5 or BCuP-5, or equivalent filler metals approved by the Agency. During brazing, inner side of refrigeration tubing shall be protected with a continuous flow of an inert gas such as dry nitrogen. Condensate drain tubing and air piping shall be joined using 95-5 solder or silver-based filler metal as above. After fabrication, the system shall be cleared of all dirt and foreign matter, evacuated, dried and charged according to an approved procedure. Brazed and soldered joints shall be wiped and have flux cleaned. Pressure Vessels All pressure vessels shall conform to the latest revision of Section VIII of the ASME Boiler and Pressure Vessel Code for Unfired Pressure Vessels or equivalent standard approved by the Agency. Air Filters Low-Pressure Air Filters All filters shall meet the equipment manufacturers recommendations. High Pressure Air Filters Air filter assemblies with replaceable filter elements shall be provided in the air line that connects each subsystem to the air supply system. The filtering capability, flow rate capability and overall size shall be appropriate for the application Paints and Coatings General The portion of the carbody, or any of its components, receiving paint shall be painted as required by the Specification and in accordance with the specified color scheme and procedures recommended by the paint manufacturer for the application. The Contractor and its paint supplier shall supply a touch-up procedure and ensure that a continuing supply of touch-up paints in colors used on the car, suitable for spot application by spray or brush, will continue to be available. Materials and Preparation Preparation of the substrate surface and application of painting materials shall be in accordance with the paint suppliers recommendations. All paint materials shall be used at the consistency recommended by the paint supplier. If thinners are necessary, they shall be approved by the paint manufacturer and shall be used only to the extent recommended. The supplier shall submit color samples for approval. Underfloor Paint All undercar metallic parts, except stainless steel, which may be left unpainted in accordance with this Specification, shall receive an epoxy finish or equivalent approved by the Agency. Exterior Finish Painting All exterior surfaces that are to be painted shall be prepared and the paint shall be applied according to the paint manufacturers recommendations. The paint shall be uniformly applied over all surfaces to be covered and shall be free from runs, sags or other application defects. Painting shall be done in a clean, dry atmosphere at an ambient temperature as recommended by the paint manufacturer. Before painting any car surface that is exposed to view, all dents, gashes, nicks, roughness or other surface imperfections or depressions shall be removed so far as possible by straightening and shall be properly prepared to receive the filler material. These surfaces shall be properly cleaned and wash primed following straightening. Any remaining dents or other surface imperfections shall then be filled with an approved filler and sanded smooth. The finished exterior shall present a high-quality appearance free from sags, drips, scratches, variations in gloss and other imperfections. Apparatus and Equipment Enclosures All underfloor and roof-mounted apparatus and equipment enclosures (motors, control boxes, junction boxes, brake valves and other equipment as specified) shall be primed and painted. The interior and exterior surface of all propulsion control equipment enclosures shall be coated with an insulating paint system. The interior of the boxes, including insides of covers, shall be white and the exteriors shall match the surrounding paint scheme. Miscellaneous Painting and Finishing Exterior stainless steel shall be cleaned with an approved alkaline cleaning solution, which shall not damage any previously painted surfaces. Other than framing structures, all hidden aluminum or ferrous materials, except stainless steel, shall be given one coat of a primer and one coat of an approved sealer. Painting Restrictions Any equipment or parts of equipment that would be damaged or suffer impaired operation from painting shall not be painted and shall be corrosion resistant. The following undercar items shall not be painted: Flexible conduit and fittings; Copper tubing, piping and fittings; Wire and cable; Power resistors; Heat transfer surfaces; Electrical insulators; Elastomeric parts; and Grounding pads. The following truck-related items shall not be painted: Wheels; Axles; Elastomeric parts; Grease fittings; Linkages; Threaded parts used for adjustments; Electrical equipment; Current pick-up devices; Wearing surfaces; Grounding pads; and Wire and cable. Interior Painting Interior surfaces requiring paint shall be painted in accordance with the recommendations of the paint manufacturer. Corrosion Protection Concealed surfaces that may be subject to corrosion, such as open-section beams of the structure frame, shall be properly cleaned, receive a wash primer, and then primed with an epoxy paint or equivalent approved by the Agency. Where arc welding is performed on joints between stainless steel and other materials, the joint shall be painted in accordance with this section. Acoustic Insulation Acoustic insulating materials shall be applied to properly cleaned and primed underframe, sides, ends, roof and floor members, as required in accordance with the suppliers recommendations. The materials shall be resistant to dilute acids, alcohols, grease, gasoline, aliphatic oils and vermin and shall meet the smoke and flammability requirements. The material shall be unaffected by sunlight and ozone and shall not become brittle with age. Truck Painting All truck components to be painted shall be given a full coat of primer prior to assembly. Lettering and Numbering Lettering and numbering shall be applied to the interior and exterior of the car by means of decals approved by the Agency. Decals shall be applied and edge sealed in accordance with Manufacturers recommendations. All decals shall be formulated and applied such that removal does not damage the underlying paint or surface. Flammability and Smoke Emission Requirements General All combustible material used in the construction of the car shall satisfy the flammability, smoke emission and toxicity requirements of NFPA 130 or a standard approved by the Agency. Toxicity Those materials and products generally recognized to have highly toxic products of combustion shall not be used. Electrical Fire Safety Electrical equipment, wiring and apparatus shall conform to NFPA 130, Section 8, except where more restrictive requirements are imposed by this Technical Specification. Wood and Panels Lumber The use of wood in the car shall be limited to specifically approved applications. Plymetal The term plymetal as used in this Specification covers metal-faced plywood. All plymetal panels shall conform to following requirements: Test ConditionsMinimum Metal to Wood Average Shear Value (or 80 Percent Wood Failure)Dry shear250 psiBoil shear, 3 h boil, tested wet at room temperature150 psiSoak shear, 48 h soak wet at room temperature150 psiCreep or cold flow, under static load for 48 h, at room temperature250 psiIn fabrication of melamine-faced plymetal panels with aluminum sheets, melamine shall be applied onto the sheet before it is laminated to the plywood core. Aluminum sheets and their fabrication shall conform to TS 19.15.6. Plywood All plywood shall be manufactured to conform with the requirements of Grade Structural I of the National Institute of Standards and Technology/APA-Engineered Wood Association Voluntary Product Standard PS 1-95 or equivalent standard approved by the Agency, and then stored under cover. Scarf or finger jointed panels shall not be allowed. All plywood shall be sealed with two coats of an epoxy paint on all edges and cutouts as soon as possible after fabrication. All exposed edges of panels, joints between panels, fastener heads and openings of panels used in areas accessible to moisture shall be waterproofed and sealed with an approved coating. Honeycomb Panels The term honeycomb panels as used in this Specification refers to an assembly of honeycomb material bonded to melamine-faced metal panels or to metal panels. The materials selected for the construction of honeycomb panels shall be appropriate for the intended application and environment. All honeycomb panels are subject to Agency approval. Panel Contour Tolerance Surfaces exposed to passengers shall not deviate from the specified contour by more than 3/32 in. in any 36 in. distance. The slope of any such deviation shall not exceed 3/32 in. in 12 in. Melamine-Faced Aluminum Melamine-faced aluminum panels shall be appropriate for the intended application and environment and subject to Agency approval. Melamine Panels Unbacked melamine panels may be used in the vehicle interior. The panels shall be appropriate for the intended application and environment and subject to Agency approval. Phenolic Composite Floor Panels Phenolic composite floor panels shall withstand the requirements of the intended application and environment with no visible or audible indications of delamination of the panel skin from the core, and permanent deformation of the top surface. There shall be no puncture or damage to fibers of the top surface of phenolic composite floor panels. There shall be no separation of any internal core from the top or bottom skin of phenolic composite floor panels. There shall be no fracture of the core of phenolic composite floor panels. Fiberglass Reinforced Plastic General Fiberglass-reinforced plastic (FRP) shall be a laminated material, consisting of a gel coated surface and a combination of reinforced fibers in a thermoset polymer resin matrix, where the reinforcement has an aspect ratio that enables the transfer of load between fibers, and the fibers are chemically bonded to the resin. FRP shall withstand the requirements of the intended application and environment., without any physical deformation or structural damage. Resin Resin shall be of good commercial grade, thermosetting, polyester, phenolic, vinyl-ester or acrylic material. Reinforcement The fiberglass reinforcement shall be mat, fabric, woven roving, continuous roving, spun roving, or swirl mat. The proposed glass content shall be a minimum 20 percent by weight. Gel Coat A gel coat shall be provided on all finished surfaces of FRP. The gel coat shall be resistant to scuffing, fire, weather and cleaning agents. If the surface of the FRP panel is to be painted, then a primer gel coat shall be used and the part shall be painted in accordance with TS 19.13. If the FRP panel does not receive paint, then the gel coat shall be pigmented to match the color scheme selected by the Agency. Finished gel coated surfaces shall exhibit no print through of the reinforcements or have any appreciable orange peel. Additives Antimony trioxide is prohibited as a component. Thermoplastic Sheet General Thermoplastic sheet shall withstand the requirements of the intended application and environment without physical deformation or structural damage and shall be resistant to all recommended cleaning solutions. Thermoplastic sheet shall be used as extruded or vacuum-formed and shall not contain plasticizers in polymer blend. Thermoplastic sheet shall be homogeneous and extruded from virgin stock that does not include any regrind of vacuum formed parts. The exposed surface of this material shall conform to the color, texture and gloss characteristics of the approved color scheme. Only UV stabilized pigments shall be used to create the specified color of the thermoplastic sheet. Finished parts shall be free of waves and quilting on both sides. Degraded polymer in the sheet shall not be allowed, and if present, shall be cause for rejection of the piece. Voids, lumps and contamination shall also be cause for rejection of parts if the defects are larger than 0.01 in., and the population of these defects is greater than one defect in 4 ft2. Seat Cushion Material Seat cushion fill material shall be low-smoke flexible foam constructed of inherently fire-retardant materials. The cushion fill material shall have a polymerized or vulcanized homogeneous (free from foreign material), cellular structure with a porous surface and open cells. The cushion fill cells shall be interconnecting and uniform in size. Cellular material may be molded in one piece or may be assembled by laminating to achieve the required thickness. Laminated cushions shall be bonded together. Cushion material shall be properly cured to prevent any objectionable odor. Seat Upholstery Material Fabrics used for seat upholstery shall be made of woven, transportation-grade fabrics. The maximum fabric shrinkage shall be 2 percent in either the warp or fill direction. Wire and Cable General The Contractors design and construction shall result in a minimum number of wire types and sizes used in the vehicle. Selection of wire sizes and insulations shall be based on the current-carrying capacity, voltage drop, mechanical strength, temperature and flexibility requirements in accordance with applicable APTA, ICEA, ASTM, NEC and MIL specifications. Extra-fine wire stranding shall be utilized on applications subject to repetitive motion. Conductors Conductors for irradiated, cross-linked polyolefin wire shall be soft, annealed tinned copper. The use of solid wire shall not be permitted except for approved wire wrap applications. Wiring shall be sized for the intended load, voltage drop, installation method and applicable codes. Wire sizes shall be in accordance with APTA Recommended Practice RP-E-009-98, Wire Used on Passenger Equipment. When the free air rating is used, the Contractor shall furnish data to show that the cables will not exceed their rated temperature at the rated current. Wire ampacities shall be de-rated to meet the temperature requirements of all devices to which the wire connects. When short-time ratings, short-time overload temperatures, and thermal time constants are used to determine cable size, the parameters used shall be submitted for approval. The Agency may approve smaller wire sizes for selected applications upon submission of appropriate applicable data for justification. Insulation General Wiring Insulation For all general carbody wiring, the insulation shall be a flame-retardant, flexible, irradiated cross-linked polyolefin material having a continuous temperature rating of 230 F. The insulation shall be rated at 2000 V, AC and DC, in the case of wires carrying a nominal voltage greater than 150 V, AC or DC, and rated at 600 V, AC and DC, in the case of wires carrying a nominal voltage of 150 V or less, AC or DC. For wire sizes AWG No. 6 and larger, the insulation material shall be formulated for extra flexibility. Cross-linked polyolefin insulation shall not be permitted for use on wires connected to heater elements or any other high-temperature device. Wire Insulation for High-Temperature Applications Teflon, mineral-filled, abrasion-resistant insulation may be used on wire sizes AWG No. 12 to AWG No. 28. Otherwise, high-temperature insulation shall be used where wiring is connected to heat-generating apparatus, where the ambient temperature can exceed 257 F (125 C), or where Teflon is specified as a requirement. The insulation shall be rated at 1000 V, AC and DC, in the case of wires carrying a nominal voltage greater than 150 V, AC or DC, and rated at 600 V, AC and DC, in the case of wires carrying a nominal voltage equal to or less than 150 V, AC or DC. The insulation shall have a continuous temperature rating of 302 F (150 C) or greater and shall be in accordance with the following requirements: For wire sizes AWG No. 16 and larger: Abrasion-resistant Teflon (polytetrafluorethylene [PTFE]) meeting MIL-W-22759/6B or 10B, as appropriate for the voltage level used, or silicone rubber meeting AAR RP-587C. Conductors for high-temperature wire AWG No. 12 and smaller shall be soft, annealed nickel-plated copper constructed in accordance with MIL-W-22759/6B. For wire sizes AWG No. 18 and smaller: Abrasion-resistant Teflon (PTFE) meeting MIL-W-22759/6B or 10B, as appropriate. When used for interconnecting of apparatus, this type wire shall be in bundles with a protective covering of high temperature-rated, low smoke-generating insulation. For the wire insulation for high-temperature applications, the Contractor shall propose insulated wire that meets the requirements of the intended application and environment and shall submit specifications for approval. The specific high-temperature application shall include the design ambient temperature, routing, RMS ampere value, worst-case ampere value, worst-case temperature rise, stranding and insulation material. Multiconductor Cables General Multiconductor cables shall be constructed using wiring as described above. All conductors in multiconductor cables shall be color coded or otherwise permanently identified as approved. Materials used in the construction of multiconductor cables shall meet the requirements below. For multiconductor cables carrying low-voltage, high-speed, serial data, exceptions to the wiring requirements may be submitted for approval, based upon availability of wire to meet the application requirements. Fillers Where required to obtain a circular cross-section, fillers shall be used of materials compatible with the wire insulation and jacket and shall be of the same or of a higher temperature rating than the wire insulation. Tape A binder tape may be employed over the assembly of conductors in multiconductor cables if needed to assist in cable manufacture, or as required to permit the cable to function as intended in its application. The binder tape material shall be of the same (or better) temperature class as the wire insulation, and shall be of a compatible material. Shield The shield, if required, shall consist of either copper braid, concentrically served copper or aluminum/polyester tape with a drain wire, as appropriate for the application. Jackets The overall jacket of multiconductor cables shall be of flame-retardant, cross-linked, modified polyolefin, ETFE Tefzel, or TFE Teflon to match the wire insulation and application as approved. The coupler cable shall have a jacket of low-temperature arctic grade neoprene per MIL-C-13777, with a wall thickness suitable for 600 V. The jacket shall be extruded and vulcanized over the cabled conductors, and shall be well centered, with a smooth appearance without objectionable roughness or irregularities, consistent with good industry practice Wiring Installation General All car wiring shall be in conformance with APTA Recommended Practice RP-E-002-98, Wiring of Passenger Equipment, and the AAR Manual of Standards, SectionF S-538, Wiring Practice and Rolling Stock Standard, except where otherwise specified, and except that all wire shall be as required in this Specification. Circuit protection shall be in conformance with Chapter 2 of NFPA70, Article 240. All equipment enclosures and junction boxes, except primary power circuits, shall be fitted with terminal boards or connectors. Primary power circuits shall be fitted with compression terminals and knuckle joint connectors as described herein. All wire passages into equipment enclosures junction boxes, equipment boxes shall be protected and supported to prevent any damage from chaffing and rubbing on surfaces. Wiring shall conform, at a minimum, with the requirements of Chapter 3 of the NFPA 70 (NEC). HV wiring authorized by the Agency to be run in the passenger area shall be run in grounded conduit. The Contractor shall submit a complete grounding scheme for Agency review and approval. Regardless of the load, minimum wire sizes for wire that is pulled through a conduit shall be 14AWG. Regardless of the load, minimum wire sizes for wire on electronic units, cards and card racks shall be 22 AWG. Regardless of the load, minimum wire sizes for wiring that is laid in, rather than pulled through, wire ducts shall be 18 AWG. Regardless of the load, minimum conductor sizes for multiconductor cable shall be 22 AWG. The minimum wire size for controlled impedance shall be per Subcontractors recommendation. Vehicle wiring shall comply with NFPA 130, Section 4-3.7. Wiring within enclosures shall comply with IEEE Std 16-2004, Section 4.8. Handling, stripping and crimping shall be per wire and terminal manufacturer recommendations. The Contractor shall propose a process to prevent incorrect wire connections, such as keyed connectors or color-coded terminals. Wire Handling All wiring shall be performed by qualified, experienced wiring personnel using appropriate tools for stripping insulation, cutting, tinning, soldering, harness making, attaching terminals and other wire fabrication tasks. All wiring tools and equipment shall be used as recommended by the tool and equipment manufacturer. Wire shall be protected from damage during all phases of equipment manufacture. Wire shall not be walked on, dragged across sharp or abrasive objects, kinked or twisted, or otherwise mishandled. The ends of wire shall not be permitted to lay on wet floors or other damp areas where moisture may be absorbed into the conductors. When removing insulation, care shall be taken to avoid nicking or breaking wire strands. Longitudinal scratches in a copper strand are not considered cause for rejection. Wiring Layout and Installation Circuit Separation Circuits shall be physically separated to reduce the possibility of unsafe conditions, interference or equipment damage. The following major circuit groups shall not be harnessed or bundled together, shall not run in the same conduit, and shall be physically separated and secured in enclosures, wire ducts, junction boxes or other wire routing devices: High-voltage circuits, AC circuits, Communication circuits, Battery voltage level circuits, Semiconductor gating voltage level circuits, and Conductors carrying in excess of 100 A. Wires that are connected in circuits with potentials differing by 50 V or more shall be separated by a physical barrier. The wires shall not be cabled together and shall not be placed in the same conduit, junction box or enclosure. Where a raceway, duct, junction box or enclosure is divided into two or more distinct areas by metallic partitions, each area may be considered separately in the application of this rule. Where it is impossible to avoid having wires at different voltages in the same equipment enclosure, the wires shall be physically separated, bundled and secured separately such that contact between wiring is not possible. All wiring within an enclosure shall be insulated for the highest voltage in the enclosure, unless approved otherwise. All wiring connected to a piece of apparatus shall be insulated for the highest voltage connected. Wiring connected to transient-generating apparatus, such as unsuppressed contactor coils, shall not be run adjacent to wiring carrying signals to, from, or between semiconductor circuits, logic circuits, vital no-motion circuits, or communication circuits. In cases in which adequate physical separation is impossible, shielded wire shall be used for all conductors involved. Wire and Cable Runs Wire runs shall be continuous and unbroken between connection points, shall be supported at no greater than 2 ft spacing, and be protected at each support point against mechanical crushing and abrasion. A watertight bushing and drip loop shall be provided on all exposed cable entries. All cable bundles and wires shall be routed a minimum of 1 in. above the bottom of equipment enclosures. All undercar wiring smaller than AWGNo.6 shall be run in closed wire ducts, conduits or open wire mesh wireways in an approved manner. Wire and cable shall be secured within ducts or open wireways, including each entrance and exit point, to prevent chafing movement. Wire ducts and conduits shall be of waterproof construction. Permanently retained watertight strain relief bushings, with insulated throat liners, of an approved design, shall be used at locations where wires, cables or harnesses enter or exit conduits, ducts, apparatus and equipment enclosures. In addition, strain relief bushings on equipment enclosures shall include a permanently retained O-ring type seal. Lead wires to resiliently mounted electrical apparatus shall be carried in conduit to a point as close to the apparatus as possible. The length of the leads between the end of the conduit and each piece of apparatus shall be as approved. Short runs of cables or harnesses entering or leaving conduit and apparatus shall have an approved guard mounted to the carbody to protect the wires from mechanical damage. Lead wires to solidly mounted electrical apparatus and equipment enclosures shall run in conduit connected to the apparatus or enclosure. All wiring routed from enclosed areas of the carbody to areas exposed to the elements (including underframe and roof areas) or between interior levels shall be run in ducts or conduit. Wiring, even if enclosed in loom, must not be run through partitions without suitable bushings being provided at such points of passage. Cables shall be laid in place with sufficient slack at the bends so that cables shall clear the inside bend surface of the wireway/wire duct. All wire and cable shall be free of kinks, insulation damage, insulation abrasions and nicked strands. Wire installation shall not be subject to accumulations of water, oil or other foreign matter. Wires or cables shall not pass through or over the battery compartment and shall not pass over heat-generating equipment such as acceleration and braking resistors, even if the wires or cables are in conduit. Exposed harnesses, short cable runs or harness entering or leaving exposed raceways shall have approved, fire-resistant flexible dielectric sleeving over the raceway edges and grommet-type insulation of any penetration holes. Wiring shall be retained to the sleeving with tie-wraps. Cable Cleating and Support All cable and wiring exiting wireways/wire ducts, or that which is not installed in conduit, shall be cleated. In no case shall nylon wire ties be used as the means of supporting the weight of wire bundles and cables. Cables shall be cleated and bushed when passing through bulkheads and structural members. The Contractor shall minimize the quantity of different configuration cable cleats. AWGNo.6 or larger insulated wire may be cleated in place without conduit, duct or open wireway. However, in the areas over the truck, in the wheel wash and not protected by underfloor-mounted equipment, the wire shall be mechanically protected by an open mesh, expanded metal or other type of approved guard. The guard may be attached to the bottom of each cleat with the cleat clamping bolts or other approved arrangement. Cleats shall grip each cable individually and firmly, but without causing any damage to cable insulation, including cold flow of the insulation. Each cable in the cleat shall have its own cutout sized to the correct wire diameter. The cleat openings shall be chamfered to 45 degrees. Cleated cables shall be routed and supported such that they cannot, under any combination of forces and car movement, touch each other or any other part of the car, except the cleat cushioning material. Wire and cable runs shall be continuous and unbroken between terminations and shall be supported at not greater than 24-in. intervals in ducts, open wireways or when cleated. The wire shall be protected at each support point against mechanical crushing and abrasion. Concealed wires, such as within conduits and wire ducts, shall be such that wires may be replaced or added to without the removal of other than access panels. It shall not be necessary to disconnect or disassemble conduit to accomplish this task. Wiring run in loom shall not be carried over a potential chafing hazard. Wires entering any removable box shall be harnessed and secured to facilitate removal of the box. All wires and cables shall be fully protected against any contact with any surface other than that designed specifically to support or protect them. This applies to all current carrying wires, cables or buses on the vehicle. Wire Securement and Termination All wiring shall be secured and protected against movement, chafing and any contact with conductive, sharp or abrasive objects including the inside surfaces of wire runs. All wiring shall be located and secured such that normal equipment motions, maintenance access, heat sources and the environment do not damage or reduce the life of the wiring. Junction boxes, with terminal boards, shall be used, as required, for wire terminations. Exterior junction boxes shall be weathertight. Wire and cable dress shall allow for sufficient slack at equipment terminals to provide for movements induced by shock and vibration, equipment shifting, alignment, cover removal and component replacement. Sufficient lengths shall be provided at points of termination for additional reterminations without applying tension to the wire and without splicing the wire, as follows: AWG No.10 and smaller: Three reterminations. AWG No.8and larger: Two reterminations A drip loop shall be provided on all exposed wires and cables to prevent fluid runoff into connected equipment. Spare wires that are part of a wire harness shall be bundled separately inside the equipment box to which the harness is being terminated. Spare wires shall have enough length to reach any location within the box, including sufficient slack for the required number of reterminations. The spare wire break-out bundle may be tie-wrapped to the main harness, but shall be easily removed from the main harness without disassembling it. The ends of the spare wires shall be insulated against inadvertent contact with any nearby conductive surfaces or terminals. Wire-tying devices shall be of such material and construction that they shall adequately retain the wires for the life of the wiring and shall be resistant to ozone and ultraviolet light. Wire and cable ties shall be trimmed and located to eliminate any hazard to personnel from sharp edges. Wire-tying devices shall be snug but shall not be so tight as to cause indentation and cold flow damage to the insulation. Wire-tying devices shall be mechanically fastened to a permanent structure. Adhesive-installed mounting bases shall not be used for ties or for cable support. All wire bundles and cables within an enclosure shall be supported by the use of tape rails, shall be spaced away from the equipment box structure, metal edges, bolt heads and other interference points, and shall have electrical clearance from the covers, regardless of the insulation properties of covers. Wire bundles shall be located above or alongside the apparatus rather than at the bottom of the box wherever possible. In all cases, wire shall be a minimum of 1 in. above the bottom of the box, unless otherwise approved by the Agency. Wire entry into control or junction boxes shall not be permitted through the bottom of the box. All jumpers, jumper heads and jumper receptacles shall be sealed in an approved manner to prevent the entry of water at any operational speed of the car. Any wiring needed to calibrate and test car functions shall be a part of the permanent car wiring to enable the Agency to conveniently maintain the equipment. This wiring shall terminate in connectors in the respective control groups and cabinets. Wire and cables that are subject to high currents in fault conditions or normal operation must be secured against secondary damage due to the high magnetic forces that are developed. Propulsion inverter circuits are a typical example. This includes damage to busbars or devices to which the cables terminate. Circuit Shielding Wire shields used in trainline circuits shall be continuous up to the cars electrical coupler contacts, including contacts of the jumper cable connector at the intermediate couplers. The wire shields shall be connected through all applicable connectors and junction boxes. Circuits shall be categorized. Shields contained in one circuit category shall not be interconnected with shields contained in another category. Shields used to protect against interference shall not carry signal current. Shields on low-level signal wires shall not be interconnected with shields on high-level signal wires in the same category. Each group of shields (other than at the electric couplers, including the jumper cable connectors at the intermediate coupler) shall be carried through on a connector pin or pins, or on terminal strips which shall be in the immediate proximity of the categorized group of circuits. Loops due to interconnections of shields shall not be permitted. Coaxial cables used as constant impedance transmission lines shall be terminated as dictated by the circuit termination design and shall not be considered to be shielded conductors. Triaxial cables may be used as coaxial impedance transmission lines with the outer conductor employed as an RF shield. Marking and Designation The Contractor shall devise a wire and terminal marking and designation system that shall coordinate all electrical circuits in the car into a unified system. The system shall identify all wiring, including circuit return wiring, and terminals according to their respective circuit function(s) and shall accurately correlate these designations with the car schematic diagrams. Each circuit shall be individually designated from point to point. Common designations for return circuits are not permitted. Each wire and cable shall be permanently and legibly marked along its entire length on the outer surface, the manufacturers identification, conductor size, temperature rating and voltage rating. For wire size 1/0 and larger, stranding shall be given in addition to the other parameters. A circuit designation shall remain unchanged when it goes through a terminal strip or junction box stud regardless of how many wires of that circuit are common to that point. Wires in multiple-conductor cables shall be color coded. Wire markers shall meet the adherence and solvent resistance requirements as specified by MIL-M-81531 sections3.4.2 and 3.4.3, and shall withstand all combinations of ambient and equipment temperatures. Hand printing is prohibited. Pulling Compound Pulling compound shall be non-conductive, non-hygroscopic, non-odorous, shall not support bacterial activity, and shall not attract vermin. Solder Solder shall be in accordance with ASTM B32, Grade Sn60. A flux of non-corrosive type shall be applied immediately before soldering. Primary Power Wiring The primary power feed shall be installed without taps or splices from the high-speed circuit breaker (HSCB) directly to the primary power switch. This wire shall be run in a conduit containing no other wiring. Primary power wiring installed within the carbody shall be run in conduit or wireways. Conduits or ducts that penetrate the carbody shall be terminated in a waterproof entrance box or with a waterproof fitting. Primary power wiring, except for heater wiring, shall not terminate within the carbody. Articulation Connections (if equipped) Flexible hoses, wiring and cabling routed across the articulation shall be run in ducting with non-conductive inserts. The routing shall minimize excess length and unnecessary flexing. All primary power wiring shall be run on the vehicle roof. Low-voltage wiring may be run below or above the floor line, or on the roof. Quick-disconnect cable connectors shall be provided for low-voltage circuits and high-voltage circuits on both sides of the articulation. The quick-disconnect arrangement shall be a bracket on both A and B car ends holding bulkhead connectors, located as either as close to the centerline as possible or on the sides to allow cables to droop between the bellows and car enclosure. A quick-disconnect connector shall be provided on both ends of the jumper cables. A cable clamping arrangement shall be provided to protect the cable motion from placing stress on the connectors. Wiring Connections Terminal Boards and Terminal Points As used in this document, the term terminal board refers to all devices commonly called terminal blocks, terminal strips, terminal studs or similar items to which wires are connected. Each terminal board shall have a minimum of 10 percent, but no fewer than one, unused terminals. For terminal boards with more than 100 terminals, the minimum number of unused terminals shall be 10 plus two for every 50 additional terminals above 100. Jumpers between adjacent terminals shall be plated brass or copper. The terminal board insulation shall be a strong, high temperature rated, tracking resistant material that is not brittle. Adequate space shall be provided to permit connecting wire terminals with standard tools. A maximum of four terminals shall be connected to any single terminal stud, provided that there is no interference between terminal barrels and sufficient threads protrude beyond the nut. On terminal boards, the wiring shall be arranged so that no more than two terminals are connected to a stud, from each side of the terminal board. On compression clamp terminal boards, a maximum of two terminals shall be connected to any one binding terminal. All connected wires shall be terminated with mechanical crimp type terminals as specified in TS 19.22.2. Threaded studs shall have a minimum of 2 threads exposed beyond the final nuts. Adequate space shall be provided to permit connecting wire terminals with standard tools. All terminals shall be properly torqued to ensure sound connections. Spacers shall not be used. A maximum of two terminals shall be connected to any one binding screw. A maximum of four terminals shall be connected to any one threaded stud, provided that there is no interference between terminal barrels. On terminal boards, the wiring shall be arranged so that no more than two terminals are connected to a stud, from each side of the terminal boards. Terminal blocks that utilize a spring clamp to hold the wire may be used for low-voltage circuits. Each terminal block shall be properly identified with a permanent marking, and each assembly shall be secured to the mounting (DIN) rail by end clamps that incorporate metallic hardware. All wires AWG 12 and smaller shall receive a ferrule. Jumpers between terminal board points shall be brass or plated steel. Wire jumpers between adjacent terminals of terminal boards shall not be permitted. An approved permanent marking strip on each terminal board shall be provided and attached adjacent to the wire junction point to identify the wires attached thereto and/or the wires connected to terminal boards shall have the terminal point location printed on the wire. Wire Terminations Terminals and connections used throughout the car shall be the mechanical, solderless, crimp type. The Contractor shall minimize the total number of crimping tool types needed for all crimp connections. Terminals and connections shall be attached to the wiring with proper crimping tools and dies as recommended by the manufacturer. For components that do not accept ring tongue or Faston terminals, appropriate alternate terminations such as ferrules, locking forks or quick disconnects may be used subject to approval by the Agency. Corrosion protection shall be provided for all base materials. Conductors subject to motion relative to the terminal shall be protected by suitable means to prevent breakage of the conductor at or near the terminal. Sufficient slack shall be provided in all wires and cables to prevent breaking or pulling out of bushings and terminals. A maximum of one wire shall be crimped in any one terminal. Wherever several wires are connected to terminals of a terminal strip on a device that is removable from the car for maintenance, the wires shall be terminated with double-ring terminations that shall be screwed to an insulating fanning strip that shall serve to keep the terminations in the correct relative locations while removed from the device. Power Cable Terminations Power cables shall be terminated with compression terminals. Cable slack shall be provided to preclude breaking or pull-out from bushings or terminals and to allow two terminal changes. Cable conductors shall be clean prior to installation of terminals. Compression terminals shall be applied using tools and procedures recommended by the terminal manufacturer for that purpose. Double-bolted terminals shall be used at all locations where rotation of a single-bolted terminal would result in contact or unacceptable clearance with other conductors or the enclosure. Power wire terminals on the traction motors shall be waterproof. Cable Connectors All cable connector shall meet the requirements of the intended application and environment. Quick-Disconnect Terminals Quick-disconnect terminals shall be utilized to facilitate maintenance and inspection. They shall provide positive terminal engagement and be shock and vibration