· Web viewThe system shall be piped to simulate actual car piping. ... They have 1600 amp capacity and line drop ... Sec. 3.7.6 Car Pre-shipment Inspection,

Next Generation Equipment Committee

PRIIA Section 305 Diesel Multiple Unit Vehicle

Technical Specification Report

NGEC Executive Board Review Panel

Author: Larry E. Salci, Principal, SalciConsultReport Date: August 19, 2012Review Panel Meeting Date: August 23, 2012Executive Board Approval Date: September 4, 2012

Copyright Statement

This work has been specifically requested by and performed for the PRIIA NGEC Executive Board Review Panel. No part of this work may be reproduced or transmitted in any form or by any means, electronic, mechanical, photocopying, recording or otherwise, or stored in any retrieval system of any nature, by other parties, without their written permission.

PRIIA Section 305 NGEC Standardized Diesel Multiple Unit Passenger Railcar – Review Panel Report Page 1

CONTENTS

1 INTRODUCTION 3

2 CONSULTANT PROFESSIONAL RAILCAR EXPERIENCE 4

3 SCOPE OF REPORT 5

4 PRIIA DESIGN OBJECTIVES and SPECIFICAITON SUMMARY 7

4.1 Design Objectives 7

4.2 Specification Summary 8

5 SPECIFICATION DEVELOPMENT AND APPROVAL PROCESS 11

5.1 Inclusive Industry Representation 11

5.2 Technical Subcommittee and Subgroups 11

5.3 DMU Technical Specification Approval by a Consensus Vote 12

6 SPECIFICATION REQUIREMENTS SUMMARY TABLES 13

6.1 Operational/Performance Requirements 14

6.2 Interoperability Requirements 19

6.3 Safety Requirements 22

6.4 Reliability and Maintainability Requirements 26

6.5 Passenger and Amenity Requirements 30

6.6 Communications and Electrical Controls 34

6.7 Vehicle Standardization 37

6.8 Environmental Initiatives 40

6.9 Propulsion System Architecture Requirements 41

6.10 Regulatory and Industry Standards 48

6.11 Testing and Acceptance Requirements 50

6.12 Configuration Management 53


1 INTRODUCTION

In accordance with the Passenger Rail Investment and Improvement Act (PRIIA), Section 305, passed in 2008, Amtrak shall establish a Next Generation Corridor Equipment Pool Committee, comprised of representatives of Amtrak, the Federal Railroad Administration, host freight railroad companies, passenger railroad equipment manufacturers, interested States, and, as appropriate, other passenger railroad operators. The purpose of the NGEC Committee shall be to develop and design technical specifications for one or more types of train equipment for approval to be used for the procurement of standardized next-generation corridor equipment qualified for up to 125 mph revenue service in North America.

In accordance with PRIIA Section 305 requirements, Amtrak did establish such a Committee and the Committee organized itself into an Executive Board with standing sub committees, including a Technical Subcommittee comprised of nearly 200 members of the passenger rail industry including designers and manufacturers of passenger railcars, locomotives, and suppliers of major systems, equipment, and materials, and passenger rail industry consultants.

In accordance with the Section 305 requirements, the NGEC Executive Board developed and approved a Requirements Document to be used as guidance by the Technical Subcommittee in the development of a Diesel Multiple Unit Passenger Railcar Technical Specification for the NGEC Executive Board’s approval. The Requirements Document provides requirements criteria to be met for technical, operational performance, standardization, reliability, maintenance, regulations, industry standards, configuration control and the specification development process.

The Technical Subcommittee of the PRIIA Section 305 Next Generation Equipment Committee (NGEC) subsequently developed a technical specification for a Diesel Multiple Unit (DMU) passenger railcar, for procurement of DMUs, as required by the NGEC Executive Board. This Technical Specification was completed and subsequently approved by the Technical Subcommittee at its meeting in Boston on June 14, 2012. Following that meeting, the Technical Subcommittee forwarded the DMU passenger railcar Technical Specification to the Executive Board for approval.

The NGEC Executive Board established a Technical Specification Review Panel to provide assurance that the DMU Technical Specification does meet the NGEC Executive Board’s Requirements Document. The Review Panel consists of transportation leaders from several states and the Federal Railroad Administration. To assist and support the Review Panel, Larry Salci was retained as an independent passenger railcar industry consultant to assist the Review Panel in its responsibilities and provide a concise objective and independent review of the DMU Technical specification. The independent review includes the development of a written report for review and approval by the Review Panel, prior to its recommendation for approval of the DMU Technical Specification to the NGEC Executive Board.

Members of the DMU Technical Specification Review Panel are:

Bill Bronte, Chairman, California Department of Transportation Ron Adams, Wisconsin Department of TransportationEric Curtit, Missouri Department of TransportationTammy Nicholson, Iowa Department of TransportationJohn Tunna, Federal Railroad Administration


2 CONSULTANT PROFESSIONAL PASSENGER RAIL CAR EXPERIENCE

Mr. Salci has 40 years’ experience in the transportation industry, 32 years as the CEO of several passenger rail car manufacturers and two large urban passenger rail system operators. He has 20 years’ experience as the CEO of four passenger rail car manufacturers, Budd Transit, Bombardier Corporation, Morrison/Knudsen and its successor company Amerail, and Colorado Railcar Manufacturing (as independent consultant). Mr. Salci also has 12 years transit system CEO experience, six years each in Detroit and St. Louis, responsible for push-pull commuter rail and light rail transit system operations and maintenance. He has the unique experience and perspective of being both a private sector CEO responsible for the design and manufacture of over 3,000 passenger rail cars and the CEO of large public transit agencies responsible for federal grant funding, procurement, operations, and maintenance of passenger railcars. His experience includes, rapid transit, light rail, and commuter rail/intercity vehicles manufactured from all major car body materials, e.g., stainless steel, aluminum, corten and LAHT and major systems/equipment and components including propulsion technologies, both DC and AC motors and state of the art inverters and control equipment.

For suburban commuter, intercity and corridor service, he has been responsible for the design and manufacture of all car types, single level coaches, bi-level coaches, EMUs, and DMUs for commuter agencies, state Dots, and Amtrak service. Within his CEO experience portfolio, Mr. Salci has been responsible for the design and manufacture of earlier generation intercity/corridor bi-level cars such as the Amtrak Superliner II and Caltrans California Car. He has similar experience with single level intercity/corridor cars including the Amfleet II and Horizon cars. He was also responsible for the design of the Amtrak Viewliner Carshell and the manufacture of the first 50 Viewliner sleeper cars for Amtrak.

His DMU experience includes the design and manufacture of the The Budd Company’s SPV 2000 for Connecticut DOT/FRA, and Colorado Railcar’s bi-level DMU for the South Florida Regional Transportation Authority and Alaska Railroad, and single level DMUs manufactured for Tri-Met (Portland).

Mr. Salci has recently served as the independent consultant for the NGEC Executive Board’s Review Panel for PRIIA Sec. 305 technical specifications for a bi-level stainless steel passenger railcar, a single-level stainless steel passenger railcar, a single level trainset, and a diesel-electric locomotive, all designed for up to 125 mph revenue service.

Since 2008, Mr. Salci has been an independent consultant in the transportation industry serving clients responsible for the procurement of passenger railcars (including CEM design coaches-SCRRA), the design and manufacture of passenger railcars, operation and maintenance of passenger railcars, and large financial institutions involved in the capital financing of passenger railcars and locomotives (www.salciconsult.com).


3 SCOPE of REPORT

PRIIA Section 305 requires the establishment of the Next Generation Equipment Pool Committee (“Committee”). The purpose of the Committee is to …”design, develop specifications for, and procure standardized next-generation corridor equipment.” Further, the Committee may “determine the number of different types of equipment required, taking into account variation in operational needs and corridor infrastructure”.

The Executive Board established a Technical Review Subcommittee to:

1. Review and document the Technical Specification to ensure design objectives, design review, and Proof-of-Design meet all design requirements and document the methodology used to verify compliance with all PRIIA Section 305 mandates;

2. Review and summarize the Diesel-Multiple Unit Technical Specification in a manner that provides the Committee the information necessary to determine whether the Technical Specification complies with the Requirements Document for all technical, operational/performance, reliability, maintainability, safety, and regulations and standards developed by the Technical Subcommittee with the goal of approval by the Executive Board; and

3. Review and document the methodology, process, and inclusive development of the Diesel-Multiple Unit Technical Specification by industry stakeholders, including the Federal Railroad Administration, Amtrak, states, and industry OEM manufacturers, systems and equipment suppliers, and industry consultants.

The goal of this Review Panel Report is to address the three items referenced above. Items 1, Design Objectives and Requirements and 3, Specification Development Process, will be summarized in narrative format in the text of this Report in Sections 4 and 5 respectively. Item 2 above, Summary of Technical Specification Requirements, will be presented in table format (Section 6 of this Report). The table format is used to summarize the Requirements Document’s major technical design, operational performance, safety, reliability, and maintainability criteria and provide a comparative analysis to ensure they are both contained in the technical specification and the specification provides a clear methodology to verify compliance by the OEM designer/ manufacturer.

This Report will assist the Review Panel and Executive Board decision process for consideration of the adequacy of the Technical Specification in addressing the PRIIA/NGEC operational and performance criteria need to design, procure, and manufacture a fleet of PRIIA Diesel-Multiple Unit passenger railcars.

Mr. Salci’s review of the Technical Specification and its development and approval process included, in addition to the specification, an examination of the following documents and PRIIA 305 NGEC Executive Board and Subcommittee meeting minutes:

Review of all Pool Committee By-laws and meeting minutes, minutes of all Executive Board, Technical Subcommittee and Team Subgroup meetings (Interior, Mechanical, Electrical, Structural, Vehicle/Track Interface, and locomotive)


Review Technical Subcommittee meeting minutes and reports from bi-weekly Team Subgroup meetings

Detailed review of the PRIIA Standardized Diesel-Multiple Units Technical Specification, Revisions 1 and 2.

Review of the NGEC Executive Board Requirements Document, Diesel- Multiple Units, Rev. 2.0 Review of the States Equipment Survey needs Review of the Special Report, ‘Cant Deficiency, Curving Speeds and Tilt, Brian Marquis, M.E.,

Volpe National Transportation Systems Center Review of the Special Report, “Summary of Carbody-Truck Interface Standardization Efforts”,

prepared by Structural and VTI Team Subgroups Review of Special Report, “ Considerations of Alternate Materials for Passenger Rail Carbody

Construction”, Jeff Gordon, Volpe National Transportation Systems Center Review of NGEC Executive Board Pilot Program-Standardization, Independent Review of NGEC

Standardization Process, Larry E. Salci, SalciConsult Review of PRIIA Procedure 305-100, Document Management Process, Initial Release Review of Amtrak Fleet Strategy, Version 3.1, March 2012 Review of 49CFR, Transportation, Part 238 applicable sections to Specification references, and

relevant APTA and AAR industry standards, best practices, and cross references Review of 49 CFR Parts 27, 37, and 38, Americans with Disabilities Act requirements and NGEC

Executive Board policy on ADA requirements that exceed 49 CFR Part 38 minimum requirements

It is Mr. Salci’s professional opinion that the NGEC Executive Board’s Requirements Document mandates, derived from PRIIA Section 305, for a Diesel Multiple Unit Passenger Rail Car Technical Specification were met. This will ensure the adequacy of the Technical Specification in addressing the operational, performance, reliability, maintainability, safety, and regulatory requirements. It will allow the NGEC to procure the design, manufacture, test, delivery, and warranty of a fleet of standardized Diesel Multiple Unit Passenger Rail Cars of intercity/corridor vehicles for use in short- to- medium distance corridor service. It is also Mr. Salci’s professional opinion that the PRIIA Section 305/NGEC mandated inclusive process, to develop and approve the technical specification, was also met. This Review Panel Report documents the rationale for these opinions and is presented for Review Panel approval.


4 PRIIA DESIGN OBJECTIVES AND SPECIFICATION SUMMARY

4.1 Design Objectives

The Technical Subcommittee recognized in early 2010 that to serve the entire North American intercity and corridor market (s) for up to 125 mph service, a bi-level car, single-level standalone car, a single-level trainset designs would be required. Also, a new 125 mph diesel-electric locomotive specification was also required. These multiple design requirements are due to existing operating limitations due to physical infrastructure dimensional issues of tunnel and bridge clearance issues, combined with the existence of high level passenger loading platforms on many corridor routes shared by both local commuter rail agencies and Amtrak’s intercity and state corridor services. Also, some states, specifically Oregon, Wisconsin, and Washington State were already in advanced stages of planning and procurement for single-level trainsets to meet their respective corridor requirements. California was in the advanced stages of developing a technical specification of the third generation bi-level car. Now California, along with Illinois, Michigan and Missouri are now in the advance phases of actually procuring the first PRIIA bi-level cars by the end of 2012 and shortly will be procuring new PRIIA diesel-electric locomotives.

Additionally, the Executive Board determined that a technical specification for Diesel-Multiple Unit (DMU) cars would also be required. The purpose of the DMU technical specification is to define the performance and technical requirements for a fleet of new Diesel Multiple Unit (DMU) passenger railcars for use in medium-to-long distance intercity corridor service in North America. All technical characteristics and performance parameters for these DMUs are contained in the specification, as well as the design review, inspection, testing, and documentation requirements for manufacturing and maintaining these cars. The goal of PRIIA is to create a DMU intercity corridor car specification that may be used by any state or agency to procure DMUs for intercity service. The DMUs are intended to be an intercity car fleet for use in short-to-medium corridor service.

The four major design objectives defined in the DMU specification are:

1. Reliability - the reliability objectives shall be based on a single car operation at an average speed of 80 mph (129 km/h) and a utilization of 215,000 miles/yr. (344,000 Km/yr.) The car shall achieve a MDBTD of at least 150,000 miles (241,350 km).

2. Maintainability – The car shall be designed and built so as to minimize maintenance and repair time and overall costs over the car life. The specification defines MTTR values for all major system components

3. Metrication – The designs, components and fasteners used on the new cars shall be of inch-standard units of measure whenever possible. For all drawings, manuals, specifications and inspection documents, all dimensions shall be shown in inch-standard units of inches and decimals, with metric equivalent shown in parenthesis.

