SECTION 5 – PASSENGER DOORS
5.1 GENERAL
Each car shall have a minimum of four (4) door openings for the boarding of passengers. The doors shall be arranged with a minimum of two (2) per side. All doors shall be of the sliding plug type, controlled via signals issued by the Operator. The doors shall be flush with the car body proper when closed.
Passengers shall be able to control doors from pushbuttons located adjacent to or on the door panels when the pushbuttons are enabled by the Operator. A minimum of one doorway located 10 to 13 m from the front of the operator’s cab on the right side of the vehicle shall be equipped with automatic bridgeplates to provide level boarding fully accessible to mobility impaired persons in wheelchairs. The bridgeplate shall be deployed through either via operator request or in response to passenger request after an enable signal from the operator.
Each doorway shall include two (2) door panels which slide in opposite directions, parallel to the side of the car. Doors shall not protrude more than 75 mm from the vehicle side during any portion of the open or close cycle.
The door controls and all door equipment shall be interchangeable from one location to any other location and from car to car. The bridgeplate controls and all bridgeplate equipment shall be interchangeable from one doorway to any other doorway equipped with a bridgeplate and from car to car. To this extent, all mounting holes for all hardware shall be jig-drilled to insure interchangeability.
The door and bridgeplate system shall be designed in accordance with the safety requirements of Section 2.8 of these TECHNICAL SPECIFICATIONS.
5.2 DOOR PANELS
5.2.1 GENERAL REQUIREMENTS
All side doors shall be of LAHT steel or aluminum construction, and joined into an integral unit by resistance welding. All edges and joints shall be thoroughly sealed to prevent the infiltration of moisture. Interior cavities, where it is possible for condensation to form, shall be provided with drain holes at the bottom.
Each door panel shall contain a laminated safety glass window, tinted to match the side windows. The window height shall sufficient to permit direct viewing of the door closing and bridgeplate movement warning signal by a passenger on the platform, when the doors are closed.
Door windows shall be retained in the door panel by neoprene glazing strips or bonded. The window retention arrangement shall be watertight.
Installed doors must be vibration- and rattle-free while the streetcar is underway and while doors are operating when the train is stationary. The door system, in conjunction with the vehicle's aerodynamics, shall prevent whistling and other objectionable noises at all vehicle speeds.
5.2.2 STRENGTH REQUIREMENTS
The door panel skin, structure, and mounting hardware shall be of an ample gauge to provide proper strength and rigidity to sustain a concentrated load of 890 N applied perpendicularly to the plane of the door at any location on the panel, with the door panel installed on the car. The load-bearing surface shall be a 100 mm by 100 mm for this requirement. The allowable maximum deflection under these conditions with the door simply supported at the top and bottom shall be limited to 10 mm maximum with no permanent deformation after the force is removed.
5.2.3 WEATHER SEALING REQUIREMENTS
The door panels and doorways shall be weatherstripped to be watertight when the car is being washed and for service speeds up to 48 km/h with the worst case possible combination of climatic conditions as described in Section 2.2.3 of these TECHNICAL SPECIFICATIONS. Sealing shall be provided by a seal at the car body edges, the top edge of the door, the forward edge of the door where the panels meet in the closed position, and at the bottom edge. All seals shall be applied in a manner which enables them to be easily replaced with the door panels in place.
5.3 DOOR OPERATOR
The door operator shall be electrically operated and shall have sufficient power to reliably open and close the doors with the most unfavorable ambient wind and vehicle pressurization conditions. The left and right door panels in a given doorway shall move simultaneously. One operator shall be provided per doorway.
The operator may impart motion to the door panels through a toothed belt.
The operator shall be located in the transom area above the doorway. The shaft or linkage shall be concealed, except as necessary for the sliding mechanism, such that it is not directly visible when the door is opening and closing, or when the door is in the fully closed position. Access to the door operator shall be by opening a cover or removing an access panel, without the need to move or disconnect other equipment. Sufficient clearance and access space shall be provided to maintain all components on the operator assemblies and to remove the assemblies as complete units.
All door tracks shall be mounted within the carbody or within the door panel. Separate sliding door lock assemblies, if required by the door design, shall be within the carbody.
The operator shall be powered from the low voltage power system and shall be capable of operating over the voltage range specified in Section 2.4.1 of these TECHNICAL SPECIFICATIONS without affecting the reliability and service life of the operator. The operator shall be capable of withstanding stall current indefinitely, or, alternately, shall be capable of detecting this condition and removing power if it persists for a preset time, without adverse affect on the reliability and service life of the equipment.
5.4 BRIDGEPLATES
A retractable bridgeplate shall be provided to bridge the gap between the doorway threshold and the wayside low platform at one side doorway on each side of the vehicle, to assist in the boarding of wheelchair passengers. In the event of a loss of local control power, the bridgeplates shall remain in the last commanded position during the absence of control power and when power is restored.
5.4.1 BRIDGEPLATE OPERATION
To deploy the bridgeplates by the operator’s signal, two (2) independent control signals shall be required. One shall be the RELEASE signal, the other shall be the BRIDGEPLATE signal. To permit passenger deployment of a bridgeplate by local pushbuttons, only the RELEASE signal shall be required. Both of these signals and the passenger pushbutton function shall be interlocked with the no-motion circuitry described in Section 2.5.9 of these TECHNICAL SPECIFICATIONS, so that they cannot be provided unless the train is stopped. The bridgeplate control system shall be considered a train safety system and shall conform to the safety requirements of Section 2.8 of these TECHNICAL SPECIFICATIONS.
The operation of the bridgeplate shall be interlocked with the operation of the associated door to prevent door opening until the bridgeplate is extended to its final position and is resting on the platform. The bridgeplates shall retract after the associated door has closed and locked.
The bridgeplate mechanism shall include a positive locking feature in the retracted position. A switch shall be provided to directly sense the fully retracted position of the bridgeplate and another to directly sense the application of the locking feature. These switches shall be electrically in series in the Door Status Interlock loop circuit described in Section 5.10.2 of these TECHNICAL SPECIFICATIONS such that the summary door status relay shall not pick up if any bridgeplate is not fully retracted and locked. The mounting of the sensing switches shall be such that no readjustment shall be necessary when any given switch is replaced. A separate adjustment point shall be provided for each switch to compensate for system wear.
The visual and audible bridgeplate warning signals described in Section 5.12.2 of these TECHNICAL SPECIFICATIONS shall be provided at each bridgeplate equipped doorway and in the cabs.
5.4.2 BRIDGEPLATE CONSTRUCTION
The bridgeplate and its mechanisms shall be located beneath the side door threshold. The bridgeplate shall deploy outward and then tilt downward to meet and rest on the platform surface. The bridgeplate shall interface with a hinged portion of the door threshold to form a continuous ramped surface with a slope no greater than 1:6 under the following conditions:
• Minimum platform height.
• New wheels.
• Car loaded at 50% of AW2 passenger load.
The bridgeplate ramp shall not extend more than (490 mm) 380 mm beyond the edge of the threshold when fully extended. The bridgeplate width edge-to-edge shall meet the full width of the door opening such that there is no gap between the door opening and the edge of the bridgeplate when bridgeplate is deployed. The bridgeplate shall function correctly at the maximum platform height with all car weights of AW0 to AW3, wheel wear of up to 10 mm radius unless compensated.
The ramp portion of the bridgeplate and the threshold shall be constructed of cast aluminum or stainless steel. A non-skid surface such as flame spray, plasma spray or other approved sources shall be applied to the bridgeplate ramp. Adhesive backed, non-skid "tape" or sheets shall not be permitted.
The bridgeplate shall be electrically powered, span the full useable width of the door opening, and be capable of filling the vertical and horizontal gaps encountered at station platforms. All the structural components of the bridgeplate shall be constructed of aluminum or stainless steel. If guide rollers are used they shall be stainless steel with permanently lubricated bearings. Other rolling and sliding surfaces shall be designed not to require periodic lubrication.
The ramp shall be designed to support a load of 2 kN, with a safety factor of at least 3 based on the ultimate strength of the material.
Edge treatment shall consist of beveling ramp and threshold edges. Such edges shall not be greater than 13 mm nor less than 3 mm thickness and shall be rounded to eliminate sharp edges. A replaceable wear strip shall be provided at or beneath the outboard edge of the bridgeplate ramp, where it contacts the wayside platform.
When being deployed, or retracted the force capable of being exerted by the bridgeplate on a wayside obstruction shall be adjustable from 130 N to 400 N. When an obstruction is encountered the bridgeplate mechanism shall stall until the obstruction is removed. The mechanism shall be capable of maintaining such a stall condition indefinitely without damage or reduction in the life of any component.
Provision shall be made for manual operation of the bridgeplate mechanism in the event of power failure. The bridgeplate shall be capable of being manually deployed or retracted. The mechanism for manual operation shall not be readily accessible to passengers.
5.5 DOOR OPERATOR AND BRIDGEPLATE CONTROL PANEL
A door and bridgeplate (as appropriate) operator control panel shall be provided at each doorway and shall be located in the transom header area. Each operator control panel shall be capable of responding to control line door and bridgeplate control commands. The control panel shall include provisions for adjusting and controlling door opening and closing speeds, door closing forces, bridgeplate deploy forces, and bridgeplate deploy and retract speeds unless they are provided at the operators. The controls shall be either relay, discrete electronic or microprocessor-based logic. The door and bridgeplate operator and control shall be interlocked with the no-motion circuit.
There shall be one (1) control panel for each doorway. Both chopper and resistance based controls are permitted.
5.6 DOOR FUNCTIONAL REQUIREMENTS
The door motion shall be smooth and free of shock and impact. Damping shall be provided at the end of travel of the door in both the opening and closing directions. This may be accomplished through the use of electrical controls or linkage geometry, as may be appropriate, to provide cushioning and to prevent oscillation about the open or closed end stops. In the event of a loss of local control power, the doors shall remain in the last commanded position during absence of control power and when power is restored.
The door operator controls shall include an electronic force detection mechanism in addition to the sensitive edge described in Section 5.7 of these TECHNICAL SPECIFICATIONS. The maximum effective force to activate the obstruction detection on one panel in closing mode shall not exceed 65 N. The maximum peak force shall be limited to 115 N.
The delay time from receipt of a door command signal by the door controls to the first motion of a door panel shall not exceed 0.15 s if the associated bridgeplate is not deployed. If the associated bridgeplate is deployed the first motion of a door panel shall not exceed 0.15 s after the bridgeplate is fully deployed. The operating time of any door, from time of first motion to the point of completion, including cushioning, shall be 3.0 s to open and 4.0 s to close, "0.5 s. The maximum door closing speed shall be 400 mm/s. Operating times shall be adjustable by software changes.
A door lock function shall positively retain the doors in the closed position. The lock function may be a positive mechanical lock or an over-center function of the operating linkage if the linkage is directly connected to the door panels. The lock shall automatically engage when both door panels at a doorway reach the closed position. A manual release device accessible to passengers shall be provided at each door location to release the door lock and allow all door panels to be manually opened in an emergency as described in Section 5.9.1 of these TECHNICAL SPECIFICATIONS.
Electrical position-sensing switches shall be provided to detect that each door panel is fully closed and locked. Separate switches shall be provided for each detection requirement, and each switch shall directly detect actual panel and lock position. The mounting of all sensing switches shall be such that no readjustment shall be necessary when any given switch is replaced. There shall be a separate adjustment point on each switch for system wear.
To open the doors by operator control, two (2) independent control signals shall be required. One shall be the RELEASE signal, the other shall be the OPEN signal. To permit passenger opening of the doors by local pushbuttons, only the RELEASE signal shall be required. Both of these signals and the passenger pushbutton function shall be interlocked with the no-motion circuitry described in Section 2.5.9 of these TECHNICAL SPECIFICATIONS, so that they cannot be provided unless the train is stopped. The door control system shall be considered a train safety system and shall conform to the safety requirements of Section 2.8 of these TECHNICAL SPECIFICATIONS.
5.7 DOOR OBSTRUCTION DETECTION
5.7.1 OPERATIONAL REQUIREMENTS
A sensitive edge shall be incorporated within the leading edge of each door panel seal which shall activate a pressure wave switch. Upon detection of an obstruction by this switch, the door panels in the affected doorway shall immediately open and remain open for a preset period controlled by an adjustable time delay circuit. This timing circuit shall be adjustable from zero to 10 s. The door panels shall then again attempt to close. If the obstruction is no longer detected, the doors shall close and lock.
If the obstruction is still detected, the sensitive edge shall cause the door panels to recycle until the obstruction is removed. If an open command is issued at any time, it shall override and reset the obstruction detection circuitry. If the obstruction detection switch is closed while the doors are in the process of opening from an open command, the open command shall not be nullified.
5.7.2 SENSITIVITY REQUIREMENTS
The sensitivity of the obstruction detection system for each panel separately shall be as follows:
(a) It shall detect a flat bar, 10 mm wide and 75 mm high, held rigidly between and perpendicular to the door panel, as a hand might be held to stop the doors. This sensitivity shall be required everywhere along the length of the panel except the uppermost 75 mm of the nosing seal.
(b) It shall detect an object, 20 mm in diameter, held rigidly between and perpendicular to the door panels at all locations along the length of the door nosing seal, except the uppermost 75 mm and lowermost 25 mm of the seal.