proof. All terminals shall be provided with insulation equal to that of the wire. Grounding Return Connections Grounding Grounding connections to the carbody and equipment shall be made through copper pads of an adequate area, silver soldered or brazed. Anti-corrosive grease shall be applied over the connection. Braided, strap-type leads shall be used where there is relative motion between the two items being connected. Low-voltage and high-voltage circuits shall not be grounded to the same ground. Bonding The bonding method employed shall not produce a DC resistance in excess of 0.0025 ohms, or more than 0.025 ohms at 150 kHz for any applied AC voltage. Grounding and bonding jumpers and brazed shunt straps shall be extra-flexible. Wire Splicing Wire splicing is prohibited. Conduit General Where possible, all conduit shall be rigid aluminum alloy or galvanized rigid steel as described below. Flexible conduit may be used where necessary. All conduit ends shall be deburred inside and out to remove sharp edges, and all pieces shall be cleaned before installation to remove filings and other foreign material. All conduit bends and offsets used shall be made by the use of special forms or tools and shall have the largest radius possible so that wires can be drawn in by, and without, the use of tackle or power. Conduit shall be securely clamped with all runs electrically grounded to make a continuous ground. Electrical continuity of joints shall be provided by the use of conductive joint compound. All conduit shall be arranged to prevent moisture traps and shall drain toward control boxes. Conduit fittings that mate with wire ducts, enclosures or junction boxes shall be fitted with resilient seals. Aluminum Conduit All threads shall be covered with an oxidation inhibiting compound. Aluminum fittings shall be used to assemble aluminum conduit. Elbows, nipples and couplings shall be made of the same grade of aluminum and alloy as that employed in the straight length of conduit. Steel Conduit Steel conduit shall be mild steel in standard lengths with threaded ends and hot-dipped zinc-coated exterior and interior surfaces. It shall be free of burrs and projections, circular in cross-section, of uniform wall thickness. Steel fittings shall be used to assemble steel conduit. Elbows, nipples and couplings shall be made of the same grade of steel as that employed in the straight length of conduit. Flexible Conduit Flexible conduit shall have a waterproof, abrasion resistant covering. The flexible covering shall not contain polyurethane or PVC. Fittings for flexible conduit shall be as supplied or recommended by the flexible conduit manufacturer. Wire Ducts Wire ducts shall be fabricated from galvanized mild steel or stainless steel. Steel ducts and covers shall be galvanized after all welding, cutting and drilling operations. The inside of steel shall be primed and painted with white paint. Exteriors and covers shall be painted according to the color scheme. Seals shall not be painted. Wire ducts shall incorporate wire support hardware sufficient to support wiring every 24 in. or less, and if required, rigid barriers for circuit separation. Undercar, roof and other exterior wire ducts shall have waterproof covers with resilient seals. The covers shall be stiffened such that the seals are compressed evenly over the seal length when fastened. Undercar duct covers shall be on the bottom of the duct. Interior wire duct covers need not be sealed. All wire ducts shall be located such that it will be possible to remove covers and reach the wiring within. The sum of the cross-sectional areas of all conductors contained at any cross-section of a wire duct shall not exceed 50 percent of the interior cross-sectional area of the wire duct. Junction Boxes Junction boxes are defined as enclosures used only for the termination of wiring and do not contain electrical equipment. All exterior and interior junction boxes shall be constructed to NEMA 4 and NEMA 12 standards respectively and as described below. Where conflicts exist, this document shall prevail. The interior of all junction boxes and covers shall be primed and painted. Seals and cover hardware shall not be painted. Terminal boards or other equipment shall not mount directly to the enclosure. All equipment shall mount to rails, brackets or standoffs fastened to the enclosure. No equipment shall be mounted to the enclosure bottom or within 1 in. of the bottom. Electrical Devices and Hardware Contactors and Relays Contactors and relays shall comply with the requirements of MIL-R-6106 (for ratings of 10 A or greater) and MIL-R-5757 (for ratings of less than 10 A) but need not be qualified to these documents if all of the following requirements are met: The device is service proven in the exact same application. The device is service proven in transit service. All other requirements of this Specification are met. The Agency approves of this application. All devices shall be constructed and utilized in a fail-safe manner; that is, all failures shall be in a direction so that neither the passengers, the crew nor the equipment are placed in jeopardy. All devices shall be installed so that they are fully accessible for inspection, repair in place, or removal and replacement. All contactor terminals shall be fully accessible for troubleshooting purposes. Contactors and relays shall incorporate means of visually determining whether they are picked up or dropped out. Relays on printed circuit boards or within electronic assemblies are exempted from the requirement for a visual indication. There shall be a maximum of two wire terminations on any one contact of the device. The coils of all devices shall be suppressed to protect the low-voltage network from generated transients. Contact tips of the devices shall meet or exceed the manufacturers recommended contact tip rating. Contactor installation shall be such that the arc spray is directed by an arc chute away from ground and any other electrical devices proximate to the contactor. All contactors shall be constructed so that the main contact tips make and break with a motion (wipe) that prevents deposits and pitting. All time delay relays shall be of the RC delay or solid state type. No mechanical or pneumatic time delay devices shall be permitted. Switches Under no circumstances shall poles of switches be placed in parallel in order to carry currents in excess of the contact pole rating given by the manufacturer. Switches shall be provided with a keying feature so that after installation, the body of the switch is constrained from mechanical rotation. There shall be a maximum of two wires connected to each terminal of the device. Switches shall be individually replaceable without disconnecting or removing anything other than the mounting fasteners and electrical connections of the switch to be replaced. Circuit Breakers General All circuit breakers provided shall be extremely rugged and shall meet the requirements of the intended application and environment. The ON, OFF and TRIPPED positions of all circuit breakers shall be permanently marked on the handle or the case of the circuit breaker. The circuit breaker, when tripped, shall assume a distinct position between the ON and OFF positions to permit determination of the fact that it has been tripped by either its overcurrent or shunt trip elements. All circuit breakers shall be mounted in the vertical direction with the ON position up. Each circuit breaker pole shall be equipped with adequate means of arc extinction to prevent flashover. Circuit breaker current rating shall be clearly and permanently marked and shall be completely visible after installation. High-Voltage Circuit Breakers All high-voltage circuit breakers shall be devices with not less than three poles connected in series. The trip elements shall be thermal-magnetic or magnetic, connected in series. The circuit breaker handle shall protrude from the circuit breaker panel cover sufficiently to be manipulated in all positions. Low-Voltage Circuit Breakers Low-voltage circuit breakers shall be either one-pole or two-pole devices depending on the intended function. Trip elements shall be thermal-magnetic, or magnetic, as is appropriate for the application. Fuses Fuses shall be used only where the use of circuit breakers is not technically feasible. High-voltage fuses shall be mounted in totally enclosed, dead front fuse holders, with no exposed high-voltage connections. The fuse shall be extracted from the circuit when the fuse holder is opened and the exposed fuse shall be safely isolated from any circuit connection. Busbars Current densities, other than at joints, shall not exceed 1000 A per in.2, and in any case shall not exceed a value that would cause a busbar temperature rise greater than 96 F. Current densities in joints shall not exceed 150 A per in.2. Busbars shall be properly brazed together at joints unless bolted connections are found to be absolutely necessary for maintenance purposes and are approved. The overlap at busbar joints shall be no less than 10 times the thickness of the bus material. Except for connection areas, busbars shall be safety insulated, using a high-dielectric powder coating, heat shrink tubing or other approved means. Tape is not acceptable. Busbars that are behind insulating panels are exempt from this requirement. Capacitors and Resistors Capacitors shall be derated 20percent for voltage based on the nominal supply voltage and maximum case temperature. Except for braking power resistors, all resistors shall be derated 50percent for power dissipation. Transformers and Inductors Transformers and inductors shall be derated 10percent for current. Switch, Circuit Breaker and Fuse Panels Each switch and circuit breaker panel shall carry the necessary apparatus, arranged to be easily accessible to connections and shall prevent operating or maintenance personnel from coming in contact with live parts when operating the switches or circuit breakers. Furthermore, all live portions of the protected circuitry shall be completely concealed so that no danger of electrocution or shock exists from the touching of the panel or any appurtenances or devices mounted thereto. All switches, breakers, fuses and indicating lights shall be provided with a nameplate of raised or recessed lettering on the dead front, clearly identifying the circuit that each controls and its circuit designation. The dead front panel shall conform to NFPA70, Article 384. The dead fronts shall be made of moisture-proof, electrically insulating, laminated phenolic or fiberglass, of approved quality suitable for switchboards. Asbestos shall not be used. The panel shall be secured by captive fasteners and shall be configured for easy removal so that maintenance and repair action is not impeded. Semiconductors General Semiconductors shall be selected to withstand all continuous and transient voltage and power demands present in the circuit application without damage or reduction in life. All circuit designs shall provide for the presence of high-current switching equipment on the vehicle and the resultant induced voltages and currents in electrical equipment. Discrete semiconductors shall have the following minimum voltage breakdown ratings: Semiconductors, except diodes (see below), operated from the battery supply, or those connected to trainlines, shall have minimum breakdown ratings of four times the maximum achievable circuit voltage. Suppression devices shall be provided as necessary to protect the devices and limit the circuit voltage. Diodes operated from the battery supply, used as suppression devices, or connected to trainlines shall have a minimum breakdown rating (PIV) of 1000 V. Diodes with less than 1000 V PIV rating may be used if adequate circuit transient protection is also provided. All discrete semiconductors operated from inverters or other isolating devices shall have a minimum breakdown rating of two times the maximum circuit voltage, except where specifically detailed otherwise. Suppression devices shall be provided as necessary to protect the devices and limit the circuit voltage. All gallium arsenide and similar optical semiconductors shall be rated for operation over the temperature range of -40 (C to +85 (C. Germanium semiconductors shall not be used. Printed Circuit Boards Marking All circuit boards shall be labeled with a part number and descriptive nomenclature. Integrated circuits and other multi-terminal devices shall have an index mark on the component side of the board, visible with the component inserted, to indicate proper keying and insertion; the first pin on all IC packages shall be identified on the wiring side of the board. Component Mounting Components shall be fastened to the board in such a manner as to withstand repeated exposure to shock and vibration. Power resistors shall be mounted on standoffs so that the resistor bodies do not contact the board, spaced far enough away from the board so that resistor-produced heat will not discolor or damage the board. IC and Device Sockets IC and device sockets are prohibited except for components that must be removed for reprogramming or initial calibration procedures or devices that are available only in mounting in sockets. All other components shall be soldered in place. Conformal Coating Both sides of assembled printed circuit boards shall be coated with a clear insulating and protective coating material conforming to MIL-I-46058 latest revision, or approved equal. Keying and Interlocks All circuit boards mounted in a rack shall be keyed to prevent insertion into the wrong location. Circuit Board Connectors Printed circuit board connectors shall be heavy duty, high reliability, two-part type with a history of successful service in rail applications. Enclosures and Circuit Board Hardware All circuit boards that are rack mounted shall plug into racks containing the mating half of the circuit board connector. Deliverables The Contract Data Requirements List items (CDRLs) required by this section are summarized below. They are described in detail at the referenced location. CDRL#TitleReference19-01Recommended cleaning agentsTS 19.1.119-02Proposed substitute standardsTS 19.1.219-03Material safety data sheets (MSDS)TS 19.1.619-05Testing of critical fastenersTS 19.2.3.619-06Structural casting qualification test reportsTS 19.5.219-07Radiographic inspection sampling frequency TS 19.5.3.219-08Aluminum sheet, extrusions and forgings test reports TS 19.6.1Program Management and Quality Assurance General Purpose This section specifies the requirements for program management and quality assurance. Program Management Program management shall be sufficiently comprehensive to enable meeting, with a high degree of confidence, the requirements of this Technical Specification and meet the delivery of the agreed contractual schedule and cost. Specification shall be conformed to agreements reached during pre-Contract negotiations so that it contains requirements consistent with Contractor and Agency understandings at Contract signature. A collaborative program management approach as described in TS 20.1.3 is intended. The Agencys technical representatives shall pace the Contractors design activities, perform necessary reviews and provide inputs regarding acceptability of the design according to the schedule. The Contractor shall make available to the Agencys technical representatives the physical facilities and the details of the designs as they progress in order to take maximum advantage of the intended collaborative approach. Program Management Plan A Management Plan based on a collaborative team approach shall be developed, negotiated, agreed to during pre-Contract negotiations and included in the Contract. Members of the Contractors team are desired to have minimum 10 years of experience in their fields of expertise. The Contractor shall provide the following data on each member of the team: Rsum; and Confirmation that the proposed personnel are available for the project and that the project shall be their first priority. The Management Plan shall include preliminary design review (PDR), final design review (FDR), required audits, and shall also include, but shall not necessarily be limited to: The agreed organization chart, including names and a definition of the responsibilities and qualifications of all personnel therein, for the Agency and Contractor. As appropriate, the location of Agency and Contractor staff shall be identified at: Design facilities; Manufacturing facilities; Assembly facilities; and Project installation facility. The internal methods, communications, correspondence coding system and correspondence control to be used to monitor, oversee and manage the: Requirements; Schedule; Program changes; Subcontracts; Purchase orders; Material procurement; In-service support; Warranty; Systems assurance analysis; Tests; and Demonstrations. A Master Program Schedule (MPS) in critical path method (CPM) format showing key milestones and events as detailed in SP 3, Schedule, and the details of all program design, test and inspection, manufacturing, and delivery activities. Necessary points of required input from the Agency shall be included in the schedule. The schedule shall show drawings, procedures, functional descriptions, and other documents required to be prepared by the Contractor, and reviewed and approved by the Agency. Payment milestones shall be shown as per SP 4, Payment. Program Collaborative Team The Contractor and the Agency shall manage the program using a collaborative team approach. The collaborative review process shall emphasize on-the-spot problem resolution and agreed-upon buy-in, with the end result of building and delivering a good, compliant product on schedule. Complexity and over-designing, which results in unnecessary cost and technical risk, is to be avoided. The Contractor shall have overall responsibility for creating and maintaining the schedule, using a recognized program management and scheduling tool of its choice. Contractor and Agency Project Managers shall be responsible for monitoring performance to the schedule, and modifying the schedule as necessary such that delivery requirements are met. Contractor and Agency Project Managers shall be responsible for managing their resources such that their respective activities are conducted according to the schedule. Members of the team shall be fully empowered to discharge the responsibilities of the positions to which they are assigned. Contractor team members shall include empowered representatives of major Subcontractors, and of Subcontractors of major car equipment critical to safety or system integration. Changes affecting cost shall be decided in accordance with GC 8, Changes. In addition to the Project Managers, the team shall include members from the Contractor and Agency responsible for: Systems integration; The major vehicle subsystems; and QA. Assignments of individuals to fulfill these responsibilities shall be in accordance with the Management Plan. It is not intended that there be one individual for each function, as individuals may have several assignments depending on qualifications, the details of the related activities in the schedule, and resulting resource loading. For example, it is relatively commonplace for the Systems Integrator to also manage activities related to one or more of the vehicle subsystems. To minimize its costs, the Agency may want to limit its team members to a Project Manager, lead electrical and lead mechanical, one of whom would also be responsible for integration activities of the Agencys systems or equipment. Other specialists may be called in as necessary to maintain the schedule. Members of the team shall have access to program collaboration tools with access rights matching responsibilities. Changes in members of the team shall require the approval of the Project Managers. The purpose of the collaborative team approach is to streamline the process of Contractor design and Agency approval by direct person-to-person interchange rather than by exchange of correspondence. The benefits of a collaborative approach include: Reduction of the duration and impact of the formal design review meeting by limiting the meetings only to confirmation of previously reviewed and approved-in-principle submittals, and resolution of open items; and Avoidance of historical risks, and sharing of actual legitimate risk. The ideal method to accomplish the collaborative team approach is for the Agencys representatives to be located at the Contractors facility. Use of collaboration tools such as review of design details using one of the several available Web meeting products can minimize costs, but face-to-face meetings may be scheduled, particularly at the early stages of the program, to establish good working relationships. The Contractor shall make provisions at its facility for Agency members of the team, including: Normal office equipment; Administrative assistance; Internet access; and Any other access as necessary for program collaboration tools. An example of where Contractor provisions are necessary: Review of car design is most efficient if the reviewer is granted direct access to the 3-D design model; Stress analysis FEA review is most efficient if the reviewer has direct access to the FEA models. The Management Plan may allow for provisions, and the Agencys members of the team may be prepared to execute confidentiality agreements to protect Contractor confidentiality. Monthly progress reports shall include an assessment by the Project Managers on performance of Contractor and Agency team members as it relates to activities on the schedule. Project Collaboration System Correspondence control may be administered by a mature, proven project correspondence system, which shall do the following: Maintain electronic copies of all correspondence. Support assignment of responsible responders. Support e-mail for: Document announcement; Response assignment; and Due date reminder. Provide the ability to search and generate reports. Each submittal shall be coded to allow tracking in the system throughout the process of review, from posting by the Contractor through the process of review/approval by the Agency. The initial posting by the Contractor shall provide a brief description of the purpose of the submittal along with a list of: Drawing titles; Document titles; Document numbers; Revisions for drawings; and Data included in each posting. The system shall maintain a record of Contractor and Subcontractor drawing and document status. Performance Specific Requirements Interface with Subcontractors, Designers and Design-Build Contractor General The Contractor shall inform all designers and Subcontractors of all specified requirements and ensure that appropriate engineering management tools are utilized to coordinate and provide communication among the designers of interrelated systems. To the extent possible, major Subcontractors may be granted access to project collaboration systems. All applications of material or equipment by the Contractor shall be with the full concurrence of the Subcontractor that the application is suitable and within the recommended limits of operation of the material or equipment. The Contractor shall have all relevant designers and Subcontractors available when required for: Meetings; Production problems; Testing; Resolution of design deficiencies; and All other similar situations. During all phases of this project, the Agency shall have access to all designers and Subcontractors through coordination with the Project Manager. The team shall coordinate all design and installation activities with the Agencys project management team. The activities shall include, but not be limited to, the following: System component design; Design and construction schedules using software approved by the Agency; Submittals of project documentation; Training; Technical support; Testing; System acceptance and warranty issues; Reliability, availability and maintainability; System integration; QA; Compliance with regulations; System safety certification; and Attendance and participation in: Design reviews; Value engineering studies; Constructability reviews; Schedule coordination meetings; and Cost status meetings. System Integration General The Contractor shall actively employ system integration principles throughout the: Design; Production; and Test phases of the Contract. The practiced principles will control and coordinate the interfaces among the vehicles systems as well as uphold the requirements between the vehicle the operational and the maintenance systems. Systems Integrator The Systems Integrator shall have an understanding of the interaction of all vehicle systems and parameters, as well as possess experience in coordinating interface requirements. The Systems Integrator shall participate in the collaborative design review process. Meetings Project Meetings Jointly led project meetings, including pre-production, periodic and special meetings, shall be conducted according to schedule throughout the progress of the work. Agendas for the meetings may include any topics that the Project Managers determine to be relevant to the project, such as: Discussions of progress observations; Problems; Conflicts; Production schedules; Delivery schedules; Subcontractor fabrication; Quality standards; Design review; or Contract modifications. Kickoff Meeting The first project meeting shall be within 30 days after NTP at a time and location designated by the Agency for the purpose of discussing with the Contractor all essential matters pertaining to the successful prosecution and completion of the Work. At this meeting, as a minimum, the following shall be accomplished: Key personnel of the team shall be introduced. The Contractor shall submit for joint review document coding schemes, schedule and monthly report format. Project control methodology and plans for initial activities shall be confirmed before the start of formal progress reporting. The Contractor shall confirm that it is familiar with Agencys intended operations and maintenance environment. The Contractor shall identify the early information needs and decisions required from the Agency. As an option, a product familiarization presentation will be offered for the benefit of the Agencys operations and maintenance staff to afford them an opportunity to comment on the vehicle from their perspective. The Agency shall alert the Contractor to external pressures that will drive Agency expectations. Schedule-Based Project Management Meetings Meetings shall be held between the Contractor and the Agency on a regular basis for the purpose of reviewing project progress and other activities that cannot be readily resolved by correspondence. Meetings may address multiple subjects or design reviews of more than one system or subsystem where possible. An agreed number of days prior to a project review meeting, or as approved by the Agency, the Contractor shall submit the agenda and a data package covering information to be addressed in the meeting. These meetings are intended to serve as a forum to discuss design problems and issues, and to answer questions raised by the Agency, the Contractor or its Subcontractors: To discuss contractual matters; To discuss any other topics that the Project Manager determine to be relevant to the project to review schedule and payment issues; To witness tests and discuss their results; and To review: Design; Fabrication; and Assembly status. The Contractor shall be responsible to make sure that people knowledgeable in the topics to be discussed, including appropriate Subcontractors, are present as required at these meetings. The Agency shall be responsible to make sure that Agency team members with authority to make approval decisions about subjects discuss and attend each meeting as appropriate. To the extent practical to the Agency, meetings may be held at the Contractors facility or other location appropriate to the subject matter of the meeting. Progress/Design Review Meeting Reports Progress/design review meetings shall be held on a monthly basis at either the Contractors or the Agencys offices. The first monthly progress review meeting shall be held on a mutually agreed-to date after NTP. Meeting minutes of progress/design review meetings shall be recorded alternately by the Agency and by the Contractor and will be circulated among the attendees for agreement. Draft minutes shall be provided within five working days after each meeting. Attendees shall respond with comments or acceptance within five working days of receipt of the minutes. If no comments are received during that time, full concurrence will be assumed. The Contractor shall submit for Agency approval Monthly Progress Reports that assess actual progress against planned progress. The report shall include the following information: An updated master schedule showing progress as of the reporting date; A schedule report listing all activities, elapsed and remaining duration of activities, early start/early finish dates, late start/late finish dates, predecessor and successor activities, and float; A narrative report that, as a minimum, describes: Work accomplished during the reporting period; Percent of design, manufacturing, delivery, testing and system support elements completed during the reporting period, and percent of overall work completed; Delays incurred during the reporting period, their causes and effects, and the corrective actions proposed or taken to mitigate those delays; Changes in activity duration; Changes in activity logic; Failure statistics, along with corrective actions taken; Changes in the Agency-approved design plans and layout, or any other topics that the Project Manager determine to be relevant to the project; Changes in vehicle construction methodology and consistency; An updated drawing list; An updated vehicle weight estimate (refer to TS 2.2.8); An updated hazard analysis; Assignment of action items from the meeting with date of expected resolution; and Update of progress in closing existing action items. The Contractor shall submit Monthly Progress Reports to the Agency no later than five working days following the last calendar day of the reporting month. The status of correspondence submittal and review shall be updated and submitted to the Agency as a part of the Monthly Progress Report. The Contractor shall submit special reports and/or shall hold special topical reviews as requested by the Agency to address special concerns or problem areas. Documentation of all work, repairs, parts used and purchased, warranties, configuration control of serialized components and reliability reports shall be submitted to the PMs and VMMs in the form of a report on a monthly basis. Design Approvals, Drawings, Documentation and Data Requirements Design Review Procedure Design reviews shall be conducted to evaluate the progress and technical adequacy of the design and compatibility with the performance requirements of the Technical Requirements. The basic method of design review shall be by collaboration of the members of the team as a continuous process driven by the schedule. Design review shall include both preliminary design review (PDR) and final design review (FDR). The PDR shall confirm the design concept, as well as verify that the activities necessary for production have been collaboratively presented, reviewed and approved such that they can be released for manufacturing. Approvals may be subject to conditions, provided that the conditions can be addressed concurrent with manufacturing. To the extent possible, design reviews of major subsystems and components shall be conducted at the Subcontractors facility. As the design progresses, a continuous series of ongoing, concurrent reviews of the design and the work performed in making the transition from concept to production design shall be conducted. Collaborative meetings shall be conducted to discuss and evaluate design progress, technical adequacy of the design, system interfaces and the compliance with the performance requirements of the Contract. During these ongoing review meetings, action items shall be identified, with each action item assigned to an individual for disposition by a predetermined response date. Reviews shall also evaluate compatibility of the functional interfaces between the vehicle subsystem components and between the vehicle and other wayside systems and facilities. Upon reaching agreement between the Contractor and the Agency, the Contractor shall prepare and submit the vehicle design drawings and documents for formal review and acceptance by the Agency. Technical data shall be handled in accordance with this design review procedure, including: Management plans; Quality assurance programs; Production schedules; Test procedures; Test schedules; Test results; Progress schedules and reports; Drawing lists; and Samples and other data submitted by the Contractor and requiring review by the Agency. Designs and systems that can be proved to have been previously tested and accepted by other authorities with similar specification requirements may be accepted by the Agency. The PDR submittal shall merely be the formalization of all prior design reviews and approvals and shall take the form of a list signed by both Contractor and Agency as Approved or Approved with Comments. FDRs are conducted at the end of each subsystem design. FDRs shall: Confirm that the design is complete; Confirm that the design is in compliance with the Technical Specifications; Confirm that the design is acceptable with regard to the related activities shown on the schedule; Verify that conditions for approval at PDR have been satisfied and signed for acceptance; and Confirm the exact interface relationships between the systems and other related equipment and infrastructure. An FDR shall be conducted when detailed design of a subsystem is complete. The FDR shall determine that detailed design of the system under review will satisfy the design requirements established in these Specifications and shall confirm the exact interface relationships between the systems and other equipment or infrastructure. The FDR shall be considered complete when the baseline production vehicle design configuration is fully documented with appropriately revised drawings and documentation as approved by the Agency. Submittals shall be by electronic copy posted to the correspondence control system per TS 20.1.5. Subassembly drawings shall also be submitted for information to facilitate the review of assembly and installation drawings. The Agency reserves the right to view additional drawings to support the review process of assembly and installation drawings. The schedule shall provide for time for Agency review and disposition of submittals in accordance with the requirements of this section. The following review times (calendar days) are recommended: 15 days for submittals unless otherwise noted; 30 days for structural stress analysis and reports; and 60 days for documents related to: Manuals; Training; and Parts catalogs. Collaboration as defined herein may significantly reduce review time. No extension of Contract time will be allowed for revision of Contractors drawings or documents that have been either Disapproved or Approved with Comments. Such drawings and documents shall be resubmitted and will be reviewed and returned to the Contractor within the time intervals stated above. Disposition of Drawings, Documentation and Data Agency review shall provide one of the following dispositions: Approved: Approved means the Agency concurs with the information in its submitted form. Work shall be performed in accordance with the information submitted. An approval shall not be construed as permitting any departure from the Contract, unless the submittal requests a deviation and the Agency issues a waiver or a Change Order, or relieving the Contractor of any responsibility for the design. Approved with Comments: Approved with Comments means the Agency conditionally agrees with the submitted information in principle, but some details must be changed as indicated by the comments. Work on the affected item may proceed concurrent with mitigation by the Contractor of the conditions for approval. Disapproved: Disapproved is defined as the Agency not accepting the design, requiring the Contractor to revise and resubmit the document, drawing or data for the Agencys approval based on the comments provided by the Agency, prior to commencing the affected portion of the work. Requirements for Drawings, Documents and Data The Contractor shall provide all drawings and data required by the Contract Documents, and the Agency may request such other drawings and data as needed. Contract Documents provided by the Contractor shall be sufficiently detailed to enable the Agency to determine with a high degree of confidence (based on applicable industry standards and practices) that the Contractor shall deliver vehicles conforming to the Contract Documents that are suitable for the environment in which they will be used. Drawings submitted by the Contractor shall be in a format approved by the Agency and shall include: Title block; Drawing number; Title; Date; Revision number; Contract number; Reference to next higher assembly; and Signature of the Contractors responsible engineer. The Contractor shall provide the following documentation for collaborative review and revision in the form of a design submittal listing signed off by both the Contractor and the Agency, as identified and detailed in TS 20.3.3.1. Documents, data, calculations, assembly and installation drawings required to convey: Concept; Design; Dimensions; Maintenance; Operation; and Overall assembly aspects and interfaces. A narrative description of each major system proposed by the Contractor and Subcontractors, including arrangement, major components and functional description; Subassembly drawings to facilitate the review of assembly and installation drawings; and A dynamic outline of the vehicle that accounts for the worst-case conditions of wear and failures. All dimensions shall be expressed in the English system. Where other dimensional systems are used, the equivalent English measurements shall be added, leaving the original intact and readable. All terminology used shall be conventional to the U.S. transit and railway industries. Contractor and drawings shall be in a suitable scale in order to accurately convey content. Drawings shall be accompanied by documentation that supports review and approval, such as: Drawings; Calculations; Material specifications; Process specifications; Flammability and smoke emissions data; and Test data. Detailed parts drawings need not be provided unless requested by the Agency to support the review of another drawing. Drawings, documents and data provided by the Contractor shall be listed in numerical sequence. Drawings shall be prepared in a manner that permits the Agency to readily determine and view the interface relationships between major structural elements and their subassemblies, and also between the structural elements and the attached: Apparatus; Equipment; Wiring; Piping; and Hardware. Drawings shall be made to the third-angle projection system. Structural drawings shall be of sufficient scale and size to clearly delineate the shape and size of all assemblies, members and components. The drawings shall be completely dimensioned. Build-up of materials shall be shown and identified (thickness fully dimensioned). Full and complete information regarding location, type, size and extent of all welds shall be clearly shown on the drawings. All joints and connections shall be detailed, with all dimensions, showing the size of the fasteners, and complete American Welding Society (AWS), or equivalent, weld symbols (including size and process). The list of materials shall include the materials specification including: Grade; Temper; Thickness; and Nominal size. Requirements for vehicle schematics and the Integrated Schematic Package are presented in TS22.3.1.6. Drawings shall be complete and shall include all interface and complementary drawings, including those for lower-order assemblies. If the Agency deems a drawing essential and a Subcontractor claims that the drawing is proprietary, then the Subcontractor shall prove to the mutual satisfaction of the Contractor and the Agency that the claim is valid. However, if certain information is necessary for design review or maintenance, then the Contractor or Subcontractor shall supply this information to the Agency. The Contractor shall submit design drawings, calculations and system descriptions both to demonstrate that the equipment to be supplied shall fully satisfy all specified requirements and to obtain the Agencys agreement. The Agency and the Contractor shall work through the described collaborative review and revision process to arrive at a design of all systems, subsystems and components that is acceptable to the Agency. Unless otherwise accepted by the