4. Safety – Safety shall be of primary importance in the design of the car. The car shall present a safe, hazard free environment to passengers, crew members and the general public.


4.2 Specification Summary

A diesel multiple unit or DMU is a multiple unit train consisting of multiple cars (or carriages) powered by one or more on-board diesel engine. Earlier DMUs designed and built by The Budd Company were referred to as Rail Diesel Cars or RDCs. Historically, the diesel engine may be located above the frame in an engine bay or under the floor. Driving controls can be at both ends, on one end, or none. By example, the Budd RDC was a single level passenger car with two diesel engines and two sets of controls.

As brief background information, in the United States only FRA compliant DMU systems are permitted on freight rail corridors. This is due to the Federal Railway Administration setting higher coupling strength requirements than European regulators, effectively prohibiting the use of lighter weight European-style inter-city rail DMUs on U.S. mainline railways. However, there are U.S. operations using non FRA compliant DMU type vehicles. The New Jersey Transit River Line and the NCTD Sprinter Line from Oceanside, CA to San Diego use non-compliant DMUs, which are classified as Light Rail due to European DMU designs, but do not operate with electrical power or with light rail frequency. Both of these lines use European type DMUs but the cars may not operate with freight rail service that shares the same track. More recently, in Denton County, Texas the DCTA uses Stadler GTW cars to operate its a-train service. DCTA has secured from the FRA the first –ever alternative vehicle technology waiver to use these cars on freight corridors. This specification objective is only for FRA compliant DMUs.

Concept

The DMUs are intended to be an intercity car fleet for use in short-to-medium distance corridor service. DMU cars scale well as it allows extra passenger capacity to be added at the same time as motive power. It permits passenger capacity to be matched to demand, and for trains to be split and joined en route.

These DMUs shall be designed and built for use anywhere in the United States and Canada, consistent with PRIIA Drawing 305-800.

All specifications shall reflect operational and environmental conditions that may be encountered anywhere the cars may operate, without requiring redesign or modification.

The Specification defines three different DMU vehicles, two with cabs (“A” and “B” cars) and a cab-less (“C”) car that can be inserted between the “A” and “B” cars. The “C” car can be powered or unpowered.

The cars shall be designed for a minimum of 40 year design life for operation, including trucks and running gear.

Safety, reliability and maintainability are primary design objectives A significant goal of all PRIIA Specifications is standardization. Design reviews and mockups will be employed to assess all proposed designs for compliance

with specification requirements.

Car Types and Arrangements


This technical specification provides for three distinct types of single-level cars-powered DMU cab cars denoted as “A” and “B” cars and an intermediate powered or unpowered car, denoted as a “C” car.

The basic configuration of the DMU includes an “A” and “B” car. A maximum of one powered or unpowered “C” car can be coupled in between the “A” and “B” cars to create an “A”-“C”-“B” consist. Longer trains can be assembled, e.g., “A”-“B” -“A” –“C”-“B” that provides capability to separate en route to serve multiple terminals. The Specification assumes if a train requires more than five cars, push-pull equipment from other PRIIA Specifications should be used for such service.

The Powered Cab “A” and “B” DMUs are single-level cars with revenue seating and other amenities.

The Intermediate “C” car DMU is a single-level car with revenue seating. Business Class and cars with food service may be easily developed and implemented on these

cars through the use of modular business class service station that bolts into existing seat and wall tracks.

Capacity (seating subject to Customer approval):o Cab (“A” and “B”) Powered DMU: 55-70 seats, 2 wheelchair parking locationso Intermediate (“C”) DMU: 65-70 seats, 2 wheelchair parking locations

DMUs are based on PRIIA 305-003 Single level passenger car, 85’ overall length, designed for sustained speeds up to 110 mph, on all classes of track (standard gauge), from FRA Class 1 to Class 6.

DMUs shall operate at both high-level and low-level boarding passenger station platforms. DMUs shall be capable of operating up to 5 inch cant deficiency. Carbody shell is to be constructed of stainless steel or weathering High-Strength Low Alloy

(HSLA) steel. HSLA is a type of alloy steel that provides better mechanical properties or greater resistance to corrosion than carbon steel.

All DMUs shall have two side entry doors on both sides and sliding pocket end doors. Trucks can be either cast of fabricated, and powered or unpowered, depending on the

configuration offered by the Contractor (subject to Customer approval). Couplers shall be energy absorbing design. Diesel engines shall meet Tier IV EPA emissions requirements. Transmissions may be electric drive with traction motors or a diesel –hydrodynamic –

mechanical power train and shall be employed per Customer approval:o In a diesel-hydraulic multiple units, a hydraulic torque convertor, a type of fluid

coupling, acts as the transmission medium for the motive power of the diesel engine to turn the wheels.

o In a diesel-electric multiple units (DEMU) a diesel engine drives an electrical generator which produces electrical energy. The generated current is then fed to electric traction motors on the wheels or trucks (bogies) in the same way as a conventional diesel-electric locomotive.


o Two axles of the DMU power car must be driven. This can be two axles on one truck or a single axle on each of the two trucks.

It should be noted that the propulsion system architecture shall be subject to approval by the Customer. As noted above, propulsion systems may be diesel-electric or diesel-hydrodynamic-mechanical and each propulsion unit shall operate independently. The important factor is the system architecture must provide a unified engine/transmission propulsion control logic unit and must work in concert with the slip/slide and braking controls. The service and performance requirements the Contractor must document in the design phase is critical (speeds ranging from 30 mph in increments up to 110 mph).

It is Mr. Salci’s professional opinion that the PRIIA Section 305 Diesel Multiple Unit Passenger Rail Car Technical Specification meets all major design objectives, project management design reviews and proof-of-design requirements of PRIIA and the NGEC Requirements Document.

5 SPECIFICATION DEVELOPMENT AND APPROVAL PROCESS


5.1 Inclusive Industry Representation

The NGEC By-laws state the purpose of the Technical Subcommittee is to:

1. Develop and/or evaluate alternative passenger railcar and propulsion technologies and designs;2. Evaluate proposed vehicle subsystems;3. Establish performance and safety criteria and standards;4. Respond to requests by the Executive Board5. Any other tasks assigned by the Executive Board.

The Technical Subcommittee was provided the ability to form taskforces to focus on specific vehicle components, equipment, and systems in developing technical specification (s). This was accomplished first by establishing a core team comprised of several members of the PRIIA stakeholders, Amtrak, FRA (including representatives from the Volpe Transportation Center), the participating states, the AAR, AASHTO, and members from the designers and manufactures of railcars and locomotives, systems, equipment, components, materials, and industry consultants. In addition, additional staff was assigned by FRA and AASHTO (contractor) to provide the Technical Subcommittee additional support and liaison with the Executive Committee.

As a starting point, the Technical Subcommittee requested the States to complete a survey of existing equipment in use as well as a survey of desired technical specification and operational characteristics, desired passenger amenities, mechanical characteristics, and service characteristics for a fleet of PRIIA vehicles and locomotives.

5.2 Technical Subcommittee and Subgroups

On April 22, 2010 a Technical Subcommittee meeting was held in Chicago. Presentations were given on topics such as: Expectations of Technical Subcommittee Performance; Facilitation of Domestic Manufacturing and Job Creation; Modular Rail Vehicle Specifications; and Integration of U.S. Supplier Technologies.

After these presentations and lengthy discussions the Technical Subcommittee created Subgroups with technical team leaders for the areas as follows:

Mechanical – Jeff Gordon, Volpe Transportation Center/FRA Electrical – Tammy Krause, Amtrak Vehicle/Track Interaction (VTI) – Brian Marquis, Volpe Transportation Center Structural – Anand Prabhakaran – Sharma & Associates Interiors – Andrew Wood, Amtrak Locomotives – Jack Madden, New York State DOT

Each of the Subgroup leaders was tasked with developing a work plan for its respective portion of the DMU vehicle Specification, which was integrated and consolidated and led to the development of the complete Specification. Several Chapters, such as Chapter 3, Project Management, and Chapter 19, Test Requirements, utilized wording from the previous PRIIA approved specifications. The DMU had


new Chapters on Propulsion Systems and Fuel Systems due to the self-propelled nature of the DMU. The specification chapter development process was coordinated and managed by Dave Warner, Amtrak.

This inclusive process has successfully led to the development and approval of technical specifications for a PRIIA Bi-level car, a Single –level car, a single- level Train-set, and a Diesel-Electric Locomotive, all developed to be used for the procurement of PRIIA/NGEC equipment. The DMU technical specification successfully followed the same Technical Subcommittee/Subgroup work plan and specification development process.

5.3 DMU Technical Specification Approved by a Consensus Vote

The initial developed chapters of the DMU specification were posted on the AASHTO web site for industry review and the comment and the industry change request period was April 20 to May 11, 2012.

The culmination of the extensive work done by the Subgroup teams and the Technical Subcommittee and Amtrak staff over several months of bi-weekly Subgroup and Technical Subcommittee meetings resulted in a final draft specification being completed and approved by unanimous vote at the Technical Subcommittee Meeting held in Boston on June 14, 2012. This final draft included 13 documented change requests (DCRs) submitted for consideration and the disposition of the DCRs were as follows:

Accepted 3Amended 8Rejected 1Deferred 1Open 0

Total 13

It is Mr. Salci’s professional opinion the development and approval of the Diesel Multiple Unit Passenger Rail Car Technical Specification met the inclusive process mandated by PRIIA Section 305 for the development of the DMU Technical Specification.

6 SPECIFICATION REQUIREMENTS SUMMARY TABLES


The NGEC Executive Board developed a Requirements Document to describe the desired features for DMU passenger rail vehicles. Many of the requirements were derived from the PRIIA 305 mandate. If other specific features or functions, that are deemed appropriate by the Technical Subgroups, are not in the Requirements Document or amend or modify the Requirements Document, they are subject to review and approval by the Executive Board.

This Report, and specifically Table 6 below, analyze and summarize in matrix format the proposed DMU Technical Specification and determines whether it addresses the NGEC Requirements Document in a satisfactory manor by referencing the specific Specification language and its regulations and standards. This Report also confirms whether the DMU Specification provides a clear methodology to verify compliance with the design requirements. This matrix format is presented to assist the Review Panel in its summary analysis of the Technical Specification.

The following Requirements Document categories listed below are summarized in Table 6:

1. Operational/Performance Requirements2. Interoperability Requirements3. Safety Requirements4. Reliability and Maintainability Requirements5. Passenger and Amenity Requirements6. Communications and Electrical Controls7. Vehicle Standardization8. Environmental Initiatives9. Propulsion System Architecture Requirements10. Regulatory and Industry Standards11. Testing and Acceptance Requirements12. Configuration Management

It is Mr. Salci’s professional opinion that the Diesel Multiple Unit Technical Specification meets the technical and performance criteria and provisions contained in the NGEC Executive Board’s Requirements Document. The summary supporting this rationale is contained in Section 6, Specification Requirements Summary Tables below.


6.1 OPERATIONAL AND PERFORMANCE REQUIREMENTS

Item No.

Specification Requirements/Objective Does DMU Proposed Specification Adequately Address NGEC Requirements Document?

Does Proposed DMU Spec Provide a Clear Methodology to Verify Compliance with the Design Requirements?

1 Will these DMU vehicles be able to operate without restriction in the United States and Canada?

Yes-technical spec design for use anywhere in the U.S and Canada consistent with Ch. 1 Specification Summary, Section 1.4.3 Dimensions, Clearances, and Track Geometry, and conformance with PRIIA drawing 305-800 single level passenger cars. Technical Specification includes three different vehicles, two with cabs (“A” and “B” cars) and a cables (“C”) car that can be inserted between the “A” and “B” cars. The “C” car can be powered or unpowered, but both variants are based on the PRIIA 305-003/Amtrak 964 single level passenger car rail specification.

Yes-Ch. 3, Project Management, Sec. 3.6 Design Review carshell engineering, including design review process, dynamic testing, and measurement of critical dimensions, weights, and clearances. Also, Ch. 19 Test Requirements, Sec. 19.5 Proof of Design Tests assures dimensional accuracy.

2 Confirm DMU vehicles shall be capable of revenue operation at speeds up to 110 mph assuming track class and quality certification issues are addressed under existing Tier 1 equipment requirements.

Yes-Ch. 1, Sec. 1.4.3.1, Overall carbody dimensions states, “the DMUs shall be designed and tested for revenue operation at sustained speeds up to 110 mph, on all classes of track from FRA Class 1 to Class 6. Track quality shall be minimally compliant for each class of track, per FRA regulations and AREMA standards. Design shall be compliant with 49 CFR 213.329, Curves, elevation, and Speed limitations.

The cars shall be capable of negotiating a 250 ft. radius (23 degrees) horizontal curve, a 1,000 ft. radius vertical curve, operate at a 5 in. cant deficiency, and capable of safely passing other trains at maximum authorized track speeds on adjacent tracks with 12 ft. centers.

Yes-Ch. 19, Test Requirements, Sec. 19.5.4, Pilot Car and Pilot Train testing states, “Pilot train testing refers to the test of the first complete road-worthy consist (two cab cars and an intermediate car). After meeting all proof-of-design tests, the equipment shall be tested in accordance with 49CFR Section 213.345, starting at 50 mph and increasing to support speeds up to 110 mph”.

Section 19.5.14.2.3, High Speed Testing, states, “Tests shall be considered successful when the last 300 miles have been completed without experiencing any malfunction in a component system. The test may be terminated, at the Customer discretion, when at least 500 miles have been completed without experiencing any malfunction in a component or system.

PRIIA Section 305 NGEC Standardized Diesel Multiple Unit Review Panel Report Page 14


3 Will both powered and non-powered DMU vehicles have capability for both high and low platform boarding as defined by customer?

Yes-Ch. 4, Carbody, Section 4.6 Doorways and Passageways, Section 4.6.1, Side Door Framing –“C” Cars states, “All doorways shall be in accordance with 49 CFR Section 38.93. All “C” cars shall be structurally framed to allow:

Four sets of side passenger entry doorways (two per side) at the far ends of the cars outboard of the trucks. This framing shall permit high- and low-level boarding at these four side door locations.

Sec. 4.6.2, Side Door Framing –“A” and “B” Cars states, “Two sets of side passenger entry doorways (one per side) at the non-cab end of the cars. This framing shall permit high- and low-level boarding at these two side door locations.