5.7.3 SEAL REQUIREMENTS
The forward edge seal shall be made of neoprene or EPDM of a hardness and cross-section necessary to meet the obstruction detection sensitivity requirements stated above without causing nuisance activations, while avoiding air and water infiltration.
5.8 CONTROL SWITCHES AND PUSHBUTTONS
5.8.1 GENERAL REQUIREMENTS
The doors shall be controlled from the crew switches, the operator's cab door-control pushbuttons and switches, and the passenger pushbuttons. Switches and pushbuttons used for these controls shall be of heavy-duty, industrial type, suitable for frequent use in the Portland rail transit environment.
5.8.2 CREW SWITCHES
Two (2) doors shall be provided with electrical, weatherproof, rotary switches operated by the crew key. Switches shall be located inside and outside the vehicle, a total of two per doorway. The outside switches shall be located beyond the open position of the door.
The switch and the adjacent door operator shall be arranged so that they can function independent of whether any operator's console is powered.
The crew switch shall have three (3) positions: OPEN, NEUTRAL, and CLOSE. When the crew switch is rotated to the OPEN position, the adjacent door shall open. When the switch is rotated to the CLOSED position, the door shall close. The control logic shall be configured to allow closing of a door that has been opened from the crew switch from an energized operator's console.
5.8.3 OPERATOR'S CONSOLE DOOR CONTROL SWITCHES
The Operator's console described in Section 4 of these TECHNICAL SPECIFICATIONS shall incorporate control pushbuttons and switches for the door system. The pushbuttons shall be functional in a cab only when the reverser is in the FORWARD, NEUTRAL, or REVERSE position and the power handle of the master controller is in a braking position.
All door control pushbutton switches shall be interlocked with the no-motion circuitry. The console pushbuttons shall operate as follows:
• Activation of a right or left side BRIDGEPLATE pushbutton shall energize the BRIDGEPLATE, DOOR, and ENABLE control lines for the associated vehicle side, which shall cause the bridgeplates on that side to deploy, except when the associated door is already open and shall command all doors on that side of the train to open.
• Activation of a right or left side DOOR pushbutton shall energize the DOOR and ENABLE control lines for the associated vehicle side, which shall cause the selected doors on the respective side of the train to open fully.
• Activation of the right or left side ENABLE pushbuttons shall energize the ENABLE control line for the associated vehicle side and shall cause control power to be provided to the passenger BRIDGEPLATE and DOOR pushbuttons on the respective side of the train, thereby causing them to illuminate green, indicating that the pushbutton is enabled.
• Activation of the right or left side CLOSE pushbuttons shall initiate the door closing warning to sound followed by the respective doors fully closing and locking, followed by the bridgeplate motion warning signals and retraction of any deployed bridgeplates. If the passenger BRIDGEPLATE or DOOR pushbuttons have been enabled anywhere on the train on the respective side, they shall, upon issuing a close command, be disabled.
5.8.4 PASSENGER PUSHBUTTONS
Each door opening shall be provided with illuminated passenger DOOR pushbuttons on the outside of the vehicle for passenger opening of the doors. Door pushbuttons on the interior of the vehicle shall be illuminated if mounted on the door panel or non-illuminated if mounted on a vertical stanchion.
Each accessible door opening shall be provided with illuminated passenger BRIDGEPLATE pushbuttons and tapeswitches on both the inside and outside of the vehicle, a total of three per doorway, for passenger bridgeplate operation requests.
DOOR pushbuttons shall be colored yellow. The BRIDGEPLATE pushbuttons and tape switch shall be colored blue. The color may be used to color the switch button area or may be applied to a band, approximately 25 mm in width, that surrounds the switch. The switch names shall be marked in raised lettering, dimensioned to permit sensing by a visually impaired person. The International Symbol of Accessibility (wheelchair) shall be applied to the BRIDGEPLATE switches, if large enough, or on the car adjacent to the switches, if the switch area is insufficient for good visibility.
The interior passenger DOOR pushbutton and one of the BRIDGEPLATE pushbutton at each bridgeplate doorway shall be mounted to the right or left of the door opening. The switch centers shall be located between 1120 mm and 1220 mm above top-of-floor. The second BRIDGEPLATE pushbutton shall be a tape switch located below the handrail in the wheelchair area for that door, accessible to a person seated in a wheelchair.
Exterior passenger DOOR and BRIDGEPLATE pushbuttons shall be located at each door. The switch centers shall be mounted between 1120 mm and 1220 mm above the top of the passenger platform.
Opening of doors and deployment of associated bridgeplates in a doorway by passengers shall be controlled by the adjacent passenger DOOR and BRIDGEPLATE pushbuttons. Passenger DOOR and BRIDGEPLATE pushbuttons shall be illuminated GREEN when released from the Operator's console. Momentary activation of any released passenger DOOR pushbutton shall cause both panels in the adjacent doorway to fully open. Momentary activation of any released passenger BRIDGEPLATE pushbutton shall cause the bridgeplate and both panels in the adjacent doorway to fully open. Door panels opened and bridgeplates deployed from the passenger pushbuttons shall remain open until commanded closed by operator control.
The passenger BRIDGEPLATE pushbuttons shall also function as bridgeplate request switches, pressing a switch shall activate the bridgeplate deploy request indication lamp and audible indicators in the cab and also shall cause the passenger BRIDGEPLATE pushbuttons that were pressed to illuminate RED. After the vehicle stops and the Operator presses the ENABLE or DOOR pushbutton, the requested bridgeplates shall deploy, then the doors will open. Doors where no bridgeplates were requested shall open immediately if the DOOR pushbutton was pushed.
If a passenger BRIDGEPLATE interior pushbutton is pressed on either side of the vehicle, the opposite bridgeplate door shall also receive the request. All interior and exterior push buttons shall indicate the request received by the change in the LED panel. When the operator opens the door on the service side, only that side bridgeplate shall deploy.
If the passenger BRIDGEPLATE pushbutton is pressed at a doorway after that door has opened (without the bridgeplate being deployed), the doors shall immediately close, the bridgeplate shall deploy, and then the doors shall reopen. The cab bridgeplate deploy request indicators will function to notify the Operator and the passenger switch shall illuminate RED. The procedure will require the Operator to close the doors and then press the ENABLE pushbutton, which shall cause the bridgeplate at the requested location to deploy and doors open without any additional action by the passenger.
Passenger bridgeplate requests which have not been satisfied due to doors being open or Operator inaction shall be not be cancelled by the close function, they shall only be cancelled by the action of deploying the requested bridgeplate.
Passenger pushbuttons shall be accessible by all passengers and shall not present a bump or catch point for passengers and their clothing.
5.9 MANUAL DOOR RELEASE MECHANISM
Interior and exterior door release mechanisms shall be provided to permit doors to be opened locally without the use of electrical power. Operation of the release mechanism shall also initiate an irretrievable Maximum Service Brake stop. A reset device shall be provided to restore the doors to their normal operating condition after use of a manual release mechanism. The reset device shall be contained within the door control panel or transom area above the doors. Access to this area shall be by the crew key.
5.9.1 INTERIOR MANUAL DOOR RELEASE (PASSENGER EMERGENCY SWITCH)
A lever or pull knob to operate the combination manual door release mechanism and passenger emergency switch (release device) shall be provided on the interior of the car at each doorway in a location accessible to all passengers. This release device is to be used under emergency conditions only, and suitable measures shall be taken to assure that its location and enclosure discourage everyday use. Suitable graphics shall be provided to explain operation in an emergency and warn against unlawful use. The graphics shall advise that the emergency door opening device is also an emergency stop activating device. Switch instructions shall be marked in raised lettering, dimensioned to permit sensing by a visually impaired person, as approved by the City.
Activation of this release device shall allow both panels in a doorway to be unlocked and manually pushed open regardless of whether electrical power is available or not. This mechanism shall override all other door controls and devices. When the manual release mechanism is activated the following shall automatically occur:
• The motion of the release knob or lever shall cause the release mechanism to interrupt the door status interlock causing propulsion power to be removed and a MSB brake application to be applied. Circuitry shall be provided to annunciate "PASSENGER EMERGENCY" on the console indicator panel in each cab and sound a cab audible alert.
• The motion of the release knob or lever shall then cause the mechanism to unlock the adjacent door panels and open them approximately 25 mm to allow the door panels to be manually pushed fully open. Electrical power to the door operator shall be removed from the door operator.
Operation of the release mechanism shall not electrically bypass the no-motion interlock.
5.9.2 EXTERIOR MANUAL DOOR RELEASE
Key operated manual door release devices shall be provided for crew, maintenance and emergency personnel use for entry to the car when no power is available. Two (2) releases shall be provided, each diagonally opposite the other at the side doors. Use of this feature shall require the crew key.
5.10 INTERLOCK REQUIREMENTS
5.10.1 NO-MOTION INTERLOCK
All door and bridgeplate controls shall be electrically interlocked in a safe manner with the no-motion circuitry described in Section 2.5.9 of these TECHNICAL SPECIFICATIONS so that the bridgeplates can be deployed and the doors be powered open only when the vehicle is stopped.
Power to the opening or deploying circuits for the door or bridgeplate operating motors shall be switched with non-welding critical circuit relays controlled by the no-motion logic. When motion is detected, both the positive and negative feeds for these circuits shall be disconnected from low voltage power.
5.10.2 DOOR STATUS INTERLOCK
An electrical loop circuit shall be provided to monitor door panel position. Position sensing switches shall be provided for each door panel to positively and directly detect that each panel is fully closed. Separate sensing switches shall be provided to positively and directly detect that each door panel is locked. Sensing of shaft rotation or linkage position to accomplish this function shall not be acceptable unless it can be demonstrated, to the City's satisfaction, that the design will not falsely detect a door closed or door locked condition due to mechanical breakage or switch failure when a door panel is not fully closed and locked.
A loop circuit consisting of a series connection of both the closed and locked contacts for each door panel shall be provided for each side of the vehicle. The bridgeplate retracted and locked contacts shall also be in this series circuit. Each of the two (2) vehicle loop circuits shall activate a summary door status relay. If any one of the closed, retracted, or locked switches in the vehicle loop is not made up, the summary door status relay for that side shall not be energized. If either train loop circuit is not energized the operator's DOOR OPEN light for that side of the train shall be illuminated, propulsion power shall be removed, and Maximum Service Brake shall be applied.
If an attempt is made to apply power with the doors not closed and locked, the master controller shall have to be placed in the MSB position after the summary door status relays are energized, before the brakes can be released and power applied.
A single point failure in the loop circuit shall not cause a false doors closed signal. Where failures in the loop circuit are not self-annunciating, they shall not lead to a false door closed signal from the door interlock circuit in association with other single point failures.
5.11 BYPASS DEVICES
Bypass devices shall be provided to circumvent specific door and bridgeplate system faults so that the vehicle can continue in revenue service, or be removed from revenue service and returned to the maintenance facility or moved to clear the line.
5.11.1 DOOR INTERLOCK BYPASS
A sealed door interlock bypass feature shall be provided in each cab. This function shall be active only when the associated Operator's console is powered. It shall permit movement of the vehicle under emergency conditions in the event that all doors and bridgeplates are not sensed as being closed or retracted and locked and the source of the difficulty can not be readily determined.
The door interlock bypass feature shall bypass the door status interlock so that the brakes can be released and power applied. It shall not provide a false doors closed indication.
5.11.2 DOOR CUTOUT
A door cutout device shall be provided at each door operator and shall be arranged to perform the following functions in the event that a defective door must be cut out:
(a) Disconnect door motor and door controller.
(b) Bypass door-closed and door-locked interlocks for that door.
(c) Assure that door remains closed by mechanical restraint. However, operation of the manual door release devices shall disable or release this mechanical restraint to allow the door to be opened.
(d) Deactivate the local passenger pushbutton lights and annunciate a cutout in the operator’s cab.
The cutout device shall be located in the transom area above the doorway.
5.11.3 BRIDGEPLATE CUTOUT
A bridgeplate cutout device shall be provided at each bridgeplate operator and shall be arranged to perform the following functions in the event that a defective bridgeplate must be cut out:
(a) Disconnect bridgeplate motor and bridgeplate controller.
(b) Bypass retracted and locked interlocks for that bridgeplate.
(c) Assure that the bridgeplate remains retracted by mechanical restraint.
(d) Deactivate the local passenger bridgeplate pushbutton lights and annunciate a cutout in the operator’s cab.
The cutout device shall be in a convenient location adjacent to the affected doorway or in the transom area above the doorway.
5.12 ANNUNCIATORS
5.12.1 DOOR-OPEN INDICATIONS
Two (2) DOOR OPEN indicator status lights shall be provided on the operator's console indicator panel, one for each side of the car. The indicators shall be illuminated when any door or bridgeplate on the associated side of the train is sensed as being unlocked, open (or deployed), or both.
5.12.2 DOOR WARNING ANNOUNCEMENTS
An audible warning shall be provided 2 s prior to door closing. Either the door control or communications system shall generate the audio and control signals to permit the vehicle communications system to transmit the messages to the passengers, as described in Section 12 of these TECHNICAL SPECIFICATIONS. The warnings shall be audible inside and outside the vehicle at each doorway.
An amber visual door closing and bridgeplate movement warning signal shall flash with the announcements and during bridgeplate motion at each doorway. The visual indicator shall visible both inside and outside the car regardless of door position.