Agency, every drawing shall include a complete list of materials and parts lists, including the Contractors part number, on the field of the drawing or on a separate sheet of the same drawing, describing all parts or subassemblies, and including Subcontractor-furnished items, which form a part of the assembly, subassembly or piece depicted. All documents, drawings and data shall provide for a revision block, which shall identify: The revision letter; The date of revision; The initials of the Contractors responsible engineer authorizing the revision; A description of the change; and The reason for making the change. Construction Photographs Before delivery of the 10th car, the Contractor shall submit to the Agency high-resolution digital photographs of the vehicle development, construction, assembly progress and finished car, with at least 200 views of the vehicle at different stages of construction. The digital photographs shall be indexed to identify each of the photographs enclosed. The photos shall include views of: The interior and exterior; Including roof equipment installation; Underframe equipment and coupler area installation; Cab front; Vehicle side views; Skirting details; Passenger compartment; and Operators cab. Mock-ups and Samples Half Vehicle Full-Scale Mock-Up A full-size mock-up of a complete 1/2 vehicle and equipment arrangement details shall be provided by the Contractor for design reviews and updated as necessary. The mock-up shall have all components, hardware and equipment similar or identical in appearance to those to be used on the production vehicle to the greatest extent possible. The mock-up shall show details of: The front end; Underfloor arrangement; Interior and exterior roof-mounted equipment locations; Roof walkways; Articulation; Roof structure; and Cab area. The mock-up shall be finished in appearance, similar to an actual vehicle, and shall have operating exterior and interior lights and one set of operating side doors. The mock-up shall show the styling of the front and sides of the vehicle, and shall include all: Interior wall linings; Ceiling; Doors; Floor; Partitions; Windows; Windshield; Cameras; Exterior lighting; Windshield wipers; Destination signs; Crew switches; Windscreen; Exterior and interior signs; Cab console; Operator and passenger seats; Handrails; Stanchions; and Wheelchair area. Any other apparatus specified or required shall be included in the mock-up. All cab controls, displays and switches shall be included, but may include nonfunctional devices. The roof-mounted equipment arrangement shall show the locations of all equipment including conduits, cable runs and piping. A maintenance demonstration of the roof equipment will be required. Existing vehicles may be utilized for demonstrating equipment arrangements where approved by the Agency. Mock-up Alternate Full-Scale 3-D Digital Demonstration (if used) General The Contractor may alternatively propose, in lieu of the physically constructed full-scale mock-ups, full-scale 3-D mock-ups constructed with digitally accurate 3-D design models. Acceptance of such an alternative will be at the sole discretion of the Agency. In the event that the Agency accepts the 3-D modeling option, if proposed, the following requirements shall apply: All model data shall be full scale and dimensionally accurate; 3-D ergonomic mannequins shall be utilized in the areas requiring human interface to demonstrate ergonomics and scale; Samples and where necessary mock-up components (such and seats) of all visually materials shall be provided; Design control methodology of the digital data (data management, assembly/part numbering control) shall be utilized, managed and provided; Construction process and functional data shall be provided as part of the mock-up demonstration. Should the Agency accept this alternative, if proposed, the Contractor shall submit a detailed description and technical write-up with illustrations is to be submitted to the Agency for approval prior to commencement. Material Samples Material samples of actual decorative and other materials proposed for use on the vehicle shall be provided for the Agencys approval no later than acceptance of the vehicle mock-up or at the time of viewing an existing vehicle. Decorative items such as samples of exterior finish, windows, wall linings, window masks, partitions, interior trim, handholds, upholstery, paint chips, floor covering and any other materials used for decoration shall be supplied in no larger than 8 by 11 in. Decorative items shall be mounted to a backing as necessary and assembled into binders. Each sample shall include Manufacturer name, address, telephone number and all other contact information. As-Built Drawings The Contractor shall provide the Agency with a complete list of as-built drawings to be supplied by the Contractor. As a minimum, the list of drawings is to include drawings down to the subassembly level. As necessary for design review and vehicle maintenance, component-level drawings shall also be included. The Contractor shall provide the Agency a complete set of all drawings identified in the as-built drawing list. Drawings shall be supplied in electronic format, fully compatible with AutoCAD, latest version, or alternate software to be approved by the Agency. The media for drawing submittal shall be agreed upon by the Contractor and the Agency. As-built drawings shall include the following as a minimum: All drawings submitted for approval; All Contractors and Subcontractors drawings, details and bills of material that are required for future installation, maintenance, repair and overhaul purposes; All assemblies, subassemblies and arrangements of the vehicle as finally furnished, modified and accepted; All electrical schematics, electronic circuits and wiring diagrams; All interface control drawings; and Carbody drawings and documents required for wreck repair and procurement of replacement parts. Any Subcontractor record drawings not produced in an electronic version shall be converted by the Contractor to an approved electronic form and submitted in accordance with the requirements above. Modification and Configuration Control Configuration Management Plan The Contractor shall submit for approval a Configuration Management Plan that describes the method to be used to track and control all component model numbers, serial numbers, submittals, drawings and revision levels. Drawing List The Contractor shall submit a drawing tree and list of drawings. Based on the guidelines given below, the Contractor shall indicate on this list the drawings intended for submittal and Agency approval. The list shall provide space for tracking the submittal status of each drawing. Updates of the drawing list shall be provided with each Monthly Progress Report. As part of the drawing tree submittal, the Contractor shall include a description of the primary drawing numbering system including the significance of characters. First Article Inspection First Article Inspections (FAIs) are considered the final step in FDR. The successful completion of an FAI shall be a prerequisite for the completion of the FDR process for those systems and components subject to that FAI. Changes after FDR, and therefore FAI, shall be documented in the form of engineering change proposals and shall be submitted for approval. Design Baseline Production may commence once a PDR approval or approval with comments is achieved. For the purposes of Agency change control, the design baseline for each system shall be established when design approval is granted at the FDR. Changes beyond FDR that affect the approved design or production baseline as presented at the FDR shall be submitted for approval. Documentation The Contractor shall maintain accurate and current configuration documentation, which shall be made available to the Agency upon request. The configuration documentation shall have the capability of identifying the following: The composition of any of the following at any level, in terms of subordinate and next part numbers: Part; Component; Subassembly; or Assembly. Engineering changes and records of superseded configuration requirements; and Configuration of spare parts and any retrofit/replacement requirements. Component Serialization Serial Numbers The Contractor shall assign discrete serial numbers in sequence including, but not limited to, the following equipment and components: Axles; Auxiliary system motors; Batteries; Brake control units; Converters; Couplers; Current collector; Door operators and controls; Gear units; Journal bearings; Principal units of communications system equipment; Principal units of traction and braking apparatus; Temperature control apparatus; Traction motors; Truck castings and/or weldments; Wheels; and Any other item of equipment customarily assigned serial numbers or that will be rebuilt and/or overhauled. The Contractor shall submit for approval a list of items to be serialized and a description of the serialization method to be used. The Contractor shall provide a completed list of serialized items for each vehicle within the respective Car History Book. Location of serial numbers shall be approved by the Agency. Component Identification Format of identification of assemblies, subassemblies, and components shall be in the following format: Part number: P/N Abc1234... Serial number: S/N Abc1234 Serialized components shall be marked with both printed and RFID labels. The life expectancy of labels shall be the same as that of the parts to which they are attached. RFID Tags Should the procuring agency decide to utilize Radio Frequency Identification (RFID) tags for trucks (bogies), the mounting of tags shall conform to specifications outlined in the Standard for Automatic Equipment Identification (AAR S-918). Further, truck mounting holes or mounting attachment fasteners need to conform to truck manufacturers recommendations and AAR-S918 and may be provided factory installed as part of the procurement specification. Quality Assurance and Audits General The Contractor shall develop a quality assurance (QA) program approved by the Agency to oversee the work of the Contract. The goal of the QA program is to explicitly plan for the quality-related activities needed to verify that the product and manufacturing process meet all the requirements of the Contract Documents. QA activities and responsibilities include: Establishing and maintaining a QA program; Satisfying all requirements identified in the program; and Conducting timely QA audits of the program. All applicable provisions of this section shall apply to the Contractors and Subcontractors QA programs. The Contractor shall ensure conformance with the QA requirements of all such entities. The requirements of this section shall have precedence in all matters pertaining to program management. The Contractor shall make available for the Agencys review and inspection all required procedures, plans, manuals and any other documentation to be used to verify conformance. The Contractors QA program shall, at a minimum, adhere to the guidelines presented in the most current revision of FTA publication FTA-IT-90-5001-02.1, Quality Assurance and Control Guidelines, and adhere to ISO 9000 (or QS-9000) series quality standards. Alternate comparable quality assurance and quality control guidelines may be submitted for acceptance by the Agency. The Contractors QA program shall include the 15 quality elements specified in FTA publication FTA-IT-90-5001-02.1, Quality Assurance and Control Guidelines: Management Responsibility; Documented Quality Management System; Design Control; Document Control; Purchasing; Product Identification and Traceability; Process Control; Inspection and Testing; Inspection, Measuring and Test Equipment; Inspection and Test Status; Nonconformance; Corrective Action; Quality Records; Quality Audits; and Training. In addition to the 15 FTA QA/QC elements, the contractors QA/QC program shall specifically and clearly address the following: How the quality of the Operators Manual and the maintenance manuals required by TS 22 of this Specification will be ensured and demonstrated; How the quality of the training courses required by TS 22 will be ensured and demonstrated; and How compliance with the software quality requirements given in TS 18 will be ensured and demonstrated. Elements may refer to QA/QC activities. QA activities shall include a documented plan for quality activities and verification that those activities were carried out. QC activities shall include the actual implementation of quality activities and the documentation thereof. The QA program shall remain effective throughout the duration of the Contract. The following section provides a description of the 15 elements of a quality management system that shall be included in the development of detailed quality procedures. Quality Program Elements Management Responsibility The Contractor shall define and document a quality policy and communicate, implement and maintain that policy at all levels of its organization, consistent with the collaborative team approach of described in TS 20.1.4. The Contractor shall designate a representative who has defined authority and responsibility for ensuring that the quality policy is implemented and maintained. The Contractor shall also identify those people responsible for the QA function and define in writing the responsibility, authority and interrelation of those people. The responsibility for and commitment to the quality policy belongs to the highest level of management, and therefore management shall declare and document its commitment to quality. Management shall make sure that the quality policy is understood, implemented and maintained throughout the organization. Maintenance includes documented review of the policy at appropriate intervals to make sure that it remains suitable and effective. Project personnel who have responsibility for ensuring or controlling quality shall be identified, and their interrelationships with project management defined. These relationships may be shown on an organization chart. Those personnel responsible for ensuring quality must be independent of those having direct responsibility for the work being performed. This can be accomplished satisfactorily if those ensuring or controlling quality report on a level higher than those having direct responsibility for the work. So far as possible, each organization involved in a transit capital project may be responsible for its own QC. Contractors have overall responsibility for QA as part of their own quality management system. Documented Quality Management System The Contractor shall establish and maintain a documented quality management system to make sure project quality objectives are satisfied. The quality management system requirements shall extend to the Contractors Subcontractors as appropriate. Written procedures and instructions shall be developed for activities affecting quality in: Design; Procurement; Manufacturing; Construction as applicable to the work performed; Procedures and instructions shall also be developed for control of processes including: Inspection; Testing; Nondestructive examination; Disposition of nonconforming product; Corrective action; Maintenance of quality records; Quality audits; and Training. The procedures may contain a statement of the purpose and scope as well as any references to appropriate: Codes; Standards; and Specifications. In developing the quality procedures, consideration may be given to identifying and acquiring any inspection equipment, skills or special quality processes needed to verify quality performance. Inspection and testing techniques shall be kept up to date. The procedures and instructions may contain formats for the quality records needed to make sure that the procedures and instructions are followed and documentation requirements are understood. Design Control Design control includes: Ensuring that the design requirements are understood; Planning the design interfaces and design verification activities; Executing the design verification activities; and Controlling design changes through project completion. The Contractor shall prepare a plan for design activities consistent with the provisions of this section. The plan for design activities shall identify who has responsibility for the different design parts and who has the QA responsibility for design. It shall also identify the various organizational interfaces required among various groups producing and commenting on the design, and specify the information to be: Documented; Transmitted; and Regularly reviewed. The plan may specify how the Agency operating and maintenance departments would interface with those producing the design. Design input requirements shall be identified, documented and reviewed by the Contractor. Any ambiguity in the design input requirements shall be resolved. Design output shall be documented. Design output shall meet the input design requirements, include acceptance criteria; conform to appropriate regulatory requirements, whether or not these have been stated in the design input requirements; and identify those aspects of the design that are crucial to the safe and proper functioning of the final product or system. The Contractor shall assign to competent personnel those activities required to verify the quality of the design. Design verification activities include: The carrying out of alternative calculations; Independent checks of design calculations; Specifications; Drawings; Contract Documents; Conducting and documenting design reviews; Undertaking qualification tests and demonstrations; and Comparing the design with a similar proven design, if available. Design reviews include reviews for: Constructability; Operability; and Maintainability. Appropriate procedures shall be established for: Identification; Documentation; Review; and Approval of all changes and modifications to the design. This responsibility shall extend to those responsible for construction or manufacturing to make certain of compliance to design requirements and for development of as-built documents, if required as part of the design documentation at the end of the project. Each group responsible for design may have its own written QC procedures. QC procedures include peer review of drawings and check calculations. QA activities are performed to verify compliance to established QC procedures and to determine the effectiveness of the procedures in meeting quality program objectives. QC procedures shall include control of the evaluation, coordination and approval or disapproval of changes in the configuration of an item after establishment of a configuration baseline. A configuration baseline consists of the approved or conditionally approved technical documentation for an item as set forth in drawings and associated: Lists; Specifications; and Referenced documents. In an effective configuration control program, drawings are uniquely numbered and otherwise identified. Specifications follow a standard format, and each paragraph is numbered and identified. Complete drawing lists shall be established and maintained. Changes to approved drawings or specifications shall only be made in accordance with established procedures. Permanent files are maintained of all Contract Documents that include historical information relating to all project changes. As the project becomes implemented, configuration control evolves to include the documentation of the completed improvement on as-built drawings. Document Control Procedures for control of project documents and data shall be established and maintained consistent with the provisions of this section. The document control measures shall make certain that all relevant documents are current and available to all users who require them. Control of project documents includes: The review of documents by authorized personnel; The distribution and storage of these documents; The elimination of obsolete documents; and Control of changes to the documents. Copies of the documents may be distributed so that they will be available at all locations that need them for effective functioning of the quality management system. Obsolete documents shall be promptly eliminated from each work location. Any superseded documents retained for the record may be clearly identified as such. The same authorized personnel who reviewed and approved the original documents, unless the control procedures specifically allow otherwise, may review changes to the documents and data. Changes shall be promptly distributed to all locations, along with a master list enumerating the current revisions of each document. Following are examples of the types of documents requiring control: Drawings; Specifications; Inspection procedures; Test procedures; Special work instructions; Operational procedures; and QA program and procedures. Purchasing The Contractor shall make sure that every purchased service or product conforms to the specified requirements. The Contractor shall require Subcontractor quality programs appropriate to the work being performed and in accordance with QA program requirements. The Contract or purchasing requirements shall clearly specify the expectations of the Agency, including relevant: Standards; Drawings; Specifications; Process requirements; Inspection instructions; and Approval criteria for: Materials; Processes; and Products. The purchasing documents shall be reviewed and approved by a designated authority for adequacy of specified requirements prior to release. The purchaser of services or products shall make certain that the Subcontractor fully understands the Contract, agrees with the Contract, and has the capacity to perform as required. Where construction or equipment procurement is involved, the Contract between the Agency and the Subcontractor shall specify the right of the Agency or other authorized representatives to carry out inspection and testing at the source and upon receipt to verify that the work or product meets specifications. Such provision shall not absolve the Subcontractor of the responsibility to provide acceptable work or product, nor preclude subsequent rejection. Where equipment procurement is involved, the Agency shall define, as appropriate, the means and methods for: Handling; Storage; Packaging; and Delivery of product. The Agency shall establish procedures for procured equipment, including how it is: Received; Inspected; Stored; and Maintained. Product Identification and Traceability Measures consistent with the requirements of TS 20.3.7.5 shall be established and maintained for identifying and controlling items of production (batch, materials, parts and components) to prevent the use of incorrect or defective items and to verify that only correct and acceptable items are used or installed. Physical identification and control may be used to the extent possible. Where physical identification is impractical, other appropriate means may be employed, such as: Physical separation; and Procedural control. Items may be segregated to prevent use or installation if the items: Fail to possess identification; Have lost record traceability; or Do not conform to requirements. An item shall be able to be identified by how it is marked or where it is located. Product identification and traceability shall take place during all the various production phases from receipt of raw materials, components or subassemblies, through the manufacturing process, to delivery of final products or systems. Raw materials shall be traceable back to a particular batch number, shipment number, packing slip or invoice and be accompanied by applicable test data sheets and material certifications. Storeroom or inventory tracking procedures shall allow for items to be traceable back to a particular: Order number; Batch number; Date received; Test lot; or Other pertinent source. Assemblies in production shall be traceable to particular projects through the use of some form of routing documentation. Routing documentation shall contain sufficient manufacturing information, including: Work instructions; Manufacturing standards; and Tooling. Final assemblies shall be clearly marked with model number, serial number and/or bar code. Process Control The Contractor and its Subcontractors shall identify and plan the production and installation processes that directly affect quality and verify these processes are performed under controlled conditions. Special processes, the results of which cannot be verified by subsequent inspection and testing of the product, shall be continuously monitored. To achieve accuracy and consistency in production and installation processes, the quality program shall provide for: Documented work instructions where such are needed to ensure quality, use of suitable production and installation equipment, a suitable working environment, personnel qualifications, and conformance with referenced standards/codes and quality plans; and Monitoring and controlling of processes and product characteristics during production and installation. Continuous monitoring and/or conformance with approved documented procedures is required during special processes, such as welding, nondestructive testing and heat treatment, where the results will impact quality of the final product, but where inspection after the fact will not reveal the deficiencies. A primary purpose of process control is to ensure that work is performed in the proper sequence. For example, welds shall be inspected before they are painted. Documented work instructions provide support for proper sequence control especially where there is complex work or when there are multi-disciplined interfaces. Inspection and Testing General The Contractor and its Subcontractors shall establish and maintain documented procedures for inspection and test activities in order to verify that specified requirements for the product are met. The required inspection and testing, and the records to be established, shall be detailed in the quality plan or documented procedures. When products are delivered to the Contractor, it is the responsibility of the Contractor to verify that they are in conformance with requirements. The extent of receiving inspection can vary with the amount of inspection at the source, the safety criticality of the product and the confidence in the quality procedures of the Subcontractor. In-process testing and inspection of the work to verify conformance of an item or work activity to specified requirements shall be in accordance with the quality plan or documented procedures. Both inspection and process monitoring methods may be performed, as necessary, to ensure that the specified requirements for the control of work processes and the quality of the item are being achieved throughout the duration of the work. Written procedures shall be implemented to ensure that all items will perform satisfactorily in service. Functional, operational and acceptance testing shall be performed under controlled conditions, using appropriate test equipment. Test equipment shall be operated by people who have received adequate indoctrination and training. Test procedures shall reference test objectives and list test prerequisites. Test instrumentation requirements shall be listed for each test procedure. The Contractors inspectors shall monitor tests and verify that specified conditions are satisfied. Final inspection and testing shall verify that all specified inspections and tests, including those for in-process work, have been carried out and that the resulting data meet specifications. Final inspection and testing shall be carried out and properly documented to verify conformance of the finished product to the specifications. Records shall be maintained of the various inspections and tests to provide evidence that the product has passed inspection and/or test with defined acceptance criteria. The Contractor shall not schedule any Agency inspections on Saturday, Sunday or Agency holidays without prior approval of the Agency. First Article Inspections This section covers FAI for Contractor or Subcontractor supplied systems, subsystems, assemblies, subassemblies and components, in accordance with TS 20.3.7.3. The FAI will be conducted jointly by the Agency and the Contractor at the point of manufacture on the first piece, component, assembly or system constructed using production processes and tooling and conditionally approved or approved design drawings. The Contractor shall also perform a pre-FAI in advance of the Agency FAI to make certain that the Contractor or Subcontractor is prepared for verification of compliance. The Contractors pre-FAI report shall be submitted to the Agency for review and concurrence prior to scheduling any FAI. Subsequent to completion of the initial FAI, changes to product design, production process or location of manufacture shall be the basis for performing another FAI. The scope of the subsequent FAI shall be at the sole discretion of the Agency. Equipment shall be shipped from the point of manufacture only after an FAI has been accepted by the Agency. The Agency reserves the right to waive its attendance at an FAI. The Contractor shall provide a list of items subject to FAI to the Agency within the prescribed timeframe indicated in the Contract. The approved FAI list shall indicate those items that will receive FAI and be updated and issued monthly or at a frequency agreed to by the Agency. The list shall include the projected schedule date for each event. The list shall provide notification of no less than 15 days for FAIs conducted within the United States and 30 days for FAIs conducted outside the United States. No more than one FAI shall be scheduled on the same date, and no more than two FAIs scheduled in the same workweek, without Agency approval. FAIs will be performed on vendor-supplied equipment, car components and systems, including as a minimum: End frames; Underframe; Roof assembly; End assembly; Articulation section assembly; Sidewall assembly; Carbody structure, complete; Flooring, including: Subfloor panels; and Floor covering; Trucks; Coupler/draft gear; Propulsion equipment; High-voltage system/equipment, including: Current collection equipment; Main transformer; Inverter; and Others as applicable; Low-voltage system/equipment, including: Batteries; and Battery charger; Braking system/equipment; Heating, ventilation and air conditioning; Doors and door controls; Communication equipment, including: Radio; Event recorder; Public address equipment; Intercom; and Others as applicable; Train control system, including: Automatic train stop; Train-to-wayside equipment; Automatic train protection; and Others as applicable; Lighting, including: Interior; and Exterior; Seats, including: Cab; and Passenger; Windows, including: Windshield; Sliding sashes; Passenger; and Emergency exit; Signage, including: Destination sign; Plates; and Decals; Fare equipment; ADA equipment; Floor panel installation; Underfloor equipment installation; and Complete finished vehicle, both: Interior; and Exterior. As a prerequisite to FAI, the Contractor shall verify the readiness of the following elements, at a minimum: FAI procedure specific to the system, assembly, subassembly or components inspected, submitted to the Agency for approval 30 days in advance of the FAI; Status of Agency approval; Vendor name; Manufacturing facility address; Phone number; Vendor contact; Detailed event schedule and agenda; For purchased items, a copy of the vendors purchase order (commercial items excluded); Complete set of drawings approved or conditionally approved by the Agency; Material certifications; Vendor certifications, as required; Completed and dispositioned inspection forms that control in-process work; Proof that all required testing has been performed in accordance with the approved Inspection and Test Plan and that the results satisfy specification requirements; Contractor pre-FAI final inspection report to ensure readiness of the product; Tools and labor to perform inspection and test; Tools and labor for disassembly and removal of covers; and Appropriate procedures, equipment and labor to perform functional tests, if required. The inspection article shall be displayed in an accessible, well-lit space to allow ease of inspection. The FAI will confirm the quality of workmanship as defined in the specification. Any samples required to satisfy inspection of subjective characteristics shall be agreed jointly by the Contractor and the Agency and approved for use by the Agency. Documented FAI results may include sufficient sets of photographs to be presented to the Contractor, the Agency, and the Subcontractor as an inspection tool to be used when subcontracted product is subsequently presented for pre-shipment inspection. Throughout the manufacturing phase, accepted FAI inspection items (except for the vehicle shell and the completed vehicle) shall be stored in a secure area of the Contractor or Subcontractor facility. Except where otherwise approved by the Agency, these items shall be retained for the duration of the manufacturing phase and shall be upgraded to the latest approved design configuration. Retained FAI items may be used for production of the last vehicle following Agency inspection and approval. Subcontractor Inspection Drawings, submittals, FAI and qualification testing for Subcontractor product must be completed and approved prior to release of product for shipment to the Contractors facility. Inspection of Subcontractor products and materials shall be conducted at the Subcontractors facility. Pre-shipment inspections shall be scheduled prior to each shipment. The Contractor shall notify the Agency at least 15 days in advance of any shipment inspection to provide opportunity for the Agency to make arrangements for participation (or waive its participation). Receiving Inspection Receiving inspection of incoming materials and product shall be conducted by the Contractor and its Subcontractors. Receiving inspection shall make certain that incoming product is not processed or used until it has been inspected or otherwise verified as conforming to specified requirements in accordance with the quality plan and documented procedures. Inspection effort shall be performed using: Contract Documents; Purchase order requirements; Applicable and approved drawings; Samples; and Other pertinent documents. Material certifications, test reports and other documents used as the basis for acceptance by the Contractor or Subcontractors shall be retained. Materials and product found acceptable at receiving inspection shall include permanent physical identification, including disposition, to the maximum extent possible. In the case that incoming material or product is necessary to be released for urgent production purposes prior to verification of compliance, it shall be positively identified and recorded in a manner that permits immediate recall and replacement in the event that nonconformity to specified requirements is found. In-process Inspection The Contractors quality system shall make certain that all production operations, including processing and fabrication of any type, shall be performed under controlled conditions. Controlled conditions shall include documented work instructions, adequate production equipment and any special working environment. The Contractor shall inspect and test the product in accordance with prescribed identification of in-process inspection/test as specified in the quality plan and/or in documented procedures. The Contractor shall hold or retrievably track product until the required inspection and tests have been completed or necessary reports have been received and verified. In-process inspection shall be accomplished in a systematic manner selected by the Contractor subject to audit and surveillance by the Agency. Any discrepancies found during inspection shall be documented and posted at the point of inspection, and responsible departments/personnel shall be notified of the need for correction. Repairs and corrections shall be inspected for conformance to drawings and Agency-approved work instructions as needed. Re-inspection shall be performed and documented by the Contractor. The Agency will have the right to assign an inspector to the manufacturing facilities to witness all phases of production. Hold Point Inspection The Contractor and Agency shall in collaboration establish hold points in the manufacturing process to provide inspection at all critical stages of manufacture and test to monitor manufacturing progress and adherence to Contract requirements. Hold points shall be utilized to inspect completed operations and installations. Hold points shall also be used to inspect items that are about to be covered over by succeeding assembly operations. A list of hold point inspections shall be submitted to the Agency for review and approval prior to production. Movement to the next operation or station will not be allowed until hold point requirements have been satisfactorily verified. If work is concealed without inspection, the Contractor will be required to expose the work and verify that inspection requirements have been met to Agency satisfaction. The Contractor shall use inspection forms to document all discrepancies found. The inspection forms shall be posted at or near the point of inspection for each vehicle and included in the Car History Book when all discrepancies have been eliminated. Nonconforming product shall not be released from a hold point area until all discrepancies have been corrected, re-inspected and accepted. The Agency reserves the right to perform inspection of any concealed work that requires inspection prior to the next production step. Inspection of concealed work can be in the form of: 100 percent inspection of all cars at designated hold points; Audit of cars at a particular hold point; Audit of hold points; or Waiver of Agency attendance. If Agency inspection/witness is waived, then the Contractor shall still submit documentation of its completed hold point inspection. During the course of manufacture, the list of required hold points may be adjusted as a result of improved or diminished product quality through joint discussion and agreement between the Contractor and the Agency. Pre-Shipment Final Inspection Prior to shipment from the manufacturing facility, the Contractor shall conduct a final inspection of each vehicle. All production work shall have been completed and any open items documented prior to performance of final inspection by the Contractor. The Contractor shall conduct final inspection of the car preparing a written record of findings. Any discrepancies shall be corrected, documented and re-inspected by the Contractor. After completion and acceptance of the Contractors final inspection by the Contractor, the Agency shall be notified for final inspection. All Contractor inspection records, including the Contractors final inspection report, shall be made available to the Agency with all deficiencies from prior inspections corrected. All production and functional testing shall also have been completed and documented before final inspection begins. The Contractor shall provide a qualified individual to accompany the Agency representative during final inspection and to provide labor and tools as may be necessary to remove or open and reapply access covers and doors. Preparation for inspection shall include providing: Safe access to the vehicle and vehicle roof; Adequate lighting, interior and exterior; and Supply of power to energize vehicle systems. Any discrepancies found during the Agency final inspection will be documented and forwarded to the Contractor for correction. Upon correction and re-inspection by the Contractor, the Agency will re-inspect the discrepant items, and this cycle shall be repeated until all items are satisfactory. Shipping Inspection The Contractor shall develop written procedures for preparation of each car for shipment. The procedures shall confirm that there are no missing components and verify that all equipment is adequately prepared to preclude damage during shipment. The procedures shall include: Blocking of moving parts such as suspensions; Plastic wrapping/weather protection; Cargo netting; Removal of equipment and/or attaching or supporting equipment to prevent shifting during transport; Vehicle-shipping instructions; Inspection procedures and inspection reports for vehicles scheduled for shipment to the next manufacturing facility or to the acceptance site; and Other items as necessary. The Contractor shall make certain that shipping inspections are properly conducted by the Contractor, Subcontractor, or shipping company in accordance with the shipping methodology for the Contract. Post-Shipment Inspection The Contractor and Agency shall conduct a joint receiving inspection on each vehicle arriving on the Agencys property to confirm that there is no vehicle damage and are no components missing at time of receipt. The Contractors