Two sets of side doorways (one per side) within reasonable proximity of the cabs, inboard of the trucks. This framing shall accommodate only high-level boarding, with ladder access from the lower level.

Yes-Ch. 3, Project Management, Sec. 3.5 Design Objectives, and Sec. 3.6 Design Review, provide the Customer with the verification process of Proof-of-Design. Ch. 19, Test Requirements, Sec. 19.5 Proof-of-Design states, “The Contractor shall develop a series of tests to evaluate the design of the carshell and each car system, subsystem and major component to verify that the performance requirements of the carshell structure, systems, and components have been met, that the system and all component parts function as intended and within all specified parameters, and that no non-conformances are discovered during production or operation of the cars”.

4 Will DMU vehicles meet consist performance requirements for both its duty cycle and operating range?

Will operating range with 10% reserve of all fluids and supplies meet specification?

Yes- Ch. 1 Specification, Sec. 1.4.2.2, Consist Performance states, “The DMUs are designed for continuous operation for up to 20 hours and 1,200 miles per day”.

The operating range, with 10% reserve, is a distance of 600 miles and duration of 20 hours.

Yes- Ch. 3, Project Management, Sec. 3.5 Design Objectives and Sec. 3.6 Design Review provide the Customer with the verification process of Proof-of-Design. Ch. 19. Test Requirements, Sec. 19.5, Proof of Design enumerates a series of tests required for vehicle acceptance.

5 Will DMU vehicles have adequate braking performance for the intended up to 110 mph service?

Yes- Ch. 7, Brakes, Sec. 7.1 states, “Design and functionality of the electro-pneumatic and mechanical braking systems shall be provided on each Diesel Multiple Unit. Dynamic braking rated at no less than 50% of the propulsion power shall be provided as described in Ch. 24, Propulsion System. Sec. 7.3, Performance, states, “the system shall be designed for operation at all speeds up to 110 mph in train consists of up to three DMUs.

Yes-Ch. 3 Project Management, Sec. 3.5 Design Objectives and Sec. 3.6 Design Review provide Customer with the verification process of Proof-of-Design. Ch. 19, Test Requirements, Sec. 19.5.4 Brakes state, “the design and specifications of the friction brake system shall be verified through a series of tests that simulate the environment in which the brake system will function. The tests shall analyze the brake system’s performance,



reliability and safety under the extreme conditions found in revenue service, including full-service and emergency brake rate measurements, component fatigue, heat creation and dissipation calculations, handbrake performance, and materials analysis. Sec. 19.5.4.4 Brake Capacity Tests states, “A dynamometer test shall be performed to simulate the proposed revenue speed profile, driven by Customer defined train schedule service for speeds up to 110 mph”.

6 Summarize how the specification identifies all environmental operational requirements necessary to assure DMU performance as specified throughout North America.

Yes- Ch. 1, Specification, Sec. 1.3 Concept, states, “All specifications shall reflect operational and environmental conditions that may be encountered anywhere the cars may operate, without requiring redesigning or modification. A nationwide perspective was used when specifying component performance”.

Yes- Ch. 3 Project Management, Sec. 3.5 Design Objectives and Sec. 3.6 Design Review provide Customer with the verification process of Proof-of-Design. Ch. 19, Test Requirements, provides for a complete testing of the design, production, and acceptance performance tests.

7 Provide documentation that the DMU vehicles are fully compliant with the applicable provisions of the Americans with Disabilities Act (ADA).

Yes - Ch. 9 Interior, Section 9.3.5, Americans with Disabilities Act (ADA) states:

Each “A” or “B” car shall be fully compliant at the time of manufacture with the requirements of 49CFR Part 38, ADA accessibility Specification for Transportation Vehicles.

Each car shall include at least one accessible wheelchair-parking location

All cars shall include one toilet room ADA compliant car-to-car access is required on all

cars. In lieu of wayside lifts or operation only at

stations that provide level boarding, the Customer may specify the installation of wheelchair lifts on each side of a car’s A-end vestibule. If installed, the wheelchair lift shall comply with the requirements of 49CFR Part 38.

Yes- Ch. 3 Project Management, Sec. 3.5 Design Objectives, and Sec. 3.6 Design Review provide Customer with the verification process of Proof-of-Design. Section 3.5.1.4 Reliability Demonstration Program states, “The Contractor shall prepare a detailed reliability demonstration program identifying all quantitative requirements to demonstrate that design reliability concepts and guideline objectives are in compliance with the analysis. Ch. 19, Test Requirements, provides for a complete testing of the design, production, and acceptance performance tests.

8 Will all exterior doors, vestibules, and diaphragms be designed to prevent ingress and buildup of rain, snow and ice?

Yes- Sec. 8.2.1 Vestibule and Exterior Doors, states, “All exterior doors shall be provided with suitable weather stripping and tight sealing edges, including the bottom, so that when closed they will positively prevent the entrance of outside weather, snow, rain, ice, winds, drafts, and wind noise to the interior of the car, or into the door pocket (if provided), as sustained speeds of up to 110 mph”. Also,

Yes-Ch. 3 Project Management, Sec. 3.5 Design Objectives, and Sec. 3.6 Design Review provide the verification process of Proof-of-Design. Ch. 19, Test Requirements, details the requirements for Materials, Proof-of-Design, Production, and Vehicle Acceptance tests. The combination of these tests, Section 19.5.5 Door Systems, including multiple-



“all joints and edges shall be thoroughly sealed against moisture, and drain holes shall be located in the bottom of doors to allow the escape of condensed moisture. Each side door and vestibule sliding end door panel shall be equipped with a full height neoprene elastomeric nosing which shall interlock with the nosing on the mating door post or door leaf, so as to provide a tight seal against the passage of air, water, or sound to the vehicle interior”.

cycle operation testing, will confirm that the doors systems and components meet all system integrity, safety, functionality and operation, opening and closing times, trainline controls, indicators and locks, reliability, maintainability, specified operational environmental conditions, and all regulations and industry practices.

9 Will trainline functions for both powered and unpowered DMU vehicles operate as specified for designated consist length?

Yes-HEP to the train shall be provided through trainline cables from a separate 480VAC, 3 phase, and 60 Hz source. DMU “A” and “B” cars shall generate 480VAC 3-Phase HEP from either their propulsion engine (s) or their self-contained independent generator (s). DMU “C” cars may or may not have propulsion and may or may not rely on train-lined HEP from the DMU “A” and “B” cars or from a wayside 480VAC power source. Each “A”, “B”, and powered “C” car shall be able to provide sufficient HEP for itself and one other unpowered car. This provides the ability to operate and “A” car and “B” DMU consist with up to two unpowered “C” cars or two PRIIA single-level cars.

Yes-Ch. 3 Project Management, Sec. 3.5 Design Objectives, and Sec. 3.6 Design Review provide the verification process of Proof-of-Design. Ch. 19 Test Requirements, details the requirements for Materials, Proof-of-Design, Production, and Vehicle Acceptance. Sec. 19.7 Acceptance Tests, states, “Specific types of equipment with which the Pilot Train will be tested shall be tested for compatibility and all trainline functions shall be tested and verified, including: Door control, locomotive control, PA, IC, PIS comm. and data transfer, HEP and power distribution, and air brake application and release.

10 Will the propulsion system architecture meet the specification performance requirements?

Yes-Sec. 24.1.1, Propulsion System Architecture- Propulsion systems may be diesel-electric or diesel-hydrodynamic mechanical. Other propulsion systems may be proposed subject to Customer approval.

Contractor shall prepare detailed performance calculations and graphs to demonstrate compliance with the Technical Specification.

Sec. 24.2, Service and Performance Requirements include Contractor, at a minimum, shall provide plots, graphs, and charts or tables for: DMU Rail horsepower, dynamic or hydraulic retarder braking effort, traction motor characteristics, acceleration with various combinations of DMU cars. For simulations, calculations shall be based on the Davis Equation, utilizing specified inputs that are concerned with the motion of a vehicle, i.e., its acceleration, deceleration, and the amount of weight it can carry. This Davis Equation is used to examine propulsion systems for a vehicle. It relies on Newton’s laws of motion and mechanics in examining propulsion and elements of

Yes-Ch. 3 Project Management, Sec. 3.5 Design Objectives, and Sec. 3.6 Design Review provide the verification process of Proof-of-Design. Ch. 19, Test Requirements, Sec. 19.6.15, Locomotive Propulsion Tests requires components of the locomotive propulsion system shall be tested and validated include: Engine performance, electrical systems performance, dynamic brake performance, controls, and diagnostics.



resistance (friction). Friction depends on weight, form, and type of surface.

Section 1.4.22 Propulsion, Diesel engines shall meet Tier IV EPA emissions requirements for final standards for mobile off- highway Diesel Engines (49CFR Part 1039).


6.2 INTEROPERABILITY REQUIREMENTS

Item No.

Specification Requirements/Objective Does DMU Proposed Specification Adequately Address NGEC Requirements Document

Does Proposed DMU Spec Provide a Clear Methodology to Verify Compliance with the Design Requirements

1 Will the DMU vehicles developed using this technical specification is functionally compatible with existing fleets of single level cars and locomotives?

Yes-Ch. 1 Specification, Sec. 1.3 Concept, states, “The Specification defines three different DMU vehicles, “A” and “B” cab cars and a cab-less “C” car, but both variants are based on the PRIIA 305-003/Amtrak 964 Single-Level Passenger Rail Car Specification. Functionally, the DMU “A” car and “B” car consist has the ability to operate up to two unpowered “C” cars or two PRIIA single-level cars.

Yes-Ch. 3 Project Management, Sec. 3.5 Design Objectives, and Sec. 3.6 Design Review provide the verification process of Proof-of-Design. Ch. 19 Test Requirements, details the requirements for testing the Proof-of-Design and Sec. 19.8 Post Delivery Testing of Pilot Train states, “three Pilot cars shall be combined with other rail equipment as designated by Customer to verify car-to-car operational compatibility and coupler tests with other car types that may be used as unpowered intermediate cars or rescue locomotives”.

2 Do all DMU vehicles conform to Amtrak’s standard single level clearance diagram (drawing D-05-1335, latest revision)?

Yes- the DMU Technical Specification, Sec. 4.3.1 Dimensions, Weights, and Under Car Clearance, reference PRIIA Drawing 305-800. The Requirements Document references Amtrak Drawing D-05-1335. These are in fact the same drawings. The Amtrak Drawing reference in the Requirements Document should be changed to a PRIIA drawing reference through an administrative DCR.

Although the DMU dimensions for Car width differs slightly from the PRIIA Single-level car width dimensions, the controlling document is the clearance diagram (drawing) noted above. The total width clearance limit is 10’ 6”.

Recommendation: For clarification purposes only, the following suggested new DMU Specification language is noted in red type:

Ch. 4 Carbody, Sec. 4.3.1 Dimensions, Weights and Under Car Clearance- “The completed DMU vehicles shall have the following nominal overall dimensions”.

“The completed DMU vehicles shall include all antennas and other devices mounted to the car and shall fully conform to PRIIA Drawing 305-800, the clearance diagram drawing, which is the controlling dimensional drawing”.

Yes- Ch. 3 Project Management, Sec. 3.5 Design Objectives, and Sec. 3.6 Design Review provide the verification process of Proof-of-Design.

Ch. 4 Carbody, Sec. 4.3.1 states, “Except for the pilot, the completed car shall comply with the minimum allowable clearance above top of rail for the carbody and all associated components under the worst combination of conditions, including fully worn wheels, solidly compressed or broken springs, AW3 passenger load, carbody deflection to zero camber and environmental conditions including wind, snow, and ice.

Ch. 19 Test Requirements, Sec. 19.8 Post Delivery Testing of Pilot Train, states the Pilot Train, combined with the other rail equipment as specified, shall be tested to confirm compliance with track geometry requirements, including curve and crossover negotiation. All car-to-car connections shall be verified as performing in compliance with the track geometry requirements, including:

Carbody clearance Truck swing Coupler swing

PRIIA Section 305 NGEC Standardized Diesel Multiple Unit Passenger Railcar - Review Panel Report Page 19


3 Does the DMU vehicle technical specification allow for an easy passenger walkthrough from an existing single level car to a new DMU (aligned end door location, diaphragm walkway, and end door compatibility)?

Yes-the DMU specification references the use of the PRIIA Single-Level car as a requirement. With the same floor height from TOR, the end doors, diaphragms, and walkways provide for car to car movement by passengers. Also, Sec. 9.3.5, ADA Provisions requires that ADA compliant car-to-car access is required on all DMU cars.

Yes-Ch. 3 Project Management, Sec. 3.5 Design Objectives and Sec. 3.6 Design Review provide the verification process of Proof-of-Design.

4 Does the DMU vehicle technical specification allow Amtrak and the States to tailor or customize interior layout for the special purpose vehicles (e.g. food service, business class) without altering the cars operational and safety characteristics?

Yes-Ch. 9 Interior, Sec. 9.2 General Requirements, notes that conceptual floor plans are provided in Ch. 9 for use by the Contractor as “guidance” to design the general layout of the cars. Final interior layouts shall be reviewed and approved by the Customer during Design Review. Sec. 9.11 Optional Food Service and Sec. 9.13 Business Class provide further instructions to the Contractor on developing Customer approved interior arrangements utilizing mock-ups during design review.

Yes-Ch. 3 Project Management, Sec. 3.5 Design Objectives and Sec. 3.6 Design Review provide the verification process of Proof-of-Design and allow the Customer to make informed decisions on modifications or customizations of interior layouts.

5 Does the DMU vehicle technical specification identify all ADA requirements?

Yes- Sec. 9.3.5 ADA Provisions provides requirements for compliance with 49CFR Part 38. This section requires the Contractor to review the car’s accessible features (including all drawings, calculations, and supplier information required to define the proposed installation). Each car shall have the following:

Each car shall include at least one wheelchair-parking location

All cars shall include one toilet room ADA compliant car-to-car access is required on all

cars In lieu of wayside lifts, or operation at stations

with level platforms, Customer may specify the installation of wheelchair lifts on each side of car’s A-end vestibule

Lift design shall operate when car is on a curve with up to 5 in. cant deficiency

Lift and equipment shall be suitable for sustained operation under all ambient conditions which trains are expected to operate.