If the visual door signal cannot be seen from outside the car with the doors closed a duplicate, weatherproof signal device shall be provided on the outside of the car at each bridgeplate equipped doorway.
5.12.3 BRIDGEPLATE DEPLOY REQUEST INDICATION LAMP
A BRIDGEPLATE DEPLOY REQUEST indicator light shall be provided on the operator's console indicator panel. The indicator shall be turned on when any passenger BRIDGEPLATE pushbutton is pressed and shall remain on until the bridgeplate function has been satisfied.
5.12.4 BRIDGEPLATE DEPLOY REQUEST AUDIBLE INDICATION
A BRIDGEPLATE DEPLOY REQUEST audible indicator shall be provided on the Operator's console indicator panel. The indicator shall be momentarily activated each time that a passenger BRIDGEPLATE pushbutton is pressed.
5.12.5 BRIDGEPLATE ENABLED ILLUMINATED INDICATOR
A green, BRIDGEPLATE ENABLED illuminated indicator shall be provided on the vehicle interior near the Bridgeplate Request passenger tapeswitch, along with associated graphics advising "Bridgeplate Enabled". The green LEDs around each passenger BRIDGEPLATE pushbutton shall function as the BRIDGEPLATE ENABLED indicators at those locations, no separate graphics are required. The indicators shall be illuminated any time the ENABLE control line for the respective side is energized.
5.12.6 BRIDGEPLATE AUDIBLE WARNING SIGNAL
Cyclic audible warning devices (Beepers), mounted on or near the bridgeplate mechanism, shall be provided to warn of both bridgeplate extension and retraction. The beepers shall start functioning 2 s before bridgeplate movement and continue until extension or retraction has been completed. The beepers shall function only at bridgeplates where motion is commanded.
END OF SECTION
SECTION 6 – HEATING, VENTILATING AND AIR CONDITIONING
6.1 GENERAL
Each operators cab and the passenger compartment shall be provided with an air comfort system to automatically maintain the temperature and relative humidity conditions defined in this Section. It shall supply sufficient fresh air at comfortable conditions to the passengers at all times, and to operate reliably and efficiently. The power source for the air comfort systems shall be either the primary dc wayside supply or the three phase alternating current obtained from the auxiliary power supply described in Section 8 of these TECHNICAL SPECIFICATIONS. All components in the air comfort system shall be service proven in combinations and systems of com parable characteristics.
The requirements of this Section shall apply to both the passenger compartment and the operator’s cabs.
6.2 VENTILATION
The air comfort system shall deliver fresh air to the vehicle in the amount of not less than 0.0035 cubic meters per second per passenger at AW2 load. Fresh air intakes shall be at roof level.
Ventilation of each car body section of the vehicle shall be accomplished by the blower fans of the evaporator unit supplied as part of the air comfort system. Air distribution shall be by ducts and diffusers. A positive static pressure of not less than 25 Pa and not greater than 37 Pa of water shall be maintained within a closed stopped or moving vehicle. Full ventilation shall be continuously available in the event of refrigeration failure.
6.2.1 AIR DISTRIBUTIONS DUCTS AND DIFFUSERS
An air distribution duct arrangement with ceiling mounted diffusers shall be provided. The ducts shall distribute conditioned air to all sections of the passenger compartment through diffusers arranged in a minimum of two continuous rows. The diffusers shall be adjustable and permit adjustment of the airflow balance to eliminate drafts and temperature differences throughout the interior of the vehicle.
The main air distribution ducts shall be located in the car ceiling and shall be suitably insulated to minimize both heat transfer through the roof by direct conduction, and the formation of condensation. The ducting shall be non-flammable.
6.2.2 AIR FILTERS
Air filters shall be provided for the return and fresh air to remove airborne dirt, lint, and other fibrous material. Filters shall be of a readily available commercial size. Filter frames shall accommodate both disposable paper filters and metal frame washable filters. Filter arrangement shall be designed for easy maintenance access.
6.3 HEATING REQUIREMENTS
The vehicles shall be electrically heated by a thermostatically controlled system using overhead heat and floor heat. The system shall be designed to maintain interior temperature between 18°C and 22°C with an ambient temperature -8°C. Vehicle temperatures during heating shall be maintained without reliance on passenger heat contribution and solar loading as heat sources. The temperature of any heating equipment surface exposed to passengers shall be limited to 52°C.
6.3.1 OVERHEAD HEAT
Sufficient overhead heat capacity shall be provided to bring all outside fresh air to car interior temperature and avoid unpleasant cool air drafts. The overhead heat and controls shall modulate the heat to match the fresh air temperature for all heating conditions. The overhead heating elements shall also be used to provide reheat for dehumidification and cooling offset at conditions lower than design cooling conditions.
An approved air flow switch shall be installed in the evaporator-heater discharge duct to prevent damage from excessive heat build up in the element plenum, such as may occur with loss of air flow. In addition, the following protection shall be provided at each unit against possible over-temperature conditions:
(a) An automatic high limit thermostat shall be installed adjacent to each overhead heater unit to detect the presence of excessive temperature due to dirty filters, loss of air flow, or failure of the air flow switch.
(b) A back-up protection device in the form of a fusible link, or approved equal, shall be provided in the line to the overhead heat coils to remove power in the event of excessive heat when all other protection fails. A means to suppress the arc at rupture shall be provided as approved.
(c) An interlock shall also be provided to open the overhead heat contactors in the event the auxiliary inverter is not operating.
6.3.2 FLOOR HEAT
Floor heating shall be provided with sufficient capacity to compensate for all carbody heat loss through conduction and radiation without consideration of any internal car heat sources. The controls shall modulate the floor heat to avoid temperature fluctuations in the passenger area.
Floor heat may be provided by convection and radiant heat sources as baseboard or underseat units or through blown forced air heating.
6.3.3 WINDSHIELD DEFROSTING AND DEFOGGING
The operator’s cab heating system shall also provide for windshield defrosting and defogging. The system shall have sufficient capacity to defog the windshield and cab side windows with a -4°C ambient temperature and a 20°C interior dew point, such that sufficient moisture has condensed to just begin to run down the glass, shall not exceed 15 minutes.
6.4 AIR CONDITIONING
Air conditioning shall be provided by unitized roof-top cooling units utilizing a vapor compression refrigeration cycle proven in transit service. The units shall not require the opening of any refrigerant piping for installation or removal from the vehicle roof. The refrigerant shall comply with current environmental regulations governing its use, handling, and recovery. The units shall use R-407C refrigerant, or approved equal.
6.4.1 DESIGN CRITERIA
The vehicle shall be cooled and dehumidified by electromechanical equipment of adequate capacity to provide the required interior temperatures under the following summer design conditions:
• Design Ambient Temperatures: | 32°C DB 19.4°C WB |
• Passenger Load | 500 Btu/hr per Passenger at 50% Sensible Heat Ratio. |
• Solar Load | Follow ASHRAE Recommendations |
• Heating Load | Total wattage of interior lights and vehicle equipment |
During vehicle cooling, the interior temperature shall be maintained within the range of 22°C to 26°C and the relative humidity shall be below 60% with the design and less than design load conditions. For ambient temperatures above 32°C, the interior temperature may rise above the specified range, but shall not exceed 6°C below the ambient temperature. Car temperatures during cooling shall be maintained with an AW1 passenger load and maximum solar load based on worst case sun position and vehicle orientation.
6.5 CONTROLS
Car interior temperatures shall be uniform. During steady-state operation the interior temperatures shall not vary more than 2°C between points in the same horizontal plane of the vehicle, and shall not vary more than 3°C between any point 100 mm above the floor to 1700 mm above the floor in a vertical plane. Air comfort controls shall be provided to automatically activate appropriate operation modes to achieve the specified temperature and humidity inside the vehicle depending on ambient and vehicle interior conditions. The controls and systems shall be designed for energy-efficient operation, reliable operation, and easy maintenance.
Air comfort controls shall be activated automatically when an operators’ console is activated. De-activation shall include a time delay to accommodate changing ends or an in-service layover.
6.6 HARDWARE REQUIREMENTS
Self-contained unitized equipment shall be provided.
Cooling coils shall be of corrosion proof material and shall have a fin spacing facilitating cleaning for transit vehicle service conditions. Copper tubes and fins with a minimum fin thickness of 0.2 mm and a minimum spacing of 3 mm are required for maintenance reasons.
Refrigerant compressors shall be powered by the three phase alternating current, and shall be hermetic or semi-hermetic type, service proven in rail transit service.
Stainless steel frames, drip pans, and enclosures are required.
To reduce the possibility of refrigerant migration during off cycles, equipment shall have a check valve adjacent to the compressor discharge, compressor crankcase heater, and a pump-down cycle at shut-off.
Evaporator and condenser coils tube sheets shall have die-formed support collars for each tube.
Equipment shall have a means of capacity control, including multi-circuited (two circuits minimum) evaporators, thermo-expansion valve for each evaporator circuit, and compressor capacity control. Equipment using capillary tubes instead of expansion valves will not be accepted.
The refrigerant liquid line shall have a serviceable or replaceable filter-drier and a sight glass with moisture indicator.
The refrigeration system shall be protected against explosion by a pressure relief device as recommended by UL Standard 465, Section 33.
The equipment shall be serviceable, and shall have status and fault indication displays, located for convenient observation by maintenance personnel.
END OF SECTION
SECTION 7 – LIGHTING
7.1 GENERAL DESCRIPTION
Requirements for normal interior lighting, emergency interior lighting, and vehicle exterior lighting are provided as a basis for design. The vehicle lighting systems shall be designed to withstand the vibration and shock loads, seasonal design conditions, applicable voltage ranges, and environmental conditions typical of the rail transit environment in the Portland area as described in Section 2 of these TECHNICAL SPECIFICATIONS.
All lighting fixtures shall be designed to provide ease of installation; cleaning; lens, lamp and ballast change-out; adjustments; and housing removal. Fixtures installed on the vehicle exterior and in the interior within 600 mm of a doorway shall be watertight except for interior ceiling lights.
Power wiring to the lamp fixtures shall be insulated from carbody ground. Lighting systems shall not use the fixture housings or sockets as a ground return. All fixtures and their exposed metallic surfaces shall be grounded to the vehicle structure.
7.2 INTERIOR LIGHTING
7.2.1 OVERHEAD LIGHTS
The average intensity of the illumination within the car at an elevation of 850 to 1675 mm above the floor shall be at least 300 lumens per square meter at rated voltage.
The average light intensity at the floor in the passenger aisles and articulation section shall not be less than 215 lumens per square meter.
The average light intensity at the car entrances and exits within 500 mm of the doors shall not be less than 215 lumens per square meter at the floor.
7.2.2 DOORWAY FLOOR LIGHTS
Incandescent lights shall be provided at each doorway for threshold and platform illumination. The lamps shall be located so that they will provide not less than 20 lux of illumination measured on the surface of the platform 1000 mm away from the vehicle side in horizontal direction. Closer to the side of the vehicle and at the door threshold, the illumination level shall also be not less than 20 lux, except for the area immediately adjacent to the vehicle where the door threshold casts a shadow on the ground.
The light shall be illuminated when the passenger door starts to open and shall be extinguished when the door is closed and locked.
7.2.3 OPERATOR'S CAB LIGHT
Each cab shall be provided with an incandescent fixture powered from the LVPS. The fixture shall be suitably placed in the ceiling to illuminate the Operator's console. The light beam shall be controlled to avoid glare on the windshield. The average illumination intensity measured on the Operator's controls shall be 200 lux.
The cab light shall be controlled from a switch on the Operator's console that shall function only when the local Operator's console is powered. At all other times, the light shall be extinguished.
7.2.4 CONSOLE LIGHT
Each cab console shall be illuminated to enable the Operator to see the console labels, pushbuttons and switches under varying lighting conditions. The console light shall be mounted at the top edge of the console and shielded from the Operator's eyes. When illuminated, the console light shall not cause glare on the windshield.
The console light shall be energized automatically when the Operator's console is powered. A dimmer control shall be provided for variable adjustment of the brightness. At all other times, the light shall be extinguished.
7.2.5 STAIRWAY FLOOR LIGHTS
Incandescent lights shall be provided at each stairway for step illumination. The lamps shall be located so that they will provide not less than 20 lux of illumination measured on the surface of the steps.
The lights shall be illuminated when the interior lights are on and shall be powered by the emergency light circuit.
7.3 EXTERIOR LIGHTING
Exterior lighting assemblies shall be set in waterproof enclosures. All bezels and trim shall be made of either aluminum or stainless steel, have captive stainless steel fasteners, and be consistent with good mechanical mounting principles. All exterior lights shall be incandescent and shall operate from the LVPS with each lamp having its own voltage dropping resistor, if required. LED arrays may be used with prior approval from the City.
Headlights, taillights, stoplights, and clearance and marker lights shall conform to Federal Motor Vehicle Safety Standard No. 108 of the Federal Safety Standards for vehicles of 80 inches or more overall width.
7.3.1 HEADLIGHTS
Two (2) headlights, meeting the requirements of SAE J579 and J580, shall be provided on each end of the vehicle. The lights shall be powered from the LVPS with voltage dropping resistors for each filament or a regulated power supply to obtain proper lamp voltage. The headlights to be illuminated shall be determined by the forward and reverse directional trainlines so that headlights function on the leading end of a train only, regardless of which cab in the train is powered.