Subcontractors and/or shipping company representatives may also be present for the receiving inspection. Each vehicle shall be inspected, and any part, device or apparatus found missing or requiring adjustment, repair or replacement shall be brought to the attention of the Contractor. All discrepancies shall be corrected prior to release for operational service testing. (Operational service testing consists of all vehicle tests performed to demonstrate compliance with specification requirements and acceptance criteria.) The Agencys witness to the post-shipment inspection or any of the tests shall be at the Agencys discretion and in no way shall alleviate the Contractors responsibilities as set forth in the Contract. Pre-Acceptance Final Inspection After all post-shipment testing has been completed, the Agency shall conduct a final inspection similar to the procedure for pre-shipment final inspection. Any discrepancies found will be communicated to the Contractor for correction. Correction of all items is prerequisite to final acceptance of the car by the Agency. The Agency reserves the right to conduct this inspection through third party (consultant) or other means. Modification/Retrofit Program Inspection The Contractor shall develop and implement a modification/retrofit program. Design documents and implementation procedures for all modifications and retrofits shall be subject to Agency approval before initiation. All modifications and retrofits shall be performed, documented, inspected and tracked to closure according to the Contractors approved procedures. The Contractor shall verify and document the completion status of all current modifications and retrofits at the time of final inspection. Modification/retrofit procedures shall be included in the Configuration Management Plan. The Agency may inspect or audit modification/retrofit work. The Contractor shall provide documented proof of completion of all modification/retrofit inspections and testing to the Agency upon request. Statistical Sampling The Contractors quality plan shall specify 100 percent or sampling inspection for discrete items of work. Use of statistical sampling for inspection by the Contractor or its Subcontractors shall be fully documented and based on generally recognized and accepted practices. The quality levels selected from the sampling plan shall make certain that there is adequate verification of conformance. Prior to the use of statistical sampling, the Contractor shall submit a proposed sampling plan based on MIL-STD-105, ANSI/ASQC Z 1.9, or other approved plan to the Agency for approval. Inspection, Measuring and Test Equipment The Contractor shall establish and maintain documented procedures and records for equipment used to determine quality or acceptability. The procedures shall require that inspection, measuring and test equipment be identified, controlled, calibrated and maintained in order to demonstrate the conformance of work and product to the specified requirements. Inspection, measuring and test equipment shall meet the standards of accuracy for the measurements required. The equipment shall be periodically calibrated at prescribed intervals according to national standards or to documented standards where no national standards exist. The procedure for recalibration shall be documented and in accordance with: Certifying Agency requirements; Original equipment manufacturers procedures; and Industry practice. A record of the equipment calibration status shall be maintained. The calibration program shall make certain that calibration adheres to certified standards that have a known traceable relationship to the National Bureau of Standards or approved equal. Tooling and fixtures shall be included in this program. Every device in the calibration program shall bear identification attesting to the current status and showing the date (or other basis) on which inspection or recalibration is next required. The equipment shall be properly maintained to ensure its fitness for use. When in use, the user shall make certain that the environmental conditions are suitable for the use of the equipment. When inspection, measuring or test equipment is found to be or suspected to be out of calibration, the device shall be promptly removed from service and recalibrated, repaired or replaced as required. In the case that a device is proved to be out of calibration, the validity of previous inspection and test results shall be assessed, and re-inspection and corrections performed and documented as necessary. Inspection and Test Status and Control The Contractor shall maintain a system for identifying the inspection and test status of work during production and installation to make certain that only work that has passed the required inspections and tests is accepted for use. The system shall include: Equipment; Materials; Components; Subassemblies; Assemblies; Systems; and Vehicles. The status of inspection and test shall be identified by means of: Markings; Stamps; Tags; Labels; Routing cards; Inspection records; Test software; Physical location; and Other suitable and controlled means. The status identification shall indicate the conformance or nonconformance of inspections and tests performed. In those instances where markings may be obliterated or hidden by surface treatment or coatings or by use of only a portion of a lot of material, the Contractor shall provide an alternative means of identification. When specified by codes, standards or specifications that include specific identification or traceability requirements, the Contractors program shall include identification and traceability control. Production items including raw materials shall be identified from initial receipt and fabrication of the item up to and including installation and use. This identification shall relate to an applicable design and/or other pertinent specifying document, such as material certifications. Physical identification shall be used to the maximum extent possible. Items having limited calendar or operating life or cycles shall be identified and controlled to preclude use of items whose shelf life or operating life has expired. The status of completed, inspected and tested product shall be kept as an ongoing record in the daily inspection reports. Nonconforming materials or construction shall be recorded with location noted on inspection reports or nonconformance reports as applicable. Nonconformance The Contractor shall establish and maintain documented procedures to make certain that nonconforming product is prevented from installation or unintended use. The procedures shall require that nonconforming work be identified, documented and evaluated to determine appropriate disposition. All nonconforming products shall be clearly identified and handled to prevent unauthorized use, shipment or intermingling with conformed material. The extent of the nonconformance shall be determined and documented. Where practicable, nonconforming items may be physically segregated from conforming materials. Those activities affected by the nonconforming work shall be notified. The responsibility for review and authority for the disposition of nonconforming work shall be defined in approved, documented procedures. A determination to accept nonconforming work as is or with repair shall require the concurrence of the Agency. Disposition of nonconforming work shall be documented. Reworked or repaired work shall be re-inspected in accordance with documented procedures. A record of the use of as is or repaired nonconforming materials shall be included in the Car History Book. Corrective Action The Contractor shall establish and maintain documented procedures for implementing corrective and preventive actions to make certain that actual or potential nonconformities are promptly identified and corrected, and potential causes of nonconformity eliminated. Corrective and preventive action procedures shall be established for: Review of nonconformities, including Agency complaints; Determining the cause of nonconforming product, including documenting the results of the investigation; Evaluating and implementing corrective actions to prevent recurrence; Analyzing processes to detect and eliminate potential causes of nonconforming product; Initiating preventative actions to deal with problems to a level corresponding to the risks encountered; Ensuring that corrective actions are taken and that they are effective; and Implementing and recording changes in procedures resulting from corrective action. Quality Records The Contractor shall establish and maintain procedures for the handling and control of quality records and shall describe: Which records are to be kept; Responsibility for production; Collection; Indexing; Filing; Storage; Maintenance; and Disposition of quality records. Quality records shall be maintained to show achievement of quality objectives and appropriate functioning of the quality management system. Subcontractor quality records shall be included when pertinent. Quality records shall be legible and specify the work involved. Quality records shall be kept in an environment to minimize deterioration and damage. Retention times and final disposition shall be established and recorded. The types of quality records requiring control include, as a minimum: Inspection reports; Test data; Qualification records; Calibration records; Nonconformances; Corrective actions; and Audit reports. Internal Quality Audits The Contractor shall establish and utilize an internal audit program to verify that the elements of the quality management system are functioning as intended. The internal audit program shall identify and schedule each quality audit. The frequency shall depend on the status and importance of the activity being audited. Quality audits shall be conducted by personnel independent of the department or area being audited, and performed to documented procedures/checklists. Quality audits shall be conducted by qualified personnel in order to verify that it provides substantive results. The audits shall address root causes of nonconformance and deficiencies identified during the audit. Quality audits and follow-up actions shall be documented and conducted in accordance with documented procedures. The results of the audits shall be presented to the personnel having responsibility in the area being audited. Responsible management personnel shall take timely corrective action on the deficiencies found by the audit. A final report that identifies the results of the audit shall be generated, distributed and tracked for disposition and closure. Training The Contractor shall establish and maintain procedures for the training and qualification of all personnel performing activities affecting quality. Qualification of personnel performing quality activities shall be designated based on: Education; Training; and Experience as required. Procedures for training and qualification shall include: Identification of training requirements; Identification of qualification requirements; and Frequency of training/requalification for each quality role/position. Documentation of training and qualification/requalification shall be maintained. Agency Audit and Oversight The Agency has the right to audit and oversee all work and documentation associated with the Contract. This right shall include verification by the Agency or its representative of all products and processes including, as a minimum: Conducting source inspection at Subcontractor sites; Material receiving inspection; In-process inspection; Pre-shipment final inspection; Review of quality documents; Corrective actions; Employee certifications and training records; Subcontractor audit reports Review of Car History Books; Nonconformance records; Disposition of nonconforming material; Material certifications; Inspection and test findings/results; Software; Manuals; Training; and Parts catalogs. The Contractor shall furnish quality documents requested by the Agency or make them available for review. The Contractor shall provide opportunity for inspection and testing by the Agency as appropriate to verify conformance and compliance with quality plan and Contract requirements. The Agency reserves the right to waive its attendance at inspections and test activities. In all cases, documentation of the activity as completed by the Contractor shall be provided to the Agency. Any discrepancies or nonconformities identified by the Agency or its representatives shall be corrected by the Contractor. The Contractor shall verify that suitable corrective actions have been completed and documented prior to requesting the Agencys review of the correction. The Contractors verifying document shall be provided to the Agency prior to Agency inspection. Agency-Specific Requirements [Insert as needed] Requirements Management, Design Validation and Verification General The Contractor shall provide verification that the design meets the requirements of this Technical Specification. This section requires a systematic approach for the Contractor to verify to the Agency that the requirements contained in the Technical Specification have been met. The specification format separates each requirement into a uniquely numbered statement to facilitate verification tracking. Section 21.3.2.4 provides an example of the Requirements Traceability Matrix, which shall detail the verification of requirements by component, system and vehicle. The verification identified in this table shall be grouped by the following categories, detailed in TS 21.3. Design verification: Component level; System level; and Vehicle level. Manufacturing verification. Functional verification: Component level; Vehicle level; and Acceptance testing. The Contractor shall develop and submit a comprehensive Requirements Traceability Matrix that proposes a process for the verification of all requirements. The Requirements Traceability Matrix must include the verification of all deliverable equipment, including special tools, diagnostic equipment and bench test equipment. Requirements Traceability Management General The Contractor shall verify each requirement in this Technical Specification using the following process: No more than 90 days after NTP, the Contractor shall develop and submit for review and approval a master Requirements Traceability Matrix (RTM) that proposes a method of verification of each requirement. The Contractor shall track and report progress on requirements verification to the Purchaser and submit a revised RTM at 30-day intervals. No less than 90 days prior to the scheduled date for verification of a requirement, the Contractor shall submit a procedure that describes the instrumentation, calibrations, measurements, tests and/or inspections to be performed to verify the requirement. Within 30 days of receiving a requirement verification procedure from the Contractor, the Purchaser shall either approve the plan or inform the Contractor of the changes necessary to receive approval. Within 30 days of receiving notification of necessary changes to a verification procedure, the Contractor shall make the changes and resubmit the plan to the Purchaser for final approval. Using the approved procedures, the Contractor shall conduct the verification of the requirement. The Purchaser has the right to witness all requirement verifications. If the acceptance criteria are not achieved, then the Contractor shall make recommendations to the Purchaser on the corrective action to be taken. Within 30 days of receipt of the recommendations, the Purchaser and Contractor will resolve what corrective action to take. After taking the corrective action, the Contractor shall repeat the verification of the requirement. Step g shall be repeated until the acceptance criteria are achieved. No more than 30 days after completing the successful verification of a requirement, the Contractor shall submit a requirement verification report to the Purchaser that clearly states the procedures used; the results of measurements, tests or observations conducted; and a comparison of the results to the acceptance criteria for that requirement. The report shall draw a clear conclusion as to the success of the verification. Requirements Traceability Matrix At a minimum, the Requirements Traceability Matrix shall include the following information: Subsystem; Test type (component, system or vehicle level); Subject; Verification method (e.g., analysis, test, etc.); Test or process number; Date performed; and Status (e.g., passed, failed). Verification Verification Levels Line Replaceable Unit (LRU)/Component Level LRU/component-level verification shall be carried out at the Suppliers facility to verify: Conformance to specification requirements, as well as design parameters to satisfy system-level requirements; and Conformance to equipment functions as required by the specification and the final approved design. If the Agency waives the right to witness LRU/component-level verification, then documentation shall be made available if requested. System Level System-level verification shall be carried out to verify conformance to specification requirements, as well as design parameters to satisfy vehicle-level requirements. Vehicle Level Vehicle-level verification shall be carried out to verify conformance to specification requirements, as well as design parameters to satisfy operational-level requirements. Verification Methods Similarity The Contractor may submit verification of design on the basis of similarity to other projects that the Contractor has completed. Acceptance of verification on the basis of similarity will be at the discretion of the Purchaser. Inspection and Measurement Where applicable, the Contractor may verify through inspection and measurement. First Article Inspections (FAI) shall verify that the first item manufactured under the regular production processes and procedures meets the specification and design requirements. Refer to TS 20 for detailed First Article Inspection requirements. Analysis The Contractor shall submit verification of design performance requirements based on analysis as required. Such verification shall also be confirmed by testing as required. Testing The Contractor shall successfully verify by test that the equipment performs and functions as required by the specification and the final approved design. Testing shall consist of: Qualification tests, also known as one-time tests or type tests, to demonstrate that the equipment at LRU, system and/or vehicle level meets performance requirements. Routine tests to demonstrate that the equipment at LRU, system and/or vehicle level meets the functional requirements. Acceptance testing to confirm that each vehicle is fully functional, safe and suitable for service on the Purchasers system. This testing is performed after delivery of each vehicle to the Purchasers property. Results of all acceptance testing shall be included in each vehicles Car History Book. The Contractor shall submit for review and approval a comprehensive testing program. A list of minimum required one-time, routine and acceptance tests is presented in the table below. Additional testing may be required as proposed by the Contractor in the Requirements Traceability Matrix, an example of which is also shown below. Minimum Required One Time, Routine and Acceptance TestsSection/SubsystemApplicabilitySubjectApplicable StandardCarbody (TS 3)Every unitCar dimensionsMeasurementOne-timeCar dimensionsMeasurementCarbody CEM testsCarbody compression load test at the coupler Carbody compression load test at the end sillCarbody diagonal jacking test Carbody vertical load test Floor and roof fire endurance tests NFPA 130Coupler (TS 4)Every unitCoupler and draft gear  Cab (TS 5)Every unitAutomatic passenger counting system components Passenger counting One-timeHorn  Doors (TS 6)Every unitDoor and bridgeplate  Doors, operators and controls One-timeDoor and bridgeplate system  Door components/controls Door panel Door and bridgeplate operation  HVAC (TS 7)Every unitHVAC HVAC system components One-timeHVAC system components Unitized HVAC system, compressor in rush current Unitized HVAC system, condensate carryover Unitized HVAC system, EMC Unitized HVAC system, heating/cooling capacity  Unitized HVAC system, high-pressure cutoff Unitized HVAC system, in rush current Unitized HVAC system, low temperature operation Unitized HVAC system, modulation Unitized HVAC system, performance at extreme operating conditions Unitized HVAC system, protection devices Unitized HVAC system, refrigerant sample Unitized HVAC system, scan Unitized HVAC system, shock and vibration Unitized HVAC system, stability and airflow Unitized HVAC system, watertightness Various HVAC system performance ASHRAELighting (TS 8)Every unitLighting One-timeBallasts EN 50155 and 50121-3-2, IEEE 1478 and 16Normal and emergency light intensity  Electrical (TS 9)Every unitAuxiliary power supply  Battery  Electrical apparatus  Low-voltage power supply Power collection components Trainlines Vehicle wiring Wire integrity IEEE 16Wire integrity insulation resistance tests Wiring continuity checks Wiring insulation testing Wire integrity high potential tests  One-timeBattery Current collection Ground brush Low-voltage power supply IEC 61287, IEEE 16/1478Low-voltage power supply EN 61287, EN 50121-3-2, IEEE 16Trainline IEEE 16, EN 50121 for EMIAuxiliary power supply componentsEN 61287, EN 50121-3-2, IEEE 16Auxiliary power supply systemIEC 61287, IEEE 16/1478Propulsion (TS 10)Every unitGear units  Motors  Propulsion power control  Traction control One-timeAC and DC traction motors IEEE 11Propulsion, acceleration/deceleration/jerk Propulsion, EMI Propulsion, energy consumption Propulsion, operating characteristics Propulsion, power gap Propulsion, regeneration/receptivity Propulsion, response Propulsion, spin Propulsion, thermal capacity Propulsion, gear unit  Propulsion, inverter Truck (TS 11)Every unitTrucks  One-timeAxle journal bearings Equalization test  Fatigue test Pressure test Primary suspension tests  Secondary suspension Static load test  Truck radiographic inspection testAAR, ASTM, AWSTruck swing  Air/Hydraulic (TS 12)Every unitAir/hydraulic supply system, leakage Leveling One-timeAir/hydraulic supply system, leakage Brakes (TS 12)Every unitFriction brake Friction brake equipment  One-timeFriction brake response  Friction brake capacity  Friction brake dynamic/blended  Friction brake endurance Friction brake energy consumption Friction brake environmental Friction brake linearity Friction brake power range Friction brake pressure  Friction brake regeneration/receptivity Friction brake slide Parking brake APTA SS-M-006Communication (TS 13)Every unitClosed-circuit TV Communication  Communications system components One-timeCommunication system IEEE 16, EN 50121-3-2ATC (TS 14)Every unitATC/TWC ATS functional tests  Automatic train stop (ATS)  Event recorder Train-to-wayside communications (TWC)  TWC functional tests  Interior (TS 15)One-timeSeats Windows (TS 15)One-timeWindshield49 CFR Part 223, or ANSI Z26.1MDS (TS 17)Every unitCCTV Monitoring and diagnostic system components Monitoring and diagnostics One-timeMonitoring and diagnostic system  Vehicle LevelEvery unitBurn-in testing  Car accelerationMeasurementCar deceleration, emergencyMeasurementCar deceleration, normalMeasurementCar max speedMeasurementCar weightMeasurementFunctional tests  Mechanical tests and adjustments  Safety certification System functional verification Vehicle performance test Watertightness  One-timeAC auxiliary motors IEEE 112 And 114, NEMA MG1ADA accessibilityDemonstration 49 CFR 37 and 38DC auxiliary motors NEMA MG-1Dynamic envelope and clearanceAnalysis and demonstrationFiberglass reinforced plastic (FRP) tests  Flammability, smoke emission and toxicityNFPA 130-2007 Section 8Integrated parts catalog Maintainability Manuals Passenger capacityAnalysisReliability Roll Angle Training Vehicle dynamic, car wash mode Vehicle dynamic, dead-in tow Vehicle dynamic, traction performance tests  Vehicle inspection and test manual Vehicle Maintenance Manual Vehicle Operators Manual Vehicle dynamic, braking performance tests  Vehicle dynamic, thermal capacity tests  Vehicle dynamic, wheel spin and slide UIC 540-5Weight and balance distribution Coupled vehicle clearance DemonstrationVehicle dynamic performance  Simulated revenue service  Ride quality ISO 2631Noise and vibration  Electromagnetic compatibility EN 50121-3-2 Example of a Requirements Traceability MatrixRequirement: number: 11.2.1.3.Requirement text: The elastomeric elements shall be bolted in place and readily replaceable.Verification type: (One-timeEvery unitVerifying procedure/analysis number: Document No. 123456, Truck Components AnalysisVerification through: Tests Analysis (Documentation (Inspection/demonstrationSimilaritySubmittal reference: Letter DATE/NumberVerification report number: Report No. 567890Submittal reference: Letter DATE/NumberStatus: (Open Conditional ClosedRequirement: number: 7.3.1.4.Requirement text: The floor heat shall have the capacity necessary to heat the car interior from 5 F (-15 C) to 65 F (18C) with the ventilating fans and overhead heat inoperative, and without benefit of solar or passenger loads.Verification type: (One-timeEvery unitVerifying procedure/analysis number: Document No. 123483, Climate Room TestVerification through: (Tests (Analysis Documentation Inspection/demonstrationSimilaritySubmittal reference: Letter DATE/NumberVerification report number: Report No. 567872Submittal reference: Letter DATE/NumberStatus: (Open Conditional ClosedRequirement: number: 6.3.3.Requirement text: Each door control unit shall be capable of responding to trainline and local door control commands as required by the overall system design.Verification type: One-time(Every unitVerifying procedure/analysis number: Document No. 453678, Door Functional TestVerification through: (Tests Analysis (Documentation Inspection/demonstrationSimilaritySubmittal reference: Letter DATE/NumberVerification report number: Report No. 567572Submittal reference: Letter DATE/NumberStatus: Open Conditional (ClosedSystem Support General This section defines vehicle system support requirements that shall be implemented to make certain that the operation, maintenance and management of the fleet achieves the performance, reliability and availability requirements stated in this Specification. System support shall include: Technical documents; Training programs; Spare parts; Special tools; Diagnostic test equipment; and Technical support services. Performance Specific Requirements Technical Documents General Documents shall be developed using editable publishing software that is commercially available for the narrative text and vector format software for illustrations. Raster illustrations and artwork will not be acceptable. Photographs will be permitted in lieu of illustrations when applicable and appropriate. The Agency shall have the final decision in accepting photographs. The documents and binding method shall be designed for continuous, long-term service in a maintenance shop environment. All printed material shall be clearly reproducible, without loss of resolution when copied using common high-contrast copying machines. The Contractor shall submit a Technical Documents Program Plan (CDRL 22-01): Outlining the methodology, schedule and deliverables related to the Technical Documents required for the Contract; Identifying how documents will be reviewed by the Contractor and Subcontractor(s); Specifying the review cycle, both time intervals and anticipated reviewers for the Agency, Contractor and Subcontractors; Identifying how service bulletins and revisions will be identified and distributed; and Specifying strategies for repair and replacement, running repair and heavy repair, and preventive and corrective maintenance. A style guide for all technical documents shall be submitted by the Contractor to the Agency no later than 60 days after NTP (CDRL 22-02). A separate design guide for all technical documents shall be submitted by the Contractor to the Agency no later than 60 days after NTP (CDRL 22-03). Development of all technical documents shall be coordinated with the maintainability analyses, if provided. All technical documents shall include any mitigation activities identified in safety analyses. Operators Manual The Operators Manual shall contain all information required for safe and efficient operation of the railcar, including the following: A general description to familiarize the reader with the basic components and features of the vehicle; Location, function and operation of all: Controls; Gauges; Indicators; and Switches. Procedures to prepare the vehicle for operation; Procedures to operate the vehicle; Procedures to secure the vehicle from operation; Emergency procedures; Safety-related notes, cautions and warnings; Trouble symptoms and diagnostic methods that allow the Operator to recover the vehicle during a failure or other incident; and Other features of the vehicle that the Operator may not be in a position to control or adjust but needs some basic knowledge of. The Operators Manual shall be pocket-sized. The Contractor shall submit the proposed size to the Agency for review and approval. Submittals and schedule for their delivery are listed in TS 22.3.5. Running Maintenance Manual The Agency shall confirm the scope of work to be covered in the Running Maintenance Manual (RMM). However, at a minimum, the RMM shall cover all running maintenance and other maintenance not requiring more than two hours of elapsed time. The organization of the maintenance manuals shall treat the vehicle as an integrated system, not as a grouping of disassociated parts. Contractor and Subcontractor information shall be integrated into a unified presentation for each system addressed. The RMM shall contain: An overview of the vehicle operation; Both general and detailed descriptions of each: System; Subsystem; and Major component of the vehicle; The recommended schedule for the performance of all preventive maintenance procedures, which shall include the frequency, tools and materials required for each procedure; Corrective maintenance (running repair), which shall include step-by-step removal, replacement and adjustment procedures to the line replaceable unit (LRU); Troubleshooting, which shall include a list in tabular format of symptoms, causes of malfunction or improper operation, and probable remedies to the LRU; and Inspection procedures, intervals and criteria. The RMM shall include a Scheduled and Preventive Maintenance Plan, routine test, service and adjust. The Scheduled and Preventive Maintenance Plan shall identify all of the scheduled maintenance tasks to be performed and the intervals at which they need to be scheduled, including Agency-mandated daily and periodic inspections. The Scheduled and Preventive Maintenance Plan shall outline all maintenance tasks required to keep the car in service during the operating period between scheduled maintenances and the person-hours required to perform each task. All service intervals up to vehicle overhaul shall be included. Additional or extended maintenance intervals may be presented at the discretion of the Contractor and with the approval of the Agency. During the development of the scheduled/ preventive maintenance plan, consideration should be given to service intervals of components and subsystems that would require the disassembly and/or removal of other components or subcomponents that recently required similar maintenance or would require such maintenance in the near future. The Contractor shall make every effort to minimize redundant or related maintenance activity to optimize the maintenance effort and out-of-service time. Any remaining service interval conflicts that cannot be resolved by the Contractor will be reviewed with the Agency in an attempt to resolve possible duplication of disassembly, maintenance and assembly of these components and subsystems. The use of diagnostic test equipment (DTE), where applicable, shall be integrated into the appropriate section. The DTE shall not be added in as a stand-alone manual, but integrated as a tool to be used within documented maintenance procedures. Submittals and schedule for their delivery are listed in TS 22.3.5. Heavy Repair and Overhaul Manual Heavy repair and overhaul, for the purposes of this Specification, is defined as maintenance up to and including major component overhaul, not included in the Running Repair Manual. Heavy maintenance tasks will generally, but not necessarily, require more than two hours of elapsed time to complete. The Heavy Repair and Overhaul Manual shall allow maintenance personnel to effectively: Service; Inspect; Troubleshoot; Repair; Replace; Adjust; and Overhaul each component, system and subsystem of the vehicle. The manual shall provide criteria explaining when maintenance personnel should replace, rather than repair, a major component or subsystem, including condemning limits, adjustments and any other information necessary to maintain the vehicle. The manual shall include a recommended schedule for the performance of all maintenance procedures and shall include the frequency, tools and materials required for each procedure. The manual shall provide detailed troubleshooting procedures for the subassemblies as well as complete assemblies, and shall include step-by-step removal, overhaul, replacement and adjustment procedures to the smallest repairable component. Detailed test and adjustment procedures shall be provided for all subassemblies and for complete assemblies or units. As part of the overhaul procedure, details for rebuilding, reclaiming or replacing all wearing or moving parts shall be included with comprehensive information on the limits and tolerances sufficient to enable the Agency to determine the best approach to follow. Complete instructions and procedures for the use of special tools, including test benches, shall be included. Submittals and schedule for their delivery are listed in TS 22.3.5. Illustrated Parts Catalog Contractor- and Subcontractor-supplied information shall be integrated into a unified presentation for each system addressed. The Illustrated Parts Catalog (IPC) shall identify and describe every component with its related parts, including: The OEM name and part number; The Contractors part number; and Quantities per assembly. Diagrams, cutaways and exploded drawings shall be used to identify and index every removable or replaceable part. Each illustration shall be accompanied by a corresponding page listing every item in the associated diagram and providing complete ordering data for every item. A part common to different components shall have the same OEM part number and, except for common hardware, cross-references shall be provided to other components in which the part is found. Space shall be provided for separate Subcontractor part number. Each part or component shall be associated with the next larger assembly by using an indented format. The IPC shall be organized by the same chapter and system as the RMM and the HRM. The IPC shall include separate sections for test equipment, portable and bench, and special tools supplied under the Contract. Descriptions of parts, including size, material and grade, shall be adequate in order to procure the parts independently. An appendix giving each systems OEM name, address and telephone number for parts ordering shall be included. Integrated Schematic The integrated schematic (IS) shall be one that can be readily followed by anyone with basic electrical, pneumatic or hydraulic knowledge, as appropriate. The IS shall be provided in both paper and electronic formats as approved by the Agency. The electronic format shall be fully searchable. All necessary information to troubleshoot faults shall be provided on a single diagram, i.e.: Wire number; Terminal number; Component identification; Alphanumeric grid location for diagram-to-diagram reference; and Other standard identification information. The IS shall be clear and comprehensive and shall provide ample and detailed data that shall allow the Agencys vehicle maintenance personnel to troubleshoot and repair a problem down to a LRU. The IS shall contain wiring connection diagrams including: Wire code (schematic designation); Origin (FROM device and terminal); Destination (TO device and terminal); Wire size; Voltage rating; Jacket color; Harness designation; All electrical devices; Electro-pneumatic/hydraulic apparatus; All microprocessor circuits; and Test points. The IS shall be fully indexed and cross-referenced to enable locating any device or wire number or terminal point between each drawing schematic and part number. All schematic drawings shall be printed on 11 17 in. sheets for issuance to Agency personnel. All text and other items on the drawings shall be clearly legible on the 11 17 in. sheets. The IS diagrams shall include the following items: Device symbols table; Acronym and a cross-reference table providing acronym, equipment name and location by zone; Trainline wiring diagrams with connector and wire designations; Equipment arrangement drawing; Pin-to-pin connector terminal designations and wire designations at both sides of each connection for connectors and terminal blocks; Power distribution diagrams for: Primary; Auxiliary; and Low-voltage power; Wiring diagrams for each subsystem; Printed circuit board connections and pin-outs for each subsystem; Point-to-point signal data for troubleshooting; Electric coupler pin arrangement drawing with table identifying the pin number and its corresponding trainline name and the vehicle to coupler connector pin number; Pneumatic diagram; Hydraulic diagram; and Refrigerant diagram. The remainder of the IS shall be grouped into subsections. The subsections shall be divided as much as possible around the major systems. All subsection sheets shall have an identifiable grid or zone system that allows easy referencing from one subsection page to another. All signals that leave a page or come from another page shall show the destination or origination page. Electronic LRUs shall be shown as empty boxes with the LRU schematic drawing number shown. To the extent possible, where I/O of an LRU can be represented as a relay contact or relay coil, it shall be done to facilitate the tracing of signals through the LRU equipment. Graphic symbols for components, devices, and circuits shall conform to: IEEE STD 315; ANSI Y32; and ASME Y14. As-Built Drawings As-built drawings shall be provided as required by TS 20.3.6. Car History Books A Car History Book shall be provided for each car and shall record the following information: Vehicle number and class; Written report of each test performed on the vehicle or its apparatus; Serial numbers of all wheels, axles, motors and all other apparatus with serial numbers on the car; Vehicle weight report, including: Overall weight; Weight at each wheel; and Weight at each axle; Wheel and axle mounting records; Modifications; Defects/disposition and repairs; and All vehicle, component and subcomponent certifications (e.g., pressure test of air tanks). The format of the Car History Books shall be agreed upon jointly by the Contractor and the Agency. It shall be the responsibility of the Contractor to employ an acceptable system of configuration control in keeping individual Car History Books current. The Car History Book for each car shall be turned over to the Agency at the successful completion of conditional acceptance testing for that car and shall be updated by the Contractor until the end of the warranty. Diagnostic Test Equipment Manual The Diagnostic Test Equipment Manual (DTEM) shall be provided to address all portable and bench test equipment, along with special tools, furnished under the Contract. Each piece of test equipment shall include operating and maintenance documentation, including: Complete diagrams; Schematics; Maintenance instructions for the device itself; Calibration instructions for the device itself; Troubleshooting and repair instructions for the device; and General instructions on use of the device. Technical Document Schedule of Submittals Submittal requirements are shown in the table below. Technical Document Submittal RequirementsDocument TypeTable of ContentsFirst DraftFinal DraftFinal Print and ElectronicTechnical Documents Program Plan (CDRL 22-01)n/a60 days after NTP30 days before preliminary design reviewn/aTechnical Document Style Guide (CDRL 22-02)n/a60 days after NTP30 days before preliminary design reviewn/aTechnical Document Design Guide (CDRL 22-03)n/a60 days after NTP30 days before preliminary design reviewn/aOperators Manual; (CDRL 22-04)240 days after NTP120 days before delivery of first carDelivery of first carThe earlier of: delivery of 25th car or last carRunning Maintenance Manual (CDRL 22-05)240 days after NTP90 days before delivery of first carAcceptance of first carThe earlier of: delivery of 25th car or last carHeavy Repair and Overhaul