Controls for each lift shall be adjacent to the lift they control and shall allow a train crewmember to readily supervise all aspects of the lift

Yes- Ch. 3 Project Management, Sec. 3.5 Design Objectives and Sec. 3.6 Design Review provide the verification process of Proof-of-Design and allow the Customer to make a decision on the design accommodations for the incorporation of a wheelchair lift for installation on each side of the DMU vehicle.

Note: If Customer adds the Wheelchair lift design inclusion to the Specification the Specification RFP should also add the wheelchair lift to the Technical Specification Section 3.5.1.4 Reliability Demonstration Program, and Sec. 3.5.2.3, Maintainability Demonstration.



operation6 Is there a requirement for a mock-up vehicle

interior to facilitate system design optimization?

Yes-Ch. 9 Interiors, Sec. 9.10, Mockup requirements state, “Full-scale mockups of select portions of the interior shall be constructed by the Contractor as part of the design review process. The areas to be mocked up shall include, but are not limited to, the following:

Accessible toilet room Cross-section of seating area Overhead luggage bin Wheelchair lift Bike rack/luggage tower Portion of optional food service area Complete vestibule and side door area Food Service Provision (if installed)

Ch. 3 Program Management, Sec. 3.6.4.3, Mockup development and review states, “upon the completion of the intermediate design review (IDR)stage (60%) process, the Contractor shall complete the assembly of full-size mockups of the areas noted above that includes drawings reviewed and approved and the IDR for Customer review and approval.

Yes-Ch. 3 Project Management, Sec. 3.5 Design Objectives and Sec. 3.6 Design Review provide the verification process of Proof-of-Design. Sec. 3.6.4.3 details the scope requirements of each of the systems or component required for mockup.

7 Are all DMU vehicles equipped with MU push-pull control trainline jumper cables in order to be interfaced with rolling stock equipment where required?

Yes-Ch. 13 HEP and Electrical Systems, Sec. 13.2 states, “All cars shall be equipped with 27 –point locomotive control (MU) and communication (COMM) 27- wire trainline. All trainline wires shall run the entire length of the car and be connected from end-to-end.

All electrical systems and components utilized on all cars shall be electromagnetically compatible with other electrical systems and components.

An optional digital trainline based upon Ethernet “may” be provided in addition to the standard AAR trainline. It may be used for both redundancy and additional non-functions such as passenger information, systems monitoring, etc.

Yes-Ch. 3 Project Management, Sec. 3.5 Design Objectives and Sec. 3.6, Design Review provides the verification process of Proof-of-Design. Sec. 13.3 notes the trainline system shall be compatible with APTA Recommended Practice RP-E-017-99. The 27-pin COMM, 27 –pin MU and 480VA HEP trainline control circuits shall be run in separate conduits between the ends of the car.


6.3 SAFETY REQUIREMENTS

Item No.



1 Does the DMU vehicle technical specification meet the Federal safety regulations, standards, mandates, and industry standards and recommended practices?

Yes-Ch. 2, References and Glossary provides a listing of regulations, standards, specifications, and industry recommended practices for the design, materials specification, manufacturing, and testing of passenger railcars and locomotives. However, the Contractor is still responsible for ensuring that all applicable regulations, standards, and specifications are followed to comply with the Technical Specification. Some examples of the Regulations included are:

Americans with Disabilities Act (ADA) DOE Energy Policy Act of 2005 EPA , emissions, ozone, protection of

environment FDA –Interstate Conveyance Sanitation FRA-Safety, Passenger Equipment Safety

Standards, track safety standards, locomotive safety standards, noise, Positive Train Control

FTA-QA/QC Guidelines AAR-equipment and material standards APTA- Safety Standards and Recommended

Practices Numerous industry standards, ANSI, AHRI, ASME,

ASTM, AWS, IEEE, ISO, and PRIIA 305 Standards and Drawings

Yes- Ch. 3 Project Management, Sec. 3.6 Design Review requires that the Contractor submit an engineering plan to accomplish the engineering design function within 30 days of NTP; and shall begin within 30 days of NTP. The Contractor shall be responsible for the car design, including all sub-systems and materials subject to review and approval by the Customer. In addition, the Contractor shall develop and submit a Configuration Management Plan for approval by the Customer within 45 days of NTP. The Configuration Management Plan shall have a live document status. The Design Review Process has distinct phases, Preliminary Design Review (30%), Intermediate Design Review (60%), Mockup Review (60%) and Final Design Review (95%).

In addition, Ch. 19, Test Requirements, mandates test requirements for Material Certification, Proof-of-Design, Production, Acceptance, and Post Delivery.

All of these Project Management and Test Requirements will assure compliance with all regulations, standards, and recommended practices.

2 Does the DMU vehicle technical specification represent advancement in safety compared to current (pre-2008 NGEC technical specifications) design for Tier 1 vehicles?

Yes- Ch. 4, Carbody, Sec. 4.2 General Requirements specifies the carbody shall be designed to the normal and expected base set of requirements established by 49CFR Part 238, APTA Standard SS-C&S-034-99 and this Specification. The Crash Energy Management (CEM) recommended practice in Sec. 6 of APTA Standard SS-C&S-034-99, Rev. 2 shall be met with the crush-based approach specified. CEM requirements are based on results of FRA

Yes- Ch. 3 Project Management, Sec 3.6, Design Review, provide the Customer with the verification process of Proof-of-Design. Sec. 3.5.4 Safety states, “Safety shall be primary importance in the design of the car”. Further subsections include General Safety Design Requirements, and a Contractor System Safety Plan (SSP) that must conform to all regulations, requirements, and



research to date described in the various FRA technical papers found on the Volpe Center website listed in Ch. 2 References and Glossary.

Ch. 6, Couplers and Draft Gear, Sec. 6.6 Coupler Carrier, states, “The coupler carrier shall be designed to accommodate the complete push-back motion of the coupler without interference with the energy absorption function.

Ch. 9, Interior, states, “the interior of the car shall be designed for maximum safety…… The cars will have designated crash energy management crush zones of 24 in. at the R-end of the “A” and “B” DMU cab vehicles and both ends of the Intermediate “C” car. The F-end (cabs) shall also incorporate crash energy management crush zone and a protected cab space per APTA Standard SS-C&S-034-99. Also all interior components, e.g. work station tables, will incorporate maximum safety design criteria.

guidelines of 49CFR Part 238 and the latest issue of APTA Manual for the Development of a System Safety Program Plan for Commuter Railroads. The SSP shall identify all hazards related to the car, and shall impose design requirements and management controls, in addition to those identified in the DMU technical specification. Also, the SSP shall include software safety section which applies to any embedded or external software or firmware which controls or monitors safety-critical functions.

Ch. 19, Test Requirements, requires 4 types of tests, Material Certification, Proof-of-Design, Production, and Vehicle Acceptance to ensure operational and functional compliance with specification.

3 Are safety requirements defined for major systems and components?

Yes-Ch. 3, Program Management, Sec. 3.5.4 Safety states, “Safety shall be of primary importance in the design of the car. Also, Sec. 3.5.4.1 General safety design requirements notes general safety design requirements and the guidelines listed in the specification shall be incorporated into the design of all car systems affecting safety. Permissive conditions are those that permit an action or event to take place. Restrictive conditions are those that limit the actions or events that can take place. Only components with high reliability and predictable failure modes, and which have been proven in conditions similar to the projected service shall be utilized. Sec. 3.6.2, Approval of Suppliers, states, “The Contractor shall be responsible for Pre-Qualifying all proposed subcontractors to the Customer’s satisfaction and approval. Within 30 days of NTP, the Contractor shall supply a complete list identifying each major supplier and their product proposed for use on the car”.

Yes- Ch. 3 Project Management, Sec. 3.5 Design Objectives identifies in Sec. 3.5.4, Safety as a primary design objective. Sec.3.6. Design Review, provide the Customer with the verification process of Proof-of-Design. Ch. 19, Test Requirements, provides the specified tests to ensure functional and operational compliance with specification before vehicle acceptance.



4 Does the DMU vehicle Cab Car control architecture provide for Positive Train Control (PTC) implementation?

Yes-Ch. 16 Engineer’s Cab and Train Controls, Sec. 16.3.3 Other Controls, Switches and Gages, states, “Provision shall be made for future PTC (Positive Train Control) displays for Engineer and Assistant”. Also, Ch. 13, Head End Power and Electrical System, Table 13-3, Power Phase/Load Shed Matrix, identifies PTC operation under HEP power, loss of HEP Power, and under Battery power.

PTC Basic Operation:

A typical PTC system involves two basic components: Speed display and control unit on the locomotive A method to dynamically inform the speed

control unit of changing track or signal conditionsOptionally, three additional components may exist:

An on board navigation system and track profile database to enforce fixed speed limits

Bi directional data link to inform signaling equipment of the train’s presence

Centralized systems to directly issue movement authorities to trains

Yes-Ch. 3, Project Management, Sec. 3.5 Design Objectives, and Sec. 3.6 Design Review provide the verification process of Proof-of-Design. Ch. 16, Engineer’s Cab and Train Control, Sec. 16.2. Cab Arrangement, states, “A cab mockup shall be constructed as detailed in Chapter 3. …Ergonomic control layout, maintainability access and provisions for future additions shall be key aspects of the cab design review process and the cab mockup. Ch. 19, Test Requirements, requires both operational and performance testing for vehicle and Pilot Train acceptance.

Also, Ch. 16 Engineer’s Cab and Train Controls, Sec. 16.2 Cab Arrangement, “the final console arrangement shall be submitted for approval during drawing and design review and at cab mockup reviews called for in Ch. 3.

Ch. 19 Test Requirements, Sec. 19.5.13.2, Operation of Positive Train Control states the Contractor shall develop Proof-of-Design test procedures that validate all systemic operational and programming designs, functions, and requirements for the Positive Train Control (PTC) system, including component performance, integrity of system architecture, data collection, and retention functions, and train status evaluation. The procedures shall be developed in accordance with system requirements as established by systems manufacturer, the FRA and railroads, and shall include evaluation and verification of compliance with all requirements.

5 Do the DMU vehicles meet all ADA safety issues?

Yes-Ch. 9 Interior, Sec. 9.3.5 Americans with Disabilities Act (ADA) Provisions, states:

Lift Controls-Controls for each lift shall be adjacent to the lift they control and shall allow a train crewmember to readily supervise all aspects of the lift operation and movements of the wheelchair occupant to/from the lift without obstructing or impacting the occupant’s movement.

Yes – Ch. 3 Project Management, Sec. 3.5 Design Objectives, and Sec. 3.6 Design Review provide the verification process of Proof-of-Design.

Sec. 3.6.4.3, Mockup Development and Review, states the wheelchair lift unit and installation shall be built to verify the function of the design.

Ch. 19 Test Requirements, Sec. 19.1 Overview



The controls for the operation of the on-board lifts shall be interlocked with the DMU’s air brake system and with the active cab control system to prevent train motion.

A barrier may be constructed of stainless steel and covered with alternating black stripes of black and yellow (on vinyl film) to increase visibility when the barrier is deployed.

An indicator LED shall illuminate on both sides of the car when a wheelchair lift is energized, regardless of the position of the lift. An audible signal shall also sound when the wheelchair lift is being deployed and when it is being stowed.

states Proof-of-Design tests are those tests conducted on the systems and components to validate the design of the cars. Production tests consist of all component, system and car tests to be performed on each production car to ensure that each car meets all functional, operational, and workmanship requirements and standards.


6.4 RELIABILITY AND MAINTAINABILITY REQUIREMENTS

Item No.



1 Does the DMU vehicle technical specification contain objectives for the reliability of the vehicle major components, vehicles, and DMU train?

Are these objectives measurable and obtainable?

Yes-Sec. 3.5, Design Objectives, Sec. 3.5.1 Reliability states, “ the Customer shall prepare and submit at the Preliminary Design Review (PDR) for approval by the Customer a Reliability Program Plan which shall contain as a minimum, program objectives, reliability program schedule, organization, controls of subcontractors and suppliers, demonstration program, demonstration procedures, and reliability database.

Sec. 3.5.1.2, Car Reliability Requirements states, “the car shall achieve a car MDBTD of at least 150,000 miles (241,350 km). A train delay shall be defined as a car-related failure causing train in service to be 15 minutes late or canceled at either originating point or en route, or reduced in size or revenue capacity.

Sec. 3.5.1.3 Component Reliability Requirements provide for specified routing maintenance of various subsystems and components to meet the MDBCF as follows:Major System Miles (MDBCF)Friction Brakes 300,000Side and End Doors 300,000HVAC System 380,000Couplers 850,000Trucks and Suspension 850,000Main Engine 850,000HEP Power System 850,000Air Compressor 450,000PA System 600,000Aux Power Systems 360,000Lighting (except bulbs) 1,000,000Food Svc Components 750,000Toilet 750,000Cab Control Systems 450,000

The Contractor shall provide records illustrating product

Yes-Project Management, Sec. 3.5 Design Objectives, and Sec. 3.6 Design Review provide verification process of Proof-of-Design. Ch. 19 Test Requirements, details the requirements for testing each car and the Pilot Train before vehicle acceptance. All components must meet sequential tests for design, material, production, and vehicle performance and acceptance.

Note: If Customer adds wheelchair lift to technical specification it is suggested that the wheelchair lift be added to Sec. 3.5.1.3 Component Reliability Requirements and be subject to MDBCF and also under Ch. 19 Test Requirements be subject to demonstration cycle (number to be determined) tests.



history and experience of existing systems to verify MDBCF requirements.

2 Does the DMU vehicle technical specification identify maintainability requirements, including time to replace components requirements, easy maintenance access to equipment, systems and components (interior, undercar, and car ends)?

Yes-Ch. 3 Program Management, Sec. 3.5.2 Maintainability states, “The car shall be designed and built so as to minimize maintenance and repair time and overall costs over the car life (life cycle costs).

Sec. 3.5.2.1 Maintainability Plan, states, “the Contractor shall prepare and submit for review and approval at the PDR a Maintainability Program Plan utilizing the design standards that minimize Mean Time To Repair (MTTR) components throughout the car’s intended useful life.