A high beam indicator light shall be provided on the console and it shall be illuminated any time the console is powered and the adjacent headlights are switched to energize the high beams.
The headlights shall be adjustable to permit proper aiming of the beams.
7.3.2 TAIL LIGHTS AND STOP LIGHTS
Two (2) red taillights meeting the requirements of SAE J585 shall be provided at each end of each vehicle. They shall be illuminated as follows:
(a) At both ends of a vehicle whenever the auxiliaries are ON and no direction is selected;
(b) At the trailing end of a vehicle whenever a direction has been selected by placing one reverser switch in a train in FORWARD or REVERSE, as determined by the forward and reverse directional control lines, which shall also cause the taillights on the leading end of the train to extinguish.
The taillights shall not be illuminated at any other time. When illuminated, the taillights shall be plainly visible from a distance of not less than 150 m.
Two (2) stoplights meeting the requirements of SAE J1398 shall also be provided per end. The stoplights shall be illuminated on the trailing end of a vehicle, as determined by the forward and reverse directional control lines, when the vehicle is powered with the reverser switch in FORWARD or REVERSE, and the dynamic, friction, track, or parking brakes are applied.
7.3.3 MARKER LIGHTS
At least one amber marker light meeting the requirements of SAE J592 shall be provided near each end corner of the vehicle. When illuminated, each marker light shall be plainly visible from a distance of not less than 150 m. They shall be illuminated whenever the auxiliaries are ON.
At all other times the marker lights shall be extinguished.
7.3.4 TURNING DIRECTION LIGHTS
Flashing turn signals shall be provided on the front, sides, and rear of a vehicle. The front and rear turn signals shall meet the requirements of SAE J588, and the side turn signals shall meet the requirements of SAE J914. When illuminated, each turn signal light shall be plainly visible from a distance of not less than 150 m.
The turn signals shall be controlled from a three-position switch located on the operators’ console. The center position shall be the neutral and it shall function as OFF. The other positions shall be LEFT and RIGHT, respectively.
7.4 EMERGENCY LIGHTING
The following lights shall be powered from the low voltage system and shall remain on or available after the loss of high voltage power to the converter:
(a) All overhead lights in the doorways;
(b) All of the doorway floor lights;
(c) All of the stairway lights;
(d) Operating cab console and lights;
(e) Headlights;
(f) All of the tail lights, stop lights and tuning lights; and
(g) ll exterior marker and indicator lights.
END OF SECTION
SECTION 8 – AUXILIARY ELECTRICAL EQUIPMENT
8.1 GENERAL
This Section specifies general electrical equipment not specifically related to propulsion, HVAC, or other electrical systems. Included are the overhead power collection system, power distribution, grounding, ac and dc supplies, and similar equipment and systems.
All equipment on the vehicle, including the truck frame, all resiliently mounted apparatus, and all truck mounted equipment, shall be safety grounded to the car structure. The car structure shall be safety grounded to the axles.
8.2 PRIMARY POWER SYSTEM
8.2.1 PANTOGRAPH
All vehicle power shall be collected from the overhead catenary by a roof-mounted upward pressure sliding pantograph. The operating range of the pantograph shall comply with Section 2.3.2 of these TECHNICAL SPECIFICATIONS.
The pantograph shall be a service-proven, single arm design, with a spring supported contact shoe assembly, capable of stable bi-directional operation at all specified vehicle speeds and external system characteristics.
The shoe device shall contain a replaceable carbon insert. The shoe device and insert shall be replaceable with common hand tools.
Shoe force on the contact wire shall be selected for optimum tracking and minimum wear but shall be no greater than 110 N at the maximum adjustment range. Shoe force shall be adjustable 25 N from nominal and shall not vary by more than 25 N over the combined full ranges of operating height, vehicle speed, and direction.
A mechanism shall be provided to automatically restrain the pantograph in the fully lowered position. The mechanism shall function at all times regardless of failures in power, control, or other system elements. The mechanism shall be released automatically when the pantograph is commanded to be raised.
The pantograph shall be spring raised when the restraining mechanisms are released. The raising speed shall be damped or otherwise controlled to prevent carbon strip damage upon striking the contact wire. This speed control shall be active at all times except during normal wire tracking.
The pantograph raising and lowering circuit shall be operable from either cab, while the train is at rest or moving in a coast or brake mode only. A lowering of the pantograph shall not affect a requested brake rate and shall result in a coast mode if coast or power mode is requested. Electric raising and lowering mechanisms shall operate throughout the voltage range specified for all low voltage equipment.
Provision shall be made for manually lowering and raising the pantograph in the event of a loss of power or control. These manual mechanisms shall be operable from and stored within the vehicle, but shall be accessible only to the operator.
8.2.2 PRIMARY CIRCUIT PROTECTION
Adequately rated overvoltage protection, current sensing, fault clearing devices, and any other circuit protection deemed necessary by the Contractor shall be provided to protect auxiliary and propulsion system components from fault or overcurrent damage.
Auxiliary circuits are defined as all line voltage operated systems other than the propulsion circuits. Auxiliary circuit protection shall be provided via a high speed fuse with a voltage rating of not less than 1000 Vdc.
Propulsion circuit protection shall be provided as either one electrically resettable high speed circuit breaker or as separate high speed fuses for each propulsion system. Fuses shall have a voltage rating of not less than 1000 Vdc. Resetting of the high speed circuit breaker shall be possible from inside the vehicle.
A dry-type lightning arrestor shall be mounted on the roof, on or adjacent to the pantograph base. The arrestor shall be rated, by the manufacturer, for outdoor dc operation. The arrestor shall be rated to prevent any voltage transients and surges from damaging or degrading carborne equipment, including the arrestor itself.
8.2.3 KNIFE SWITCH
A knife switch shall be provided to enable shop personnel to connect primary power to the vehicle without energizing either the overhead contact wire, pantograph, or pantograph frame.
Primary power shall be supplied from a 750 Vdc receptacle in the knife switch box fed by a plug-in cable from the maintenance shop. The shop power connector shall use a male connector that mates with an insulator enclosed, recessed, female connector on the shop cable. Auxiliary contacts shall be provided on the plug and receptacle which break prior to the breaking of the main power contacts.
The switch shall be mounted in a non-metallic enclosure easily reached from the side of the vehicle at roof level. The box cover shall close only with the blade in the normal position. The box or cover shall be gasketed and the cover shall be sufficiently robust to withstand rough handling without damage.
No metallic surfaces at ground potential shall exist within the box. The installed enclosure shall be watertight when subjected to a water test equal in severity to that for the carbody.
8.2.4 GROUND BRUSHES
Ground brushes and contact elements shall be provided for primary current return to the running rails by using the wheels and appropriate shunts around the wheel resilient elements. The arrangement shall prevent any current return through the journal bearings, gear units, or motor bearings.
Ground brushes shall be provided for safety grounding the car body and truck equipment.
Ground brushes shall be provided for each wheel or for each through axle in a conventional truck. The ground brushes shall be rated to carry 2.0 times the circuit rms current and 1.5 times the circuit peak current.
8.2.5 LINE FILTERS
Line filters may be elements of various systems that are fed by the primary power, or may be combined provided that system isolation switches or contactors are supplied, to permit independent operation of each supplied system. Although these filters may be elements of the individual systems, they are described here to eliminate duplicate specifications.
Line filters shall filter the voltage applied to the power components of the auxiliary electric and propulsion systems, and shall suppress high frequency voltage transients caused by IGBT switching operations. Capacitors shall have a rated life of at least ten years.
Provision shall be made for automatic detection of filter failures resulting in excessive EMI, particularly at signal system operating frequencies. Detection of such failures shall automatically inhibit propulsion, annunciate a propulsion failure, and store the data in the propulsion failure log. The detection scheme shall meet the safety requirements of Section 2.8 of these TECHNICAL SPECIFICATIONS and shall be submitted for approval.
Electrolytic capacitors shall be fused and shall have blown fuse indicators readily visible without removal of components. Capacitors with rated lives less than twenty years shall be readily replaceable without soldering or disassembly of other components.
A bleeder resistor shall be permanently connected across the terminals of each capacitor in the capacitor bank. The resistance value shall be selected to reduce the voltage at the terminals of the capacitor bank to 50 V or less within 3 min after primary voltage is removed from the bank. A placard shall be positioned adjacent to the capacitors to warn maintenance personnel to pull down the pantograph, wait 5 min, manually bleed, and then short circuit the capacitor before commencing work. The placard shall be visible when the door to the enclosure which houses the capacitor bank assembly is open.
8.3 AC POWER SUPPLY
Auxiliary electrical power conversion shall be accomplished by a dc-to-ac inverter, powered from the overhead catenary system and supplying power to the ac auxiliary loads. The output of the inverter shall be electrically isolated from the primary power system.
The inverter shall start automatically when the steady-state input voltage is between 525 Vdc and 925 Vdc. The inverter may shut down when the steady-state input voltage is less than 525 Vdc or greater than 925 Vdc.
The inverter shall be sized for continuous operation of all loads simultaneously and short-time rated for the starting of the largest individual load with all other loads applied. Continuous operation of full heating and full cooling simultaneously need not be considered.
The controls for the inverter shall be designed to prevent damage both to auxiliary equipment, and the inverter itself, resulting from:
• High and low frequency,
• Over and under voltage,
• Out of tolerance voltage-to-frequency ratio,
• Frequent repetitive starts (Manufacturer defined limits),
• Rapid variations and transients in line voltage or loads,
• All primary power interruptions,
• Excessive harmonic distortion, and
• Phase loss.
The control logic shall permit the equipment to automatically restart for shutdowns caused by self-correcting failure conditions. Major faults shall latch the equipment off until reset by maintenance personnel.
A fault monitoring system shall be provided to automatically detect the inverter status and transmit the information to the operator’s cab.
8.4 LOW VOLTAGE POWER SYSTEM
8.4.1 GENERAL
All vehicle control circuitry shall be powered from the low voltage power system. The nominal system voltage shall be 24 Vdc. Refer to Section 2.4.1 of these TECHNICAL SPECIFICATIONS for specific voltage range and design requirements.
8.4.2 LOW VOLTAGE POWER SUPPLY
The low voltage power supply (LVPS) shall be a regulated dc power supply powered either from the inverter or from a dc source which may be either the catenary supply or an intermediate voltage pre-regulating power supply. Designs which include the LVPS as part of the inverter will be acceptable. If combined, operation or failure of the LVPS shall not affect operation of the inverter. The LVPS shall be designed for complete electrical isolation of the output from the primary power system.
The LVPS shall automatically start when primary power is applied. Battery power shall not be required as a prerequisite to starting, or for closing circuit breakers or contactors needed to permit LVPS operation.
The LVPS shall have sufficient capacity to charge the battery while providing constant voltage to all vehicle control circuits. The battery charging portion shall also include a current limiting feature that ensures the battery manufacturer’s recommended charging current level is not exceeded.
The LVPS shall include circuitry to detect LVPS failures. The circuit shall provide fault indications to the operator’s cab.
8.4.3 STORAGE BATTERY
The battery shall be a low maintenance NiCd type, service proven railway or transit quality battery with a reserve electrolyte capacity appropriate for transit vehicle service. The battery compartment shall provide for easy visual checking of the electrolyte level and good maintenance access. The battery compartment shall be external to any passenger space. The battery compartment arrangement shall accommodate batteries from at least two independent suppliers.
8.4.4 EMERGENCY POWER
Emergency power shall be provided by the battery. The battery shall be sized to provide at least the following loads, with associated duty cycles:
(a) Emergency Lighting (continuous);
(b) Door Control (cycle doors open for 20 s every 5 min);
(c) Propulsion and Braking Control (continuous);
(d) Operator's Console Indicators, and Interlocks (continuous);
(e) Gong and Horn (on for 10 s every 2 min);
(f) Track Brakes (on for 20 s at end of each 20 min period);
(g) Pantograph Control (raise and lower twice);
(h) Headlights, tail and stop lights (continuous); and
(i) Windshield Wiper (continuous).
The battery capacity shall be able to carry all the above loads for a period of 45 minutes without discharge to below 1.0 V per cell.
8.5 AUXILIARY ELECTRICAL DISTRIBUTION
Auxiliary circuits are defined as all non-traction, power generation, and distribution circuits. Distribution circuit protection shall be branched in a logical organization to facilitate fault isolation and shall minimize any operational impacts on other unfaulted systems.
All circuits shall be protected by circuit breakers. Fuses may be used only where specified in this document and where applicable circuit breakers are not commercially available.
All overhead catenary system voltage circuit breakers and fuses shall be mounted on the vehicle roof. High voltage fuses shall be mounted in totally enclosed fuse holders with no exposed high voltage connections. The fuse shall be extracted from the circuit when the fuse holder is opened and the exposed fuse shall be safely isolated from any circuit connection.
Except for the knife switch described in Section 8.2.3 of these TECHNICAL SPECIFICATIONS, there shall be no 750 Vdc switches capable of manual operation. All 750 Vdc circuits shall be manually interrupted by either activating the respective circuit breaker or activating a low voltage switch which subsequently controls a high voltage contactor.
8.6 PORTABLE TEST UNIT CONNECTIONS
All roof-mounted electrical equipment shall have an RS 232 serial connector or approved equal, accessible from the interior of the vehicle and in a location as approved by the City.