Manual (CDRL 22-06)240 days after NTP90 days before delivery of first carAcceptance of final car90 days after end of warranty on the fleetIllustrated Parts Catalog (CDRL 22-07)240 days after NTP90 days before delivery of first carAcceptance of first carThe earlier of: delivery of 25th car or last carIntegrated Schematics (CDRL 22-08)240 days after NTP90 days before delivery of first carAcceptance of first carThe earlier of: delivery of 25th car or last carDiagnostic Test Equipment Manual (CDRL 22-09)240 days after NTP90 days before delivery of first carAcceptance of first carThe earlier of: delivery of 25th car or last carThe Contractor shall provide annual updates to the documents through the life of the Contract. The Contractor shall provide service bulletins between document updates for corrections and changes. The Contractor shall provide a form for the Agency to report errors, procedure changes, etc. The technical documents shall be uniquely identified, including revision level and date of revision on each page. The technical documents shall be subject to configuration control. Training General The Contractor shall establish and maintain procedures to identify training needs as necessary to complete work successfully under the Contract. Records of training needs and training completed shall be maintained. The program shall include both formal and informal instructions using such training aids as PowerPoint presentations, mock-ups, parts catalogs, videos, manuals, diagrams, CD-ROMs, etc., as may be appropriate to the subject. Slides and transparencies shall not be acceptable as visual training aids. The training program shall include written examination or hands-on demonstrations, as appropriate, to certify that each of the employees has the knowledge and skills necessary to perform the tasks to which they have been assigned. The Contractor shall submit its proposed training program, including a subcomponent system training, for review and acceptance (CDRL 22-10). The plan shall identify: The general topics to be taught; The order in which modules shall be presented; Each module of instruction; and The proposed schedule for instruction and training. The Contractor shall prepare and submit to the Agency for review and approval a training schedule to be performed coincident with the delivery of the first vehicles. The Contractor shall be responsible for providing all test equipment, diagnostic equipment, component parts and special tools during the training program. The Contractor shall be responsible for preparing copies of all manuals, drawings, schematics, troubleshooting guides and other handouts for distribution to all students. In addition to the initial training classes, the Contractor shall provide for one class per year through the warranty period, as well as classes for major modifications and field retrofits. Sixty days prior to the initiation of classroom instruction, all instructors shall attend a one-day orientation at the Agencys facility to become familiar with the Agencys safety regulations and facilities, and to be advised of student qualifications and expectations. All training materials, such as training aids and lesson plans, shall become the property of the Agency at the completion of the training program. The Contractor shall be responsible for the condition of all training materials for the duration of the training program and shall replace all damaged materials unless the damage resulted from neglect by the Agency. Intent The Contractor shall assume that maintenance/operating personnel have no knowledge of the new vehicles, but have the skills required for their level of employment classification. The Contractor shall design the instruction program to bring up the level of knowledge to perform the required maintenance procedures so that: The vehicles will operate safely; Preventive maintenance requirements are understood; The vehicles remain attractive to customers, both in appearance and function; and The reliability of the vehicles is maintained. Attendance at the program will include supervisory, operating and maintenance personnel. Program Content The program shall cover scheduled/periodic maintenance, corrective maintenance, troubleshooting and heavy maintenance. As a general guide, the program should be broken down into roughly three-quarters classroom training and one-quarter hands-on training. The program shall also include in-depth instruction covering all systems and subsystems on the vehicles, as well as general troubleshooting techniques. The first class shall be video recorded as mutually agreed between the Agency and the Contractor. Subject Content Classroom instruction shall include both the design and function of the systems, components and parts under discussion. The program shall, at a minimum, include scheduled maintenance, including lubrication schedules, adjustments, consumable replacement, inspection and test frequency, troubleshooting, removal, and replacement. Classroom shall include the use and maintenance of diagnostic test equipment. Facilities The formal classroom instruction will be conducted in a suitable classroom furnished by the Agency in its facilities. Informal field instruction may also be carried out in and around the cars at any of several maintenance facilities. Agency Cooperation The Agency will lend its fullest cooperation to the carrying out of the program. However, the times and duration of the instruction period and the number of personnel available to attend class must necessarily be at the discretion of the Agency. Student Availability The following numbers are furnished as a guide to the magnitude of effort required: Trainers: [Agency to insert number]; Supervisors: [Agency to insert number]; Maintainers: [Agency to insert number]; and Operators: [Agency to insert number]. The Contractor shall work with the Agency to develop a mutually agreeable training schedule that will not unduly affect the ability of the Agency to deliver service. Schedule The Contract schedule for the training program is shown in the table below. Training Submittal RequirementsDeliverablesFirst DraftFinal DraftFinal Hard and Soft CopyClassroom and Hands-on TrainingTraining Program Plan (CDRL 22-10)Final design review30 days after final design reviewn/an/aInstructor orientation at agency facilityn/an/an/a60 days before first training classOperators Training Materialn/a60 days before delivery of first carUpon completion of all training coursesMaintenance Training Materialn/a90 days before scheduled acceptance of first car60 days before scheduled acceptance of first carn/aUpdate12-month interval until end of the ContractTechnical Support Site Support The Contractors product support/agency service team at the Agencys facility shall be responsible for: Vehicle inspections; Product introduction, testing and commissioning; Warranty administration; Control of field modifications; Procurement of materials required for modifications once the manufacturing activities are completed in the plant(s); Coordination of site testing activities; Execution of site required tests; Management of site open items; Technical support to the Agencys personnel; Material administration; Daily meeting to review any outstanding issues on the vehicles; and Weekly open item meetings to discuss/resolve any technical or design issues. Technical support personnel shall be stationed at the Agency from the time the first vehicle is delivered through the end of the warranty period on the last vehicle delivered. Periodic support shall also be available before the first vehicle is delivered to enable vehicle facilities criteria to be coordinated with vehicle requirements. A minimum of two full-time, qualified technical support personnel shall be provided and a minimum two full-time, qualified commission engineers to perform commissioning shall be provided on site for a total of four full-time support personnel. The Contractor shall provide additional technical assistance/support as required for any systems or components that are not of service-proven design. On-Site Personnel On-site Contractor personnel qualified to maintain the vehicles shall assist with testing and with resolving operational and maintenance problems. These personnel shall: Be thoroughly familiar with the operation of the vehicles; Provide support during the warranty period by isolating failures; Provide replacement parts and respond to any warranty claims, including initiation and follow-up of remedial actions; Include field service engineers, technicians and repair personnel as required; Be fluent in the English language and fully familiar with all vehicle systems (at least two technicians shall be on-site full time during the warranty period). Contractor shall submit detailed rsums of the proposed support personnel to the Agency for approval. On-Call Personnel During vehicle testing on Agencys property and during the warranty period, additional on-call personnel shall be on the Agencys property within two working days of a request to the Contractor for additional technical assistance, for resolution of warranty-related repairs, or for investigation of repetitive failure or design defects. MMIS The Contractor shall make use of a computer database in the field for configuration control of each vehicle by maintaining the serial numbers of components on each vehicle. Contractor shall have MMIS approved by the Agency prior to implementation. The MMIS is also essential for tracking: Inventory on site; Work orders on vehicles; Modifications; and Warranty items. Schedule The Contractor shall maintain the commissioning and testing schedule set in the contract. Agency-Specific Requirements [Insert as required] Agency-Furnished Equipment General This section provides requirements of the Contractor to install certain equipment identified and supplied by the Agency. Equipment to be provided by the Agency and installed by the Contractor shall include the following: Note: Add component or subsystem descriptions, including manufacturer, part number and quantity per vehicle or vehicle type. [Agency to insert]; [Agency to insert]; and [Agency to insert]. For each component or subsystem to be installed, the Contractor shall comply with all applicable requirements of this section. The Contractor shall maintain the owner-furnished equipment (OFE). OFE shall be stored and handled under conditions specified by the OFE manufacturer. Status records shall be kept, including part number, serial number, date received, date installed in a vehicle, the vehicle number where the OFE is installed, and the date the OFE is returned to the Agency. The requirements of Item b shall be passed down to Subcontractor(s), when Subcontractor(s) install OFE in their scope of supply. The status record shall be included in the monthly project report submitted by the Contractor to the Agency. The Contractor shall include in the Car History Book for each car the part number, serial number and date installed of each piece of OFE installed. Performance Specific Requirements Design Review The Contractor shall submit mechanical and electrical drawings detailing the installation of the owner-furnished equipment (OFE). The Contractor shall prepare a system integration document that identifies all interfaces between the OFE and the vehicles. In addition, the document shall identify any diagnostic features or functions that will be incorporated into the system design. The Contractor shall prototype the installation of the OFE on a vehicle or a mock-up of the vehicle. Operation, maintenance and troubleshooting information shall be incorporated into the vehicle manuals and training requirements. The Contractor shall include the OFE in the Preliminary Hazard Analysis of the vehicle. Any further safety-related analyses by the Contractor need only include the Contractors portion of the OFE installation. Power Each piece of OFE shall be protected by a dedicated circuit breaker. The Contractor shall propose the intended power source and connection to the vehicle power distribution network as part of design review. Unless otherwise waived by the Agency, the Contractor shall provide transient suppression as recommended by the manufacturer of the OFE. Mounting Unless otherwise approved by the Agency, mounting of the OFE shall be designed to withstand static loading of 8g longitudinal, 4g lateral and 4g transverse. Mounting arrangement and enclosures shall comply with the recommendations of the original manufacturer of each piece of OFE. Consideration shall include, but not be limited to, the following: Thermal conditions, including maximum and minimum temperature, thermal cycling and storage conditions; and Moisture or water ingress. Electromagnetic Compatibility Owner-furnished equipment shall be arranged and installed to comply with the electromagnetic compatibility requirements of both the overall vehicle and the equipment itself, with respect to both emission and susceptibility. Validation The Agency shall specify the type tests that must include or exclude the OFE. Unless otherwise specified, routine tests shall include the OFE. Interface Requirements [Insert as needed] Maintenance Requirements Owner-furnished equipment shall be arranged and installed to facilitate troubleshooting and all running repair procedures without removal of the equipment or any other equipment. Owner-furnished equipment shall be arranged and installed to facilitate observation of any fault or status lights without removal of the equipment or any other equipment. Critical fault or status indications shall be visible without the necessity of opening an access door or panel. The installation of the OFE shall be submitted to a First Article Inspection. The warranty shall be limited to design and workmanship associated with the OFE. Agency-Specific Requirements Design Review With the assistance of the Agency, the Contractor shall arrange for joint design reviews with the manufacturer of the OFE and the Agency. Power The Agency will specify which OFE shall be powered by the vehicles onboard battery and any load shed arrangement required. Passenger Emergency Equipment General Purpose This section summarizes the requirements for passenger emergency equipment. This section is intended to serve primarily as a cross-reference for specific requirements that are contained in various other areas of the Specification. Reference Documents Refer to the following APTA Standards: APTA RT-S-VIM-021-10, Emergency Signage for Rail Transit Vehicles. APTA RT-S-VIM-022-10, Low-Location Emergency Path Marking for Rail Transit Vehicles. APTA RT-S-VIM-020-10, Emergency Lighting System Design for Rail Transit Vehicles. APTA RT-S-VIM-023-08, Emergency Egress/Access for Rail Transit Vehicles. Performance Specific Requirements Emergency Egress and Access Provisions Emergency egress and access shall be provided in accordance with APTA RT-S-VIM-023-08. Emergency door releases are specified in TS 6. Emergency door releases shall be protected against inadvertent activation by frangible or other covers, but shall be easily operable, without tools by a member of the public not specifically trained in their use. Emergency window exits are specified in TS 3. Emergency Signage Emergency signage on the vehicle interior and exterior shall be provided in accordance with APTART-S-021-10. Emergency exit path markings shall be provided in accordance with standard APTART-S-022-10. Signage is specified in TS 15. Emergency Lighting Emergency lighting shall be provided in accordance with standard APTART-S-VIM-020-10. Emergency lighting is specified in TS 8. Emergency Intercom Emergency communication devices permitting communication between passengers and crewmembers and/or central control personnel are specified in TS 13. Emergency Equipment Emergency tools are specified in TS 15. Fire extinguishers are specified in TS 15. Validation Requirements [Insert as required] Interface Requirements [Insert as required] Maintenance Requirements [Insert as required] Agency-Specific Requirements [Insert as required] SECTION 7: WARRANTY Basic Warranty Provisions Warranty Requirements Contractor Warranty Warranties in this document are in addition to any statutory remedies or warranties imposed on the Contractor. Consistent with this requirement, the Contractor warrants and guarantees to the original procuring Agency each complete LRV and specific subsystems and components as follows. General Warranty The complete LRV shall be warranted to be free from Defects and Related Defects for two years unless specified below. The warranty period shall begin with Conditional Acceptance except for parts and systems on the vehicle that require corrective action on the open items list on Section 10, Appendix F, Form 4: Vehicle Conditional Acceptance and Inspection. Any Conditional Acceptance for revenue service does not relieve the Contractor of the liability to correct Defects as required by the Contract. The warranty is based on regular operation of the LRV under the operating conditions prevailing in the procuring Agencys locale. Carbody Structure The carbody structure as defined in TS 3, Carbody, is warranted to be free from Defects and Related Defects for five years. Major Subsystems The following major subsystems shall be warranted to be free from Defects and Related Defects for the period shown below and all others are covered by the General Warranty provision: Truck structural parts (frame and bolster): five years Axles: five years Drive train (including traction motors, gear box and high- and low-speed couplings): five years Extension of Warranty If, during the warranty period, repairs or modifications on any LRV are made necessary by defective design, materials or workmanship, written notice must be given to the Contractor. If repairs are not completed within 10 days of the notice, the warranty period will be suspended until such time that the repairs are fully completed and the warranty will be extended for that component on a day-for-day basis. If the repairs are not completed within 60 days, resulting in the LRV being unavailable for revenue service, liquidated damages will commence in accordance with SP 3.3.2, Liquidated Damages: Warranty, and will accrue on a day-for-day basis starting at Day 61 that the LRV is unavailable. Voiding of Warranty The warranty shall not apply to the failure of any part or component of the LRV that directly results from misuse, negligence, accident or repairs not conducted in accordance with the Contractor-provided maintenance manuals and with workmanship performed by adequately trained personnel in accordance with recognized standards of the industry. The warranty also shall be void if the Agency fails to conduct normal inspections and scheduled preventive maintenance procedures as recommended in the Contractors maintenance manuals and if that omission caused the part or component failure. The Agency shall maintain documentation, auditable by the Contractor, verifying service activities in conformance with the Contractors maintenance manuals. Exceptions and Additions to Warranty The warranty shall not apply to the following items: Scheduled maintenance items; Normal wear-out items ; Items furnished by the Agency; and Interior and exterior finishes, hoses, fittings and fabric due to normal wear and tear. If the Agency requires the use of a specific product and has rejected the Contractors request for an alternate product, then the warranty offered by the supplier for that product shall be the only warranty provided to the Agency. This product will not be eligible under WR 1.4, Fleet Defects. The Contractor shall not be required to provide warranty information for any warranty that is less than or equal to the warranty periods listed under WR 1.1, Warranty Requirements. Pass-Through Warranty Should the Contractor elect to not administer warranty claims on certain components and wish to transfer this responsibility to the Subsuppliers, or to others, the Contractor shall request this waiver. The Contractor shall state in writing that the Agencys warranty reimbursements will not be impacted in accordance with WR2.3.5, Reimbursement for Labor and Other Related Costs, WR2.3.6, Reimbursement for Parts, and WR2.3.7, Reimbursement Requirements. Otherwise, the Contractor shall be solely responsible for the administration of the warranty as specified. If the Contactor requests such a waiver in writing, then the Contractor also shall state in writing any exceptions as relates to the cost incurred in transport of vehicles and/or components associated with such a pass-through warranty. Approval of the waiver request shall be at the sole discretion of the Agency. Superior Warranty The Contractor shall pass on to the Agency any warranty offered by a Supplier that is superior to that required herein. The Contractor shall provide a list to the Agency noting the conditions and limitations of the superior warranty not later than the start of production. The Contractor shall not be required to administer the superior warranty except through mutual agreement between the parties. Extended Warranty Note: An agency that chooses to utilize this extended warranty option should include on the pricing schedule a line item to capture the cost associated with the extended warranty. The Agency requires the following subsystems to be warranted to be free from Defects and Related Defects for the number of years specified below: [Insert as appropriate] [Insert as appropriate] [Insert as appropriate] Fleet Defects Occurrence and Remedy A Fleet Defect is defined as cumulative failures of ten (10) percent of the same components in the same or similar applications with a minimum of three (3) failures of the same component where such items are covered by warranty. A Fleet Defect shall apply only to the warranty period in WR 1.1.2, General Warranty, WR 1.1.3, Carbody Structure, WR 1.1.4, Major Subsystems, and WR 1.1.5, Extension of Warranty. When a Fleet Defect is declared, the remaining warranty on that component stops. The warranty period does not restart until the Fleet Defect is corrected. For the purpose of Fleet Defects, each option order shall be treated as a separate LRV fleet. In addition, should there be a change in a major component within either the base order or an option order, the LRVs containing the new major component shall become a separate LRV fleet for the purposes of Fleet Defects. The Contractor shall correct a Fleet Defect under the warranty provisions defined in WR 2, Repair Procedures. After correcting the Defect, the Agency and the Contractor shall mutually agree to and the Contractor shall promptly undertake and complete a Work program reasonably designed to prevent the occurrence of the same Defect in all other LRVs and spare parts purchased under the Contract. Where the specific Defect can be solely attributed to particular identifiable part(s), the Work program shall include redesign and/or replacement of only the defectively designed and/or manufactured part(s). In all other cases, the Work program shall include inspection and/or correction of all of the LRVs in the fleet via a mutually agreed-to arrangement. A Fleet Defect may be declared by the Agency in the event of a safety-critical defect on as few as one LRV. Warranty of Spare Parts For any spare parts delivered to the Agency in accordance with the Contract, the Contractor warrants the spare parts to be free of defects in material and workmanship for 12 months from acceptance of the spare part. In the event of defect or failure of the spare part, the Contractor shall make and implement any modifications, repairs, adjustments and/or replacements determined to be necessary by the Contractor to correct the defective part. In the event of such modifications, repairs, adjustments and/or replacements of a part by the Contractor only, the remaining warranty period shall apply. Repair Procedures Repair Performance The Contractor is responsible for all warranty-covered repair Work. Under normal circumstances, the Agency will allow the Contractor or its designated representative to perform such Work. At its discretion, the Agency may perform such Work if it determines it needs to do so, based on transit service or other requirements. Such Work shall be reimbursed by the Contractor. Repairs by the Contractor If the Agency detects a Defect within the warranty periods, it shall, within five (5) days, notify the Contractors designated representative. The Contractor or its designated representative shall, if requested, begin Work on warranty-covered repairs within five days after receiving notification of a Defect from the Agency. The Agency shall make the LRV available to the Contractor to complete repairs. The Contractor shall provide at its own expense all spare parts and tools required to complete repairs. Repairs by the Agency Parts Used If the Agency performs the warranty-covered repairs, it shall correct or repair the Defect and any Related Defects utilizing parts supplied by the Contractor specifically for this repair. At its discretion, the Agency may use Contractor-specified parts available from its own stock if deemed in its best interests. Contractor-Supplied Parts The Agency may require that the Contractor supply parts for warranty-covered repairs being performed by the Agency. Those parts may be remanufactured but shall have the same form, fit, function and warranty. The parts shall be shipped prepaid to the Agency from any source selected by the Contractor within ten (10) days of receipt of the request for said parts and shall not be subject to an Agency handling charge. Defective Component Return The Contractor may request that parts covered by the warranty be returned to the manufacturing plant. The freight costs for this action shall be paid by the Contractor. Materials should be returned in accordance with the procedures outlined in WR 2.4.1, Warranty Processing Procedures. Failure Analysis The Contractor shall, upon specific request of the Agency, provide a failure analysis of Fleet Defect- or safety-related parts, or major components, removed from LRVs under the terms of the warranty, that could affect fleet operation. Such reports shall be delivered within thirty (30) days of the receipt of failed parts. Reimbursement for Labor and Other Related Costs The Agency shall be reimbursed by the Contractor for labor. The amount shall be determined by the Agency for a qualified mechanic at a straight time wage rate of [insert amount] per hour, which includes fringe benefits and overhead adjusted for the Agencys most recently published rate in effect at the time the Work is performed, plus the cost of retrieving the LRV if such action was necessary. These wage and fringe benefit rates shall not exceed the rates in effect in the Agencys maintenance facility at the time the Defect correction is made. Reimbursement for Parts The Agency shall be reimbursed by the Contractor for defective parts and for parts that must be replaced to correct the Defect. The reimbursement shall be at the current price at the time of repair and shall include taxes where applicable, plus fifteen (15) percent handling costs. Handling costs shall not be paid if part is supplied by Contractor and shipped to Agency. Reimbursement Requirements The Contractor shall respond to the Agencys request for warranty reimbursement with an accept/reject decision including necessary failure analysis no later than thirty (30) days after the Agency submits the request and defective part(s), when requested. Reimbursement for all accepted requests shall occur no later than sixty (60) days from the date of acceptance of a valid request. The Agency may dispute rejected requests or requests for which the Contractor did not reimburse the full amount. The parties agree to review disputed warranty requests during the following ninety (90) day period to reach an equitable decision to permit the disputed request to be resolved and closed. The parties also agree to review all requests at least once every ninety (90) days throughout the entire warranty period to ensure that open requests are being tracked and properly dispositioned. Warranty After Replacement/Repairs If any component, unit or subsystem is repaired, rebuilt or replaced by the Contractor, or by the Agency with the concurrence of the Contractor, then the component, unit or subsystem shall have the longer of a one-time one year additional warranty from the replacement or repair of the component, unit or subsystem, or the remainder of the unexpired warranty period of the original item. Repairs shall not be warranted if the Contractor-provided or authorized parts are not used for the repair, unless the Contractor has failed to respond within five (5) days, in accordance with WR 2.2, Repairs by the Contractor. If an item is declared to be a Fleet Defect, then the warranty stops with the declaration of the Fleet Defect. Once the Fleet Defect is corrected, the item(s) shall have the longer of one year or the remaining time of the original warranty. This remaining warranty period shall begin on the repair/replacement date for corrected items on each LRV if the repairs are completed by the Contractor or on the date the Contractor provides all parts to the Agency. Warranty Processing Procedures The following list represents requirements by the Contractor to the Agency for processing requests for warranty reimbursement. One failure per LRV per request is allowed. LRV vehicle number; Section of car (A, B or C section); Vehicle mileage at time of repair; Date of failure/repair; Acceptance/in-service date; Repair order number; Contractor part number and description; Component serial number ; Description of failure; and All costs associated with each failure/repair (invoices may be required for third-party costs): LRV retrieval; Road calls; Labor; Materials; Rented equipment; Parts; Handling; and Troubleshooting time. Forms The Agencys forms will be accepted by the Contractor if all of the above information is included. Electronic submittal may be used if available between the Contractor and Agency. Return of Parts When returning defective parts to the Contractor, the Agency shall tag each part with the following: LRV vehicle number; Section of car (A, B or C section); Date of failure/repair; Repair order number; Return material authorization number (RMA); Part number; and Part serial number (if available). Timeframe Each warranty reimbursement request must be submitted no more than thirty (30) days from the date of failure and/or repair, whichever is later. All defective parts must be returned to the Contractor, when requested, not more than 45 days from date of repair. Warranty Reimbursement Reimbursements are to be transmitted to the following address: [Agency to insert address where check is to be sent.] SECTION 8: QUALITY ASSURANCE The Contractor shall establish and maintain a quality assurance program as specified in TS 20, Program Management and Quality Assurance. The Contractors quality assurance program shall ensure compliance with the requirements of the Contract, and should any portion of the Work be subcontracted, shall include provisions ensuring compliance by Subsuppliers. Contractor shall ensure that all Subsuppliers maintain a formal, documented quality assurance program. The Agency reserves the right to verify the quality assurance program of either the Contractor or any Subsupplier. SECTION 9 CERTIFICATIONS Proposers Checklist [Insert Agency name] [Insert RFP number and title]Package 1: Qualifications and Certification %Letter of Transmittal%CER 3: Acknowledgement of Addenda%CER 4: Form for Proposal Deviation, if applicable (without price data)%CER 5: Pre-Award Evaluation Data Form%CER 7.1: Buy America Certification (pilot vehicles)%CER 7.1: Buy America Certification (fleet vehicles)%CER 7.2: Debarment and Suspension Certification, Prospective Contractor%CER 7.3: Debarment and Suspension Certification, lower tier covered transactions%CER 7.4: Non-Collusion Affidavit%CER 7.5 Lobbying Certification%CER 7.6 DBE Approval Certification%CER 8. Proposal Form%A copy of the three most recent annual financial statements audited by an independent third party or a statement from the Proposer regarding how financial information may be reviewed by the Agency.%Letter for insurance, indicating the Contractor s ability to obtain the insurance coverage in accordance with the RFP requirements.%Letter indicating the Contractor s ability to obtain Performance Guarantee in accordance with the RFP requirements. The Performance Guarantee can take the form of a letter of credit, a performance bond or a parent company guarantee. Package 2: Technical Proposal %CER 4: Form for Proposal Deviation (without price data)%CER 9: Vehicle Questionnaire%Technical Proposal (See IP 12.3 Proposal Format Requirements for additional information)Package 3: Price Proposal%CER 6 Pricing Schedules (including option LRV, Spare Parts Package, manuals, training, special tools and test equipment) %CER 4 Form for Proposal Deviation (with price data)Package 4: Proprietary/Confidential Information Package%Proprietary/Confidential Information or a statement to the effect that there is no confidential information contained in the Proposal.%There may be items in the first three packages that are included in Package 4 because they are considered to be proprietary/confidential information. When this occurs, the Proposer must note that fact in Packages 1 through 3. Request for Pre-Offer Clarification This form must be used for requested clarifications or changes and must be submitted as specified in IP 6, Questions, Clarifications and Omissions. [Insert Agency name] [Insert RFP number and title]Request No.: Proposer: RFP Section: Page: Questions/clarification: Agency action:% Approved% Denied% See response belowAgency response:  Acknowledgement of Addenda Failure to acknowledge receipt of all addenda may cause the Proposal to be considered nonresponsive to the Solicitation. Acknowledged receipt of each addendum must be clearly established and included with the Proposal. The undersigned acknowledges receipt of the following addenda to the documents: Addendum No.: Dated: Addendum No.: Dated: Addendum No.: Dated: Addendum No.: Dated:Proposer: Name: Title: Phone: Street address: City, state, ZIP: ________________________________________________________________________ _______________________ Authorized signature Date Form for Proposal Deviation This form shall be completed for each condition, exception, reservation or understanding (i.e., Deviation) in the Proposal according to IP 10, Conditions, Exceptions, Limitations and Deviations. One copy without any price/cost information is to be placed in the Technical Proposal as specified in IP 12.3 Package 2, Technical Proposal Requirements, and a separate copy with any price/cost information placed in the price Proposal as specified in IP 12.3 Package 3, Price Proposal Requirements. [Insert Agency name] [Insert RFP number and title]Deviation No.: Contractor: RFP Section: Page: Complete description of deviation: Rationale (pros and cons):  Pre-Award Evaluation Data Form This form is to be completed and included in the Contracts Administration Package. [Insert Agency name] [Insert RFP number and title]1. Name of firm: 2. Address: 3. % Individual% Partnership% Corporation% Joint venture4. Date organized: State in which incorporated: 5. Names of officers or partners: 6. How long has your firm been in business under its present name? 7. Have you been terminated or defaulted, in the last five years, on any contract you were awarded? % Yes % No If yes, then attach as SCHEDULE ONE the full particulars regarding each occurrence.8. If the Contractor or Subcontractor is a joint venture, submit PRE-AWARD EVALUATION DATA forms for each member of the joint venture along with a copy of the joint venture agreement.The above information is confidential and will not be divulged to any unauthorized personnel.The undersigned certifies to the accuracy of all information: Name and title: Company: ________________________________________________________ ________________ Signature Date  Pricing Schedules NOTE: The Agency should insert its pricing schedules here. The following is an example of what the beginning of the pricing schedule might look like and should be customized by the Agency to reflect the costs for its procurement. The first section is followed by a detailed breakdown for the costs for system support, spare parts, special tools and diagnostic equipment. Base Contract [Insert Agency name] [Insert RFP number and title] All prices are to be in U.S. dollars.No.QuantityItemUnit PriceExtended Price1.N/AManagement, engineering, tooling, testing and mock-ups2.New light rail vehicles3.N/ATraining4.N/AOperations, maintenance and parts manualsSUBTOTAL5.N/ASpecial tools6.N/ADiagnostic equipment7.N/ASpare parts8.N/AExtended warranty, Item 19.N/AExtended warranty, Item 210.N/APartneringNote: Some Agencies include a line item for Agency travel.TOTAL BASE CONTRACT Options for Additional Light Rail Vehicles [Insert Agency name] [Insert RFP number and title] All prices are to be in U.S. dollars.No.QuantityItemUnit PriceExtended Price1.Additional LRVs, Option 12.Additional LRVs, Option 23.Additional LRVs, Option 3TOTAL OPTIONS Proposed LRV Unit Price by Subsystem [Insert Agency name] [Insert RFP number and title] All prices are to be in U.S. dollars.LRV SubsystemUnit PriceCarbodyCouplerOperators cabPassenger DoorsHVAC (heating, ventilation and air conditioning)LightingElectricalPropulsionTruck functional description and performance requirementsBraking equipmentCommunicationsAutomatic train controlInteriorMonitoring and diagnosticsTOTAL PROPOSED LRV UNIT PRICE (BASE BUY)Note: The total proposed LRV Unit Price above multiplied by the number of LRVs should equal the amount in line 2 on the base offer page. Note: Examples for the following three schedules can be found in Section 10, Appendix G. Spare Parts Package [Insert Agency name] [Insert RFP number and title] All prices are to be in U.S. dollars.No.QuantityItemUnit PriceExtended PriceTOTAL Special Tools [Insert Agency name] [Insert RFP number and title] All prices are to be in U.S. dollars.No.QuantityItemUnit PriceExtended PriceTOTAL Diagnostic Equipment [Insert Agency name] [Insert RFP number and title] All prices are to be in U.S. dollars.No.QuantityItemUnit PriceExtended PriceTOTAL ________________________________________________________ ________________ Signature Date  Federal Certifications Buy America Certification This form is to be submitted with an offer exceeding the small purchase threshold for Federal assistance programs, currently set at $100,000. NOTE: The two signature blocks below are mutually exclusive; Proposer shall sign only one. Signing both signature blocks will make the proposal non-responsive. NOTE: In the event that the Proposer wishes to produce the Pilot Vehicles outside of the continental United States, a Buy America Waiver may be required. The Proposer is hereby notified that it should submit separate Buy America forms for the Pilot Vehicles and for the Production Vehicles. Certificate of ComplianceThe Proposer hereby certifies that it will comply with the requirements of 49 USC Section 5323(j)(2)(C), Section 165(b)(3) of the Surface Transportation Assistance Act of 1982, as amended, and the regulations of 49 CFR 661.11:Name and title: Company: ________________________________________________________________________ _________________ Authorized signature Date  Certificate of NoncomplianceThe Proposer hereby certifies that it cannot comply with the requirements of 49 USC Section 5323(j)(2)(C) and Section 165(b)(3) of the Surface Transportation Assistance Act of 1982, as amended, but may qualify for an exception to the requirements consistent with 49 USC Sections 5323(j)(2)(B) or (j)(2)(D), Sections 165(b)(2) or (b)(4) of the Surface Transportation Assistance Act, as amended, and regulations in 49 CFR 661.7.Name and title: Company: ________________________________________________________________________ _________________ Authorized signature Date  Debarment and Suspension Certification for Prospective Contractor Choose one alternative:%The Proposer, [insert name], certifies to the best of its knowledge and belief that it and its principals: 1. Are not presently debarred, suspended, proposed for debarment, declared ineligible, or voluntarily excluded from covered transactions by any Federal department or Agency; 2. Have not within a three-year period preceding this Proposal been convicted of or had a civil judgment rendered against them for commission of fraud or a criminal offense in connection with obtaining, attempting to obtain, or performing a public (Federal, State or Local) transaction or Contract under a public transaction; violation of Federal or State antitrust statutes or commission or embezzlement, theft, forgery, bribery, falsification or destruction of records, making false statements, or receiving stolen property; 3. Are not presently indicted for or otherwise criminally or civilly charged by a governmental entity (Federal, State, or local) with commission of any of the offenses enumerated in Paragraph (2) of this certification; and 4. Have not within a three-year period preceding this Proposal had one or more public transactions (Federal, State or local) terminated for cause or default. OR%The Proposer is unable to certify to all of the statements in this certification, and attaches its explanation to this certification. (In explanation, certify to those statements that can be certified to and explain those that cannot.) The Proposer certifies or affirms the truthfulness and accuracy of the contents of the statements submitted on or with this certification and understands that the provisions of Title 31 USC Sections 3801 are applicable thereto.Executed in [insert city and state]. Name: ________________________________________________________________________ _______________________ Authorized signature Date CER 7.3 Debarment and Suspension Certification (lower-tier covered transaction) This form is to be submitted by each Subcontractor receiving an amount exceeding $25,000. The prospective lower-tier participant (Proposer) certifies, by submission of this Proposal, that neither it nor its principals as defined at 49 CFR 29.105(p) is presently debarred, suspended, proposed for debarment, declared ineligible, or voluntarily excluded from participation in this transaction by any Federal department or Agency. If the Prospective Proposer is unable to certify to the statement above, it shall attach an explanation, and indicate that it has done so by placing an X in the following space: ______ THE PROPOSER, ________________________________________________, CERTIFIES OR AFFIRMS THE TRUTHFULNESS AND ACCURACY OF EACH STATEMENT OF ITS CERTIFICATION AND EXPLANATION, IF ANY. IN ADDITION, THE PROPOSER UNDERSTANDS AND AGREES THAT THE PROVISIONS OF 31 USC 3801 ET SEQ. APPLY TO THIS CERTIFICATION AND EXPLANATION, IF ANY.Name and title of the Proposers authorized official: ________________________________________________________________________ _______________________ Authorized signature Date CER 7.4 Non-Collusion Affidavit This affidavit is to be filled out and executed by the Proposer; if a corporation makes the Proposal, then by its properly executed agent. The name of the individual swearing to the affidavit should appear on the line marked Name of Affiant. The affiants capacity, when a partner or officer of a corporation, should be inserted on the line marked Capacity. The representative of the Proposer should sign his or her individual name at the end, not a partnership or corporation name, and swear to this affidavit before a notary public, who must attach his or her seal. State of ____________________________________, County of __________________________________________ I, _______________________________________________________, being first duly sworn, do hereby state that (Name of Affiant) I am _______________________________________ of _____________________________________________________ (Name of Firm, Partnership or Corporation) whose business is ________________________________________________________________________________ and who resides at ___________________________________________________________________________________ and that _____________________________________________________________________________________________ (Give names of all persons, firms, or corporations interested in the bid) is/are the only entity(ies) (s) with an interest in the profits of the herein contained Contract; that the Contract is made without any connection or interest in the profits thereof with any persons making any bid or Proposal for said Work; that the said Contract is on my part, in all respects, fair and without collusion or fraud, and also that no members of the Agencys governing board, head of any department, or any employee of the Agency, has any direct or indirect interest therein. __________________________________________________________________ ___________________________ Signature of Affiant Date Sworn to before me this ____________ day of __________________________, 20_____. ___________________________________________________ __________________________ Notary public My commission expires Seal CER 7.5 Lobbying Certification This form is to be submitted with an offer exceeding $100,000. The Proposer certifies, to the best its knowledge and belief, that: 1. No Federal appropriated funds have been paid or will be paid, by or on behalf of the undersigned, to any person for influencing or attempting to influence an officer or employee of a Federal department or agency, a member of the U.S. Congress, an officer or employee of the U.S. Congress, or an employee of a member of the U.S. Congress in connection with the awarding of any Federal Contract, the making of any Federal grant, the making of any Federal loan, the entering into of any cooperative agreement, and the extension, continuation, renewal, amendment or modification thereof. 