Sec. 3.5.2.2 Mean Time To Repair Requirements are as follows:System Hours (MTTR)Friction Brake System 2.0Side and End Doors 0.8HVAC System 2.1Couplers 2.6Trucks and Suspension 1.6Aux Electrical System 1.5Lighting System 0.5Wheels and Axles 4.0Cab Control 2.5PA/IC 1.0Water and Waste System 2.0

Maintainability of the following systems shall, as a minimum, be demonstrated:

Trucks HVAC Brakes Wheels and Axles Aux Elect. Equip. (incl. battery charger and

battery) Side and End doors Couplers PA and IC Water and Waste system Emergency Equipment and lighting Cab Controls

Yes – Ch. 3 Program Management, Sec. 3.5 Design Objectives, and Sec. 3.6 Design Review provide verification process of Proof-of-Design.

Ch. 19 Test Requirements, Sec. 19.9 requires the complete operational car fleet shall be monitored by the Contractor to demonstrate conformance with the reliability requirements. This test shall begin when five cars are in service and shall continue until the last full month during which four operating cars or more remain under the two year car warranty. All cars in the increasingly large fleet with greater than 5,000 miles of service shall be included in the data collection activity.

On a monthly basis, the Contractor shall issue a report detailing the performance of the car fleet and its equipment with regard to maintenance actions (which shall be detailed in an appendix by type) and the calculated period and cumulative Mean Distance Between Failures (MDBFs) and Mean Time Between Failures (MTBFs) as appropriate.

Any component(s) or system(s) found to be causing and/or related subsystem and/or whole car MDBF/MTBF to fall below the required performance level shall be subject to redesign and modification.



Wheelchair lifts Elevators

3 Does the specification call for mock-ups of specified systems and components to ensure design criteria?

Yes-Section 3.6.4.3 Mockup Development and Review states that upon the completion of the Intermediate Design Review (IDR) stage, the Contractor shall complete the assembly of full-size hard mockups of the following areas and systems of the cars:

Representative area of passenger seating, including seats, workstation tables, convenience outlets, heater grills, etc.

Enclose overhead luggage bin Wheelchair lift unit and installation Café lounge car galley area Cab/baggage car, cab control compartment, bike

rack/baggage room Accessible toilet room Unisex toilet room Electrical locker, all switches, breakers, relay

panels, access panels, controls, doors, indicators, to evaluate maintainability and removal.

Vestibule ceiling and wall areas and access to all door areas for inspection and maintenance.

Yes-Ch. 3 Project Management, Sec. 3.5 Design Objectives, and Sec. 3.6 Design Review provide for the verification process of Proof-of-Design. Ch. 19 Test Requirements, details the requirements for testing both Proof-of-Design and Production test for all major systems and components, including those that are also identified in the Maintainability Plan.

4 Are the cars designed to have a minimum useful life of 40 years?

Yes-Ch. 1 Specification Summary, Sec. 1.3 Concept, states, “The cars shall be designed and manufactured to perform satisfactorily for a minimum of 40 years. The carbody and all its structural elements, including the trucks and running gear, shall have a minimum design life of 40 years operation at full seated passenger load. The design and the selection of materials shall prevent corrosion damage, including the effects of extreme weather conditions, during the 40- year design life.

Ch. 4 Carbody, technical specification requires the carbody materials to be either Stainless Steel (indefinite life if properly maintained) or weathering High Strength Low Alloy (HSLA) steel (corrosion resistant); except the end under-frame must be of HSLA steel.

Yes-Ch. 3 Project Management, Sec. 3.5 Design Objectives, and Sec. 3.6 Design Review provide the verification process of Proof-of-Design.

Ch. 4, Carbody, Sec. 4.3.2, Physical Requirements, states, “all carbody sealants shall have a service life of at least 40 years. Sec. 4.3.3 Carbody Materials requires the carbody shall be stainless steel or weathering HSLA steel. Sec 4.4.3, Strength, Stiffness, and Fatigue Requirements, states, “The carbody strength shall be sufficient to permit operation under defined loads for the design life of the car (40 years) without structural damage, including fatigue cracks.

Ch. 5 Trucks and Running Gear, Sec. 5.4.1, Truck Frame notes the design of the trucks shall be analyzed and validated in conformance with the



requirements stated in Chapter 19 (Test Requirements). Sec. 19.5.2.1, Trucks Allowable Stresses, ‘For the purposes of truck frame and component load and fatigue testing, the Contractor and/or the truck designer shall determine the maximum allowable stresses that the truck shall be designed to accommodate in order to perform without degradation over the 40-year useful life of the major components of the truck, under AW3 load conditions, all specified track conditions, and the trucks service life cycle as defined in this specification”.


6.5 PASSENGER AMENITY REQUIREMENTS

Item No.



1 Passenger loading and unloading (doors, doorways, aisles) requirements

Yes - Each vestibule end of each car, the “A” and “B” DMUs and both ends of the “C” car, shall have two exterior side entrance doors, (with step well and vestibule trap door), an exterior body end door to close off the interior walkway and a vestibule sliding end door between the vestibule and the passenger seating area. The”A” and “B” DMUs shall have an additional two doors, configured for high-level operation, located in the vicinity of the F-end truck.

These configurations will allow for both high and low-level train boarding. Also, accommodations will be made to meet all ADA requirements for wheelchair on-board positions and the Customer option for two wheelchair lifts; one on each side of the car.

The minimum clear width of vestibule (exclusive of side and end doorways) shall be 42 inches.

Yes- Ch. 3 Project Management, Sec. 3.5 Design Objectives, and Sec. 3.6 Design Review provide the verification process of Proof-of-Design.

Ch. 19 Test Requirements, Sec 19.5.5.1, Side door reliability test requires a set of side door panels and operators, fully equipped with all required equipment as designed, shall be installed in a test fixture at the facilities of the door system supplier, and subjected to a repeated open and close cycle test of no less than 500,000 cycles, to demonstrate the durability of the operators, hangers, switches, motors and all other components of the door system. Sec. 19.5.5.3 End door reliability test requires the same test fixture test of no less than 100,000 cycles. Sec. 19.5.5.2 Side Door safety test requires functional test to ensure under no circumstances shall a door be allowed to create an unsafe condition. The multi-cycle operation simulates actual installation, hardware, and climatic conditions as specified.

2 HVAC System Requirements Yes - The HVAC System shall be powered from the 480VAC, 3-Phase, and 60 Hz supply. The HVAC system shall be controlled by a microprocessor temperature control using sufficient number of temperature sensors to properly regulate heating and cooling in response to temperature changes inside and outside the DMU. The DMUs interior temperature, including the Engineer’s Cab, shall be maintained to the specified value (68⁰F - 76⁰F) under all specified conditions. Ambient conditions as specified and heating and cooling requirements due to train motion (opening both sets of side doors on alternating sides) shall be included in HVAC system performance evaluation.

Yes-Ch.3 Project Management, Sec. 3.5 Design Objectives, and Sec. 3.6 Design Review provide the verification process of Proof-of-Design.

Ch. 19 Test Requirements, Sec. 19.5.7, HVAC requires one complete HVAC unit and its complete controls shall be given a qualification and capacity test by the air conditioning manufacturer to verify the performance of the unit. This test shall be successfully completed before commencement of the vehicle climate room test. The test shall be conducted in accordance with ANSI/ASHRAE Standard 37. The testing laboratory shall be approved by the Customer.



3 Interior Lighting Requirements Yes- Ch. 11 Lighting System specifies Contractor shall prepare an interior and exterior lighting plan for Customer review and approval. The Lighting Plan must detail lighting used in all applications, including fixture type, voltage, color temperature, and illumination levels at specified locations for all lighting modes. Plan must comply with emergency lighting and signage regulations and standards.

Lighting modes specified for interior lighting include normal, quiet car, standby, and emergency.

LED lighting is the preferred method for interior lighting, halogen and incandescent lamps shall not be used on interior. Incandescent lamps can be used on exterior headlights and crossing lights on cab cars and marker lights on all car types.

Passenger area interior lighting requirements are specified for main ceiling, passenger reading lights, vestibules, hallway, bike rack/luggage areas, all toilet rooms, and service areas and lockers.


Ch. 19, Test Requirements, Sec. 19.5.8 requires tests for lighting fixture performance, ballast qualification, independent power source verification for emergency mode, marker light certification (FRA 49CFR Part 221), Lighting intensity –interior (APTA Recommended Practice RP-E-012-99, Lighting intensity-exterior (FRA 49CFR Sec. 229.125 and 229.133), and Emergency lighting intensity and duration (APTA Std. SS-E-013-99).

Test Plan shall meet requirements of Electromagnetic Interference (EMI) and Electromagnetic Compatibility (EMC) requirements of specification (APTA Std. SS-E-010-98).

4 Communication System architecture requirements for passenger use, including Wi-Fi capability, OBIS including PA and PIS system

Yes - Ch. 12 Communication System, Sec. 12.2 General Requirements states, “The general system architecture for the communication systems will be built around a core Internet Protocol (IP)-based intro-car, intra-train and train-to-shore system with communication applications which utilize the IP protocol and other protocols, as needed (e.g., digital audio). All new car communication hardware installations must be compatible with existing fleets with established communication systems. The IP system is also referred to as the Data Communication System (DCS).

The Contractor will provide some hardware and make design provisions/space for the total system and access points for all connections. By example, the Contractor will not install any of the Wi-Fi or wireless network system elements, except the roof mounted antennas and Category 6 Ethernet cables, as identified by Customer.

Specification requires an On-Board Information System

Yes - Ch. 3, Project Management, Sec. 3.5 Design Objectives and Sec. 3.6 Design Review provide the verification process of Proof-of-Design.

Ch. 19 Test Requirements, Sec. 19.5.9, Communications/OBIS states, “The communication system shall be tested on the first car of each type to verify that it functions in accordance with the requirements”. This includes PA/IC system performance, EMI/EMC test plan requirements, Wayside equipment tests including radio system, GPS, and Wi-Fi and all other communications and interface with wayside equipment.

The interface and functionality of the Central Diagnostics Terminal (CDT) and the wireless Local Area Network shall be tested.



(OBIS), which includes a PA system, Intercommunications (IC) system, On-board Train Information System (OTIS), and Passenger Information System (PIS).

The system requires exterior LED informational displays and LCD interior informational displays.

5 Water and waste system requirements Yes - Each car shall be equipped with a pressurized water supply system, along with toilets and a constant vacuum type waste retention system. An alternative toilet type may be proposed for review and approval by customer.

The highest level of winterization protection in the design of the water and waste systems is of great importance. The freeze protection system shall consist of insulation, protective heaters, valves, self-draining pipes, and similar devices configured to provide the required protection. The system shall have the sufficient capacity to permit train operation without damage or failure to -40⁰F exterior ambient. Water storage tanks and supply components shall be protected against freezing by electrically powered self-regulating heat tape and thermal insulation.

The per-car water storage capacity shall be a minimum of 112 gal., except on café/lounge cars (if so equipped) which shall have a minimum water storage capacity of 224 gal. The required storage may be provided in one or more tanks.

Hot water shall be provided for restrooms and galley service. A customer approved self-contained modular drinking water cooler shall be provided in each car.

A waste collection and retention system (WCRS) shall be provided on each car for handling human wastes, and be able to operate at sea level to 10,000 ft. elevation.

Yes - Ch.3 Project Management, Sec. 3.5 Design Objectives, and Sec. 3.6 Design Review, provide the verification process of Proof-of-Design.

Sec. 19, Test Requirements, Sec. 19.5.12, Water and Waste, requires a set of equipment that simulates the fresh water distribution and waste retention systems on a car shall be assembled and connected to operate. The system shall be piped to simulate actual car piping. The proper operation of the following shall be verified:

All system components and controls System pressures, temperatures and flow

rates Safety controls Backflow prevention devices Tank level indications Vacuum levels attained and maintained Flush valve life cycle

6 ADA compliance for PA and PIS systems Yes - Ch. 2 References and Glossary, Section 2.2.1.1, Americans with Disabilities Act requires compliance with all applicable ADA regulations and laws. 49 CFR 38.121-Public Information Systems for Intercity Rail Cars and Systems requires each car shall be equipped with a public address

Yes- Ch. 3 Project Management, Sec. 3.5 Design Objectives, and Sec. 3.6 Design Review provide the verification process Proof-of-Design.

Ch. 19, Test Requirements, Sec. 19.5.9,



system permitting transportation system personnel, or recorded or digitized human speech messages, to announce stations and provide other passenger information. Ch. 12, Communications details the software/hardware system specification and performance requirements, including audio and visual sign display requirements.

Communication/OBIS requires the communication system shall be tested on the first car of each type to verify that it functions in accordance with the requirements, including all aspects of the public address and passenger intercom system.

7 Describe how the cars use interior space efficiently, providing for a balance between need for revenue seating and other uses, such as luggage storage, bicycle racks, and trash recycling

Yes - Ch. 9, Interior, Sec. 9.2, General Arrangement, notes that conceptual floor plans are provided at the end of Chapter 9 for use by the Customer as guidance to design the general layout of the cars.

Ch. 1, Specification Summary, Sec. 1.4.2.1, Capacity provides the Contractor with estimated seating capacities for all car types:

Cab “A” and “B” cars 55-70 seats with 2 wheelchair parking locations

“C” car 65-70 seats with 2 wheelchair parking locations

Sec. 9.3.3 “A” Car Configuration Notes: Luggage racks/towers may be located at

convenient locations near doorways An optional bike storage area may be located

between the cab section and high-level vestibule. However, basic configuration is coach seating.

Coach an accessible seating area shall be located between hi-level doors and restrooms.

Sec. 9.4.9, Recycling and Trash Receptacles shall be provided in appropriate locations based on the cars’ interior layout.

Sec. 9.4.10 Enclosed Overhead Luggage Bins shall be provided above all revenue seating. The Customer may specify open luggage racks in lieu of enclosed bins, if so, a specification will be provided in Ch. 23, Customer Variables.


Ch. 19 Test Requirements, Sec. 19.5.6, Interior, requires complete overhead luggage bin tested to verify it meets the 250 lb. load requirement. All seat frames and structure must meet crash worthiness structural requirements and all seat cushions; both foam and upholstery must be tested to verify compliance with all specification and industry requirements.


6.6 COMMUNICATION AND ELECTRICAL CONTROLS REQUIREMENTS

Item No.



1 Does the Car electrical and power systems and inter-car connections meet industry requirements for performance and do they provide compatible functionality with existing single level fleets?