END OF SECTION
SECTION 9 - PROPULSION SYSTEM AND CONTROL
9.1 GENERAL
Each Streetcar shall be provided with two functionally independent but coordinated regenerative propulsion systems. The functionally independent propulsion systems may share common electrical filtering components and resettable electrical fault primary interruption devices. Dynamic braking and dynamic brake initiation shall be completely independent for each system. Each propulsion system shall be able to operate independent of the other propulsion system to provide a “limp-home” capability with a single vehicle.
Alternative designs using one traction inverter with separate independent braking controls may be considered.
The propulsion system includes power modulation devices, traction motors, drive gear units, control logic, friction brake control logic, wheel spin-slide correction, circuit protection devices, and all accessories necessary to meet the specified requirements of propulsion and dynamic braking.
9.2 SYSTEM REQUIREMENTS
9.2.1 PROPULSION SYSTEM CONFIGURATION
Power modulation in both propulsion and dynamic braking shall be accomplished by microprocessor-controlled, solid state, AC inverter equipment. The drive units shall be based on insulated gate bipolar transistor technology.
For conventional bi-motor trucks, the motors shall be electrically connected in parallel to attain optimum wheel slip control and adhesion utilization. For unconventional trucks or running gear, motor control shall be arranged for optimum wheel slip control and adhesion utilization and minimum curve negotiation noise, driveline mechanical stress, and tractive effort loss.
9.2.2 DRIVE CONFIGURATION
Drive configuration shall be either one motor per axle or stub axle or one motor per longitudinal wheel pair. The traction motor shall drive its associated axle(s) through a gear drive. The arrangement shall minimize unsprung weight on the driven axles and shall provide resilience to absorb the shocks resulting from running through special trackwork. All motors, gear units and couplings shall be interchangeable between motor trucks.
9.3 EQUIPMENT THERMAL CAPACITIES
9.3.1 NORMAL DUTY
The continuous thermal rating of all propulsion system components shall exceed the rating that is necessary to operate with the normal duty cycle specified in Section 2.5.11 of these TECHNICAL SPECIFICATIONS, over the allowable range of overhead catenary system voltage. All propulsion system components shall function as specified and without damage under these conditions.
Rheostatic braking resistors shall be sized for the specified duty cycles, as if there were no regenerative braking and the resistors must dissipate all braking energy.
9.3.2 ABNORMAL DUTY
The abnormal duty cycle shall be based on either the towing requirements or the normal duty cycle of Section 2.5.11 of these TECHNICAL SPECIFICATIONS, whichever is worse. If the normal duty cycle provides the worse case, all equipment shall be thermally rated as specified in Section 9.3.1, above.
If the towing requirements present the worse case, then the traction motor abnormal duty rating may be based on the temperature rises allowed for its actual insulation class.
The Contractor shall submit the selected abnormal duty cycle for approval.
9.3.3 EQUIPMENT TEMPERATURE CONTROL
Equipment may be cooled by forced air or water. Equipment cooling shall be provided on a per-truck or per motor basis so that continued operation is possible in the event of cooling system failure.
Forced air cooling shall not use ambient air in any area of exposed voltage stress above 50 volts except for dynamic braking resistors.
Liquid cooling systems shall be sealed and shall not require the addition of supplemental cooling fluid at intervals of less than one year. Chlorofluorocarbons (CFCs) are strictly prohibited.
9.4 SWITCHING LINE TRANSIENTS
Switching line transients normally generated by the propulsion system shall be suppressed such that the instantaneous voltage does not exceed 110% of no-load line voltage, with an absolute limit of 925 Vdc. Transients generated by fault clearing action of the propulsion high speed circuit breaker may exceed this limit. However, all vehicle-borne equipment shall withstand all vehicle and wayside generated transients without damage or reduction in life.
9.5 ELECTROMAGNETIC INTERFERENCE
Electromagnetic interference (EMI) limits as specified in Section 2.7 of these TECHNICAL SPECIFICATIONS shall not be exceeded as a result of propulsion system operation. In addition, the propulsion system shall be designed to operate in an environment of high ambient electrical noise. Such electrical noise could be self generated, generated by other vehicle systems, and generated off-vehicle.
9.6 PERFORMANCE CHARACTERISTICS
The propulsion system shall provide train acceleration and deceleration rates as specified in Section 2.5 of these TECHNICAL SPECIFICATIONS. The Contractor shall provide tractive effort vs. speed capability curves for motoring and braking at minimum, nominal, and maximum voltage conditions specified in Section 2.2.4 of these TECHNICAL SPECIFICATIONS.
9.6.1 ACCURACY AND RESPONSE TIMES
The propulsion system time response shall be sufficiently fast to:
(a) Provide the specified vehicle acceleration and deceleration rates, with accuracy, jerk rate, and mode change dead times as specified in Section 2.5 of these TECHNICAL SPECIFICATIONS; and
(b) Provide the specified wheel spin and wheel slide correction efficiencies.
The specified accuracies and response times shall be independent of ambient temperatures within the range specified in Section 2.2.3, variations of the low voltage supply within the limits specified in Section 2.4.1 and variations in the wayside power supply voltages as specified in Section 2.2.4; all found in these TECHNICAL SPECIFICATIONS.
9.6.2 FRICTION BRAKE CONTROL
Control of disc brakes may be provided by the propulsion system electronic control unit or a separate friction brake electronics control unit.
If the propulsion system logic includes the friction brake control logic it shall function with the friction brake pressure control units to automatically applied braking effort when the required deceleration rates are not achieved by dynamic braking. This control signal shall meet the safety requirements of Section 2.8.2 of these TECHNICAL SPECIFCATIONS.
9.6.3 DYNAMIC BRAKE CAPABILITY
Dynamic braking effort shall be produced by the propulsion system as specified in Section 2.5.1 of these TECHNICAL SPECIFICATIONS.
The dynamic brake shall be combined regenerative and rheostatic and shall be continuously available from maximum vehicle speed down to a vehicle speed of 5 km/h or less. The dynamic brake control system shall continuously monitor line voltage on each inverter cycle, shall supply to the line the maximum amount of energy possible within the line voltage limits prescribed, and shall divert to the braking resistors only the generated energy in excess of that accepted by the line. Dynamic braking shall be available independent of the presence of line voltage.
9.6.4 DIRECTION CHANGE
Direction change shall be provided by traction motor rotation reversal. The reversing circuits shall respond to the direction control signals generated by the reverser switch in the cab. A change of direction shall be possible only when no-motion is detected. Correspondence between the trainline command and the reverser or direction circuitry state shall be monitored, with out-of-correspondence conditions to be annunciated as a propulsion system fault, with the propulsion mode inhibited on the vehicle with the fault.
9.6.5 CUT-OUT CONTROL
Provisions shall be included for each powered truck of a vehicle to be independently isolated from the propulsion control signals and the catenary supply. This isolation will be referred to as "propulsion cut-out". With one truck cutout on a single vehicle, it shall be possible to operate the vehicle in either direction with no damaging effects. A speed limit may be automatically applied when any truck is cut-out. Refer to Section 9.6.7 below. All other systems shall remain operational and propulsion cut-out shall not affect the operation of the master controller in the cut-out cab.
9.6.6 WHEEL SPIN-SLIDE CORRECTION
A wheel spin-slide detection and correction circuit shall be provided as an integral part of the propulsion control system. The wheel spin-slide correction system shall meet the requirements of Section 2.5.6 of these TECHNICAL SPECIFICATIONS.
9.6.7 OVERSPEED PROTECTION
The propulsion control system shall include overspeed protection which shall limit train speed to set values by means of tractive effort control and brake control. The speed information shall be derived from a source which is corrected for wheel wear.
The overspeed protection logic shall remove propulsion and command a brake application when the vehicle speed exceeds the overspeed protection set point. Braking shall be maintained irretrievably to below the no motion detection speed, after which control shall be restored by moving the Master Controller to the maximum service braking position.
The overspeed protection set point for the system shall be 54 km/h ±2 km/h when systems are normal. An additional overspeed protection set point may be utilized when any propulsion or brake equipment has been cut-out or when a propulsion or brake system failure has been detected.
9.6.8 CIRCUIT PROTECTION AND VISUAL ANNUNCIATION
Circuits powered from the overhead catenary system shall be protected as required by Section 8.2 of these TECHNICAL SPECIFICATIONS.
Control circuits shall be protected by low voltage circuit breakers.
Dynamic brake failure detection circuits shall be provided for each truck. Whenever dynamic brake is commanded, the circuit shall verify that dynamic braking effort of the correct level is produced; if it is not produced, a dynamic brake fault shall be indicated for that truck. The dynamic brake feedback signal to the friction brake system shall be clamped at zero under dynamic brake failure conditions. Dynamic brake failure detection and associated interface circuits shall conform to the train safety design requirements specified in Section 2.8 of these TECHNICAL SPECIFICATIONS.
Visual annunciation of all propulsion system faults including cut-out, dynamic brake failure, general faults, ventilation failure, and overheating shall be annunciated in the cab and may initiate a reduced overspeed set point to be imposed, if appropriate.
9.7 SYSTEM COMPONENTS
9.7.1 TRACTION MOTORS
AC traction motors shall have the following basic design features:
• Motor type: Three phase, squirrel cage induction motor, with copper cage, and formed stator coils.
• Ventilation: Forced-ventilated or self-ventilated.
• Duty: Thermally rated in accordance with the duty cycles as defined in Sections 2.5.11 and 9.3 of these TECHNICAL SPECIFICATIONS.
• Motor Standards: IEC 349 or IEEE Standard 11, except as otherwise specified and IEEE Standard 112 as applicable.
• Insulation: Motor insulation shall be IEC Standard 85, Class 200 insulation system or better. The motor stator coils shall be vacuum pressure impregnated in the complete stator frame assembly.
• Enclosure: Splash proof or totally enclosed.
• Mounting: Each traction motor shall be resiliently mounted, either directly to the truck frame or to both the truck frame and gear unit. Unsprung mass of the motor-gear unit assembly shall be kept to a minimum. Safety straps, tabs or hangers shall be provided as required to prevent damage in the event of motor or gear unit mount failure.
• Shaft Coupling: A splined, taper fit, flexible coupling or flexibly coupled Cardan shaft shall be provided between traction motor and gear unit shafts. The coupling design and motor-gear unit mounting arrangement shall minimize coupling dynamic angular displacement.
• Design Speed: The motor design maximum speed shall correspond to a vehicle speed of at least 60 km/h with any permissible condition of wheel wear. The IEC 349 definition of "maximum speed" shall be used.
• Bearings: Grease lubricated, NFL, antifriction bearings shall be provided. Grease cavities shall be large enough to hold a five year supply of lubricant. Arrangements which use gear lubricant for the traction motor bearing at the pinion end are acceptable. Bearings shall have an ANSI/AFBMA L10 rating life equivalent to 1,600,000 km of service or greater.
• Motor and Rotor Balance: Motors shall be dynamically balanced to meet the requirements of NEMA MG 1-12.06 or VDI 2060. In addition to the NEMA requirements for the amplitude of vibration, the IEEE Standard 11-13.2.2 requirements for the velocity of vibration shall be met. In addition to NEMA requirements for the assembled machine, rotors shall be dynamically balanced to within a maximum unbalance of 0.007 Nm, even if a greater unbalance will satisfy the NEMA MG 1-12.06 requirements. Balancing shall be effected by using metal weights, welded in place, or by drilling the rotor core.
• Noise: Motor shall be free of objectionable windage and mechanical noises at all vehicle speeds and under all load conditions.
• Markings: Terminals, leads, and motor frames shall be clearly marked for positive identification.
• Electrical Connections: Motor connections to vehicle wiring shall be subject to PSI approval. Leads shall be secured to avoid insulation chafing and shall be routed to accommodate all truck motions without interference or excess strain.
The current value used in determining the minimum size of motor leads shall conform to NFPA 130.
All connectors and related hardware shall be rated for the peak voltages and currents present.
Traction motor cables shall utilize waterproof, “quick disconnect” connectors, as approved by the City.
9.7.2 GEAR DRIVE
Gear units shall have the following basic design features:
Each motored axle or wheel shall be driven by a gear unit which may either be parallel or right angle, single reduction or double reduction drive designed and manufactured for bi-directional service.
Gear units shall be equipped with anti-friction bearings throughout. Bearing design and selection shall require inspection or adjustment no more frequently than once every 400,000 km. Bearings shall have an ANSI/AFBMA L10 rating life equivalent to 3,200,000 km or more of service. External bearing shaft seals shall be the labyrinth type, with supplemental sliding contact seals, if necessary to keep high velocity splashed water from entering the gear units.
Gears shall be designed and applied to require inspection and adjustment no more frequently than once in every 400,000 km and have a life of at least 1,600,000 km.
The gear unit shall be oil lubricated and provided with sufficient baffles, dams, and passages to ensure an adequate flow of lubricant to all bearings and gears under all combinations of acceleration, speed, direction, load, and environment. The gear unit shall prevent infiltration of moisture into the lubricant from any and all sources and shall not require replenishment of oil at a rate in excess of one quart for every 160,000 km.
The gear unit shall have openings with removable plugs located with easy access for filling and draining. Plugs shall be of a type or be located to prevent damage by obstacles on the track and the resultant loss of lubricant. Plugs shall be secured by lock wires, lock tabs, or other approved means to prevent loosening in service.