2. If any funds other than Federal appropriated funds have been paid or will be paid to any person for making lobbying contacts to an officer or employee of any agency, a member of Congress, an officer or employee of Congress, or an employee of a member of Congress in connection with this Federal contract, grant, loan or cooperative agreement, the undersigned shall complete and submit Standard Form LLL, Disclosure Form to Report Lobbying, in accordance with its instruction, as amended by Government-wide Guidance for New Restrictions on Lobbying, 61 Fed. Reg. 1413 (1/19/96). 3. The undersigned shall require that the language of this certification be included in the award documents for all sub-awards at all tiers (including subcontracts, sub-grants and contracts under grants, loans and cooperative agreements) and that all sub-recipients shall certify and disclose accordingly. This certification is a material representation of fact upon which reliance was placed when this transaction was made or entered into. Submission of this certification is a prerequisite for making or entering into this transaction imposed by 31, USC 1352 (as amended by the Lobbying Disclosure Act of 1995). Any person who fails to file the required certification shall be subject to a civil penalty of not less than $10,000 and not more than $100,000 for each such failure. THE PROPOSER, _____________________________________________, CERTIFIES OR AFFIRMS THE TRUTHFULNESS AND ACCURACY OF EACH STATEMENT OF ITS CERTIFICATION AND DISCLOSURE, IF ANY. IN ADDITION, THE PROPOSER UNDERSTANDS AND AGREES THAT THE PROVISIONS OF 31 USC 3801 ET SEQ. APPLY TO THIS CERTIFICATION AND DISCLOSURE, IF ANY. Name of the Bidder or Proposers authorized official: _____________________________________________________________ Title: _________________________________________________________________________________________________ ________________________________________________________________________ _____________________ Signature Date CER 7.6 DBE Approval Certification, Transit Vehicle Manufacturer Certification I hereby certify that the Proposer has complied with the requirements of 49 CFR 26, Participation by Disadvantaged Business Enterprises in DOT Programs, and that its goals have not been disapproved by the Federal Transit Administration. Name and title of the Proposers authorized official: ________________________________________________________ ________________ Authorized signature Date Proposal Form NOTE: The following is an example of a Proposal form to be modified as appropriate by the Agency and included in the RFP. Proposer shall complete the following form and include it in the price Proposal. PROPOSAL By execution below by a duly authorized representative of the Proposer, the Proposer hereby offers to furnish equipment and services as specified in its Proposal submitted to [insert Agency name] in response to Request for Proposal No. [insert RFP number] in its entirety and that the Proposal shall remain valid for a period of (specify time period of not less than 180 days). Proposer: Street address: City, state, ZIP: Name and title of Authorized Signer: Name and title of Authorized Signer: Phone: ________________________________________________________ ________________ Authorized Signature Date ________________________________________________________ ________________ Authorized Signature Date  Vehicle Questionnaire This form must be completed and included in the Technical Proposal. Design and Performance Criteria 1Length over anticlimbers, in inches2Length over coupler faces, in inches3Truck center spacing, in inches4Truck axle spacing on powered trucks, in inches5Truck axle spacing on center trucks, in inches6Distance from articulation bearing center of rotation to center of powered truck7Distance from articulation bearing center of rotation to center of vehicle8Body width at side sills, maximum, in inches9Width over door thresholds, maximum, in inches10Width at belt rail including door masks, maximum, in inches11Height at bolster, top of rail to top of roof, new wheels, maximum, in inches12Height, top of rail to top of finished floor, new wheels, in inches (14 inches)13Maximum floor height variation above TOR at doorways, with loads AW0 to AW3 as defined by the Technical Specifications, in inches14Maximum roof-mounted equipment height, including roof shrouds, exclusive of Pantograph, above TOR, in inches15Height of highest point on pantograph when in the lock down position, above TOR, in inches16Minimum operating height of installed pantograph, above TOR, in inches17Maximum operating height of installed pantograph, above TOR, in inches18Height, top of rail to top of anticlimber, new wheels, in inches19Height, top of rail to centerline of coupler, new wheels, in inches20Minimum height above TOR to the bottom of underfloor equipment at AW3 with worn wheels, in inches21Minimum height above TOR to the bottom of truck equipment at AW3 with worn wheels, in inches22Carbody to truck clearance, in inches23Side door clear opening minimum height, in inches24Side door clear opening minimum width, in inches25Clear opening minimum width for cab doors, in inches26Interior height, floor to normal ceiling, minimum, in inches27Interior height, floor to center section ceiling, minimum, in inches28Truck axle spacing on powered trucks, in inches29Truck axle spacing on center truck, in inches30Wheel diameter, new, in inches 31Wheel diameter, fully worn, in inches32Mounted wheel-set back-to-back distance, in inches33AW0 weight, in pounds34Number of seated passengers35Floor area for standees, square feet36Side-to-side unbalance at AW0, in pounds37End-to-end truck pivot weight difference at AW0, in pounds No.ItemRequirementChoice 1Choice 2Section 3: Carbody1.UnderframeSupplierLocation1Material2.Front endSupplierLocation1Material3Side wallsSupplierLocation1Material4.RoofSupplierLocation1Material5.Car shell assemblySupplierLocation1MaterialLocation1MaterialSection 4: Coupling System1.Coupler assemblySupplierSection 5: Operators Cab1.Cab assemblySupplierInstallation2.Operators seatSupplierLocation1Section 6: Passenger Doors1.Door operatorsSupplierTypeInstallation2.Door panelsSupplierInstallationSection 7: Heating, Ventilation, and Air Conditioning1.HVACSupplier2.HVAC compressorSupplierType3.HVAC climate roomSiteSection 8: Lighting1.LightingSupplier2.LEDY/NSection 9: General Electrical Equipment1.PantographSupplier2.Auxiliary power supplySupplier3.Low-voltage power supplySupplier4.BatterySupplierSection 10: Propulsion System and Control1.Inverters and control electronicsSupplierLocation12.Traction motorsSupplierTypeLocation13.Braking resistorsSupplier4.Gear boxSupplier5.CouplingSupplierSection 11: Truck Assemblies1.Truck frameSupplierLocation1Material2.Primary suspensionSupplierType3.Secondary suspensionSupplierType4.Journal bearingSupplier5.AxleSupplier6.WheelsSupplierType7.Truck assemblySupplierLocation18.Truck disconnectSupplierTypeSection 12: Friction Brake1.Friction brake equipmentSupplierTypeLocation1Section 13: Vehicle Communications and Passenger Information System1.CommunicationsSupplier2.Information signsSupplier3.CCTVSupplier4.Automated passenger announcementsSupplierSection 14: ATS, TWC and Event Recorder1.Event recorderSupplier2.ATP, TWCIntegrationSection 15: Interior and Exterior Appointments1.WindowsSupplierLocation1Material2.Passenger SeatsSupplierLocation1Material3.Interior LiningsSupplierLocation1MaterialSystems Engineering and Final Assembly1.Industrial design servicesFirm2.Car final assemblySupplierLocation11. Location refers to the place of production assembly. SECTION 10: APPENDIXES Appendix A: Guidelines for Calculating Liquidated Damages Prior to its Solicitation, the Agency should document and file for the record its derivation of the amount of liquidated damage that is entered in Liquidated Damages. The following identifies some suggested areas for consideration by which a Procuring Agency may be damaged if the vehicles are not delivered as contracted. For determining amounts for liquidated damages, the following guidance is provided: The liquidated damage amount must not be punitive but shall be based upon damages that the Agency would incur as a result of the delay. The liquidated damage amount must be substantiated by experience data. A definition of days and any exempted days for delay should be included. Cost to Retain Old Fleet If the purpose of the procurement is to replace older vehicles that are being retired, there can be two areas of damage that are additive: extra cost of maintenance and cost of purchasing or renting additional vehicles to meet fleet availability requirements. Extra cost of maintenance. The difference in maintenance costs, old vehicles minus new ones, is a realistic damage, assuming that older vehicles will be continued in service for the duration and not replaced with alternative leased vehicles. Cost to obtain additional vehicles to meet fleet availability. Reliability of the older vehicles is not expected to be as good as for new ones, and they can be expected to be out of service for maintenance or repair for longer periods than new ones. Therefore, additional vehicles may be needed to ensure that required service on routes is met. Cost to Obtain Alternative Fleet The damage may be attributed to requirements to obtain an alternative fleet for the duration of the delay. Such may be precipitated because a sales agreement on the old vehicles being replaced is expected to have been executed prior to the Contract delivery date for new vehicles or because the new vehicles are needed for new or expanded services. Cost to replace old vehicles being sold. This approach is an alternative to the cost of retaining the old fleet of above. It is suggested that the liquidated damage be the lower of this alternative and that of Cost to Retain Old Fleet. Cost to meet requirements for new or expanded service. Under this approach, the liquidated damage would simply be the daily costs of the alternative fleet as calculated above. Increased Contract Administrative Costs Delays in delivery will increase the period that the Contract must be administered and possibly increase the effort or waste the effort of either in-house staff or consultants for in-plant inspection and to assist in taking delivery and acceptance. Increased Contract period. The amount of the damage can be calculated as the average daily cost of Contract administration, apart from any technical services. Increased technical services. Technical services for in-plant inspection and to assist in taking delivery and acceptance will have been budgeted consistent with the Contract schedule. The extra budget for these services could be determined as a daily rate. Energy Consumption If the new vehicles are expected to consume less energy per passenger capacity, then the difference in energy consumption costs per day may be included. Appendix B: Examples of Evaluation Criteria and Evaluation Process Note: The following samples are included for informational purposes only. They do not match any of the other examples included in this document and would have to be customized by an Agency for its own use. Example 1: Evaluation of Proposals and Selection Process A. Evaluation/Selection Committee An Evaluation/Selection Committee (Committee), which may include Agency staff, consortium members, and possibly one or more outside experts, will review and screen the Proposals submitted according to the pre-established criteria as set forth below. B. Technical Evaluation Criteria (maximum of 80 points) Proposals will be evaluated using the following principal selection criteria: Product design and performance (0-30 points): The information provided by the Proposer in its technical submittal relating to the vehicles to be provided will be utilized to evaluate the Proposal in relation to this factor. Vehicle construction and system design, as well as service proven reliability, and other design and performance elements of the components that comprise those systems may be used in this evaluation. The Agency should select factors that have been asked for in the Evaluation Criteria. Proposers performance (0-30 points): The Committee will consider the capability of the Proposer as presented in the Proposal or as is determined by review of information available from references or other resources. The evaluation may look at the Proposers overall organizational and financial capabilities or key elements described in the Evaluation Criteria. The Committee may also look at judgments, liens, Fleet Defect history, warranty claims and the steps that the manufacturer took to resolve these concerns in assessing the overall capability of the manufacturer. Delivery schedule (0-20 points): The Committee will review the proposed delivery schedule for the Agencys minimum purchase of coaches. Delivery schedules that fulfill the delivery requirements in the RFP, with evidence that the schedule can be accomplished, may receive higher points for this category. C. Cost Proposal Evaluation (maximum of 20 points) As described below, the proposed cost as submitted by the Proposer on the Agencys form will be assigned a maximum of 20 points. The Contractor is required to use the Agencys form, without alteration, for submittal of its Cost Proposal. Please DO NOT use your own forms. The cost will be evaluated in the following manner: Cost Proposal criteria (0-20 points): The Cost Proposal criteria will be based on [Agency to insert appropriate reference]. The lowest Cost Proposal will receive 20 points. Every other Cost Proposal previously found to be in the competitive range will be given points proportionately in relation to the lowest price. This point total will be calculated by dividing the lowest price by the total price of the Proposal being evaluated and the result multiplied by the maximum weight for price (20 points) to arrive at a Cost Proposal score. Example: Lowest Proposed Price / Proposers Proposed Price 20 = Proposal Score The application of the above formula will result in a uniform assignment of points relative to the criterion of price. D. Evaluation Methodology The maximum number of points achievable in each of the aforementioned areas is as follows: Product design and performance: 0-30 points Manufacturers performance: 0-30 points Delivery schedule: 0-20 points Cost Proposal: 0-20 points TOTAL POSSIBLE POINTS: 100 Example 2: Agency Evaluation Process General Four proposals were submitted from the following Proposers: [Insert Proposers name] [Insert Proposers name] [Insert Proposers name] [Insert Proposers name] Note: By random drawing, it was determined that the above listing would be the order in which the negotiations would be conducted. Proposal Review Schedule Proposals submitted: Mon. Day 1 Preliminary scoring due: Fri. Day 5 Technical review session: Mon. Day 8 Final scoring due: Wed. Day 10 Score sheets and reviewers notes collated: Fri. Day 14 Negotiation agendas completed: Wed. Day 16 Negotiation Sessions with Proposers First negotiation session [Proposer 1] Period 1/Day 21 Second negotiation session [Proposer 2] Period 2/Day 28 Third negotiation session [Proposer 3] Period 3/Day 35 Fourth negotiation session [Proposer 4] Period 4/Day 42 The proposal requirements in the RFP are very explicitly structured. There are four parts to the proposal: Proposal letter Proposal forms, including the following: Proposal Pricing (Price + Balanced Price Check) Proposal Security Receipt of Addenda List of Principals and Officers Interests and Gratuities Certification Transit Vehicle Manufacturers Certificate of Compliance with Disadvantaged Business Regulations Buy America Certificates Debarment Certification Cargo Preference Certificate Certification of Restrictions on Lobbying Insurance Certificate Technical Submittals, including the following: Overall Vehicle Description Vehicle Systems and Systems Subcontractors Management Approach to the Work Manufacturing Capacity and Capability Previous Similar Experience Structure of the Proposal Evaluation Committee The Evaluation Committee includes members who: Are representative of Agencys Management All Stakeholders; Are knowledgeable with regard to vehicle design, construction and testing; Are knowledgeable with regard to both the Agency and RFP contractual requirements; Have an understanding of the venues (physical and operating environments) in which the vehicles will perform; and, Have the capacity to perform in a strictly impartial manner. In order to meet the above requirements, the complete Committee will include the following: Representative(s) from Legal/Contract Administration: Part A: Proposal Letter Part B: Proposal Forms Part C: Insurance Certificate Representative(s) from Senior Staff: Part A: Proposal Letter Part D: Technical Submittals Representative(s) from Engineering: Part A: Proposal Letter Part D: Technical Submittals Representatives from Light Rail Operations/Maintenance: Part D: Technical Submittals (select portions) Representative(s) from Program Control and Procurement: Part D: Technical Submittals (select portions) Representative(s) from Safety: Part D: Technical Submittals (select portions) Representative(s) from Accessible Services Part D: Technical Submittals (select portions) Representative from Quality Assurance/Quality Control Part D: Technical Submittals (select portions) The Agency has structured the Evaluation Committee so that there are five scoring members only, but it also includes a support staff from which the scoring members may draw on for their expertise in select areas. The five scoring members: [Insert members name] [Insert members name] [Insert members name] [Insert members name] [Insert members name] Note: If availability of any scorer is an issue, the Agency may substitute an alternate. It will be the responsibility of the scorers not only to make the final numerical determination of the value of each Proposal, but also to keep a complete set of set of ancillary notes for each Proposer, so these notes (questions, comments or observations) may be used to enhance discussions with each Proposer during the negotiation period. Even if the question or comment originally derived from the Evaluation Committee support staff, all comments considered valid by the scorers should be logged by them. In this regard, bound notebooks (four per scorer; one per Proposer) should be distributed to each scorer to ensure a permanent record of these comments. The support staff includes the following people: [Insert members names] Further, it was noted that the Agencys Representative is named as the Evaluation and Negotiation Administrator, and the [enter name] will serve as the Negotiation Facilitator. Generally, scorers are advised that when soliciting the opinion of support staff, such advice should be kept in writing. Perhaps the best mechanism for maintaining accurate documentation is to conduct inquiries by email. Each scorer is encouraged to keep copy of all such email messages for the Committee record. Note: When soliciting an opinion from [Consultant], all inquiries should be directed to [insert name] via [insert email address]. The email inquiries will redirect as appropriate to [his or her] staff. Where email transmissions are not possible, such as a call to another operating property to reference the experience cited, phone logs should be logged and filed. (Calls to outside agencies should be sanctioned by the Evaluation Administrator before being placed.) Proposal Evaluation Logistics [Insert name] has been named as the Evaluation Administrator and, as such, will have the following duties: Maintain a master list of all evaluators and the Proposal sections to which they are assigned. Distribute copies of each Proposal (or portions thereof) to each evaluator according to a predetermined schedule. It is recommended that the individual Proposals be scored serially, so that Proposal-to-Proposal comparisons are not attempted. Each Proposal should be scored on its own merits, in stand-alone fashion, not as contrasted against any other Proposal. Enforce and maintain the review schedule. Secure each original Proposal and controlled copy each evening. Typically, the Administrator would distribute the appropriate Proposal sections each morning and collect them each evening, or ensure that all original Proposals and controlled copies are safely secured on a daily basis. Collect, collate and validate all proposal score sheets. Collect and collate all evaluator ancillary comments and questions specific to each Proposer. Scorer notes should be reformatted on a per Proposer basis, as opposed to a per scorer basis. Resolve all disputes with regard to the legitimacy of any specific portion of any Proposal. Generally organize and manage the entire evaluation process. Scoring Determination Guidelines The following quality point rating shall be used in the ranking of Proposals unless indicated otherwise on evaluation sheets. Scores should be indicated on the Evaluation Work Forms included herein. PointsRatingBasis of Rating5ExceptionalContractor's proposal indicates excellent conformance with stated requirements in terms of competence, analytical work and efficient use of resources. It also shows excellent use of those attributes within proposed team structure.4GoodContractor's proposal indicates good conformance with stated requirements in terms of competence, analytical work and efficient use of resources. It also shows good use of those attributes within proposed team structure.3AcceptableContractor's proposal indicates average conformance with stated requirements in terms of competence, analytical work and efficient use of resources. It also shows average use of those attributes within proposed team structure.2MarginalContractor's proposal indicates below-average conformance with stated requirements in terms of competence, analytical work and efficient use of resources. It also shows below-average use of those attributes within proposed team structure.1UnacceptableContractor's proposal indicates poor conformance with stated requirements in terms of competence, analytical work and efficient use of resources. It also shows poor use of those attributes within proposed team structure. A. Proposal Letter: Compliant/Noncompliant B. Proposal Forms: Price Score = Lowest Cost Proposed 30 percent 30 points Proposers Cost Proposal Unit Prices are Balanced Compliant/Noncompliant Proposal Security Compliant/Noncompliant Receipt of Addenda Compliant/Noncompliant List of Principals and Officers Compliant/Noncompliant Interests and Gratuities Certification Compliant/Noncompliant TVM Certificate of Compliance with DBE Regulations Compliant/Noncompliant Buy America Certificates Compliant/Noncompliant Debarment Certifications Compliant/Noncompliant Cargo Preference Certificate Compliant/Noncompliant Certifications of Restrictions on Lobbying Compliant/Noncompliant C. Insurance Letter/Certificate: Compliant/Noncompliant D.1 Overall Vehicle Description D.1.1 General Arrangement Drawings Compliant/Noncompliant D.1.2 Key Vehicle Dimensions Compliant/Noncompliant D.1.3 Vehicle Weight Schedule Compliant/Noncompliant D.1.4 Construction Approach and Materials Compliant/Noncompliant D.1.5 Dynamic Performance Compliant/Noncompliant D.2 Vehicle Systems and System Subcontractors D.2.1 Vehicle Systems Descriptions 12 points (averaged) D.2.2 Subcontractor Experience 12 points (averaged) D.3 Management Approach to the Work D.3.1 Design Planning, Quality Assurance and Work Flow 3 points D.3.2 Manufacturing Planning, Quality Assurance and Work Flow 3 points D.3.3 Staffing Plan and Rsums 3 points D.3.4 Schedule and Narrative 10 points D.4 Manufacturing Capacity and Capability 15 points D.5 Previous Similar Experience 12 points TOTAL: 100 points Note: The Agency should review and determine what elements are priorities and modify the breakdown of the evaluation points to reflect those priorities. Another determination should be the total number of points to use. Some Agencies use 1000 points to help further define the acceptable range. D.1 Overall Vehicle Description Format Check Check for format and page count as follows: Four general arrangement drawings One page/vehicle dimensions One page/vehicle weight schedule Two pages/construction approach and material Two pages (one motor curve and one computer performance summary) for each propulsion system proposed (maximum three propulsion proposals) Scoring Section D1, Overall Vehicle Description, receives no point score, but is subject to a specification compliance check. Proposal and Specification Requirements Note: Throughout this document, RFP requirements appear in italics, whereas specification requirements are given in normal font. D.1.1 General Arrangement Drawings Provide four (4) general arrangement drawings that indicate the following: Vehicle plan view (external) Vehicle side view (external) [Insert description from Technical Specification or from Technical Information Form.] Vehicle front view (external) Vehicle seating arrangement (internal plan view) [Insert description from Technical Specification or from Technical Information Form.] (Maximum length: 4 drawings) D.1.2 Key Vehicle Dimension Provide a table listing the following parameters (using international systems of units): Vehicle length over coupler faces Truck center-to-center distance Coupler face to nearest truck Truck wheelbase Width over thresholds Doorway width Doorway height (Maximum length: 1 page) Specified vehicle dimensions are as follows: Length of car over pulling faces of couplers: [insert information] Width of carbody over thresholds: [insert information] Floor height, top of rail to top of threshold at AW0 to AW3: [insert information] Minimum interior ceiling height: [insert information] Nominal coupler height (centerline) above top of rail: [insert information] Nominal anticlimber height (centerline) above top of rail: [insert information] Minimum clear side door opening width, doors fully opened: [insert information] Minimum aisle width: [insert information] Minimum clear side door height with doors fully opened: [insert information] Maximum equipment height above top of rail, new wheels: [insert information] Minimum undercar running clearance, level track: [insert information] D.1.3 Vehicle Weight Schedule Load StateNumber of PassengersTotal Weight at [insert Information] per PassengerAW00The complete vehicle weight without passengers shall not exceed [insert information] per meter of length, measured over the coupler faces.AW1Fully seatedNot specifiedAW2Seated + standees @ 4/m2Not specifiedAW3Seated + standees @ 6/m2Not specifiedAW4Seated + standees @ 8/m2Not specified(Maximum length: 1 page) D.1.4 Construction Approach and Materials Describe the general construction approach and material(s) to be utilized for the car shell and structure. (Maximum length: 2 pages) [Insert description from Technical Specification or from Technical Information Form.] D.1.5 Dynamic Performance Provide the motor curves for each propulsion system proposed. In addition, the Proposer shall submit, for each candidate propulsion system, a computer simulation of a [insert number] train performance [insert description of route]. The computer model printouts shall be based on the following parameters. [Insert description from Technical Specification.] The computer model shall output the following: [Insert description from Technical Specification.] (Maximum length: [Insert number] pages per motor curve, and [insert number] pages per computer summary for each propulsion system proposed.) For all vehicle loadings between AW0 and AW2, the vehicle shall provide the following performance on level, tangent track and [insert number] VDC line voltage: [Insert description from Technical Specification.] System resolution shall permit a minimum sustainable initial acceleration rate of no greater than [insert number] m/s2. [Insert description from Technical Specification.] The normal duty cycle shall be based on the following conditions: [Insert description from Technical Specification.] D.2: Vehicle Systems and Systems Subcontractors Format Check Section D.2 is divided into two portions, as follows: D.2.1: A description of each of 10 RFP-identified vehicle systems. The Proposer is permitted a maximum of two pages for each system for each subcontractor. In that a maximum of three Subcontractors per system is permitted, then a total of six pages per vehicle system is allowed for each system description (two pages per subsystem three Subcontractors per system). D.2.2: An explanation of subcontractor experience for each subcontractor proposed. No more than three subcontractors may be proposed for each of the 10 vehicle systems. There is a page limit of one page per system per subcontractor; however, each subcontractor may submit as many one-page descriptions of systems previously provided as are applicable to this procurement. Scoring Methodology The RFP requires that the Proposer identify a maximum of two Subcontractors for each of the 10 vehicle systems and/or categories listed below. Note: The Proposer may list itself as a supplier of any of the vehicle systems. The 10 vehicle systems (or categories) are defined as: Systems engineering Carbody and articulation Propulsion Auxiliary inverter/LVPS/battery charger Braking Trucks Couplers Door controls Air conditioning User education This total section is worth 25 points; 12 points for vehicle system descriptions and 13 points for subcontractor experience. With regard to the vehicle descriptions, for each of the above systems, the Proposer is required to provide two-page descriptions of each vehicle system per subcontractor. Each vehicle system description will be worth 1 point. Evaluators will score each on a basis of 1 to 5, and a weighting factor of 0.2 applied. (In the event that more than one Subcontractor is proposed, each will be evaluated on a 1 to 5 basis, and then averaged before applying the weighting factor.) With regard to Subcontractor experience, for each of the above systems, the Proposer is required to provide a description of Subcontractor experience for each of the identified vehicle systems. Consequently, the Subcontractors experience for each vehicle system will be worth 1 point. Evaluators will score each on a basis of 1 to 5, and a weighting factor of 0.2 applied. (In the event more than one Subcontractor is proposed, each will be evaluated on a 1 to 5 basis, and then averaged before applying the weighting factor.) Proposal Requirements The Proposer shall identify a maximum of two subcontractors for each of the vehicle systems and/or categories listed below. Note: The Prime Contractor may list itself as a supplier of any of the vehicle systems. The Agency will notify the Proposer, as a result of the review of the initial Proposals and prior to request for Best and Final Offer (BAFO), of any Subcontractors who have been found not compliant with the specifications; or who have insufficient experience; or who are not acceptable to the Agency due to poor performance on previous contracts; or other reasons. Proposer may submit only a single Subcontractor for each of the listed systems in its BAFO. After the submittal of the BAFO, Proposer may not substitute other system subcontractors for those submitted in the BAFO without the Agencys written consent. Systems engineering Carbody and articulation Propulsion Auxiliary inverter/LVPS/battery charger Braking Trucks Couplers Door controls Air conditioning User education The Proposer shall provide a brief description of each major system, as offered by each proposed Subcontractor for the Contract. The description shall include the following: All appropriate system and component ratings Basic system configuration Model numbers of major components Service history of each proposed system, including the following: Agency name and address Contact person and phone number Car miles and time in revenue service to date Available reliability data Identification of any differences between the proposed system and existing service-proven designs. For each Subcontractor proposed for each of the major vehicle systems, the Proposer shall provide a description of the subcontractors relevant experience in the design and supply of that type system on light rail vehicles. Evaluation of Proposers initial submittal for this section will be averaged over all Subcontractors proposed. (Since there is a one subcontractor per system limit on the BAFO, no averaging will be necessary at that time). Include the following for each major system order: Prime Contractor Purchasing Agency Contact person at the purchasing agency, for reference purposes Model number (or other identifier) of the system provided Number of units provided Significant differences between the system to be supplied and the system specified by the Agency Schedule performance in delivery of the system, including original promised delivery and actual delivery of systems Available reliability data Summarized and Condensed Specification Requirements Systems Engineering: [Insert description from Technical Specification] Carbody and Articulation: [Insert description from Technical Specification] Propulsion: [Insert description from Technical Specification] Auxiliary Inverter/LVPS/Battery Charger: [Insert descriptions from Technical Specification] Friction Braking: [Insert description from Technical Specification] Trucks: [Insert description from Technical Specification] Couplers: [Insert description from Technical Specification] Door System: [Insert description from Technical Specification] Air Conditioning: [Insert description from Technical Specification] User Education: [Insert description from Technical Specification] D.3 Management Approach to the Work Format Check This section is divided into four subsections, with page count and format as indicated below: D.3.1 Design Planning, Quality Assurance and Work Flow 4 pages and 1 flow chart D.3.2 Manufacturing Planning and Work Flow 4 pages and 1 flow chart Quality Assurance Planning 2 pages and 1 flow chart D.3.3 Staffing Plan 1 organization chart + 2-page narrative, 3 Manpower Loading Charts, + 1-page narrative for each Rsums: 1 page per rsum D.3.4 Schedule: 4 pages Schedule Narrative: 4 pages Scoring Scoring of each of the above sections is as follows: D.3.1: 4 points D.3.2: 4 points D.3.3: 4 points D.3.4: 12 points Each of the above subsections should be scored on the basis of 1 to 5, with an appropriate weighting factor applied after scoring. Proposal and Specification Requirements D.3.1 Design Planning, Quality Assurance and Work Flow The Proposer shall demonstrate, through a single flow chart and narrative, how the vehicle design effort will be managed. The narrative should be keyed to the flow chart. Factors that should be addressed in both the flow chart and narrative include the following: Where the design effort for each major vehicle system and/or component will be affected. How the Prime Contractor will ensure that the design (including Subcontractor designs) incorporates all specification requirements. How the Prime Contractor will coordinate the design effort amongst the various Subcontractors; that is, how the systems engineering and integration effort will be set up and managed. How quality assurance of the design will be implemented. Description of checks and balances in place to ensure a safe design. How the Agencys engineering review comments will be fed back into the overall engineering design effort. How First Article and design qualification testing results will be fed back into the overall design effort. [Insert description from Technical Specification.] D.3.2 Manufacturing Planning, Quality Assurance and Work Flow Proposer shall demonstrate, through a single flow chart and narrative, how the manufacturing effort will be managed. A second flow chart and narrative shall be provided to describe the Proposers quality assurance organization. The narrative in each case should be keyed to the flow chart. Factors to be addressed