Yes-The DMU specification requires the PRIIA DMUs, A, B, and C car-to-car power distribution and control systems (trainline circuits) to use 480 VAC, 3-Phase 60 Hz power source. Also, the electrical system must include 120 VAC power distributions, 74 VDC Low Voltage Power Supply (LVPS) power distribution, battery and battery charger.

The inter-car connections, 480VAC 3-Phase, 60 Hz power source and the 27 point MU and COMM jumper cables are currently consistent with all PRIIA technical specifications and APTA Recommended Practices (RP-E-016-99 and RP-E-017-99). They have 1600 amp capacity and line drop (impedance) shall not exceed 3.5 V, at capacity load, between receptacles at opposite ends of the car. The HEP load is limited by the current capacity of 4/0 wire used in the 480 VAC jumper cables.

The single level 85 ft. DMU must be functionally compatible with Amtrak Amfleet I & II, Horizon, and other Customer single level fleets and P-32, P-40, P-42, and F59PHI locomotives owned by Amtrak, Caltrans, North Carolina DOT, and other state’s equipment.


Ch. 19 Test Requirements, Sec. 19.7 Acceptance Tests, require functional tests of a Pilot Train to verify its proper operation before commencement of revenue operation. The specific types of rail equipment with which the Pilot Train shall be tested for compatibility include:

P-32, P-40, P42 and F-59PHI locomotives Amfleet I & II single level coaches Horizon single level coaches Other equipment as specified by

CustomerTesting for compatibility includes all trainline functions must be verified, including Door control, locomotive control, PA, IC, PIS comm. systems, HEP power distribution, Air brake application and release, and rescue locomotive testing.

2 Describe Communications architecture requirements for control, operations, and communications and is system architecture compatible with existing fleets?

Yes-Ch. 12 Communications, Sec. 12.2 General Requirements , states, “system architecture for the communications systems will be built around a core Internet Protocol (IP)-based intra-car, intra-train and train-to-shore system with communications applications which utilize the IP protocol and other protocols, as needed (e.g. digital audio)”. The Contractor will not be responsible for the total communications system. The Contractor will install some hardware for the IP or Data Communications System (DCS) and make provisions for all remaining equipment to be installed at a later date. All antennae and wire/cable/connector interface points will install. Table 12.1 Responsible Parties for DCS Major Components defines items to be installed by Contractor.


Ch. 19 Test Requirements, Sec. 19.5.9 Communications/OBIS defines PA/IC System Performance tests, EMI tests and Wayside Equipment Tests to verify design and performance.



Also, newly built cars will be added to fleets which already have established communications systems. These established communication systems will include PA announcement systems and Intercommunication (IC) Systems. For this reason, new car communication hardware installations must be compatible with existing fleets.

3 Does DMU cab car control architecture allow for PTC implementation?

Yes-Ch. 16 Engineer’s Cab and Train Controls, Sec. 16.3.3, Other Controls and Switches lists in bullet format:

Provision shall be made for future PTC (Positive Train Control) displays for Engineer and Assistant.

Also, Ch. 13, Electrical System, Table 13-3, Power Phase/Load shed Matrix requires PTC system to operate under both HEP Power (normal) and Standby (after loss of HEP Power), but not under Emergency mode (no battery power).


Also, Ch. 16 Engineer’s Cab and Train Controls, Sec. 16.2 Cab Arrangement, The final console arrangement shall be submitted for approval during drawing and design review and at cab mockup reviews called for in Ch. 3.

Ch. 19 Test Requirements, Sec. 19.5.13.2, Operation of Positive Train Control, states, “The Contractor shall develop proof-of-design test procedures that validate all systemic operational and programming designs, functions, and requirements for the Positive Train Control (PTC) system, including component performance, integrity of system architecture, data collection, and retention functions, and train status evaluation. The procedures shall be developed in accordance with system requirements as established by systems manufacturer, the FRA and railroads, and shall include evaluation and verification of compliance with all requirements.



4 Passenger Convenience Outlets Yes -Ch. 9 Interior, Sec. 9.4.5 120V Outlet Strip, requires convenience outlets utilizing duplex 120 VAC receptacles shall be located between the window mask and wainscoting. A duplex receptacle shall be provided for each seat. The conduit base shall be integrated into the surrounding base.

For seats located at tables, two duplex receptacles shall be installed at each table, located so that the table or seat does not interfere with access to the outlet.

Also, duplex outlets shall be located in each toilet room, electrical locker, and utility lockers in all car types.

Also, Ch. 13, Electrical Systems, Sec. 13.6.1 Passenger Convenience Outlets, requires a flush-style 120VAC duplex outlet shall be installed in the wall panel at each seat pair location using GFCI circuits. The outlets in each car shall be protected by four separate power circuits, each of which shall be equipped with a 20 amp GFCI breaker with test and reset buttons.

Yes - Ch. 3 Project Management, Sec. 3.5 Design Objectives, and Sec. 3.6 Design Review provide verification process of Proof-of-Design.

Ch. 19 Test Requirements, Sec. 19.5.10 Electrical, requires that once each car is completed each car type shall be tested to determine the actual electrical loads, their phase balance and power factor. This shall be done under three different conditions, maximum heating load, maximum cooling electrical load and maximum ventilation. These values shall be used to verify compliance.


6.7 VEHICLE STANDARDIZATION

Item No.



1 The NGEC was created to develop technical specifications for the design, development, and procurement of “Standardized” Next Generation Passenger Rail Equipment for both intercity and state’s corridor service requirements. Has standardization of design, equipment, systems, and components been incorporated into the technical specification to the extent possible and practical to meet the PRIIA objective?

Yes-In 2011 the NGEC Executive Board created a Standardization Working Group that developed a detailed Work Plan and Standardization Pilot Program in May 2011. However, the SWG had difficulty implementing the Pilot Program and the NGEC Board directed an independent review and assessment of the Standardization Process. This independent review and report resulted in specific recommendations that were adopted by the NGEC Board for all PRIIA technical specification procurements.

The first PRIIA procurement, the bi-level coach, is currently in process as of the writing of this Report. The procurement incorporated many of the recommendations from the independent standardization review and analysis.

In parallel with these activities, the DMU technical specification was in development by the Technical Subcommittee which also incorporated many of the core recommendations from the independent review recommendations.

Examples of “Standardization” in the technical specification are as follows:

Ch. 4 Carbody requires that apparatus supports and housings shall be incorporated into the under-frame structure, equipment compartments and equipment lockers so that the apparatus, as supplied by the manufacturer, may be mounted interchangeably.

Also, a sufficient number of jigs, fixtures and templates shall be used to assure interchangeability of components and uniformity of structure throughout the fleet. This will allow for interchangeable components that meet fit/form/function/input/output designs.

Equipment/systems/components that have been identified as candidates for this definition of standardization are

Yes- Ch. 3 Project Management, Sec. 3.5 Design Objectives and Sec. 3.6 Design Review provide the verification process of Proof-of-Design.

The Procurement Process and technical evaluation of prospective DMU suppliers needs to place heavy emphasis on the review of the response by suppliers to the standardization requirements. Also, it is suggested that the lessons learned from the Bi-Level Procurement be reviewed and incorporated as appropriate.



brake systems/components, HVAC systems, Door systems, couplers, interior components such as seat frames, tables, lighting systems, HEP and electrical controls/27 pin MU and COMM cables and receptacles, communication system components PA/IC, wheels and axles, batteries and chargers, inter-car gangways, static inverters, and various truck components including primary and secondary suspension components.

The DMU specification identifies and incorporates technical specification standardization requirements, to the maximum extent practical, for similar systems and components identified from other PRIIA technical specifications previously approved that is applicable to the DMU specification, including the bi-level, single level, trainset, and diesel-electric locomotive approved specifications.

2 Are all DMU car types based on a standardized design that facilitates tailoring of interior equipment arrangements and functionality to meet needs of Amtrak, different state agencies and classes of service?

Also, will car designs be modular to the extent practical in order for designs required for needs of different state agencies and classes of service?

Yes-to the extent practical. There are 3 DMU types of cars, “A” and “B” cabs and the “C” car, which can be either powered or unpowered. The greatest flexibility is in the interior arrangement of the “C” car, which has the largest passenger seating area.

Ch. 1 Specification Summary, Sec. 1.4.1, Car types and arrangements notes Business Class seating may easily be developed and implemented on these cars through the use of modular business class service station that bolts into existing wall tracks. Business Class will also include ADA seating.

Any car type, at the Customers option, may include a small food service provision, which may include a trolley docking station, and/or small counter, either for food sales or seat food offering module.

Interior seat arrangements are subject to Customer approval, number of seats and seat pitch.

Yes - Ch. 3 Project Management, Sec. 3.5 Design Objectives, and Sec. 3.6 Design Review provide the verification process of Proof-of-Design.

Also, the design review process, Sec 3.6.4.3, Mockup Development and Review, includes mockups for sections of the interior, at the Intermediate Design Review Phase (60%), subject to approval by the Customer. The Mockups shall include, at a minimum:

Representative passenger seating area Two facing 2-person passenger seats Workstation table Overhead luggage bins Walls, panels, windows, Convenience outlets Heater grills/diffusers Café/lounge galley area mockup Cab/baggage car cab control

compartment Bike rack/baggage room Accessible toilet room Unisex toilet room



Electrical lockers Vestibule wall and ceiling panels. Wheelchair lift

3 With exception of the propulsion system carbody and attachment points, will the DMUs be designed to permit any car type defined in DMU specification to be converted to any other car type defined in this specification without requiring modifications to the carbody?

Yes-Ch. 4 Carbody, Sec. 4.5 Truck-to-Carbody Attachment states secondary connections between the carbody and the truck such as anchor rods, traction connectors, yaw dampers, etc. shall be made through appropriately designed brackets that are connected to the carbody by mechanical fasteners. These connectors shall be designed and constructed to permit interchangeability among DMUs, and arranged to permit removal of the bracket from outside of the carbody without interference from the vehicle structure.

Also, Ch. 5 Trucks and Running Gear, Sec 5.2 General Requirements, states the truck and all components shall be attached to the carbody in accordance with the requirements of 49CFR Section 238.219 and APTA Standard SS-C&S -008-98.


Ch. 19 Test Requirements, include truck tests for: Allowable stresses Equalization Truck frame load/overload tests Truck frame fatigue tests Truck primary suspension tests

Acceptance tests assure functional verification of all systems and Pilot Train before revenue operation.


6.8 ENVIRONMENTAL INITIATIVES

Item No.



1 Describe how the DMU vehicle technical specification promotes:

Use of sustainable or recycled materials that lessen the impact from the manufacturing process

Capture of recyclables from the manufacturing or production process

Yes- Ch. 3 Project Management, Sec. 3.4.2 Initiatives that Promote Sustainability in the Manufacturing Process requires the Contractor to provide to the Customer documentation regarding initiatives the Contractor has undertaken to promote sustainability and reduce the amount of material and energy waste produced by the manufacturing process. This documentation shall extend to the strategies employed by the Contractor’s suppliers and vendors.

Waste reduction strategies may include: Creation and utilization of re-useable packaging

for transport of materials Use of recycled materials for packaging Use of recycled or renewal materials in the

production process Reuse or recycling of excess material created

during the manufacturing process Use of energy efficient and/or low emission

vehicles and equipment for transportation and production purposes

Capture of re-useable or recyclable materials such as office paper, cardboard, copier toner, beverage containers.

Employee awareness campaigns Plastic car components shall be marked with

proper recycling symbol when practical

Yes-Ch. 3 Project Management requires the Contractor to develop a waste reduction program and shall provide to the Customer quarterly reports that document the status of the program and the level of success that the program is achieving.

2 Does the DMU vehicle technical specification require the use of R-400 series refrigerants for the HVAC system?

Yes-Ch. 10 HVAC System, Sec. 10.1 Overview requires HVAC units shall be removable and self-contained, and shall utilize scroll compressors using R400 –series refrigerants for cooling. R134a refrigerant may be proposed with Customer approval. R134a is a halo alkane refrigerant with thermodynamic properties, but with less ozone depletion potential.

Yes-Ch. 3 Project Management, Sec. 3.5 Design Objectives and Sec.3.6 Design Review provide the verification process of Proof-of-Design.

Ch. 19 Test Requirements, Sec. 19.5.7, requires one complete HVAC unit and its complete controls shall be given a qualification and capacity test by the air conditioning manufacturer. Test shall be conducted in accordance with ANSI/ASHRAE Standard 37.

PRIIA Section 305 NGEC Standardized Diesel Multiple Unit Passenger Rail Car- Review Panel Report Page 40

6.8 ENVIRONMENTAL INITIATIVES


6.9 PROPULSION SYSTEM ARCHITECTURE REQUIREMENTS

Item No.



1 Is the Propulsion System architecture subject to approval by the Customer?

Yes-Ch. 24. Propulsion System, Sec. 24.1.1, the Propulsion System may be a diesel-electric or diesel hydrodynamic-mechanical or other systems proposed, subject to approval by the Customer. The propulsion system architecture shall be subject to approval by the Customer.

Sec. 24.1.1.5 Analysis states the Contractor shall provide an analysis justifying the exact system architecture chosen. The justification shall address such issues as EMC (electromagnetic compatibility), cost, cooling, complexity, reliability, availability and fault tolerance, weight and maintainability, and shall demonstrate chosen architecture is not inferior to other reasonable alternatives.


Ch. 19, Test Requirements, Sec. 19.6.15, Locomotive Propulsion Tests, requires the following components of the locomotive’s propulsion system shall be tested and validated:

Engine performance Electrical system performance Dynamic brake Control Diagnostics

2 Will the propulsion power be matched to the anticipated makeup of the consist and the speed requirement accounting for unpowered cars?

Yes-Ch. 24, Propulsion System, Sec. 24.2, Service and Performance Requirements require the Contractor to provide a complete and compressive description of proposed DMU and past performance and experience. In addition to other tests, the Contractor shall provide Acceleration Tests with “A” and “B” cars. The consist tests shall include:

“A” and “B” cars + 1 powered “C” car. “A” and “B” cars + 1 un-powered “C” car. “A” and “B” cars + 110,000 lbs. of trailing load

(“A” + “B”+ 1 nominal PRIIA Single-level car)

Yes-Yes Ch. 3 Project Management, Sec. 3.5 Design Objectives and Sec. 3.6 Design Review provide the verification process of Proof-of-Design.