The filler plug opening shall be arranged to provide an indication of oil level and also prevent overfilling. Drain plugs shall have magnetic particle collectors.
Removable and accessible oil-tight and airtight inspection covers shall be provided on the gear housing for visual inspection of the gears.
9.7.3 DYNAMIC BRAKE RESISTORS
The resistors shall have sufficient capacity to provide full power dissipation during operation at full service braking over the specified profile and passenger loadings up to, and including, AW3, assuming no regeneration into the line. Other propulsion and brake system power resistors shall have a power dissipation capability that is 20% greater than the maximum load that they can be exposed to under any specified operating condition.
Resistor grids shall be electrically isolated from their frames and the frames electrically isolated from the vehicle body and heat shield with high temperature insulation. Provision shall be made for grid expansion to prevent warping. The resistor grids shall be convection or force ventilated and roof mounted. Screens shall be provided to protect resistors from overhead vandal damage.
9.7.4 CONTACTORS
The use of contactors for propulsion control shall be minimized to the greatest possible extent.
All propulsion system control contactors shall be capable of safely interrupting the maximum possible load current in case of a control malfunction. Contactors need not be rated to interrupt fault level currents. The arrangement of arc chutes, blowout coils, and venting, along with the contactor tip size, shall allow safe continued operation upon reset after a malfunction.
Contacts connected in series shall not be operated in circuits where the voltages and currents exceed the single contact ratings. Contacts shall not be connected in parallel.
9.7.5 PROPULSION LINE FILTERS
The line filter shall conform to the requirements of Section 8.2.5 of these TECHNICAL SPECIFICATIONS.
9.7.6 CONTROL LOGIC
Control logic units shall have the following basic design features:
The propulsion system control logic units shall be 32 bit microprocessor-based with associated peripherals and I/O as required to meet all of the specified functions and performance criteria. The control units shall provide self-diagnostic routines, fault monitoring of internal and external devices, and user programmable operating characteristics. Control programs shall be stored in PROM or EPROM. Discrete logic control systems are prohibited.
Independent control logic units and logic power supplies shall be provided for each truck such that one truck can function if the propulsion equipment for the other has failed. The control logic responsible for developing the rate control effort signal may be provided on a one per car basis.
Electronic control equipment shall be segregated from power equipment. Control circuitry and control voltage sources shall be isolated using opto-couplers or transformers from power circuitry and high voltage sources.
The control unit shall provide continuous monitoring of critical parameters, including motor currents, switching device currents, and component temperatures. The control unit and all related software and devices shall be sufficiently responsive to detect and remedy all erroneous or potentially damaging conditions such that equipment damage is prevented or minimized. The detection and response times shall permit detection and corrective action before other protective devices, including the HSCB, react. The fault monitoring schemes and response performance shall be submitted for approval by PSI.
Each control logic shall be provided with a connector for communication with the portable test unit (PTU). The PTU shall be capable of initiating self test of the system and isolating failures to board level. The PTU shall also be capable of monitoring the propulsion system during vehicle operations. All commands and displays on the PTU shall be in English and standard engineering units (volts, amps, etc.). All time shall be presented in month/day/year and hr/min/sec formats.
Each control logic shall be provided with a fault logger. The fault logger shall create a record of at least eight relevant signals and time of recording whenever an unusual or erroneous condition is encountered during operation. The control units shall be capable of storing a minimum of fifty such occurrences. Storage of the fault information shall be circular such that the most recent fault will overwrite the oldest fault when the fault logger is full. The PTU shall be capable of downloading the entire contents of the fault logger and displaying the information in real units, e.g., volts, amps, time of day, etc.
Each control logic shall include card rack space for a plug-in data monitoring module. Three data monitoring modules shall be provided. The data monitoring module shall store the history of eight relevant signals when the data monitoring module is triggered by a fault condition. Triggering of the data monitoring module shall be selectable by maintenance personnel from a menu of all faults recorded by the fault logger and/or by selectable digital signal combinations. The data monitoring module shall sample at a rate of not less than 100 samples per second and retain the information from approximately 2 seconds before the fault to approximately 0.5 second after the fault. A minimum of five complete sets of data information shall be stored. Storage of the data shall be circular such that the most recent data will overwrite the oldest data when the data monitor memory is full. Retrieval of the information shall be through the portable test unit displaying data graphically vs. time or distance, or through the chart recorder's interface board analog output channels if it is plugged into the control logic unit. As an alternative, the data monitoring function specified in this paragraph may be provided by a data logger integral to the control logic, which may be combined with the fault logger specified in the previous paragraph.
END OF SECTION
SECTION 10 – TRUCK ASSEMBLIES
10.1 GENERAL
This Section specifies the design and functional requirements of the truck assemblies. Trucks are defined as all components from the rail to and including the first components rigidly fastened to the carbody. Gear boxes, motors, wiring, brake system components, and associated mounting brackets for these are part of truck assemblies but are not included in this Section, except that any mechanical interface requiring welding or drilling on the truck frame shall be considered part of the truck.
Each vehicle shall be equipped with two motorized trucks providing 100% adhesion. The truck frames may be of either inboard or outboard bearing design.
The trucks shall be designed by a supplier(s) who has designed and manufactured the same trucks previously for the vehicle offered. Adaptations are limited to changes in dimensions, materials or procedures necessary to comply with this Specification. The trucks shall have operated in the same or more unfavorable climatic conditions over track meeting FRA Class 4 requirements and at the same or higher maximum speed.
The trucks shall be designed to minimize resonant vibrations when in operation. Surface contact between truck components, except suspension stops, shall be made through service-proven, non-metallic materials to impede the transmission of vibration and noise.
The trucks shall be suitable for safe operation at speeds up to 60 km/h and shall provide the specified ride quality up to 48 km/h over the entire range of wheel wear.
10.2 DESIGN CONSIDERATIONS
10.2.1 SERVICE LIFE
The truck structure shall have a service life of 30 years minimum, without the need for structural repairs.
10.2.2 WHEEL BASE
Truck wheel base shall be from 1,800 to 1,880 mm.
10.2.3 INTERCHANGEABILITY
Trucks shall be identical and interchangeable.
10.2.4 CLEARANCE CONSIDERATIONS
The complete truck assembly shall clear the car body and car body-mounted equipment by not less than 12 mm. All truck parts, except wheels and track brakes, shall clear the plane of the top-of-rails by not less than 50 mm. These clearance limits shall be met when full allowance is made for the most unfavorable combinations of:
• Wheel tread or flange wear,
• Static and dynamic primary and secondary spring deflection,
• Primary and secondary suspension failure,
• Static and dynamic suspension stop deflection, including possible wear of the suspension stops to the condemning limit,
• The full specified range and worst case combination of horizontal and vertical curves,
• Any other possible movement of the trucks and associated parts including possible movement caused by the maximum excursions of any truck-mounted parts.
The design shall permit removal of the motor trucks from under the vehicle in areas of minimum headroom. It shall not be necessary to raise the carbody more than the minimum distance required for the truck and traction motors to pass beneath the emergency tow bar.
10.3 SUSPENSION SYSTEM
10.3.1 GENERAL REQUIREMENTS
Trucks shall support the carbody on the secondary suspension.
The maximum change in vehicle floor height, due to vehicle loading changes from AW0 to AW4 shall be limited by the ride quality requirements, clearance requirements, and prevention of interference between the doors and wayside loading platforms during door opening.
10.3.2 PRIMARY SUSPENSION
Primary suspension shall be by means of elastomeric elements in compression. The vertical resonance frequency of the primary suspension system shall not exceed 12 Hz. The longitudinal spring rate shall be selected such that all the requirements of this Specification are met. The longitudinal spring rate shall permit the axles to align in curves and shall in no case exceed 1600 kg/mm.
10.3.3 SECONDARY SUSPENSION
The carbody shall be supported by a secondary suspension system consisting of steel springs designed to also resist the lateral forces to be expected in rail service. The springs shall be augmented by horizontal and vertical shock absorbers to maximize ride quality. Longitudinal forces may be transmitted between the truck frame and carbody by the secondary suspension springs.
10.3.4 SHOCK ABSORBERS
Vertical and lateral shock absorbers shall be of the hydraulic type.
10.3.5 SUSPENSION STOPS
Lateral and vertical suspension stops shall be provided with replaceable elastomeric cushions. Stops shall develop sufficient force to limit motion to within clearance requirements. Vertical suspension stops may be incorporated into the vertical dampners.
10.3.6 WEAR ADJUSTMENT
Provision shall be made in the truck design for up to 40 mm of vertical mechanical adjustment of the primary or secondary suspension to compensate for maximum wheel wear and wear or settlement of other truck parts. The adjustments shall be accomplished with standard maintenance shop equipment, and shall not impair the operation of the truck. Adjustment at any level shall not cause the vehicle to exceed the specified dynamic envelope.
Adjustment to compensate for wheel wear shall be accomplished through leveling screws or alternate methods that will not require jacking of the vehicle.
10.4 TRUCK FRAME AND BOLSTER
10.4.1 GENERAL REQUIREMENTS
Truck frames and bolsters shall be of a service-proven design either fabricated by welding or with castings.
There shall be no sliding surfaces involved in the method of retaining the journal bearings in their proper positions. The design of the truck shall allow compensation for normal creep or settlement of the primary and secondary suspension springs.
Threaded fasteners, adjustment points, and structurally-critical locations shall be accessible for inspection and work using conventional means and tools.
10.4.2 CONNECTION
A positive mechanical connection shall be provided between the carbody and trucks, such that the trucks will be raised with the carbody, without disengaging any part of the suspension system. These connections shall be detachable by conventional hand tools to permit de-trucking. The strength of the connection shall provide a factor of safety of not less than two times the yield strength of the material when lifting a fully assembled truck.
The ultimate strength of the truck-to-car body connection shall be sufficient to secure the entire truck to the carbody under conditions in which a horizontal load of 400 kN is applied in any direction at any point on the truck, without separation of the truck and carbody. The ability of the truck-to-car body connection to sustain this load shall be independent of the presence of vertical load. The horizontal load may be transmitted from the truck to the carbody through structural members, positive stops, or other rigid, mechanical safety devices.
10.5 JOURNAL BEARINGS
Journal bearings shall be grease lubricated, tapered or spherical roller bearings with an L10 life probability of not less than 500,000 km at AW2 vehicle weight with the shock and impact loads typical of rail vehicle service. Bearings shall be service-proven for streetcar use.
10.6 WHEELS
The truck shall use a resilient wheel with a steel center (hub). Supplier(s) must have a proven design with a minimum in service life of 5 years or 500,000. km, over a 10 vehicle fleet.
The wheel assembly shall also serve as the electrical interface for grounding the vehicle to the running rails for the return of propulsion and auxiliary current, and to shunt the signal system track circuits from rail-to-rail. Conductive paths of a capacity to conduct all specified currents shall be provided by external shunts between the hub and the tire.
10.7 AXLES
The Contractor shall submit to the City a load diagram and static and dynamic stress calculations for the axles, which shall show, at a minimum, the maximum value of stresses to which the axles are expected to be subjected in service, and a prediction of the axle's fatigue life using a cumulative damage or other approved calculation method. The Contractor shall consider the effect of the bending loads induced by the presence of restraining rails in the axle bending fatigue stress calculations.
10.8 WHEEL-AXLE ASSEMBLY
The wheels, bearings, and ground brush ring shall be fitted to the axle by pressing or mounting. The fit tolerances and pressing forces shall be as recommended by the equipment manufacturers.
10.9 TRACK BRAKE SUPPORTS
The track brakes shall be supported from the journal bearing housings. The track-brake support arrangement shall maintain positive lateral alignment of the track brake with the running rail. Track brake forces shall be transmitted to the truck frame as near to the top-of-rail as practical to minimize the moment on the track brake unit.
10.10 SAFETY BARS
Safety bars shall be provided at the outboard ends of the trucks. They shall be mounted with a maximum clearance of 100 mm to top of the rail when all truck parts are new. Clearance shall not be less than 50 mm for the worst case combination of conditions specified in Section 10.2.4 above.
Safety bars shall be arranged and mounted for replacement with common hand tools in the event of damage.
10.11 GROUNDING DEVICE
Each wheelset of both trucks and shall be provided with a grounding device to meet requirements for electrical grounding specified in Section 8.2.4 of these TECHNICAL SPECIFICATIONS. Ground brush life shall be a minimum of 500,000 km.
10.12 WHEEL FLANGE LUBRICATION SYSTEM
A wheel flange lubrication system shall be provided for each truck. The lubrication system shall apply lubricant through a intermittent light of fluid or through constant contact with a solid block.
10.13 TRUCK SERIAL NUMBER
Each truck shall be provided with a serial number plate located on the right hand side of the truck in a conspicuous place. The figures shall be not less than 19 mm in height.
END OF SECTION
SECTION 11 – FRICTION BRAKE SYSTEM
11.1 GENERAL
This Section establishes the requirements for the vehicle friction brake system and control.
The friction brake system may be spring, hydraulically, or electrically actuated. Friction braking shall be provided on each independent wheel and on each axle. With full capability dynamic brakes, the friction brakes may be a simple “on-off” function.