include the following: Interface and controls between the Prime Contractors design and manufacturing groups; Interface and controls between Prime Contractor and Subcontractor manufacturing groups; Carbody assembly facility work flow and stationing; and A complete description of the Proposers quality assurance program. This description must include the following: The structure of the Proposers QA Department; The number of QA professionals expressed as a percentage of the total manufacturing workforce; How quality assurance maintains independence from manufacturing; How quality control inspectors maintain independence from manufacturing; How quality control problems are fed back into the manufacturing process and resolved; and How configuration control is managed. [Insert description from Technical Specification.] D.3.3 Staffing Plan and Rsums The Proposer shall demonstrate the adequacy of its staffing plan by providing the following: Program Organization Chart, including definitions of the functions shown thereupon. The chart shall indicate the authority and placement of all key program personnel, including the Program Manager. Key Subcontractor personnel who will interface regularly with the Prime Contractor, and who will be given significant program authority, shall also be shown on this chart. Engineering design manpower loading requirements vs. projected availability Quality assurance manpower loading requirements vs. projected availability Manufacturing manpower loading requirements vs. projected availability The Proposer shall provide rsums for all personnel listed on the organization chart (including Subcontractor personnel, as appropriate). Each rsum shall contain the following, in the order given below: Corporate title; Program title; Relevant education; Relevant experience; Brief description of the program function fulfilled, including decision-making responsibilities; and Percentage of time dedicated to this program. D.3.4 Schedule and Narrative Schedule is of paramount importance in this procurement. The Proposer shall submit a CPM schedule indicating reasonability of achieving the key milestone dates. As a minimum, the events to be included in the (Proposal level) schedule are as follows (Proposer may include additional events as appropriate): Submittal of general arrangement drawings Each major subsystem contractor under contract First Article Inspections of major subsystems and components Commence car shell No. 1 parts manufacture Commence car shell No. 1 major assemblies Complete car shell No. 1 Car shell static load test Complete first trucks Truck static load test Truck fatigue test Carbody painting Ship car shell No. 1 to final assembly site Commence car No. 1 final assembly Car No. 1 equipment installation Final truck mounting Delivery of Car No. 1 to test site Complete design qualification test series on car No. 1 and No. 2 Air conditioning test Acceptance of each car (turnover to the Agency) Reliability demonstration test Complete Safety Certification requirements The Contractor shall begin work after the effective date of Notice to Proceed (NTP) and shall diligently prosecute the specified work to completion. The Contractor shall deliver, unload, assemble and otherwise process vehicles for Agency acceptance in accordance with the schedule below. Vehicle Delivery ScheduleMilestoneMilestone Completion Date1. [insert from RFP]2. [insert from RFP] The Contractor shall prepare a program schedule and an associated Narrative detailing the Contractors approach to meeting the required project milestones [Insert description from RFP/Technical Specification] D.4 Manufacturing Capacity and Capability Format Check This section is all text. Proposers are permitted [insert number] pages. Scoring This section is worth 15 points. Evaluators will score the entire section on a 1 to 5 point basis, after which an appropriate weighting factor will be applied. Proposal Requirements Proposer shall provide a comprehensive description of its manufacturing capability, including the following: Identification of current workload, backlog, and capability to implement the Agencys order Identification of the location where the car shell will be manufactured Identification of the location where the trucks will be manufactured Full description of the equipment, special machinery and test facilities available at the car shell manufacturing facility Location of the following test facilities: Carbody compression test facility Truck static load and fatigue test facility Identification of all locations where any subassembly work will be performed. All special equipment at these locations shall be identified. Location of final assembly. Prime Contractors present manufacturing backlog, and how this order will mesh with existing orders D.5 Previous Similar Experience Format Check This section is all text. Proposers are permitted two pages per LRV program. There is no limit on the number of programs given, other than each program must be within the past five years. Scoring This section is worth 12 points. Evaluators will score the entire section on a 1 to 5 point basis, with no weighting factor applied. Proposal Requirements Proposers shall provide a description of their most recent (prior five years) design and manufacturing experience in providing light rail vehicles, including fleets presently under design and/or construction. Include the following for each light rail car order: Purchasing Agency; Contact person (including phone number) at the Purchasing Agency (the Agency will discuss the success of the procurement with each named individual); Car model supplied; Fleet size; Schedule performance in delivery of the cars; i.e., original Contract requirements vs. actual delivery; Significant differences between the light rail vehicle supplied and the vehicle specified herein; Revenue service miles accrued to date; and Any reliability/availability data available. Previous clients of each Proposer may be contacted regarding the Proposers past performance. Responses of previous clients may be considered as part of the proposal evaluation process. Example 3: RFP Evaluation Worksheet Note: The following sample evaluation worksheet is included for informational purposes only. It does not match any of the other examples included in this document and would have to be customized by the Agency for its own use. Sheet 1: Compliance SectionCriteriaProposer 1 C/NCProposer 2 C/NCProposer 3 C/NC1.4Financial Statements1.4Statement that Performance Bond can be ObtainedA.2Proposal Guaranty BondForms and CertificatesB.1Proposal FormB.1 aProposal No.B.1 bName of ProposerB.1 cBidder's addressB.1 dTelephone, Fax numbersB.1 eSignature of offererB.1 fBusiness address of signerB.1 gFederal Identification/Social Security No.B.1 hFirm name if a co-partnership, corporation name if a corporationB.1 IAttached proof of authority of Officer or Agent to sign if co-partnership or corporationB.1 jTitle of signer if a corporationB.1 kNames and addresses of all partners in firm if partnership or corporationB.1 lSignature of Secretary if a corporationB.2Addenda Acknowledgement Form B.3Technical Summary FormB.4Identification of Major Subcontractors/Suppliers B.5Lobbying Certificate B.6Certification of Proposer Regarding Debarment, Suspension, and Other Responsibility Matters B.7Buy America Rule Certification B.8Pre-award Audit Certificate B.9Cargo Preference Certification B.10Certification of Disadvantaged Business Enterprise (DBE) ComplianceOverall Vehicle DescriptionB-2.1General Arrangement DrawingsB-2.2Vehicle Weight ScheduleB-2.3Dynamic Performance Sheet 2: Qualifications Qualifications, Offsite Testing, Proven DesignPossible PointsProposer 1Proposer 2Proposer 3QualificationsB-4.1Previous Similar Experience(A)Previous client references10(B)Light rail vehicle experience (number, diversity, revenue service10(C)Low-floor light rail vehicle experience (number, diversity, revenue service)20(D)Reliability information10(E)Schedule performance, delivery and conditional acceptance20(F)Schedule performance, qualification test program10(G)Schedule performance, HVAC climate room tests10(H)Number and extent of open items at FAI and during testing10(I)Weight increase from award to delivery20Total Points120B-4.2Manufacturing Capacity and Capability(A)Current workload, backlog, capability to implement order and mesh with other orders20(B)Location/experience of carshell manufacturing20(C)Location/experience of truck manufacturing10(D)Description of equipment, special machinery, and test facilities at carshell facility10(E)Location of test facilities for carbody compression, truck testing, climate room10(F)Locations where major subassembly work will be performed20(G)Locations/experience of final assembly20(H)Location/experience of truck assembly10Total Points120B-4.3Staffing plan and rsums100B-4.4Subcontractor experience30B-4.5Design planning, QA and work flow30B-4.6Manufacturing planning, QA, work flow30B-4.7Schedule and narrative30B-4.8Vehicle overhaul data10B-5OFF-SITE VEHICLE TESTING ARRANGEMENT10B-6PROVEN DESIGN CONSIDERATIONS120Total Points360Total Qualification Points600Total Qualification Points / 2030 Sheet 3: Price Scoring Proposer 1Proposer 2Proposer 3Price Score A: 30 PointsForm A1, Item V.4Base Contract Price plus Option for Mock-ups and Certain Qualification Tests and Option for Additional Warranty$1$1$1Points30.0030.0030.00Price Score B: 5 PointsForm A1, Item V.5Optional Vehicle Price, Ordered within 24 months after NTP$1$1$1Points5.005.005.00Price Score C: 5 PointsForm A1, Item V.6Optional Vehicle Price, Ordered more than 24 months after NTP$2$3$4Points5.003.332.50Price Score Total: 40 Points Maximum40.0038.3337.50Form A.1Schedule of PricesC/NCC/NCC/NCSchedule ASystem SupportSchedule BSpare Parts Schedule CSpecial Tools Schedule DTest EquipmentSchedule EMock-ups Reviewer: _______________________________ Date: __________________________________ Proposer: _______________________________ Sheet 4: Proposer Evaluation Sub-CriteriaPossible PointsSupplier 1Supplier 2AverageCommentsProposed PointsProposed PointsSectEnter 0 in shaded area for suppliers listed and not describedB-2Overall vehicle descriptionTotal60.000.000.000.00B2-1 General arrangement, drawings25.00B2-2 Vehicle weight schedule5.00B2-3 Dynamic performance25.002 Questions5.003Carbody60.000.000.004Couplers, drawbars and draft gear20.000.000.005Cab25.000.000.006Doors40.000.000.007HVAC40.000.000.008Lighting20.000.000.009General electrical equipmentTotal50.000.000.00 General electrical40.00 Monitoring and diagnostics10.0010Propulsion70.000.000.0011Trucks and suspensionTotal50.000.000.00 Motor trucks25.00 Center truck25.0012Friction brake equipment60.000.000.0013CommunicationsTotal20.000.000.00 Vehicle communications 5.00 Passenger information system5.00 CCTV5.00 Automatic passenger counting5.0014ATP, TWC and event recorderTotal15.000.00 Carborne automatic train control5.00 Train-to-wayside communications5.00 Event recorder5.0015Interior and exterior appointments20.000.000.0016Testing10.000.000.0017Materials and workmanship10.000.000.0018System support10.000.000.0019Program control and quality assurance10.000.000.0020Final assembly10.000.000.00Total600.00.00Total / 2030.000.00 Appendix C: Sample Contract and Sample Forms THIS CONTRACT, is for the [Contract title], [Contract number] is made and entered in to this day of [insert date] between [Agency] and [Contractor]. Contract Documents and Order of Precedence The Contract consists of the documents listed below. In case of any conflict among these documents, the order of precedence shall be: Form of Contract Section 5: Federal Clauses, if federally funded Section 4: Special Provisions Section 3: General Conditions Section 7: Warranty Section 6: Technical Specifications including drawings, if any Contractors Best and Final Offer (including Contractor Proposal) A modification or change to any Contract Document shall take its precedence from the term it amends. All other documents and terms and conditions shall remain unchanged. NOTE: An Agency should issue a conformed Contract that comprises all the changes, deviations and addenda that were a part of the negotiation process. In that case, the above order of precedence would be applicable. Absent a conformed Contract, it may be appropriate to include the Contractors final Proposal and Best and Final Offer as accepted by the Agency as the first document in the order of precedence. It should be noted that this alternative could present more risk to the Agency as the Contractors Best and Final Offer and Proposal could contradict the RFP requirements and would prevail over them. In this instance, the order of precedence might be as follows: Form of Contract Section 5: Federal Clauses, if federally funded Contractors Best and Final Offer (including Contractor Proposal) Addenda to the RFP Section 4: Special Conditions Section 3: General Conditions Section 7: Warranty Section 6: Technical Specifications including drawings, if any Compensation The Agency shall pay [insert dollar amount in both words and numbers for the base Contract], and the Contractor shall accept the amount as full compensation for all costs and expenses of completing the Work in accordance with the Contract, including but not limited to all labor and material required, overhead, storage and shipping, risks and obligations, taxes (as applicable), fees and profit, and any unforeseen costs. NOTE: The Agency may insert a full pricing schedule here. Effective Date The effective date of the Contract shall be the date that the Contract is executed by the Agency. The Contractor shall commence Work upon the date specified in the written notice to proceed issued by the Agency. Notices Any Notice legally required to be given by one party to another under the Contract shall be in writing, dated and signed by the party giving such Notice or by a duly authorized representative of such party. Notices shall not be effective unless transmitted by any method that provides confirmation of transmission and delivery, such as fax, certified mail or registered mail and addressed to: [Insert Agency name, address, point of contact and Contract number] [Insert Contractor name, address and point of contact] Entire Agreement This Contract constitutes the complete and entire agreement between the Agency and Contractor and supersedes any prior representations, understandings, communications, commitments, agreements or Proposals, oral or written, that are not incorporated as a part of the Contract. [Agency to insert its normal signature format in accordance with its governing law and regulations. The Agency should ensure that the signature format conforms to state law and Agency policy.] ____________________________________________________ Contractor name____________________________________________________ Agency name____________________________________________________ Signature of authorized official____________________________________________________ Signature of authorized official____________________________________________________ (Print or type name and title)____________________________________________________ (Print or type name and title)____________________________________________________ Date____________________________________________________ Date____________________________________________________ Tax ID numberApproved as to form by: ____________________________________________________ Insert name and title Appendix D: Sample Performance Bond Note: The following is a sample Performance Bond, which is included as an illustration of a format that an Agency may choose to use. Faithful Performance Bond LOS ANGELES COUNTY METROPOLITAN TRANSPORTATION AUTHORITY CONTRACT NO. ________ UP TO 260 45-FOOT LOW-FLOOR COMPOSITE STRUCTURE CNG OR GASOLINE/HYBRID TRANSIT VEHICLES WHEREAS the Los Angeles County Metropolitan Transportation Authority (Metro) has awarded to _________ (Principal), Contract No. _______, Up To [Agency to insert quantity and type of vehicle] AND WHEREAS Principal is required under the terms of the Contract to furnish a Bond for the faithful performance of the Contract; NOW, THEREFORE, we ________________, as Principal, and ____________________, (Surety), as Surety, are held and firmly bound unto Metro in the sum of $ [Agency to insert amount], in lawful money of the United States of America, for payment of which sum well and truly to be made, we bind ourselves, our heirs, executors, administrators, successors, and assigns, jointly and severably, firmly by these presents. In case suit is brought upon this Bond, Surety shall pay reasonable attorneys fees to Metro in an amount to be fixed by the court. In no event shall the surety be liable under this Bond for an amount greater than the aggregate penal sum designated in this paragraph. The condition of this obligation is such that, if the hereby-bonded Principal or its heirs, executors, administrators, successors, assigns, or Subcontractors shall in all things stand to and abide by and well and truly keep and perform all the undertakings, terms, covenants, conditions and agreements in the Contract and any alteration thereof, made as therein provided, all within the time and in the manner therein-designated and in all respects according to their true intent and meaning, then this obligation shall become null and void; otherwise, it shall be and remain in full force and effect. Further, Surety, for value received, hereby stipulates and agrees that no change, extension of time, alteration, or modification of the Contract, or of the Goods to be furnished there under, shall in any way affect its obligations under this Bond, and it does hereby waive notice of any such change, extension of time, alteration, or modification of the Contract or of the Goods and Technical Services to be performed there under. IN WITNESS WHEREOF, three identical counterparts of this instrument, each of which shall for all purposes be deemed an original hereof, have been duly executed by Principal and Surety named herein, on the ___ day of _______________, 20__, the name and corporate seal of each corporate party being hereto affixed and these presents duly signed by its undersigned representative pursuant to authority of its governing body. ADVANCE \x252  By ADVANCE \x252 (Principal) ADVANCE \x252  By ADVANCE \x252 (Surety) Appendix E: Sample Option Assignment and Release Agreement THIS ASSIGNMENT AND RELEASE AGREEMENT (Agreement) is made and entered into as of this ____ day of _______________, 20__ by [Assignor] and [Assignee]. RECITALS WHEREAS, Assignor and [Contractor] have entered into an [Date] Contract, [insert Contract name], pursuant to which [Assignor] has agreed to purchase, and [Contractor] has agreed to manufacture and sell Light Rail Vehicles; WHEREAS, the [Contract name] also provides Assignor with the option to purchase additional Vehicles; WHEREAS, the [Contract name] provides that Assignor may assign its option to purchase the optional vehicles to another governmental entity; WHEREAS, Assignee wishes to purchase [#] Vehicles (hereinafter the Option Vehicles) pursuant to Assignors option rights under the [Contract name], and Assignor is willing to assign its option rights with respect to the Option Vehicles to Assignee. AGREEMENT NOW THEREFORE, for and in consideration of the mutual covenants and agreements hereafter set forth, the mutual benefits to the parties to be derived here from, and for other valuable consideration, the receipt and sufficiency of which the parties acknowledge, it is hereby agreed as follows: Assignment. Assignor hereby assigns to Assignee the right to purchase the Option Vehicles pursuant to the terms and conditions of the [Contract name]. Assignee hereby assumes from Assignor all obligations and requirements related to the purchase of the assigned Option Vehicles, all as set forth in the [Contract name]. The price of each Option Vehicle reflects the base order price, as adjusted to account for minor design modifications required by Assignee and additional requirements. Assignee shall enter into a Contract directly with Contractor for the purchase of the Option Vehicles. Release and Indemnification. To the extent allowed by law, Assignee shall defend, indemnify and hold Assignor harmless from and against any liability resulting from Assignees purchase or use of the Option Vehicles pursuant to the [Contract name] Assignee hereby waives and releases any and all claims it may have against the Assignor with respect to any and all obligations of the Assignee under the agreement between Contractor and Assignee for the purchase of said Vehicles pursuant to the Contract between Contractor and Assignor Entire Agreement. This Agreement constitutes the entire agreement between the parties hereto, and all other representations or statements heretofore made, verbal or written, are merged herein. This Agreement may only be amended in writing, executed by duly authorized representatives of the parties hereto. Effective Date. This Agreement shall be effective upon being fully executed by both parties hereto. Reversion of Options. The options assigned to Assignee under this Agreement shall revert back to Assignor with respect to any vehicles for which Assignee has not entered into a purchase agreement by ______. IN WITNESS WHEREOF, the parties have executed this Agreement as of the [insert day and year]. [insert signature block, Assignor] [insert signature block, Assignee] I hereby accept and approve the terms of this agreement: [insert signature block, Contractor] Appendix F: Sample Vehicle Forms Form 1. Certificate of Release for Shipment From: [Contactor name and address] To: [Agency name and address] I, duly appointed Inspector and authorized representative of the [Agency], do hereby certify that I have inspected on behalf of [Agency] the following car, constructed by you under [Agency Contact Number], and so far as I can ascertain, except as noted on the attached Exception Report, such equipment is in conformity with [Agencys] Technical Requirements for Standard Light Rail and/or Prototype Vehicles, approved drawings, and subsequent agreements arrived at in correspondence, documented meetings, and Change Orders, except for completion of such performance tests as required under said Contract and scheduled to be conducted. It is further understood that you will correct any defects revealed as a result of such tests. This is to verify that the car has been weighed and scale weight and adjusted weight are as indicated below in pounds. Car No.Scale WeightMissing Component WeightLoose Equipment WeightAdjusted Weight[201]000[#] NOTES: This Certificate of Release is signed subject to correction or completion of the items on the attached list of exceptions which were deemed unacceptable or incomplete conditions existing at the time the car was shipped. Serialized equipment lists and car test records are included in the Car History Book. ________________________________________________________ ________________ For [Agency] Date ________________________________________________________ ________________ For [Contractor] Date Certificate of Release for Shipment To: [Contractor Name] [Address] [Address] [Phone] [Fax] The below referenced car is being released from the [Contractor Name] Final Assembly Facility located at: [Enter Final Assembly Address]. I, the duly appointed Inspector and Authorized Representative of [Agency], do hereby certify that I have inspected the below listed Light Rail Vehicle (LRV) which was constructed by you under the Contract between [Contractor] and [Agency], Formal Contract Number [Contract Number] for supply of LRVs. Insofar as I can ascertain, this completed LRV conforms with the [Agency] Technical Specification, latest revision, except for the completion of the Pre-Delivery and Acceptance Testing required to be conducted by [Agency/Contractor] on the operating tracks of [Agency]. It is further understood that [Contractor] will correct any defects revealed as a result of such tests. Car No.Scale WeightWeight (lbs.)Adjusted Weight[103]Loose equipment: Please refer to the attached list of equipment or materials that will ship separately inside the car. This equipment or materials will be applied by [Contractor] upon arrival or after the completion of the Performance testing as required. Exceptions: This certificate is signed subject to correction or completion of the open items identified on the attached List of Exceptions which were unacceptable or incomplete at the time the car was shipped. ________________________________________________________ ________________ For [Agency] Date ________________________________________________________ ________________ For [Contractor] Date Form 2: Vehicle Delivery Notice and Receipt Re: Contract No. [#], Car Numbered [#] Pursuant to Special Provision, SP-6 of the captioned Contract, we hereby notify [Agency] that the referenced vehicle is sound, whole, ready-to-run condition, ready for entry into the acceptance testing cycle and fully in compliance with the Contract Documents, including successfully completing specified performance and conformance tests. The said car was delivered to [Agency], ready for entry into the acceptance test cycle, on [insert date]: Exceptions Attached: YES: NO: ________________________________________________________ ________________ For [Contractor] Date By the signatures below, [Agency] hereby takes delivery of the referenced car. ________________________________________________________ ________________ For [Agency] Date ________________________________________________________ ________________ For [Agency] Date * Attachments Vehicle Delivery Notice [Agency] [Contract Number] Vehicle #:________________ Pursuant to Special Provision 6, notice is hereby given that the above-referenced vehicle arrived at [Agency] on the following date: . ________________________________________________________ ________________ For [Agency] Date Comments regarding the condition of the vehicle upon arrival are set out in attached Exhibit [#], which is incorporated herein by this reference. Exhibit [#]: [Agency] [Contract Number] Vehicle #:________________ The following observations were made concerning the condition of the above-referenced vehicle upon its arrival at [Agency]. Item #Description of Item ________________________________________________________ ________________ For [Agency] Date ________________________________________________________ ________________ For [Contractor] Date Form 3: Receiving Inspection [Agency] Vehicle Inspection  Car No:Inspected By:In Process InspectionTruck No:Inspection Date:Final InspectionProcedure:Inspection Location:Receiving InspectionSurveillance InspectionOther LOC A,B,CItem No.Disp CodeDescriptionAction Taken CommentsCorrectedQA AcceptedByDateByDateKey Loc = Location Disp = Disposition (rejected, use as is, accepted) Form 4. Vehicle Conditional Acceptance and Inspection [Agency] [Contract Number] Vehicle #:_______________ Contractor hereby makes the following representations and warranties regarding the above-referenced vehicle: (i) that all phases of production, testing and inspection have been completed for such vehicle in accordance with the requirements of the Contract between [Agency] and Contractor for the manufacture of said vehicle, (ii) that such vehicle substantially conforms to all requirements set out in said Contract and (iii) that such vehicle meets or exceeds all of the technical requirements of the Contract except with respect to those items set out in attached Exhibit [#], which is incorporated herein by this reference. [Agency] reserves its right to reject this vehicle as non-conforming if the items listed in Exhibit [#] are not completed or resolved within a reasonable period of time or if the vehicle fails burn-in testing. The persons signing below on behalf of Contractor represent, respectively, that s/he is authorized to make the foregoing representations and warranties on behalf of Contractor. ________________________________________________________ ________________ For [Contractor] Date ________________________________________________________ ________________ For [Contractor] Date [Agency] has inspected the above-referenced vehicle and finds that it is in condition for acceptance under a reservation of rights as to burn-in testing and the incomplete or unresolved items listed in attached Exhibit [#]. ________________________________________________________ ________________ For [Agency] Date ________________________________________________________ ________________ For [Agency] Date EXHIBIT [#] Vehicle Conditional Acceptance and Inspection [Agency] [Contract Number] Vehicle #:________________ Date:_______________________ The following are incomplete or unresolved items at the time of vehicle inspection. Resolution of these items is the Contractors responsibility. Item #Resolved Mfg.Approved [Agency Representative]Description of Exception Form 5. Vehicle Final Acceptance and Certificate of Title [Agency] [Contract Number] Vehicle #:_______________ Contractor hereby makes the following representations and warranties regarding the above-referenced vehicle: (i) that all phases of design, manufacture, static testing, dynamic testing, calibration, acceptance testing and burn-in testing have been properly completed for such vehicle pursuant to the terms of the Contract between [Agency] and Contractor for the manufacture of said vehicle, (ii) that satisfactory documentation of the foregoing is set out in the completed Car History Book for said vehicle, and (iii) that all of the items listed in the Vehicle Conditional Acceptance and Inspection Form for said vehicle have been satisfactorily completed or resolved. Contractor warrants and represents that the above-referenced vehicle is free and clear of any and all liens, mortgages, encumbrances, financing statements, security agreements claims and demand of any character and that title to said vehicle is vested in [Agency]. The persons signing below on behalf of Contractor represent, respectively, that s/he is authorized to make the foregoing representations and warranties on behalf of Contractor. ________________________________________________________ ________________ For [Contractor] Date ________________________________________________________ ________________ For [Contractor] Date [Agency] has inspected the vehicle during manufacture and testing, and has reviewed the Car History Book for completeness and finds that the above-referenced vehicle is acceptable and that all exceptions noted on the Vehicle Conditional Acceptance and Inspection Form have been completed or resolved in accordance with the Contract requirements. [Agency] hereby accepts title to the above-referenced vehicle. ________________________________________________________ ________________ For [Agency] Date ________________________________________________________ ________________ For [Agency] Date Form 5. Sample Certificate of Title On this date, [date], [Contractor] hereby delivers title to [Agency] for Light Rail Vehicle No. [#] supplied as part of Contract No. [Contract Number]. ________________________________________________________ ________________ For [Contractor] Date ________________________________________________________ ________________ For [Agency] Date ________________________________________________________ ________________ [Contractor Project Manager] Date ________________________________________________________ ________________ [Agency Project Manager] Date Appendix G: Examples of Spare Parts, Special Tools and Diagnostic Equipment Lists SubsystemItemDescriptionUnitEstimated QuantityUnit PriceTotal PriceCarbody and interior1WindshieldCar set5$$Carbody and interior2Polycarbonate for front destination signsCar set3$$Carbody and interior3Side windows, including openable cab windowsCar set3$$Carbody and interior4Glazing strip, windshieldCar set5$$Carbody and interior5Glazing strip, side windows, cab windows and destination signsCar set3$$Carbody and interior6WindscreensCar set2$$Carbody and interior7Covers of underfloor equipment boxes (all)Car set2$$Carbody and interior8Articulation diaphragm or bellowEach4$$Carbody and interior9Seat bottom insertEach200$$Carbody and interior10Seat back insertEach100$$Carbody and interior11Interior ceiling panelsCar set1$$Carbody and interior12Cab partition panels, completeCar set2$$Carbody and interior13Cab door complete with window glazing and hardwareEach4$$Carbody and interior14Interior linersCar set1$$Carbody and interior15Interior moldingCar set1$$Carbody and interior16Exterior and interior graphics (all)Car set3$$Carbody and interior17Interior air intake and exhaust grillsCar set3$$Carbody and interior18Exterior air intake and exhaust grillsCar set3$$Carbody and interior19Ribbed rubber flooringCar set1$$Carbody and interior20Smooth rubber flooring (equivalent amount in rolls)Car set1$$Carbody and interior21Skirts (if applicable)Car set3$$Carbody and interior22Loop stepEach3$$Carbody and interior23Handhold (exterior)Each8$$Carbody and interior24Single seat, completeEach3$$Carbody and interior25Double seat, completeEach4$$Carbody and interior26Double flip-up seat, completeEach4$$Carbody and interior27Stanchions and rails (all horizontal and vertical sections plus fittings)Car set1$$Carbody and interior28Roof mat (equivalent amount in rolls)Car set2$$Carbody and interior29Articulation interior shrouding and exterior close-off panelsCar set2$$Carbody and interior30Front end mask (if applicable)Car set1$$Carbody and interior31Fixture for RFP end mask molding (after manufacture, if applicable)Each2$$Coupler and draft gear1Coupler and draft gear assemblyEach5$$Coupler and draft gear2Coupler, mechanical portion onlyEach4$$Coupler and draft gear3Draft gear assemblyEach3$$Coupler and draft gear4Coupler contactsCar set5$$Coupler and draft gear5Electrical head(s), completeCar set8$$Coupler and draft gear6Electrical head contact insulation blockEach10$$Coupler and draft gear7Electrical head coversCar set4$$Coupler and draft gear8Electrical head cover gasketsEach25$$Coupler and draft gear9Automatic release energy absorption deviceEach10$$Coupler and draft gear10Uncouple cylinderEach5$$Coupler and draft gear11Energy release hardware bolts (if used)Car set15$$Coupler and draft gear12Coupler support spring assemblyEach1$$Coupler and draft gear13Centering deviceEach2$$Coupler and draft gear14Isolation drum switch (if used)Each4$$Coupler and draft gear15Coupling and isolation (control valves, solenoids cutout cocks, relays, and switches)Car set2$$Cab1Operators cab consoleCar set2$$Cab2Master controller, completeEach4$$Cab3All cab switches (except transfer and reverser switches), pushbuttons (except door control), displays, meters, gauges, indicating lamps, LEDs, lenses, circuit breakers, and audible alarmsCar set3$$Cab4Transfer switch assemblyEach4$$Cab5Reverser switch assemblyEach4$$Cab6Cab heater, completeEach3$$Cab7Cab sun visorsCar set5$$Cab8Exterior mirror assembliesCar set15$$Cab9Wiper motorEach4$$Cab10Wiper motor armEach20$$Cab11Wiper bladesCar set50$$Cab12Horn assemblyEach5$$Cab13Bell assemblyEach5$$Cab14Operator's cab console printed circuit boardsCar set3$$Cab15Cab heater thermostatEach5$$Cab16Windshield defroster/demister assembly, completeEach4$$Cab17Windshield defroster/demister elementEach4$$Cab18Windshield defroster/demister blowerEach4$$Cab19Windshield defroster/demister thermostatEach2$$Cab20Windshield defroster/demister control relaysCar set2$$Cab21Windshield washer pumpEach5$$Cab22Windshield washer spray nozzleEach20$$Cab23Coat hookEach5$$Cab24SpeedometerEach10$$Cab25Wiper motor brushesCar set5$$Cab26Fire extinguisherEach20$$Cab27Fire extinguisher mounting bracketEach3$$Cab28Low-voltage DC breaker panel (w/o breakers)Each1$$Cab29AC breaker panel (w/o breakers)Each1$$Cab30Auxiliary indicator panel assembly, completeEach2$$Cab31Electric locker panel, completeEach1$$Cab32DC low-voltage and AC circuit breakersCar set2$$Cab33Duplex air gaugesEach5$$Door and door control1Door leaf (RH)Each5$$Door and door control2Door leaf (LF)Each5$$Door and door control3Door leaf upper trackCar set2$$Door and door control4Door panel, lower guide, and sealCar set3$$Door and door control5Door leaf suspension hardwareCar set3$$Door and door control6Door operator, completeCar set2$$Door and door control7Door control PCBs or modulesCar set2$$Door and door control8Sensitive edgesCar set3$$Door and door control9Pressure wave switchEach20$$Door and door control10Limit switchesCar set1$$Door and door control11Crew switchEach6$$Door and door control12External door manual release mechanismEach5$$Door and door control13Passenger door control pushbutton switches (interior and exterior)Car set2$$Door and door control14Cab-mounted door control pushbutton switchesCar set2$$Door and door control15Pressure regulator (if pneumatically operated)Car set3$$Door and door control16Control valves and solenoids (if pneumatically operated)Car set3$$Door and door control17O-ring, seals, wear rings, etc. (if pneumatic)Car set3$$Door and door control18Warning chimeEach5$$Door and door control19MotorCar set2$$Door and door control20Motor brushes (if electric)Car set2$$Door and door control21Control RelaysCar set2$$Door and door control22Door-out-of-service lightsEach2$$Door and door control23Door close warning light assembliesEach10$$Heating and ventilation1All heating elements (overhead and floor)Car set2$$Heating and ventilation2Air flow switches (all)Car set2$$Heating and ventilation3Thermostats (all)Car set2$$Heating and ventilation4Temperature control relays (all)Car set2$$Heating and ventilation5Heating/ventilation contactors (all)Car set2$$Heating and ventilation6Air conditioning unit, completeEach4$$Heating and ventilation7Compressor motorEach4$$Heating and ventilation8CompressorEach6$$Heating and ventilation9All freon valves and solenoidsCar set2$$Heating and ventilation10Heat/ventilation control electronics including PCBsCar set2$$Heating and ventilation11Fusible links and plugs (all)Car set2$$Heating and ventilation12Blower motor fan assemblyEach4$$Heating and ventilation13Condenser motorEach4$$Heating and ventilation14Condenser, completeEach4$$Heating and ventilation15Condenser fansEach4$$Heating and ventilation16Condenser coilsEach2$$Heating and ventilation17Complete evaporator coil assembly (w/valves)Each4$$Heating and ventilation18Fresh air and return air dryer coresEach4$$Heating and ventilation19Crankcase heatersEach4$$Heating and ventilation20Site glassesEach5$$Heating and ventilation21Service valve capsEach50$$Heating and ventilation22High pressure cutout switchesCar set4$$Heating and ventilation23Low pressure cutout switchesCar set4$$Heating and ventilation24Modulation cutout switchesCar set4$$Heating and ventilation25Condenser fan guardsEach5$$Lighting1Fixtures for all incandescent interior and exterior lights and indicators (except Operators cab console)Car set2$$Lighting2Fixtures for all fluorescent lights (ballasts, sockets, lens, etc.)Car set2$$Lighting3Sockets for all fluorescent fixturesCar set2$$Lighting4DC inverter or AC ballastCar set3$$Lighting5Incandescent bulbsCar set2$$Lighting6Head lamp (exclusive of fixture)Each15$$Lighting7Roof head lamp (exclusive of fixture)Each10$$Lighting8Tail lamp (exclusive of fixture)Each15$$Lighting9Lenses for all lights and indicators, interior and exterior (except cab console)Car set10$$Power supply and auxiliary electric1Pantograph assembly, completeEach4$$Power supply and auxiliary electric2Pantograph head, completeEach7$$Power supply and auxiliary electric3Pantograph shoe carbon insertEach100$$Power supply and auxiliary electric4Pantograph insulatorsCar set3$$Power supply and auxiliary electric5Pantograph raise/lower actuator assembly, including limit switches and pneumatic solenoidsCar set2$$Power supply and auxiliary electric6Lightning or surge arrestorEach3$$Power supply and auxiliary electric7Battery rack assembly including sliding trayCar set2$$Power supply and auxiliary electric8Battery set, completeCar set1$$Power supply and auxiliary electric9Control relays for pantographCar set2$$Power supply and auxiliary electric10Inverter, completeEach2$$Power supply and auxiliary electric11Inverter and LVPS control contactorsCar set2$$Power supply and auxiliary electric12Starting resistor assembly, complete (if supplied)Each5$$Power supply and auxiliary electric13Inverter and LPVS power semiconductorsCar set2$$Power supply and auxiliary electric14Inverter electrical control unitEach2$$Power supply and auxiliary electric15Printed circuit cards, invert + LVPSCar set3$$Power supply and auxiliary electric16LVPS power supply, completeEach2$$Power supply and auxiliary electric17Battery circuit breakerEach2$$Power supply and auxiliary electric18Batter disconnect switchEach2$$Power supply and auxiliary electric19Primary power roof fuse holderEach2$$Power supply and auxiliary electric20Primary power roof fuseEach30$$Power supply and auxiliary electric21Auxiliary high speed circuit breakerEach3$$Power supply and auxiliary electric22Shop power