Ch. 19 Test Requirements, Sec. 19.6.5, Locomotive Propulsion Tests, requires the locomotives propulsion system shall be tested in accordance with technical performance specifications noted in Ch. 24, Propulsion System. Sec. 24.2 Service and Performance Requirements, the Contractor must perform simulations and train resistance calculations; the Davis Equation must be used. The Davis Equation utilizes Newton’s laws of motion and mechanics. Specifically, resistance to motion between wheel and surface (friction, air, curves/flange, and grades) and mechanics to calculate motion of a vehicle, i.e., its acceleration, deceleration, and the amount of weight it can carry.

3 Does the specification provide for the design of more than one engine, working together in a powered car, to provide the required traction power, HEP and redundancy?

Yes-Ch. 24 Propulsion Systems, Sec. 24.3 Diesel Engines, states, “the DMU shall be powered by one or more turbocharged diesel engines. Sec.24.2 provides for the Contractor to provide for the service and performance requirements noted above in Item 2. Sec. 24.1.1.4 provides for traction power and redundancy requirements.


Ch. 19 Test Requirements, Sec. 19.7.2, Functional Tests, requires a complete, orderly, and



comprehensive check of each and every vehicle system to verify its proper operation before commencement of revenue service.

4 Does the specification require that each propulsion system operate independently; failure or miss-operation of one unit does not adversely affect operation of the others.

Yes-Ch. 24, Propulsion Systems, Sec. 24.1.1.4, Diesel hydrodynamic-mechanical propulsion, states two axels of the DMU power cars must be driven. This can be two axles on one truck or a single axle on each of the two trucks. Driving a single axel on each truck requires two propulsion systems. These two systems shall run independently to provide fail safe redundancy or synchronized to provide maximum tractive effort.

Sec. 24.1.1, Propulsion System Architecture requires each propulsion system shall operate independently and failure or miss-operation of one unit shall not adversely affect operation of the others.


Ch. 19 Test Requirements, Sec. 19.6.15 Locomotive Propulsion Tests requires all major components of locomotives propulsion system shall be tested and validated.

Sec. 19.5.14.2 Pilot Train requires testing of the first complete road-worthy consist (A-B-C) and includes compatibility testing with other PRIIA single level cars and locomotives

5 Does the propulsion system meet EPA emission requirements?

Yes- Ch. 24, Propulsion Systems, Sec. 24.3, Diesel Engines, requires the engine shall be certified to EPA Tier 4 final standards for mobile off-highway diesel engines (49CFR Part 1039).


Ch. 19 Test Requirements, Sec. 19.6.15 Locomotive Propulsion Tests requires complete testing of the engine performance. Sec. 24.3 states the engine shall be certified to EPA Tier 4 final standards for mobile off-highway diesel engines (49CFR Part 1039). Also, Sec. 24.3.3 Cooling System Requirements, states the cooling system shall be consistent with EPA Tier 4 Final operational requirements for mobile off-highway diesel engines.

6 Does the specification provide for the propulsion system to incorporate the HEP alternator?

Yes- Ch. 13, HEP and Electrical Systems, Sec. 13.1 Overview, requires DMU “A” and “B” Cars shall generate 480 VAC 3-Phase HEP from either their propulsion engine(s) or their self –contained independent generator(s). DMU “C” Cars may or may not have propulsion. Sec.13.4, 480 VAC HEP requires each “A”, “B” and powered “C” car to provide sufficient HEP for itself and one other unpowered car.


Ch. 19 Test Requirements, Sec. 19.5.10, Electrical, Sec. 19.5.10.1, Electrical Load/Phase Balance/Power Factor requires one completed car of each type shall be tested to determine the actual electrical loads, their phase balance and power factor. Sec. 19.5.10.2 Trainline tests,



requires trainline tests be conducted at both ends of the first car of each type to test receptacles for the HEP, MU and COMM trainline circuits for functionality using a trainline test unit.

7 Does the specification require the propulsion power to be distributed throughout the consist to provide optimum acceleration; traction flexibility when separating a longer consist into shorter standalone consists?

Yes- Ch. 1, Specification Summary, Sec. 1.4.1, Car Types notes the basic configuration of a DMU includes an “A” and “B” power car. A maximum of one powered or unpowered “C” car can be coupled in between the “A” and ”B” cars to create an A-C-B consist. Longer trains can be assembled, e.g., A-B-A-C-B that provides capability to separate en route to serve multiple locations. The Specification was written with the understanding that if a train requires more than 5 cars, a push-pull equipment from other PRIIA Specifications would be used in the service.

Sec. 24.2, Service and Performance Requirements require the Contractor to provide performance data for DMU consists from 3 to 5 cars.

Yes- Ch. 3 Project Management, Sec. 3.5 Design Objectives and Sec. 3.6 Design Review provide the verification of the Proof-of-Design.

Ch. 19 Test Requirements, acceptance testing and Pilot Train testing validates performance verification with Customer specified route performance requirements, and train consist simulations.

8 Does the specification require two or more powered axles per car; preferable on separate trucks. If two axles are on a driven truck, will they be driven independently?

Yes-Sec 24.1.1.4, Diesel-hydrodynamic-mechanical propulsion system requires two axles of the DMU powered cars must be driven. This can be two axles on one truck or a single axle on each of the two trucks. Driving a single axle on each truck requires tow propulsion systems. These two systems shall run independently to provide fail safe redundancy or synchronized to provide maximum tractive effort.

Yes-Ch. 3 Project Management, Sec. 3.5 Design Objectives and Sec. 3.6 Design Review provide the verification of Proof-of-Design.

Sec. 24.1.1, The Propulsion System architecture shall be subject to approval by the Customer.

9 Does the specification allow for a mechanical transmission, hydraulic torque converter type transmission, or diesel-electric with motor drives?

Yes-Sec.24.1.1.4, Diesel-hydrodynamic mechanical propulsion system states the definition of a diesel-hydrodynamic –mechanical propulsion system includes a variety of service proven transmission choices to match the engine to the vehicle requirements for acceleration, speed and braking. The transmission can be a combination of electronically controlled power-shift mechanical gearing, a torque converter and retarder; the transmission can also be a hydrodynamic type which uses multiple torque converters that achieve various input/output ratios. Sec. 24.5.1 Diesel –Hydrodynamic –Mechanical Drive requires the transmission shall have a successful service record in the passenger rail environment, with similar speed and torque loading as projected in the DMU service.

Sec. 24.4 Diesel-Electric Drive, allows AC type traction

Yes- Ch. 3 Project Management, Sec. 3.5 Design Objectives and Sec. 3.6 Design Review provide the verification of Proof-of-Design.

Sec. 24. 1.1, the Propulsion System architecture shall be subject to approval by the Customer.



motors with electric drive, with main alternator; rectification by solid state devices; VVVF inverter. AC type motors shall be designed for North American Passenger Service.

10 Does the specification require the engines with their associated transmissions and/or generators and protective devices to be formed into a propulsion module that allows for fast and easy replacement and off-vehicle testing? The exception is cooling may be a part of the propulsion module remote mounted.

Yes- Sec. 24.1.1.1 Physical Integration, states to the maximum extent practical, the propulsion components, including controls, fire suppression system, cooling elements, alternators, transmissions, hydraulics, filters, and exhaust components shall be packaged as a module (or modules) in a frame (s) that can be mounted and removed from the carbody.

Yes- Ch. 3 Project Management, Sec. 3.5 Design Objectives and Sec. 3.6 Design Review provide the verification process for Proof-of-Design.

Ch. 24, Sec. 24.1.1, the Propulsion System architecture shall be subject to approval by the Customer.

11 Does the specification require the propulsion module to be vibration isolated on the car shell with sound barrier that minimizes exterior noise and interior noise and vibration?

Yes- Sec. 24.1.1.1, Physical Integration, states the module frame mounting points should be noise and vibration isolated from the carbody. Connections to the carbody should be flexible and easy to disconnect.

Sec. 24.1.1.6. Noise Emissions, requires the noise emissions levels of 40CFR Part 201 and 49CFR Part 210 shall apply. These are standards for both noise levels (dBA) for locomotives and noise certification process for new locomotives.

Yes-Ch. 3 Project Management, Sec. 3.5 Design Objectives and Sec. 3.6 Design Review provide the verification process for Proof-of-Design.

Ch. 9 Interior, Sec. 9.9.1 Noise and Vibration, requires the following interior/exterior noise levels to be met for a DMU operating at 110 mph:

Interior Unpowered DMU: 75 dBA in vestibules 70 dBA in seating area

Interior Powered DMU: 79 dBA in vestibules 76 dBA in seating areas

Exterior Noise Levels Stationary: Prior to 12-31-’79 - 73 dBA After 12-31-“79 - 79 dBA

Exterior Noise Levels Moving Conditions: Prior to 12-31-’79 - 96 dBA After 12-31—’79 -90 dBA

Note: Railcars 88 dBA at up to 45 mph and 93 dBA at > 45 mph

Tests shall be done under ANSI Standard S1-4.

12 Does the specification allow for final drives to be a right angle drive with or without a reversing gear?

Does the specification allow for a parallel gear

Yes-Sec. 24.1.1.4 Diesel-hydrodynamic-mechanical propulsion system states the final drive may contain a reversing unit to provide equal speeds in both vehicle directions. A reversing unit must be safety interlocked with the zero speed sensors. Sec. 24.5.3 Cardan Shafts, requires

Yes-Ch. 3 Project Management, Sec. 3.5 Design Objectives and Sec. 3.6 Design Review provide verification process of Proof-of-Design. Final propulsion system architecture shall be subject to approval by the Customer



box that is typical of electric motor drives? a cardan (drive) shafts shall have a double universal joint, splined arrangement, and shall be torsional resilient to cushion torsional shocks between the truck and the transmission. The Contractor must provide an analysis of the system (engines and transmissions) chosen.

Ch. 19 Test Requirements requires validation of engine/transmission performance, both functional and operational.

13 Does the specification require dynamic braking on hydraulic units shall be provide by means of a retarder for mechanical systems and rheostatic braking for electric motor driven systems?

Yes- Sec. 24.1.1.3, Diesel-electric propulsion system, requires each propulsion system unit shall utilize the traction motors for dynamic braking rated up to 50% traction power. Resistor grids (retarder) will be sized to dissipate all of this electric energy generated from braking as heat. In addition, the energy could be captured in a supplemental storage system (rheostatic braking) approved by the Customer.

However, Ch. 7 Brakes, Sec. 7.3 Performance, states DMU dynamic braking shall not be used to determine compliance with specified brake rates.

Yes- Ch. 3 Project Management, Sec. 3.5 Design Objectives and Sec. 3. 6 Design Review provide verification process of Proof-of-Design. Final propulsion system architecture shall be subject to approval by the Customer.

Ch. 19. Test Requirements, Sec. 19.5.4 Brakes, requires the design and specifications of the friction brake system shall be verified through a series of tests that simulate the environment in which the brake system will function. These tests shall analyze the brake systems performance, reliability, safety, under full-service and emergency brake rate measurements.

14 Does the specification require dynamic braking will be blended with friction braking?

Does the specification require the propulsion control logic unit to be able to provide a command for friction brake traction?

Yes-Sec. 21.1.3, Diesel-Electric Propulsion System states a unified engine/transmission propulsion control logic unit must work in concert with slip/slide and braking controls to provide a smooth blended braking and the appropriate amount of power under slippery conditions.

Yes-Sec. 21.1.3, Diesel Electric Propulsion System, states the propulsion control logic unit shall be able to provide a command for friction brake tractive effort to the friction brake system.

Yes- Ch. 3 Project Management, Sec. 3.5 Design Objectives and Sec. 3.6 Design Review provide verification process of Proof-of-Design. Sec. 7.4, Brake System Design Review requires approval of the concept and operation of the friction brake system.

Ch. 19 Test Requirements, Sec. 19.5.4.6 Blended Brake Test, requires on each locomotive the blended air/dynamic brakes shall be functionally tested in according to Contractor’s standards so that the current settings control calibration and meet the performance requirements.

Yes - Sec. 19.6.15 Locomotive Propulsion Tests require test and validation of the dynamic brake system performance with the friction brake system.

Sec. 19.5.13.1, Operation of Cab and Controls,



requires complete test and verification of the performance of the train control systems.

15 Does the specification require a state -of -the -art slip-slide protection system?

Yes-Sec. 24.4.3, Wheel Slip-Slide Detection-Diesel-Electric Drive, requires a state-of-the-art slip-slide protection system be provided by use of speed sensors on the traction motors and protect against both synchronous and differential slips and slides.

Sec. 24.5.4, Wheel Slip-Slide Detection-Diesel –Hydrodynamic Drive, requires a system be provided to detect and correct wheel slip and slide on each car whether random or synchronous on an individual truck basis, both in acceleration and braking.


Ch. 19 Test Requirements, Sec. 19.5.4.5 Road Brake Test, states the Contractor shall also conduct concurrently, wheel slip/slide tests (with brake system tests).

16 Does the specification require the propulsion system and its main sub-assemblies to incorporate a Local Diagnostic and Test System (LDTS) to perform self-test, fault detection, relevant signal recording, status logging, and self-diagnosis? Does the LDTS communicate such information in the on-board internal computer stored data logging architecture proposed by the Contractor?

Yes-Sec. 24.1.1, Propulsion System Architecture, states the propulsion system and its main sub-assemblies shall incorporate a Local Diagnostic and Test System (LDTS) to perform self-test, fault detection, relevant signal recording, status logging and self-diagnosis, and shall communicate such information in the on-board internal computer stored data logging architecture as proposed by the Contractor and approved by the Customer.

Yes- Ch. 3 Project Management, Sec. 3.5 Design Objective and Sec. 3.6 Design Review provide the verification process of Proof-of-Design.

Ch. 19. Test Requirements, Sec. 19.5.13, Cab and Controls requires the train control system, train data system and associated components shall be subjected to qualification tests to verify that they comply with the requirements. Equipment (and software) so tested shall conform to the manufacturing drawings.

17 Will the LDTS system, along with Shore Power and Controls be sufficient to encourage engine shutdown and restart to minimize idle time and avoid a prolonged manual inspection for each cycle? Is AESS part of this system?