11.2 SYSTEM DESCRIPTION
The disc brake system shall perform the following basic functions:
(a) Provide service and emergency braking in the event of dynamic brake failure;
(b) Provide emergency braking with the assistance of dynamic brakes, track brakes and sand; and
(c) Act as a parking brake system.
In the event of a dynamic brake failure in a single traction system, the friction braking shall provide equivalent maximum braking effort, but may do so with a different distribution of braking effort among the wheels/axles.
11.3 POWER SOURCE
The friction brake control equipment shall use the vehicle low voltage DC power system as the power source.
11.4 DYNAMIC BRAKE INTERFACE
If an independent friction brake ECU is provided a dynamic brake signal shall be utilized by the disc brake control logic system for each truck to reduce disc brake effort in response to the presence of dynamic braking on that truck. Otherwise the disc brake control logic within the propulsion system ECU shall calculate the required disc braking effort. Refer to Section 9.6.2 of these TECHNICAL SPECIFICATIONS.
11.5 PARKING BRAKE
A spring-applied parking brake shall be provided for each wheel or axle.
The parking brake control signal shall be configured to release the parking brakes when energized. A parking brake applied anywhere on a vehicle shall inhibit propulsion and brake release inncation.
In pressure-released systems, parking brakes shall be controlled by application and release of the service brakes.
11.6 DISC BRAKE CUTOUT
The disc brake system design shall include a method to release and cutout the disc brakes, allowing a vehicle to be moved in case of failure.
11.7 DISC BRAKE - PROPULSION SYSTEM INTERLOCKS
The disc brake system shall be interlocked with the propulsion system such that propulsion is removed if any disc brake remains applied on any truck in a train for more than 7 s after the application of propulsion.
Complete disc brake release shall be possible at all vehicle speeds down to zero mph.
In hydraulic pressure-applied systems the disc brake system shall be interlocked on a direct basis with propulsion control to prevent the application of propulsion in the event there is insufficient fluid available to complete an all-friction stop from the maximum vehicle speed.
11.8 THERMAL CAPACITY (DUTY CYCLE)
The friction brake system shall have thermal capacity to provide for operation of the vehicle over one complete round trip of the alignment without dynamic braking and with a passenger loading shall be AW3. The friction brake system shall have the thermal capacity to provide continuous operation with the failure of one dynamic brake and a passenger loading of AW3. A reduced speed limit may be applied in the event of a dynamic brake failure.
11.9 TRACK BRAKE
Track brakes shall be applied during emergency braking and when commanded by the Operator. Track brake applications during emergency stopping shall be interlocked with the no-motion detection circuitry and disabled below the no motion detection point.
The track brake system shall be effective at all speeds from maximum down to full stop over all conditions of curves and grades. Track brake force shall not be modulated by blending, load compensation, or other means.
Track brake control and logic may be provided by relays and contactors separate from the disc brake or propulsion control logic. Each truck's track brakes shall be controlled by a separate relay and contactor circuit, fed from the separate circuit breaker.
11.10 SANDER SYSTEM
Sand shall be applied during emergency braking and during severe wheel spins or slides. Manual control from the operator’s cab shall also be possible.
Automatic sanding resulting from a wheel slip or emergency brake application shall be interlocked with the no-motion detection circuitry and disabled below the no motion detection point. Manual sanding initiated by the cab footswitch shall not be interlocked with the no-motion detection point.
Sander control and logic may be provided by relays separate from the friction brake control logic.
END OF SECTION
SECTION 12 – COMMUNICATION SYSTEM
12.1 GENERAL
The on-board communication system includes the public address (PA), passenger emergency intercom, cab-to-cab intercom, passenger information, and train-to-wayside communication (TWC) systems. Installed radio charging systems, or, space for the future installation of train radios by the City shall be provided on the operator’s console and in the cab electrical locker. The Contractor shall furnish all communications and passenger information equipment, except a train radio.
All communications and passenger information equipment shall be rated for continuous duty. Control and power circuits for all communications and passenger information equipment shall be isolated from the chassis and cabinets and shall be rated to pass the insulation tests specified in Section 15 of these TECHNICAL SPECIFICATIONS.
12.2 AUDIO COMMUNICATIONS FUNCTIONAL DESCRIPTION
The communications system shall be configured to allow the following audio communications:
(a) From the Operator to passengers inside and outside the train;
(b) Among cabs in a vehicle;
(c) Between a passenger inside the vehicle and the Operator;
(d) From the passenger information system to passengers inside and/or outside the train via pre-recorded announcement sequences and destination sign displays; and
(e) From the door system to passenger inside and/or outside the vehicle.
12.3 PUBLIC ADDRESS SYSTEM
The public address system shall permit the Operator and the passenger information system to make PA announcements to passengers in the vehicle through use of speakers connected by a system of control signals, relays, switches, and amplifiers. Sets of speakers shall be strategically located inside and outside the car. Whether the inside set of speakers, the outside set of speakers, or both, are to be used for public announcements shall be determined by switches in the controlling cab.
Automatic door system signal tones and announcements may be enabled by receipt of a control voltage signal from door control system, which shall cause the audio system to enter the PA mode and for it to accept an audio signal from the door control system. Alternatively the control signal from the door system may use the automatic station announcement system to generate the door signal tones and announcements.
Operator initiated PA messages shall override passenger information system and door system messages.
All messages shall be intelligible and acoustically pleasing under all operating conditions.
Speech peaks shall be limited to approximately 8 dB above the average input level.
Preceding any public audio announcement, including automatic announcements, a local tone annunciator shall be energized to alert passengers that an announcement is forthcoming. The tone volume shall be 3 dB above the normal speech level. The annunciator shall possess a pleasant, chime-like quality.
12.3.1 INTERIOR SPEAKERS
Interior speakers shall meet or exceed the following criteria:
(a) Off-axis coverage between any two adjacent speakers shall not be greater than 6 dB below the on-axis Sound Pressure Level (SPL) for uniform sound distribution. In addition, a minimum of one speaker for every 2400 mm of car length shall be located in the passenger areas inside the cars. They shall be mounted in the ceiling to provide even coverage in each body section.
(b) All passenger area inside speakers shall have a nominal 150 mm or 200 mm outside diameter. They shall be mounted in an enclosure 0.015 m˜ volume or larger. The entire interior surface of the enclosure shall be covered with sound absorbing material. Alternative mountings will be accepted provided the Contractor demonstrates equivalent sound quality.
(c) Grilles for speakers in the inside passenger area mounted in ceiling panels are to be flush mounted, finished to match the panel, perforated, removable for access to the speaker, and held in place with tamper-proof screws.
12.3.2 EXTERIOR SPEAKERS
Exterior speakers shall meet or exceed the following criteria:
(a) A minimum of four external speakers per vehicle, two per side, shall be provided, such that passengers at left hand, right hand or both side passenger station levels may be addressed. These speakers shall be impervious to environmental conditions as outlined in Section 2.2 of these TECHNICAL SPECIFICATIONS.
(b) A waterproof method of mounting the speakers and routing the speaker wires shall be utilized. The speaker locations shall not violate the vehicle's dynamic outline. They shall be immune to the chemicals and detergents normally used during car washing, shall not interfere with nor damage mechanical car wash brushes, and shall be designed to withstand forces generated by these brushes.
12.3.3 AMPLIFIERS
All preamplifiers, mixer amplifiers and power amplifiers shall have a frequency response of at least 200 Hz to 10 kHz +1, -2 dB at rated output. The frequency response of power amplifiers below 100 Hz shall fall off at a rate of no more than 6 dB per octave. The power amplifiers shall have a minimum of 30 W output power, continuous. The total harmonic distortion of all amplifiers, without compression circuits, shall not exceed 1 percent at 1 kHz and full output.
Compression circuits shall be provided to maintain output regulation of +1, -0.5 dB, no load to full load, measured at the speaker terminals.
All passenger speakers in each car shall be driven from a single power amplifier in that car. The power amplifier shall be a bridging, 70.7 V line, distribution, balanced amplifier.
The cab handset and/or microphone preamplifier shall raise the level of the cab microphones to +7 dBm nominal and shall contain a compression circuit.
The line amplifier shall be capable of delivering not less than +17 dBm to the passenger speaker power amplifiers. The output of the line amplifier shall be connected to the train line only when one of the two inputs is keyed. Output impedance of the line amplifier shall be 600 Ohm nominal.
The intercom output amplifier shall be used for driving the cab intercom paging speaker.
12.3.4 CAB MICROPHONE
A rugged, weatherproof gooseneck or boom style microphone shall be provided in each operator’s cab, usable for all intercom and PA modes.
12.4 INTERCOM SYSTEM
The intercom system shall allow calls to be initiated from any cab, with or without an active console, or any passenger intercom station in the vehicle.
Audio circuits between control points and communications units shall be at +7 dBm level.
12.4.1 CAB-TO-CAB INTERCOM
A cab-to-cab intercom call shall be annunciated in every cab, by means of a one-time call chime and an indicating light. The indicating lights shall stay on until the call is completed.
Provision shall be made for the connection of the cab-to-cab intercom system between vehicles during towing operations. A separate cable which attaches at either cab end through a weather-proof connector will be acceptable.
12.4.2 PASSENGER INTERCOM
Passenger intercom stations shall be located in each wheelchair area so as to be easily accessible for wheelchair patron's use. The unit shall be mounted at a height of 1200 mm above the floor or other City approved height.
The passenger intercom station shall incorporate a "press-to-latch" feature enabling immediate communication with the train operator via the paging speaker without having to continue to press the push button. When the passenger "press-to-latch" switch is pressed, the passenger intercom function shall be annunciated in the controlling cab by means of a distinctive call chime and the intercom indicating light. The train operator shall select the intercom and enable communication with all latched passenger intercom stations. All latched passenger intercom stations shall be reset and the intercom indicating light shall turn off at the train operators’ command.
Communication between one passenger intercom station and another shall not be possible.
The passenger intercom unit shall be marked with graphics to identify the unit as an "Emergency Intercom" unit. The instructions shall read, "Push Button Once To Contact Driver ". Instructions shall be marked in raised lettering, dimensioned to permit sensing by a visually impaired person, as approved by the City
12.5 PASSENGER INFORMATION SYSTEM
12.5.1 AUTOMATIC DESTINATION SIGNS
Two (2) automatic, remotely controlled, destination signs shall be provided per vehicle, one on each end.
A control panel shall be provided to permit the Operator to select the destination that is to be displayed on the signs. Appropriate controls shall be provided to transmit the commands from the active cab to the destination sign in the inactive cab.
The system shall be designed to be resistant to electrical noise common on electrified rail vehicles and shall not be confused or enter a fault condition if the destination selection is changed while the signs are in the process of moving to a previously selected destination. The signs shall remain in the last selected position when power to the signs is cycled off and on. The system shall give a positive indication to the operator when all signs in the vehicle have the proper display.
12.5.2 AUTOMATIC STATION ANNOUNCEMENT AND DISPLAY SYSTEM
The Contractor shall provide an automatic station announcement and display system for each vehicle. The system shall consist of at least two interior digital display signs and a solid state automated announcement system which utilizes the PA system. The system may also be used to generate door closing warnings and/or announcements.
Selection of a route shall cause the automatic station announcement and display system to select a table of stations for that route. The system shall function automatically, after the starting location has been entered by the operator, as the train proceeds from station to station.
Distances must not be pre-set in the operating system but manually programmable in the communication compiler program. So that the “Next stop is” and “Next station” is – distance and distance to announcements can be determined by the communication programmer. In addition, “This station is” and “Next station is” must have a function in the compiler program to turn the announcements on or off at the discretion of the programmer.
The interior digital displays and the PA announcements to the passengers about the train and stations shall be as follows:
• "Next stop is . . .": To be announced as the train approaches a station, internal audio and visual.
• "This station is . . . ": To be announced as the train stops and the doors are opening, internal audio and visual.
• "Next station is . . . ": To be announced after the doors close and the train is departing the station, internal audio and visual.
• Between stations, the internal display is to announce the next station. This is to be a visual announcement only.
• Assorted special operational and emergency messages as selected by the operator from the console controls. The messages shall be audio and visual and internal and external. Special messages selected by the control shall be:
- Special
- Test Train
- Training
- Out of Service
- Emergency
- Five other spares to be determined by the City
A control panel shall be provided in each cab on the console and within easy reach of a seated train operator, to allow the operator to control display and announcement of messages. The control panel shall include an alpha-numeric display which duplicates the message shown on the interior display signs. The panel shall also contain controls to permit the operator to skip a station or stations in the announcement sequence or to reverse the sequence to correct for operational errors.
Exterior announcements shall be audio only. Interior announcements shall be both audio and visual.
The location that an automatic announcement is transmitted shall be a user programmable function.
The digital audio storage shall be a non-volatile form of memory. The memory shall have the capacity for at least two hours of audible messages.
The interior next stop display signs shall provide an alphanumeric LED display of 2 inches high characters with proportional lettering in amber color on a black background. The unit shall display a minimum of 24 characters visible simultaneously and shall permit scrolling of a message at least 48 characters in length.
The Contractor shall provide one set of equipment for the recording of the visual and audible messages. This equipment shall include everything required to reprogram the on-board systems with new messages.