plug assembly, completeEach4$$Propulsion1Traction motor, complete with couplingsCar set2$$Propulsion2Motor electrical connection plugEach2$$Propulsion3Propulsion/dynamic brake resistors assembly, completeCar set2$$Propulsion4Propulsion AC inverter, complete (including all control contactors, power semiconductors, etc.) in appropriate underfloor boxesCar set2$$Propulsion5All propulsion control contactors (not included in Item 4)Car set2$$Propulsion6Line switch, main breaker, high speed circuit breakerEach2$$Propulsion7Contactor tips (all)Car set10$$Propulsion8Arc chutes (all)Car set1$$Propulsion9Control relays and sensors (all except speed sensors and tach generators)Car set2$$Propulsion10All speed sensors for propulsion and breaking systems with associated cables and connectorsCar set4$$Propulsion11Electronic control units, completeCar set3$$Propulsion12Printed circuit cards (all)Car set5$$Propulsion13Fuses (all)Car set10$$Propulsion14Inverter ventilation motors (if applicable)Car set2$$Propulsion15Inverter ventilation blowers (if applicable)Car set2$$Propulsion16Traction motor ventilation motors (if applicable)Car set4$$Propulsion17Traction motor ventilation blowers (if applicable)Car set3$$Propulsion18Knife switch and box, completeEach2$$Propulsion19Power semiconductor assembliesCar set4$$Truck assembly and suspension1Motor truck, complete (ready to install under car)Each6$$Truck assembly and suspension2Center truck, complete (ready to install under car)Each3$$Truck assembly and suspension3Truck frame (end)Each3$$Truck assembly and suspension4Truck frame (center)Each2$$Truck assembly and suspension5Primary springsCar set2$$Truck assembly and suspension6Secondary air springsCar set3$$Truck assembly and suspension7Wheel and axle set with gear box and motor couplingsEach4$$Truck assembly and suspension8Motor truck axle (machined)Each4$$Truck assembly and suspension9Center truck axle (machined)Each4$$Truck assembly and suspension10Load sensing device (leveling valves) with associated connecting rodEach10$$Truck assembly and suspension11Journal bearingEach10$$Truck assembly and suspension12Shock absorbers (all)Car set2$$Truck assembly and suspension13Wheel centerEach5$$Truck assembly and suspension14Wheel tire and rubber blocks with internal current shuntsEach20$$Truck assembly and suspension15Ball bearing slewing rings for powered truck (or equivalent)Each2$$Truck assembly and suspension16Ball bearing slewing rings for trailer truck (or equivalent)Each2$$Truck assembly and suspension17Ground brush holderEach10$$Truck assembly and suspension18Ground brushesEach50$$Truck assembly and suspension19Articulation mechanical joint assembly, completeEach2$$Truck assembly and suspension20Articulation joint replaceable parts (bushings, races, bearings, etc.)Car set5$$Truck assembly and suspension21Articulation joint interior portal frameEach2$$Truck assembly and suspension22Articulation joint-upper linkage, complete (if used)Each2$$Truck assembly and suspension23Truck bolster assembly, endEach2$$Truck assembly and suspension24Truck bolster assembly, centerEach2$$Truck assembly and suspension25Suspension stopsCar set2$$Truck assembly and suspension26Pedestal tire barsCar set2$$Truck assembly and suspension27Torsion bars (if used)Car set2$$Truck assembly and suspension28Height adjustment shimsCar set5$$Truck assembly and suspension29Grounding cableCar set10$$Truck assembly and suspension30Pressure balancing valves (if Used)Each3$$Truck assembly and suspension31Electric odometerEach10$$Truck assembly and suspension32Safety barEach10$$Friction brake1All friction brake equipment (except air compressor, connecting hoses, fittings, inter-unit wiring, and electronic control unit)Car set3$$Friction brake2Brake discs (in addition to Item 1)Car set10$$Friction brake3Brake pads with backing plates (in addition to Item 1)Car set50$$Friction brake4Compressor assembly, competeEach2$$Friction brake5Connecting air hoses and fittings to disc brake actuators, air compressor, and parking brakeCar set1$$Friction brake6Brake valve assembly (PCU) (including manifolds)Car set1$$Friction brake7Electronic control unit, completeEach4$$Friction brake8Printed circuit cardsCar set4$$Friction brake9Track brake assembly, completeEach6$$Friction brake10Track brake suspension, hardware completeEach6$$Friction brake11Track brake wear plates, completeEach6$$Friction brake12Sander nozzlesEach15$$Friction brake13Sander valvesEach5$$Friction brake14All control relays and contactors for brake equipmentCar set2$$Friction brake15All manually controlled valves and cocks for brake equipmentCar set2$$Friction brake16Compressor filters (air and oil)Each100$$Friction brake17Air reservoir (all)Car set1$$Friction brake18Brake system electro-pneumatic valves and solenoids (all) (in addition to Item 1)Car set3$$Friction brake19Parking brake equipment, complete (equipment which is independent of friction brake equipment)Car set3$$Communication1Communications pre-amplifiers and amplifiersCar set3$$Communication2Exterior and interior P.A. speakers, complete with transformerEach10$$Communication3DC to DC power converterCar set3$$Communication4Passenger intercom statusCar set3$$Communication5Speaker grillsCar set3$$Communication6AAR basesCar set2$$Communication7Cab speakersCar set3$$Communication8CCF encodersEach2$$Communication9Announcement controllerEach4$$Miscellaneous1All seals and gaskets not included in specific subsystems sparesCar set2$$Miscellaneous2All air, hydraulic, and pneumatic filters not include within specific subsystem sparesCar set10$$Miscellaneous3All fuses not included in specific subsystems sparesCar set10$$Miscellaneous4All fuse holders not included in specific subsystems sparesCar set2$$Miscellaneous5All pneumatic and refrigerant hoses and lines (including fittings) not included within specific subsystem sparesCar set2$$Miscellaneous6All metric fastenersCar set1$$Miscellaneous7Wire and cable of all types used on the car, in lengths equal to total amount on car (except high temperature cable and wire)Car set2$$Miscellaneous8High temperature wire and cable of all types used on the car in lengths equal to total amount on carCar set2$$Miscellaneous9All vehicle control high-voltage contactor and low-voltage relays not included in specific subsystems sparesCar set2$$Miscellaneous10All special fasteners not commercially availableCar set3$$Miscellaneous11All special and commercially available wire and cable terminals and connectorsCar set2$$Miscellaneous12All lubricants (oil and greases) necessary to maintain the vehicles per the O&M Manual (1 year supply)Unit1$$Miscellaneous13Spare parts necessary to maintain all diagnostic test equipment for a period of 10 yearsUnit2$$Miscellaneous14All wire markersCar set2$$ Note: Car sets of spare parts and consumables are to be individually packaged and labeled with part numbers. Part numbers are to be the same as those depicted in the Contract-required Illustrated Parts Catalogs. Based on the recommended spare parts list submitted by the Contractor, actual items and quantities may be adjusted after Contract award through issuance of a Contract Change Order. Spare Parts and Consumables SubsystemItemDescriptionUnitEst. QuantityUnit PriceTotal PriceShop level test equipment1Air brake and electronic test racksSet1$$Portable test equipmentPortable test units (PTUs) for:Each2$$Portable test equipment1 Propulsion systemEach2$$Portable test equipment2 Friction brake systemEach2$$Portable test equipment3 InverterEach2$$Portable test equipment4 Low-voltage power supply (LVPS)Each2$$Portable test equipment5 Heating and cooling systemEach2$$Portable test equipment6 Side doorsEach2$$Portable test equipment7 CouplersEach2$$Portable test equipment8 Operators cab consoleEach2$$Carbody special tools1Suction cups for handling windowsEach2$$Carbody special tools2All special tools to activate tamper proof fastenersEach3$$Carbody special tools3Carjacking adapters (if used)Car set2$$Couplers and draft gear special tools1Height adjustment toolEach2$$Couplers and draft gear special tools2Tail plug wrenchEach2$$Couplers and draft gear special tools3Spanner wrench for head plug nutEach2$$Couplers and draft gear special tools4Absorption cartridge removal toolEach2$$Couplers and draft gear special tools5Air connection wrenchEach2$$Couplers and draft gear special tools6Insulating block maintenance toolEach2$$Couplers and draft gear special tools7Jig for draft gear assembly Each1$$Couplers and draft gear special tools8Jig for assembling shock release deviceEach1$$Couplers and draft gear special tools9All "go/no-go" gaugesSet3$$Couplers and draft gear special tools10Castellated nut socketEach2$$Couplers and draft gear special tools11Assembly standEach1$$Couplers and draft gear special tools12Clutch maintenance toolEach1$$Couplers and draft gear special tools13Bearing mounting toolEach1$$ Operators cab console special tools1Printed circuit board extender cardsSet2$$Operators cab console special tools2Light bulb and switch extraction toolEach3$$Doors and door control special tools1Door leaf hanging adjustment toolEach5$$Doors and door control special tools2Printed circuit board extender cardEach2$$Air comfort system special tools1Vacuum pumpEach2$$Air comfort system special tools2Mercury thermometerEach5$$Air comfort system special tools3Lifting frameEach1$$Air comfort system special tools4Refrigeration charging/test manifoldEach2$$Air comfort system special tools5Holding fixtureEach1$$Air comfort system special tools6Bench tester/temperature controllerEach1$$Air comfort system special tools7Leak testerEach2$$Air comfort system special tools8Printed circuit board extender cardsSet3$$Lighting special tools1Fluorescent fixture hand toolsSet5$$Power supply special tools1Printed circuit board extender cardsSet2$$Power supply special tools2Electrical connectors to mate with vehicle knife switch shop plugEach2$$Propulsion special tools1Coupling disconnectorEach2$$Propulsion special tools2Tools for extracting motor shaftsEach2$$Propulsion special tools3Special wrenches and feeler gauges for circuit breakersSet2$$Propulsion special tools4High pressure oil injection tools for gear wheel and labyrinth ringsEach2$$Propulsion special tools5Puller tools for labyrinth ringsEach2$$Propulsion special tools6Printed circuit board extender cardsSet3$$Propulsion special tools7Electrolytic capacitor re-forming deviceEach2$$Truck assembly special tools1Special tools for gear box and couplingSet2$$Truck assembly special tools2Adjustable rolling fixture for mounting and dismounting of monoblock drive (if used)Each1$$Truck assembly special tools3Measuring device for checking truck frame tramEach1$$Truck assembly special tools4Journal bearing pullerEach2$$Truck assembly special tools5Truck assembly stand (following the assembly work)Set1$$Friction brake special tools1Compressor dismantling and assembling stand including fixtures, gauges and special toolsEach1$$Friction brake special tools2Compressor test stand and associate equipmentEach1$$Friction brake special tools3Deadweight gauge testerEach1$$Friction brake special tools4Brake disc resilient sleeve pulling toolEach1$$Friction brake special tools5Printed circuit board extender cardsSet2$$Communication special tools1Sound level meter B & K typeEach1$$Communication special tools2Printed circuit board extender cardsSet2$$Miscellaneous special tools1Electrical connector pin and relay base contactor extractions toolsSet2$$LowboysDesigned to be placed under axels of one truck and allow the vehicle to be towed at a speed not to exceed 10 mphSet2$$ SUBTOTAL: SPECIAL TOOLS AND DIAGNOSTIC TEST EQUIPMENT:$Note: Special tools and diagnostic test equipment are to be individually packaged and labeled. Special tools and gauges are to be based on the recommended list. References to tools and equipment included within O&M manuals are to be submitted by the Contractor. Actual items and quantities may be adjusted after Contract award through issuance of a Contract Change Order. Appendix H: Example of a Software Escrow Agreement NOTE: This is a sample form of escrow agreement that may be used in conjunction with Software Escrow Account when the Contract involves software that is considered proprietary on the part of the Contractor. Before using this sample form, the Agency should check with its escrow agent who might have their own escrow agreement form. ESCROW AGREEMENT THIS AGREEMENT (Escrow Agreement) is made and entered into as of this day of _____________, 20__ by and among [insert name of Contractor], a [insert state name] corporation (Licensor), [insert Agency name] (Licensee), and ______________, a nominated escrow agent (Escrow Agent). WHEREAS, Licensor and Licensee have entered into an agreement pursuant to which Licensor has licensed to Licensee the use of specified computer programs and related materials, being described with particularity therein (the License Agreement), which License Agreement is attached hereto as Exhibit D; and WHEREAS, the Escrow Agent can provide third-party software escrow protection by storing, retaining and allowing limited access to proprietary computer software, related media and materials. NOW, THEREFORE, in consideration of the promises and mutual covenants contained herein and for other good and valuable consideration, receipt of which is hereby acknowledged, the parties hereby agree as follows: 1. DEPOSIT OF DOCUMENTATION The term Documentation as used in this Escrow Agreement means the computer source code for the application software magnetic media provided pursuant to the License Agreement (the System Software) owned by Licensor and, in turn, licensed to Licensee, and such other related technical documentation and materials as shown in Exhibit A. Licensor agrees to deposit with the Escrow Agent a complete copy of the Documentation as provided in Exhibit A on or before , 20__. As Licensor creates new releases of the System Software or any part thereof, Licensor shall promptly deposit one copy of each of the Documentation applicable thereto in escrow with the Escrow Agent. Concurrently with each such deposit, Licensor shall deliver to the Escrow Agent and Licensee a revised Exhibit A, and shall deliver to Licensee a certificate in the form attached hereto as Exhibit B. Licensor shall maintain in escrow the latest field-supported releases of the Documentation or the last emergency maintenance release, whichever is most current; provided, however, all Documentation deposited in the escrow account pursuant to this Escrow Agreement shall remain in escrow so long as Licensor is obligated under the License Agreement to provide the System Software to Licensee. (d) All copies of source codes delivered hereunder shall be clearly marked, both on the sealed container in which the magnetic media comprising such copies are contained and on the magnetic media themselves, to indicate the Documentation and the version thereof represented by such copies. 2. STORAGE AND SECURITY The Escrow Agent shall act as custodian of the Documentation until this escrow is terminated pursuant to Section 3 of this Escrow Agreement. The Escrow Agent shall establish, under its control, a secure receptacle for the purpose of storing the Documentation. The Escrow Agent shall exercise reasonable care to keep the Documentation protected from electric or magnetic current that could damage the Documentation, and shall provide the same degree of care of the Documentation as it maintains for its software including without limitation source code and valuable documents and those of clients stored in the same location; provided, however, that the Escrow Agent shall have no liability with respect to any damage to the Documentation unless such damage is the result of the fault of the Escrow Agent. The Documentation deposited with the Escrow Agent by Licensor pursuant to this Escrow Agreement shall remain the exclusive property of the Licensor, except as otherwise provided herein. Except as provided in this Escrow Agreement or the attached Exhibits or as required by applicable law, the Escrow Agent agrees that: The Escrow Agent shall not divulge, disclose or otherwise make available to any person other than Licensor, or make any use whatsoever of the Documentation except in accordance with this Escrow Agreement; The Escrow Agent shall not permit any person access to the Documentation, except as may be necessary for the Escrow Agents authorized representatives to perform its function under this Escrow Agreement; and Access to the Documentation by Licensor shall be granted by the Escrow Agent only to those persons duly authorized in writing by a competent officer of Licensor. The Escrow Agent shall have no obligation or responsibility to verify or determine that the Documentation deposited with the Escrow Agent by Licensor does, in fact, consist of those items which Licensor is obligated to deliver under this or any other agreement, and the Escrow Agent shall bear no responsibility whatsoever to determine the existence, relevance, completeness, currency or accuracy of the Documentation at any time. The Escrow Agents sole responsibility shall be to accept, store, protect and deliver the Documentation deposited with the Escrow Agent by Licensor in accordance with the terms and conditions of this Escrow Agreement. If the Escrow Agent should at any time be confronted with inconsistent claims or demands by the other parties to this Escrow Agreement, then, subject to the provisions of Section 8, it shall have the right to interplead the parties in any court of competent jurisdiction and request that the court determine the respective rights of the parties with respect to this Escrow Agreement and the Documentation and, upon doing so, the Escrow Agent automatically shall be released from any obligation or liability as a consequence of any such claims or demands. 3. RELEASE FROM ESCROW The Escrow Agent shall release the Documentation (or any designated part thereof) at any time in accordance with a written notice signed by both Licensor and Licensee and specifying the particular item or items of Documentation to be released and the party to whom release shall be made. The Escrow Agent shall release the Documentation 16 (sixteen) days following receipt of a notice from Licensee (the Licensee Notice) given in accordance with Section 10 hereof, unless the Escrow Agent receives a counter-notice in accordance with Section 3(c) hereof, given in accordance with Section 10 hereof. The Licensee Notice shall state that a Licensee Release Condition, as hereinafter defined, has occurred and shall state with particularity the nature of such Licensee Release Condition. The Licensee Notice shall be given to Licensor in accordance with Section 10 hereof at the same time and by the same means that it is transmitted to the Escrow Agent, and proof of such transmission shall be submitted to the Escrow Agent along with the Licensee Notice. A Licensee Release Condition shall mean: (1) any material breach by Licensor of any material term or condition of the License Agreement, if such material breach has not been cured within the 30 (thirty) day period following Licensors receipt of written notice thereof pursuant to the License Agreement; or (2) Licensor fails to support the System Software licensed to Licensee as required by the License Agreement; or (3) Licensor fails to fulfill its warranty obligations pursuant to the License Agreement; or (4) Licensor fails to provide support at a reasonable cost or within a reasonable period of time as determined by a mutually agreeable independent third party. If Licensor disputes the existence of a Licensee Release Condition, Licensor shall give to Licensee and the Escrow Agent a counter-notice in accordance with Section 10 hereof, within 15 (fifteen) days of the date on which the Licensee Notice was given to the Escrow Agent and Licensor. If the Escrow Agent is given a counter-notice under Section 3(c) hereof, it shall not release the requested item or items of the Documentation until and unless it receives an order and instruction, in writing, signed either by representatives of both Licensee and Licensor, or by an arbitrator as provided in Section 8 hereof. Any receipt of the Documentation (or any designated part thereof) by Licensee pursuant to this Section 3 shall be subject to the terms and conditions of the License Agreement, such that Licensee shall accord the same security and protection to the Documentation or any part as it is obligated to give to the System Software. The Escrow Agent shall release to Licensor all Documentation held by it upon termination of the License Agreement pursuant to clause (2) of the first sentence of Section 4 or, if that day is not a Business Day, on the next succeeding Business Day. 4. TERMINATION This Escrow Agreement shall terminate upon the earlier of: (1) the release by the Escrow Agent of all the Documentation pursuant to the terms of this Agreement; or (2) [month/day/year] (or if the Escrow Agent receives documentation satisfactory to it to the effect that the term of the License Agreement has been extended pursuant to the provisions thereof, then such date as is one hundred eighty (180) days following the expiration date of the term of the License Agreement, as extended from time to time). No party shall have any liability hereunder (except pursuant to Section 2(c)) for acts or omissions occurring after termination of this Escrow Agreement. Upon such termination, the Escrow Agent shall return the Documentation then in escrow to Licensor after the payment of all costs, fees and expenses due to the Escrow Agent, including fees and expenses of its agents and attorneys. Licensee and Licensor may terminate this Escrow Agreement by mutual written agreement upon fifteen (15) days advance written notice to the Escrow Agent. This Escrow Agreement cannot be changed or terminated orally and may be changed only with the prior written consent of all of the parties hereto. This Escrow Agreement is not intended to modify or supersede any of the arrangements of Licensor and Licensee as set forth in the License Agreement. The Escrow Agent may resign as escrow agent at any time upon thirty (30) days notice to Licensor and Licensee, but only if a successor escrow agent has been appointed prior to the effective date of the Escrow Agents resignation. Upon receipt of notice of resignation, Licensor and Licensee promptly shall use their best efforts to designate a successor escrow agent to serve in accordance with the terms of this Agreement. If a successor escrow agent has not been appointed within a sixty (60) day period, the Escrow Agent may apply to a court of competent jurisdiction to have a successor appointed. Upon receipt of an affidavit signed by an officer of Licensor and an officer of Licensee directing the disposition of the Documentation to a successor escrow agent, the Escrow Agent shall promptly comply with that affidavit. 5. INDEMNIFICATION The Escrow Agent shall not be liable to any party under this Escrow Agreement in connection with the performance of its duties hereunder, except for liability resulting from the Escrow Agents fault. Licensor and Licensee shall, jointly and severally, indemnify and hold the Escrow Agent harmless against any loss, damage or expense, including legal fees that it may incur to anyone as a result of acting as escrow agent under this Agreement, except for any loss, liability, damage or expense arising from the Escrow Agents fault. If Licensor or Licensee makes any payment (an Indemnification Payment) to the Escrow Agent pursuant to the provisions of the preceding sentence, then the party making the Indemnification Payment (the Paying Party) shall be entitled to contribution from the other (the Contributing Party) in an amount such that following contribution by the Contributing Party, the Paying Party and the Contributing Party shall each bear the portion of the Indemnification Payment as is proportionate to the relative fault of each of them with respect to the event that gave rise to the Indemnification Payment; provided, however, that if neither the Paying Party nor the Contributing Party is at fault, the Paying Party shall be entitled to contribution from the Contributing Party in an amount equal to one-half of the Indemnification Payment. The provisions of the preceding sentence shall not in any way limit the liability of Licensor or Licensee to the Escrow Agent pursuant to the second sentence of this Section 5 or any other provision of this Agreement. 6. GOOD FAITH RELIANCE The Escrow Agent may rely and act upon written instructions, instruments or signatures believed by the Escrow Agent in good faith to be genuine and may assume that any person purporting to give any written notice, respect, advice or instruction in connection with or relating to this Escrow Agreement has been duly authorized to do so. The Escrow Agents duties shall be determined with respect to this Agreement and applicable laws only, and the Escrow Agent is not charged with knowledge of or duties under any other document, including the License Agreement. 7. FEES In consideration of performing its functions as Escrow Agent, the Escrow Agent shall be compensated as set forth on Exhibit C. The fees set forth on Exhibit C will be billed periodically by the Escrow Agent to: ___________________________________________________ ___________________________________________________ (b) The fees set forth in Exhibit C are for ordinary services as escrow holder. In the event the Escrow Agent is required to incur any additional or extraordinary legal fees as a result of being escrow holder, including intervention in any litigation or proceeding, the Escrow Agent shall receive full compensation for any such reasonable legal fees that are documented to the Licensor and/or Licensees satisfaction. 8. ARBITRATION Any dispute or controversy between Licensor and Licensee regarding the release of the Documentation shall be settled by arbitration to be held in the City of [insert city and state], in accordance with the rules of the American Arbitration Association. Licensor and Licensee shall jointly select an arbitrator within ten (10) days following the giving of a counter-notice under Section 3(c) hereof. If during that ten (10) day period, Licensor and Licensee do not jointly select an arbitrator, then the arbitrator shall be administratively appointed by the [insert city and state] Regional Office of the American Arbitration Association, and neither the Licensor nor Licensee shall have the right to object to such appointment. Any arbitration pursuant to this Section 8 shall be conducted on an expedited basis and shall be binding upon Licensor and Licensee. 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0JIhI5hI50JI-uant to this Section 8. The prevailing party in any arbitration pursuant to this Section 8 shall be entitled to recover from the other party all reasonable out-of-pocket expenses in connection with such arbitration including but not limited to the fees of the arbitrator, reasonable legal fees and disbursements and business-class travel and lodging expenses. Escrow Agent shall be entitled to fully rely upon the decision and rulings of such arbitrator. 9. ENTIRE AGREEMENT This Escrow Agreement, including Exhibits A, B and C hereto, constitutes the entire agreement among the parties concerning the subject matter hereof and shall supersede all previous communications, representations, understandings and agreements, either oral or written among the parties. This Escrow Agreement is intended to be and shall be treated as an agreement separate and distinct from the License Agreement. 10. NOTICE All notices required or permitted by this Escrow Agreement shall be sufficiently served by mailing the same by certified or registered mail, return receipt requested, to the parties at their respective addresses, as follows: (1) Escrow Agent: __________________________________________ __________________________________________ __________________________________________ Attn: ______________________________________ Ref: _______________________________________ Licensor: __________________________________________ __________________________________________ __________________________________________ Attn: ______________________________________ Licensee: __________________________________________ __________________________________________ __________________________________________ Attn: ______________________________________ 11. COUNTERPARTS This Escrow Agreement may be executed in one or more counterparts, each of which shall be deemed an original, and all of which taken together shall constitute one and the same instrument. 12. GOVERNING LAW This Escrow Agreement shall be governed by and construed in accordance with the laws of the State of [insert state name], without regard to its choice-of-laws or conflicts-of-law provisions. 13. SEVERABILITY In the event any of the provisions of this Escrow Agreement shall be held by a court of competent jurisdiction to be contrary to any state or Federal law, the remaining provisions of this Escrow Agreement will remain in full force and effect. 14. HEADINGS The section headings in this Escrow Agreement do not form a part of it, but are for convenience only and shall not limit or affect the meaning of the provisions. 15. MISCELLANEOUS If in doubt as to its duties hereunder, Escrow Agent may consult with counsel of its choice. Nothing in this Agreement shall impose on the Escrow Agent the duty to qualify to do business or act as fiduciary in any jurisdiction other than IN WITNESS WHEREOF, the parties have executed this Escrow Agreement on the date first above written. As Escrow Agent: ___________________________________________________________________ Name and title ________________________________________________________ __________________ Signature Date As Licensor: ________________________________________________________________________ Name and title ________________________________________________________ __________________ Signature Date As Licensee: ________________________________________________________________________ Name and title ________________________________________________________ __________________ Signature Date Exhibit A: Documentation Exhibit B: Certificate as to Deposit of Additional Source Codes __________________________________________ (Licensor) hereby certifies to __________________________________________ (Licensee) that Licensor has delivered to Escrow Agent on _________________________, 20__, to be held in escrow pursuant to the terms of the Escrow Agreement dated as of ____________________________, 20__, among Licensor, Licensee and Escrow Agent, one copy of each of the following Source Codes: [Describe Source Codes] Dated: ________________________________, 20__ CONTRACTOR as Licensor: _________________________________________________________________________ Name and title ________________________________________________________ ________________ Signature Date Exhibit C: Fees Exhibit D: License Agreement [Insert Form of License Agreement per Introductory paragraph of Escrow Agreement.]      Page  PAGE \* MERGEFORMAT ii of  SECTIONPAGES \* Arabic \* MERGEFORMAT 2 2011 American Public Transportation Association. No part of this publication may be reproduced in any form, in an electronic retrieval system or otherwise, without the prior written permission of the American Public Transportation Association. 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$$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO 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$$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO $$If!vh5355 5*55O5P#v3#v#v #v*#v#vO#vP:V +40$,,,5355 5*55O5P2+4+f4ytbO 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CJOJQJ_HaJmH sH tH / A E6D671BC133546ACA3B2D0B1D7B16EA7 d CJOJQJ_HaJmH sH tH / A 676C2074B24E4F43A223682B4658F9E2 d CJOJQJ_HaJmH sH tH / A 7020613E7F454F659D5777EDBBC590F9 d CJOJQJ_HaJmH sH tH /" A E2996BA37C6049D0A1C504D3CD7D410F d CJOJQJ_HaJmH sH tH /2 A F151A7F96C4F45E1830F562CBA13E68B d CJOJQJ_HaJmH sH tH /B A 93E41C6F625C429DAC82727DAC30F856 d CJOJQJ_HaJmH sH tH /R A C60E5BBC7A694D6CBD1391CEBDE96538 d CJOJQJ_HaJmH sH tH /b A A9357B673C37476CB41215893BDEECF1 d CJOJQJ_HaJmH sH tH /r A 3987F43E69F14AC2B334C08C4776AFBF d CJOJQJ_HaJmH sH tH / A CFEA638DA5614058A559D7A8814661DD d CJOJQJ_HaJmH sH tH / A BA612C9074A54CC18A1516616D4E1E74 d CJOJQJ_HaJmH sH tH R/ R AMotion d CJOJQJ_HaJmH sH tH / A 0EBBD87183A2436AA551EBE37141E68C d CJOJQJ_HaJmH sH tH / A 844518DF3A8947429DA6FD61D1EF1628 d CJOJQJ_HaJmH sH tH / A CAAED3D298DB4E77A1926967A36A2A1D d CJOJQJ_HaJmH sH tH / A 7A25312C8A4746B8A796BE007496748A d CJOJQJ_HaJmH sH tH / A A960F208D8B04D80B74C2BB3C37B7D18 d CJOJQJ_HaJmH sH tH / A 24DC2762418A4FBABB5B933829147651 d CJOJQJ_HaJmH sH tH / A 1D0FE358DE0A466BBE70EA3070B9E68C d CJOJQJ_HaJmH sH tH /" A 4AA05D30EBF34DD295643A846E3A9B90 d CJOJQJ_HaJmH sH tH /2 A F20A7B215252421D97677C11C4E1623C d CJOJQJ_HaJmH sH tH /B A F9FD7013FB15467184AFD741C56D1D63 d CJOJQJ_HaJmH sH tH /R A 43C562AD1F744A8E8AB0A4CF770C3401 d CJOJQJ_HaJmH sH tH /b A F465B53C0B4F44A3BDF2B8BC376E2F29 d CJOJQJ_HaJmH sH tH /r A 63AB853AD3134C7EA7FD322375028096 d CJOJQJ_HaJmH sH tH / A 60496288F6784B8B9DE9CF8D7E561D8A d CJOJQJ_HaJmH sH tH b/ b AArea of Circle d CJOJQJ_HaJmH sH tH f/ f ABinomial Theorem d CJOJQJ_HaJmH sH tH j/ j AExpansion of a Sum d CJOJQJ_HaJmH sH tH b/ b AFourier Series d CJOJQJ_HaJmH sH tH l/ l APythagorean Theorem d CJOJQJ_HaJmH sH tH h/ h AQuadratic Formula d CJOJQJ_HaJmH sH tH f/ f ATaylor Expansion d CJOJQJ_HaJmH sH tH d/d ATrig Identity 1 d CJOJQJ_HaJmH sH tH d/d ATrig Identity 2 d CJOJQJ_HaJmH sH tH /" A A64630D7227748E9ABE59535A796BCC7 d CJOJQJ_HaJmH sH tH /2 A A7E0A8A11A284C1DBE2056E927E72701 d CJOJQJ_HaJmH sH tH /B A 614283B5715F451DB2ACECB26E67FF84 d CJOJQJ_HaJmH sH tH /R A 9AADCEA03689492285FCB7E49E561BA2 d CJOJQJ_HaJmH sH tH /b A 0369121AA5AA4D5893B90F4E3FDC4987 d CJOJQJ_HaJmH sH tH /r A 2026AF948CB74F4D8A90FE191F859731 d CJOJQJ_HaJmH sH tH / A 5F5450880A91481CA085F3EA350B5443 d CJOJQJ_HaJmH sH tH / A 0DC70928AA474214A1022CA8D271BE9B d CJOJQJ_HaJmH sH tH p/p AMod (Even Page) !d CJOJQJ_HaJmH sH tH n/n AMod (Odd Page) !d CJOJQJ_HaJmH sH tH / A 22650ABCD62D442B8015FA966EBA2597 d CJOJQJ_HaJmH sH tH \/\ A Pinstripes H$ CJOJQJ_HaJmH sH tH / A 3B761ABF057948949B7D483A7062C966 d CJOJQJ_HaJmH sH tH / A 925355F8C9A14FACBD4275F9606443C8 d CJOJQJ_HaJmH sH tH / A C21B207367BF48DB9D650EAB5768AAC8 d CJOJQJ_HaJmH sH tH l/l AMotion (Even Page) H$ CJOJQJ_HaJmH sH tH /" A D0E408BF7B4C4C33B9B8C01AE4803343 d CJOJQJ_HaJmH sH tH j/2j AMotion (Odd Page) H$ CJOJQJ_HaJmH sH tH /B A 750074C7DDC2498D88BA3D57C189EC17 d CJOJQJ_HaJmH sH tH R/RR ATiles H$ CJOJQJ_HaJmH sH tH /b A 56EB68B69E2B4730A59E2CA45E06C78C d CJOJQJ_HaJmH sH tH p/rp AContrast (Even Page) H$ CJOJQJ_HaJmH sH tH / A 406EB0B1CBF64EA59B098C9130B89874 d CJOJQJ_HaJmH sH tH n/n AContrast (Odd Page) H$ CJOJQJ_HaJmH sH tH / A 64E368320FB34B72BB1D2A067E11F0DD d CJOJQJ_HaJmH sH tH / A 72F83D75E369455B8900613E672EE950 d CJOJQJ_HaJmH sH tH / A 31D40AE22A2145B89638B999786AC1FB d CJOJQJ_HaJmH sH tH / A B2FC34B466A240419FA6CB4C8C70932B d CJOJQJ_HaJmH sH tH r/r ABlank (Three Columns) H$ CJOJQJ_HaJmH sH tH / A 64904062802E47AC8B9F4A985F079069 d CJOJQJ_HaJmH sH tH / A 611D7D5216BD4B0E8EA0036BD6051D39 d CJOJQJ_HaJmH sH tH / A 0E6B9D7B9C0643B69126255AD2B3A01B d CJOJQJ_HaJmH sH tH /" A 9D23E17D11204AA09828AF359DF0B1EE d CJOJQJ_HaJmH sH tH /2 A E9C89C6AE20749F79A12E91952F3203C d CJOJQJ_HaJmH sH tH /B A B5EE2473DC924B7292379E551205E9A8 d CJOJQJ_HaJmH sH tH /R A D556E93DD1FB419ABC3991420D1F73BB d CJOJQJ_HaJmH sH tH /b A 3CD3280970FF4BAC93D8D1DD32D0C3A2 d CJOJQJ_HaJmH sH tH /r A 694C2DF6365B4A8C8347CE8A6C1F5CBC d CJOJQJ_HaJmH sH tH / A 9BEF8F6F7FF646E0B4969D048E5B9261 d CJOJQJ_HaJmH sH tH / A 8A9DB4931B254644955B05CA2FE7BD67 d CJOJQJ_HaJmH sH tH / A FFE0A5334D844E7F8823EC021831C9FA d CJOJQJ_HaJmH sH tH / A 47CE8AF00A384687A3253E89D7E9311A d CJOJQJ_HaJmH sH tH / A 58A01878A695413E87E3E46C304A2B30 d CJOJQJ_HaJmH sH tH / A D4DDD9B6FC0A4D659B777B864C872007 d CJOJQJ_HaJmH sH tH / A A67BF94777F64451AD131DA60D40F92A d CJOJQJ_HaJmH sH tH / A AA030A9CBEEE4080BF1B21975F207CA2 d CJOJQJ_HaJmH sH tH / A E3DB98D313CB41CDA94DD825C6A24A85 d CJOJQJ_HaJmH sH tH / A 0E919878967645128299D1DC52C98600 d CJOJQJ_HaJmH sH tH /" A 854B69C2A52547AFA2E505F5C6F5B23E d CJOJQJ_HaJmH sH tH /2 A B776F2C9FB2E42C6B637CB78528F61E3 d CJOJQJ_HaJmH sH tH /B A 9E6E3E87001A4CEE9259D247E55E3BDF d CJOJQJ_HaJmH sH tH ^/R^ A Pinstripes1  H$ CJOJQJ_HaJmH sH tH /b A 5B73800FF4CB456FBAA64C55547248EC d CJOJQJ_HaJmH sH tH /r A B9D907194E0F45C692D2286D32B09417 d CJOJQJ_HaJmH sH tH / A A5F4E3CC855342E8BA1C9D71C93149E5 d CJOJQJ_HaJmH sH tH / A 3C4BCD62D8F442E8B5F3AC90CED94AAF d CJOJQJ_HaJmH sH tH / A 0C6A2B7D1DA94F34AAF1504460C4A964 d CJOJQJ_HaJmH sH tH / A 78E1440146A84B54A4C73FEF06CA4F87 d CJOJQJ_HaJmH sH tH X/X AExposure  H$ CJOJQJ_HaJmH sH tH / A 8D0E51696E534EF785AF394FDDFCCB48 d CJOJQJ_HaJmH sH tH / A 358D1C053B2B4A77B182967D691B8071 d CJOJQJ_HaJmH sH tH / A FCA6419ABC59454EB1DE5BB55B1D4F31 d CJOJQJ_HaJmH sH tH n/n AMotion (Even Page)1  H$ CJOJQJ_HaJmH sH tH l/l AMotion (Odd Page)1 ! H$ CJOJQJ_HaJmH sH tH /" A D182CC2023AC4EA084F4620205256BA7 "d CJOJQJ_HaJmH sH tH /2 A 6B1EE9B27B9947CD8B8998772489E383 #d CJOJQJ_HaJmH sH tH T/BT ATiles1 $ H$ CJOJQJ_HaJmH sH tH /R A 28D4086315764CF9A1EF45579F0B3DF5 %d CJOJQJ_HaJmH sH tH /b A 0FCC92D5AA204409B7081FDDE9097DD6 &d CJOJQJ_HaJmH sH tH /r A 21902217873B4AD3A9EE76CC7C5395BB 'd CJOJQJ_HaJmH sH tH / A 4D1D5222009349CFB885A133301BDF35 (d CJOJQJ_HaJmH sH tH / A 9E67DEB82F1B46569D18BB13D6FCE1F4 )d CJOJQJ_HaJmH sH tH / A 1764AD88692B4CF692164C7A4C7B519E *d CJOJQJ_HaJmH sH tH t/t ABlank (Three Columns)1 + H$ CJOJQJ_HaJmH sH tH ^/^ A Accent Bar 1 ,d CJOJQJ_HaJmH sH tH ^/^ A Accent Bar 2 -d CJOJQJ_HaJmH sH tH ^/^ A Accent Bar 3 .d CJOJQJ_HaJmH sH tH V/V ABrackets /d CJOJQJ_HaJmH sH tH N/N ADots 0d CJOJQJ_HaJmH sH tH `/` A Large Italics 1d CJOJQJ_HaJmH sH tH \/"\ A Large Color 2d CJOJQJ_HaJmH sH tH R/2R AMosaic 3d CJOJQJ_HaJmH sH tH ^/B^ A Pg. Number 1 4d CJOJQJ_HaJmH sH tH ^/R^ A Plain Number 5d CJOJQJ_HaJmH sH tH P/bP ARoman 6d CJOJQJ_HaJmH sH tH h/rh ARounded Rectangle 7d CJOJQJ_HaJmH sH tH R/R ATildes 8d CJOJQJ_HaJmH sH tH V/V ATop Line 9d CJOJQJ_HaJmH sH tH V/V ATwo Bars :d CJOJQJ_HaJmH sH tH `/` AArrow 1; !d CJOJQJ_HaJmH sH tH `/` AArrow 2< !d CJOJQJ_HaJmH sH tH b/b A Box Italics 1 = ! CJOJQJ_HaJmH sH tH b/b A Box Italics 2 > ! CJOJQJ_HaJmH sH tH \/\ A Brackets 2 ? ! CJOJQJ_HaJmH sH tH V/V ADog Ear @ H$ CJOJQJ_HaJmH sH tH `/` ALarge 1A !d CJOJQJ_HaJmH sH tH `/"` ALarge 2B !d CJOJQJ_HaJmH sH tH V/2V AMosaic 1 Cd CJOJQJ_HaJmH sH tH V/BV AMosaic 2 Dd CJOJQJ_HaJmH sH tH V/RV AMosaic 3 Ed CJOJQJ_HaJmH sH tH h/bh AOutline Circle 1 F ! CJOJQJ_HaJmH sH tH h/rh AOutline Circle 2 G ! CJOJQJ_HaJmH sH tH h/h AOutline Circle 3 H ! CJOJQJ_HaJmH sH tH ^/^ ARibbonI !d CJOJQJ_HaJmH sH tH lY l KA Document Map"Jdh1$9DH$M a$OJQJaJmHsHtHX/X JADocument Map CharCJOJQJ^Jq V/V ASquare 1 Ld CJOJQJ_HaJmH sH tH X/X ASquare 2 M ! CJOJQJ_HaJmH sH tH V/V ASquare 3 Nd CJOJQJ_HaJmH sH tH p/p AStacked Pages 1O !d CJOJQJ_HaJmH sH tH p/p AStacked Pages 2P !d CJOJQJ_HaJmH sH tH Z/Z AStarQ !d CJOJQJ_HaJmH sH tH \/"\ ATab 1R !d CJOJQJ_HaJmH sH tH \/2\ ATab 2S !d CJOJQJ_HaJmH sH tH \/B\ A Top Line 1 T H$ CJOJQJ_HaJmH sH tH Z/RZ A Top Line 2 Ud CJOJQJ_HaJmH sH tH Z/bZ AOvalV !d CJOJQJ_HaJmH sH tH ^/r^ AScrollW !d CJOJQJ_HaJmH sH tH f/f A Triangle 1X !d CJOJQJ_HaJmH sH tH f/f A Triangle 2Y !d CJOJQJ_HaJmH sH tH \/\ A Two Bars 1 Z ! CJOJQJ_HaJmH sH tH \/\ A Two Bars 2 [ ! CJOJQJ_HaJmH sH tH l/l AVertical Outline 1 \ H$ CJOJQJ_HaJmH sH tH l/l AVertical Outline 2 ] H$ CJOJQJ_HaJmH sH tH f/f AAccent Bar Left ^d CJOJQJ_HaJmH sH tH h/h AAccent Bar Right _d CJOJQJ_HaJmH sH tH h/h A Arrow Left` !d CJOJQJ_HaJmH sH tH j/j A Arrow Righta !d CJOJQJ_HaJmH sH tH ^/"^ A Border Left bd CJOJQJ_HaJmH sH tH `/2` A Border Right cd CJOJQJ_HaJmH sH tH j/Bj A Circle Leftd !d CJOJQJ_HaJmH sH tH `/R` A Circle Right ed CJOJQJ_HaJmH sH tH h/bh A Large Leftf !d CJOJQJ_HaJmH sH tH j/rj A Large Rightg !d CJOJQJ_HaJmH sH tH ^/^ A Orbit Left h ! CJOJQJ_HaJmH sH tH `/` A Orbit Right i ! CJOJQJ_HaJmH sH tH n/n AVertical Leftj !d CJOJQJ_HaJmH sH tH p/p AVertical Rightk !d CJOJQJ_HaJmH sH tH h/h A Brackets 21l !d CJOJQJ_HaJmH sH tH ^/^ ACirclem !d CJOJQJ_HaJmH sH tH f/f ALarge Italics 1 n H$ CJOJQJ_HaJmH sH tH n/n AVertical Outline 11 o H$ CJOJQJ_HaJmH sH tH n/n AVertical Outline 21 p H$ CJOJQJ_HaJmH sH tH Z/Z A Very Large qd CJOJQJ_HaJmH sH tH /# A Light List1:Vr0j.@j.j.j 44(rfdfdICJOJQJ_H aJ5\5\5\5B*\ph 3 ALight List - Accent 3:Vs0YYYYj.@YYYYj.YYYYj.YYYYj Y44(sfdfdICJOJQJ_H aJ5\5\5\5B*\ph C A Medium List 2 - Accent 1+:Vt0OOOOj;@ j; jQO jQO jQO jQO j j 44t*B*CJOJQJ_H aJph CJaJ\R\ ADecimal AlignedudhCJOJQJaJH/aH "AFootnote Text Char CJOJQJ\!q\ A0Subtle Emphasis&6B*PJ\]^JaJmH phsH / ALight Shading - Accent 11G:Vx0OOj;@ j; jDOOjDOO44(xfdfdIB*CJOJQJ_H aJph6_5\5\5\5\. . 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