Yes-Sec. 24.3, Diesel Engine (s) states, in addition to the requirement for the LDTS noted above, the engine shall be equipped with an AESS system compliant with AAR Standard S-5502 to save fuel and reduce engine exhaust emissions. Fuel consumption shall be optimized to allow for the lowest possible life-cycle costs. AESS software systems are proven to provide superior fuel and lube oil savings, reduce emissions, wayside noise, and keep locomotive in ready-to-use condition. AESS systems reduce excess idle time by up to 50%.

Sec. 24.2 Service and Performance Requirements requires provision for layover protection using shore power to bypass the ASES Feature


Ch. 19 Test Requirements, Sec. 19.6.5 requires the detailed testing and validation of the propulsion system functionality and performance.


6.10 REGULATORY AND INDUSTRY STANDARDS

Item No.



1 Does the DMU vehicle technical specification meet all federal regulations that are applicable for complying with the requirements of the technical specification?

Yes- Ch. 2, References and Glossary, provides a comprehensive summary and listing of regulations, industry standards, and material specifications as a guide to the Contractor, but shall not be construed as complete. The Contractor is responsible for ensuring that all applicable regulations, standards, and specifications are followed when complying with the requirements of the DMU specification.

The Contractor shall provide proof of compliance for those items so governed before the first DMU car (all types) and Pilot Train are accepted.

Examples of federal regulations are those promulgated by the Americans with Disability Act (ADA), Dept. of Energy (DOE), Environmental Protection Agency (EPA), Federal Aviation Administration (FAA), U.S. Food and Drug Administration (FDA), Federal Railroad Administration (FRA), Federal Transit Administration (FTA), and U.S. Public Health Service (USPHS). Especially important is 49 CFR Transportation, Section II, Parts 200-299.

Yes-Ch. 2 References and Glossary, Sec. 2.1 Overview, states the Contractor is responsible for ensuring that all applicable regulations, standards, and specifications are followed when complying with the requirements of the DMU specification. The Contractor shall provide proof-of-compliance with all applicable regulations, standards, and specifications.

Ch. 3 Project Management, Sec. 3.5 Design Objectives and Sec. 3.6 Design Review provide the verification process of Proof-of-Design.

Ch. 19 Test Requirements, states all tests specified are to be performed by the Contractor or the Contractor’s sub-contractors or suppliers in accordance with the specification as a condition of vehicle acceptance. Also, required are Material Certification Tests and Production Tests during the design/production phases.

2 Does the DMU vehicle technical specification meet all industry standards and recommended or best practices?

Yes-Ch. 2, References and Glossary, provides a comprehensive summary and listing of industry standards, however, the Contractor is responsible for ensuring that all applicable standards and specifications are followed when complying with the requirements of the DMU specification.

Examples of recognized industry organization standards and specifications are:

American Association of Railroads (AAR) Air-Conditioning, Heating, and Refrigeration

Institute (AHRI) Aluminum Association American National Standards Institute (ANSI) ANSI/American Society of Mechanical Engineers

(ASME) ANSI/ Institute of Electrical and Electronics

Engineers (IEEE)

Yes- Ch. 2 References and Glossary, Sec. 2.1, Ch. 3 Project Management requiring verification of Design Review, and Ch. 19 Test Requirements include Material Certification Tests, Production Tests, and Vehicle Acceptance Tests to assure compliance with all specification industry standards and best practices.


6.10 REGULATORY AND INDUSTRY STANDARDS

American Public Transportation Association (APTA)

American Society of Heating, Refrigeration, and Air Conditioning Engineers (ASHRAE)

American Society of Mechanical Engineers (ASME)

American Society for Testing and Materials (ASTM)

American Welding Society (AWS) European Committee for Electro-technical

Standardization) CENELEC Canadian Standards Association (CSA) Electric Industries Alliance (EIA) General Services Administration (GSA) International Electro-technical Commission (IEC) Institute of Electrical and Electronics Engineers

(IEEE) Industrial Fasteners Institute (IFI) Association Connecting Electronics Industries

(IPC) International Organization for Standardization

(ISO) Military Standards (MIL) National Fire Protection Association (NFPA) Society of Automotive Engineers (SAE) Specifications (PRIIA provided specs)


6.11 TESTING AND ACCEPTANCE REQUIREMENTS

Item No.



1 Does the DMU vehicle technical specification contain adequate requirements for design verification through modeling or testing?

Yes- Ch. 3, Project Management, Sec. 3.6 Design Review, requires the Contractor, within 30 days of NTP to submit an engineering plan for accomplishing the engineering design functions and objectives. The Design Review process shall begin no later than one month after NTP. The Contractor is also responsible for submitting a Project Management Plan, with a critical path scheduling, within 45 days of NTP.

The Contractor shall be responsible for the car design including all sub-systems and materials with appropriate review by the Customer. Sec. 3.6.1, Customer Involvement, states the Customer shall be an integral part of all aspects of the design, inspection, testing, and approval program for the rail car. The testing requirements include Proof- of- Design, Materials Certification, Production, and Vehicle Acceptance.

The carbody design will be model utilizing a Finite Element Analysis approved model to ensure carbody strength and fatigue criteria for the design life of the car (40 years).

Components, subject to Customer approval, will also require a number of mockups at the Intermediate Design Phase.

Yes- Ch. 19 Test Requirements, Sec. 19.5, Proof-of-Design, requires the Contractor to develop a series of tests to evaluate the design of the carshell and each car system, subsystem and major component to verify that the performance requirements of the carshell structure, systems and components have been met, that the systems and all component parts function as intended and within all specified parameters, and the no unintended or unanticipated functions, problems or non-conformances are discovered during production or operation of the cars.

The carshell and its primary structure shall undergo extensive proof-of-design testing to validate the structural strength, dimensional accuracy and performance of the carshell (including CEM requirements).



2 Does the DMU vehicle technical specification contain adequate requirements for Production Tests and Quality Assurance testing?

Yes - Ch. 3 Project Management, Sec. 3.4 Quality Assurance requires the Contractor to develop and submit to the Customer for approval a Quality Assurance Plan (in accordance with FTA Guidelines) within 90 days of NTP. The QA Program shall assure that all aspects of car design, component manufacture and testing, car assembly and testing, and car commissioning are in full conformance with the design, materials and workmanship requirements provided in the technical specification and are comprehensively documented.

Yes - Ch. 19 Test Requirements, Sec. 19.3, Master Test Plan, requires the Contractor shall submit to the Customer for approval a master test plan covering tests listed in or otherwise required by this (DMU) Technical Specification. The Master Test Plan shall be submitted to the Customer no later than 180 days from NTP. The test plan will show the detailed sequence in which the tests will be performed and the time and place of each test to be performed.

3 Does the DMU vehicle technical specification contain adequate requirements for Materials Certification Tests?

Yes –Ch. 3 Project Management, Sec. 3.6.2, Approval of Suppliers, requires the Contractor to be responsible for pre-qualifying all proposed subcontractors and within 30 days of NTP, the Contractor shall supply a complete list identifying each major supplier and their product proposed for use on the car. Sec. 3.6.5, Component Approval, requires all vehicle components, except those listed in the specification, shall be subject to approval by the Customer. Sec. 3.6.6, First Article Inspection, requires Contractor to perform First Article Inspection (FAI) on all major components, subassemblies and fully assembled cars.

Yes – Ch. 19 Test Requirements, Sec. 19.4 Material Certification Tests, requires all materials used in the production of the vehicles shall be tested to verify conformance with all applicable standards, regulations and specifications, and to ensure that the material performs as specified. At a minimum, a listing of some of materials in the specification includes:

Stainless steel and other steels used in carshell production

Exterior glazing Interior materials Subfloor panels Insulation materials Components used in truck manufacture,

e.g., suspension and coupler assemblies Materials used in food prep, potable

water, and trash storage

4 Does the DMU vehicle technical specification contain adequate requirements for vehicle and Pilot Train acceptance testing?

Yes- Ch. 3 Project Management, Sec. 3.7.6 Car Pre-shipment Inspection, requires the Contractor to perform a pre-shipment inspection, after all work is performed, according to Customer approved procedures. The car history book shall be complete and ready for Customer approval and signature.

Yes- Ch. 19 Test Requirements, Sec. 19.7 Acceptance Tests, requires all tests specified in this section to be performed by the Contractor on the Customer railroad, or as otherwise designated by the Customer. The tests shall be satisfactorily completed as a condition of vehicle acceptance.

Sec. 19.7.2, Functional Tests requires a complete, orderly and comprehensive check of each and every vehicle system shall be made to verify its



proper operation before commencement of revenue operation.

Sec. 19.8 Post-delivery Testing of Pilot Train requires three pilot cars (one of each type) to have undergone and passed all applicable acceptance inspections and tests. Once these tests have been successfully completed, three Pilot cars shall be combined with other rail equipment as designated by the Customer to verify car-to-car operational compatibility and coupler tests with other car types, including unpowered intermediate cars or rescue locomotives.

5 Are there provisions in the specification for customer participation (and approval) in the design review process, materials certification tests, production tests, and vehicle final acceptance tests?

Yes – Ch. 3 Project Management, Sec. 3.6.1 Customer Involvement states the Customer shall be an integral part of all aspects of the design, inspection, testing, and approval program for the DMU rail cars.

The Customer shall designate to the Contractor those individuals and organizations that are participating in the design review and inspection process on behalf of the Customer. These individuals may include employees of the Customer’s organization, including its consultants.

Representatives of regulatory agencies shall be afforded all desired access to the project, including inspections, design reviews, witnessing tests and audits as requested by the regulatory agencies.

Yes – Ch. 19 Test Requirements, Sec. 19.1 Overview requires the Contractor to conduct all required tests under Customer observation, and the FRA may also observe such tests. All contractual tests shall be conducted in accordance with Contractor developed and Customer approved test procedures and a Customer approved Master Test Plan. The Master Test Plan includes all tests for Material Certification, Proof-of-Design tests, Production Tests, and vehicle Acceptance Tests.


6.12 CONFIGURATION MANAGEMENT

Item No.



1 Does the specification require configuration management for vehicle development and a specification the leads to a PRIIA conformed technical specification?

Yes – Ch. 3 Project Management, Sec. 3.4.1 Quality Assurance Plan includes the requirement of a process for engineering changes, configuration management, production control and other manufacturing tools to ensure that vendors and production are working to current revisions of all drawings, specifications, policies and parts lists.

Sec. 3.6.3 Configuration Management requires the Contractor shall develop and submit to the Customer for approval a configuration management plan within 45 days after NTP. The plan shall illustrate how the Contractor intends to meet the configuration management requirements and shall include as a minimum:

Flow Charts of paperwork for design changes Forms to convey, track and account for the

design changes Description of methods and communications to

be used to control hardware configuration identification, receiving inspection, inventory control, installation, test, and safety.

Description using forms to reflect the current modification status of every car

Method used to make required revisions to publications, drawings, education programs, photographs, and other program software.

The configuration management plan shall have live document status. All changes must be submitted to the Customer at the next 30 day report period. Changes are subject to Customer approval. Contractor shall maintain accurate and current configuration records, available to the Customer, throughout the contract period and for a 3 year period after final contract payment.

Yes-Ch. 3 Project Management, Sec. 3.6.3 Configuration Management, requires the Contractors technical documentation shall be capable of defining the approved configuration of hardware and computer software under development, test, production, or in operational use. Technical documentation shall identify the configuration to the lowest level required to maintain performance, quality, and reliability.

Ch. 22 Training and Documentation, Sec. 22.3 As-Built Drawings, requires the Contractor to provide the Customer with a full set of component, system, arrangement and installation drawings, schematics and specifications for all parts and assemblies as provided on each type of car. These drawings shall be in Customer-approved 3-D CAD format and shall meet the requirements of PRIIA Specification 305-910.

A complete set of as-built drawings shall be delivered within 30 days after the delivery of the first car of each type.

2 Does the specification provide for the traceability of the configuration management process to support PRIIA 305 Executive Committee approval?

Yes-Ch. 3 Project Management, Sec. 3.6.3 Configuration Management, requires all requested Contractor changes are subject to approval by the Customer (NGEC and its State members).

Yes- Ch. 3 Project Management, Sec. 3.6 Design Review requires approval of all design submittals by the Contractor, Preliminary Design, Intermediate Design, Mockups, and Final Design.


6.12 CONFIGURATION MANAGEMENT

The NGEC Executive Board adopted PRIIA Procedure 305-100, Document Management Process. This Document Management System is intended to be a method by which the vehicle specifications, processes, designs and support documents as approved by the PRIIA 305 Next-Generation Equipment Committee are managed, reviewed, revised, controlled and stored in a manner that preserves the integrity , intention and detail of the approved documents while simultaneously allowing these documents to be edited, revised and corrected as needed to reflect changes in technology, resolve inconsistencies, improve document language for clarity or correct errors. NGEC Project Management of the vehicle contract needs to be integrated with PRIIA 305-100 as appropriate.

Note: PRIIA Document Management Process, Sec. 1.6.4, Creation and Maintenance of As-Built Specifications, is a placeholder section which needs to be developed in the future to manage revisions to documents which occur after vehicle delivery. Essentially part of the Operations & Maintenance aspect of the Systems Engineering Process.

The NGEC, and its current study with Parsons Brinkerhoff, is intended to specify how the approved and controlled documents are owned and what organizational entity should be the designated custodian of NGEC –approved documents.

Sec. 3.6.3.1 Engineering Changes requires that any Class I Engineering Change Request (ECR) must be submitted to the Customer for review prior to approval and implementation. Class I ECRs are defined as any ECR to modify, delete, add or substitute any part, assembly, or equipment shall be designated as a Class I change as defined by specific criteria in the specification. Examples of criteria that are affected:

Safety Interchangeability Periodic Maintenance and schedules Reliability Electromagnetic interference (EMI) Mechanical or Electrical form, fit, or

function Spare parts provisioning Parts manuals Repair procedures Weight Wiring or electrical function

All other changes are deemed to be Class II changes, are informational in nature; corrections to drawings and documentation that do not affect the functionality of the vehicle.

All Class II ECRs shall be submitted to the Customer as information and included with the Engineering Change Status Report maintained by the Contractor. All ECRs shall be listed, including the status and completion dates.


Documents

· Web viewThe system shall be piped to simulate actual car piping. ... They have 1600 amp capacity and line drop ... Sec. 3.7.6 Car Pre-shipment Inspection,