12.6 TRAIN-TO-WAYSIDE COMMUNICATION SYSTEM
The Contractor shall furnish and install the car borne portion of the train-to-wayside communication system in accordance with requirements described in this Section. The car borne TWC equipment shall function with the existing wayside TWC equipment on the TriMet LRT system. All system components shall be compatible with a Philips Vetag TWC system.
12.6.1 SYSTEM DESCRIPTION
Each end of the vehicle shall be equipped with car borne components of the TWC system to transmit digital information from the LRV to the wayside at certain points along the route. Fixed wayside loop antennas placed in the trackway send out an interrogation signal several times a second. When a car passes over the loop antenna and an activated car borne TWC transponder receives the interrogation signal it shall transmit a message to the wayside in the form of high-speed serial digital data.
Vehicle TWC equipment provided by the Contractor shall be completely compatible with the existing wayside equipment and shall be subject to the City’s approval.
12.6.2 FUNCTIONAL REQUIREMENTS
Vehicle TWC equipment shall be installed to provide for the accurate, secure transmission of a 19-bit data message to wayside loop antennas. Transponders shall transmit when properly located over the loop and polled by the wayside interrogator. However, the format of the data message to be transmitted shall be a function of vehicle status. The Streetcar shall be configured to provide the TWC system with inputs representing active cab status and end-of-train status.
The TWC system shall transmit the following information from the vehicle to the wayside:
• Train Number
• Route Number
• Car Number
• Stationary Preempt/Activation
• Switch Call (Left or Right)
• Active Cab (on for active cab)
• End-of-train
Car number (to be transmitted by inactive cabs) shall be encoded via jumpers inside the cab control panel. The exact assignment of bits, including start/stop bit will be furnished to the Contractor by TriMet after contract award.
12.6.3 CARBORNE EQUIPMENT
Each car set of TWC equipment to be furnished and installed shall consist of:
• Two transponder assemblies (one per end)
• Two cab control panels (one per end)
• Interconnection cables and hardware to mount and connect transponders and cab control panels.
All carborne TWC equipment shall be identical in all cabs. The TWC system shall function from the low voltage power supply with the voltage range and conditions specified in TS 8. A dedicated circuit breaker shall be provided in the circuit breaker panel of each cab.
12.6.3.1 CAB CONTROL PANEL AND INTERCONNECT WIRING
The cab control panel shall include a unit of four pushbutton switches and a unit of four ten-position thumbwheel switches. The pushbuttons shall be backlighted when the transponder for the active cab is over a wayside loop and is being interrogated.
The following inputs to the cab control panel shall be provided:
• Battery positive, through a dedicated circuit breaker
• Negative Return
• Cab active signal
• End-of-train signal
All inputs shall be brought to a terminal board mounted under the console in an appropriate location near the cab control panel, and connect to the cab control panel via a multi-conductor cable and quick disconnect connector.
12.6.3.2 TRANSPONDER ASSEMBLY
Each transponder shall be mounted under the vehicle on the centerline of the car body, so as to minimize offset on curves, and xxx m from the end of the car. The mounting bracket shall be suitable for the operating environment and shall include any vibration dampening features necessary for a long-term integrity of the system. A multiple conductor cable suitable for exposed use in an undercar environment shall be provided to connect the transponder to the bulkhead connector. A waterproof quarter-turn bayonet electrical connector shall be provided on the cable. The other end of the cable shall enter the transponder through a watertight, strain-relief bushing.
The transponder shall:
• Receive a 100 KHz interrogation signal via the ferrite antenna to activate the transponder and cause it to transmit a data message via the same antenna.
• Activate the lights in the console panel switches when an interrogation signal is received to indicate that the transponder is located over a wayside loop.
• Transmit the 19-bit data message that is indicated by the cab control panel to the wayside interrogator.
END OF SECTION
SECTION 13 – INTERIOR AND EXTERIOR APPOINTMENTS
13.1 GENERAL
This section describes interior and exterior finishing, including insulation, floor covering, seats, windows, liners, and other such equipment.
Options for the interior and exterior color scheme, finishing and general appearance of the vehicle shall be submitted within ninety (90) days of NTP. The submittals may be in the form of accurately colored renderings and/or models. The City will select the vehicle color scheme from the submitted offerings.
13.2 INTERIOR FINISHING AND ACCESSORIES
The vehicle interior shall be finished with high durability, low maintenance materials. All surfaces shall be free from tooling marks, gaps, distortions, and other visible defects. All surfaces shall be rigid and supported to prevent sagging, drumming, and vibration.
Color shall extend all the way through all materials except FRP and melamine where specified.
Interior linings shall be mechanically fastened to their supporting surfaces. The mounting shall be designed to accommodate the dynamics of vehicle movement without transmitting stress to the liners. Interior linings shall be designed to have a minimum 25 mm radius cove at intersecting adjacent surfaces. Alternatives which bond the interior panel to the exterior wall as a unitized replaceable assembly will be accepted.
All exposed stainless steel except for floor covering shall be given an approved brushed finish. Grain direction shall be arranged to suit the decorative scheme.
Walls shall have a graffiti resistance rating of one as per APTA Transit Security Guidelines Manual Section 21. The ceiling shall have a rating of two.
The vehicle interior shall be free from sharp corners or edges either by design or as a result of poor workmanship. Gaps between apparatus that are not absolutely rigid shall be wide enough to prevent injury when the apparatus moves, or rigid spacers shall be provided to prevent the gap from closing.
The articulation section flooring, walls, and other moving components shall move without audible noise under all conditions. All gaps between articulation section wall and ceiling panels shall be designed and sized to prevent injury and all gaps shall not increase or decrease in width so as to be hazardous to persons, under all conditions.
13.2.1 ACOUSTICAL INSULATION
A vibration and sound damping material shall be applied to inner surfaces of all areas of the structural shell, including sub-floor pans, ends, roof, and side frames, and one side of air duct splitters (if used). It shall be resistant to dilute acids, alkalis, greases, gasolines, aliphatic oils, and vermin.
Alternatives which provide insulation between interior panel and the exterior wall as a unitized replaceable assembly will be accepted.
13.2.2 THERMAL INSULATION
The vehicle shall be insulated to conform to the thermal transmission estimate requirements of Section 6 of these TECHNICAL SPECIFICATIONS. Insulation materials and methods shall provide the salient features and performance to that described below, including meeting all durability, safety, and environmental conditions.
Fiberglass insulation shall be manufactured from long, textile-type glass fibers drawn from a calcium borosilicate mixture to an average diameter of nine microns. It shall be bonded together with a thermosetting phenolic resin which shall not exceed 6% by weight. The fiberglass shall not mold, rot, or sustain vermin. It shall not corrode any metals or settle under car vibration. It shall not have an odor or be capable of absorbing odors. It shall be capable of performing to a high temperature limit of 230EC.
The roof, sides, and ends of the cars including the inside faces of posts and structural members, shall be insulated with fiberglass which shall fill the entire volume of the available cavity. The density of the fiberglass insulation shall be selected by the Contractor to meet the carbody transmission estimated heat gain requirements of Section 6 of these TECHNICAL SPECIFICATIONS. The roof insulation shall be retained by stainless steel wires or strips. Side and end wall insulation shall be retained by spears or other approved method provided steps are taken to ensure that sharp pointed ends will not be a hazard to personnel or maintenance equipment.
The floor shall be insulated with two layers of equal thickness of fiberglass separated by a vapor barrier. The insulation shall be placed in the structural floor between the transverse floor beams and shall fill the entire volume of the available cavity. Floor insulation shall be compatible with the material used at the affected locations in the car structure. The density of the fiberglass insulation shall be selected by the Contractor to meet the carbody transmission estimated heat gain requirements of Section 6 of these TECHNICAL SPECIFICATIONS.
Alternatives which provide insulation between interior panel and the exterior wall as a unitized replaceable assembly will be accepted.
13.2.3 URETHANE FOAM
The use of urethane foam insulation is prohibited anywhere in the construction of the car (see Section 15.1.4 of these TECHNICAL SPECIFICATIONS for other prohibited materials).
13.2.3 FLOOR COVERING
The floor covering, and its accessories, shall provide a durable and watertight covering for the floor panels and other car structures. The floor covering shall comply with the material requirements of Section 15.10 of these TECHNICAL SPECIFICATIONS.
The floor covering shall have a static coefficient of friction of not less than 0.5 if measured in accordance with ASTM D 2047, using leather and rubber shoe materials. Leather shoe material shall be in accordance with Federal Specification KK-L-165C. Rubber shoe material shall be in accordance with ASTM Method D 1630.
Each step shall be provided with a safety nosing running the full width of the step and which contrasts visually from the stair tread and riser covering by 70%, as determined by the following formula:
Contrast (%) = [(B1-B2)/B1]*100
where: B1 = light reflectance value of brighter area, and
B2 = Light reflectance value of darker area
Floor covering at exposed removable floor access panels and at the edge of the articulation section shall be peripherally trimmed with a stainless steel or aluminum molding.
13.2.4 WINDOWS
All windows shall be of the single-glazed, fixed type, laminated tempered safety glass mounted directly to the car structure by bonding or with neoprene glazing strips.
Glazing strips, if used, shall be laced from the outside of the vehicle. The ends of the glazing strip shall be joined together by the hot vulcanization process or a gluing process approved by the City to form an endless glazing strip.
The side and door windows in the passenger section shall be have a minimum thickness of 6.5 mm.
The cab windshield shall be laminated, clear safety glass. The windshield shall be designed and installed to minimize external glare as well as reflections from inside the vehicle when the vehicle is operated at night with the passenger interior lighting in use.
The upper portion of the windshield may cover the end destination sign.
13.2.6 PASSENGER SEATS
Each vehicle shall be provided with passenger seats. Mobility impaired accommodations shall be provided. The seating arrangement may be transverse, (knee to back or 4 abreast (2 plus 2)), longitudinal, or a combination thereof. Seating on opposite sides of the vehicle shall be separated by an aisle of 635 mm minimum width.
The minimum total seat depth measured from the seat’s forward edge to the forward surface of the seat back shall be 400 mm; minimum seat spacing shall be 735 mm; minimum seat back to back of seat ahead shall be 650 mm. The seat individual width shall be 430 mm to 480 mm.
Passenger seats shall be designed using recognized ergonomic and human factors principles to provide a safe and comfortable ride for the short distance local patronage anticipated for the streetcar. Materials shall be consistent with the intended use and performance requirements, with special consideration for passenger safety, comfort, durability, and maintainability.
Replacement of complete seats shall be easily accomplished through removal and reinstallation of no more than six (6) mounting bolts per seat. Mounting bolts shall be hidden by inconspicuous snap-in covers where exposed to passenger view.
13.2.6.1 DESIGN CRITERIA
The seat construction and its attachments to the car body shall withstand, without permanent deformation, the loads to be expected in transit operation, but in no case less than the following:
(a) The seat design and installation shall withstand a longitudinal force (acting in either direction from front of seat to back, and back of seat to front, and equally distributed along the grab handle) of 1330 N per sitting position (total 2670 N for two-passenger seat) with deflections everywhere less than 19.0 mm with no failure. A permanent set of 3 mm maximum will be permitted under these conditions.
(b) The seat design and installation shall withstand a downward vertical load applied uniformly along the front edge of each sitting position of 1780 N (total 3560 N for two-passenger seat). A permanent set of 3 mm maximum will be permitted under these conditions.
(c) The transverse seat attachment to the floor, side structure, and seat boxes shall be constructed to resist the load resulting from two 95th percentile adult males being thrown against the seat with a longitudinal force of 5g. The loads shall be applied both from the back and front of the seat. Seat distortion shall be allowed; however, the seat shall not tear loose from its fastenings.
13.2.7 MOBILITY IMPAIRED ACCOMMODATIONS
Accessibility to the vehicles for mobility impaired persons confined to wheelchairs shall be provided through one (1) door on each side of the vehicle. Two (2) wheelchair spaces shall be provided in each vehicle. The spaces shall be designed to locate the wheelchair longitudinally (end facing) in the vehicle. Each wheelchair accommodation space shall provide for a minimum clear floor space of 1220 mm by 760 mm. Seat arrangement and stanchion placement shall provide for a minimum of 815 mm wheelchair passage width and allowance for turning movements between the accessible door and designated wheelchair locations.
The wheelchair area may be either normally used by standees or provided with passenger seats which flip-up to allow space for the wheelchairs.
13.2.8 STANCHIONS, HANDRAILS AND WINDSCREENS
If space is available, at each passenger door location, windscreens shall be provided to outline the boarding area and to prevent drafts of external air from annoying passengers near the door and outside of the boarding area. Windscreens shall be transparent, at a minimum, above the lower side window edge level.
Vertical stanchions shall be provided within 750 mm of any standing AW3 passenger position. Stanchions connecting the top of the seat back or the horizontal seat back rail to the ceiling, or vertical hand holds shall be provided in the interior standing areas where no other passenger stabilization aid is available. Vertical stanchions shall not be place in the boarding area between windscreens. Stanchion spacing and placement shall be submitted for approval.
All stanchions and grab rails shall withstand applied loads of 1300 N in any direction without permanent deformation and without transient deformation that would pinch or injure. All stanchions and grab rails shall be smooth and free of sharp edges. All mounting fasteners shall be tamper resistant.
All stanchions and grab rails shall have a diameter of 1.25 to 1.5 in (32 to 38 mm) and comply with the latest FTA interpretation of the Americans with Disabilities Act (36 CFR 1192 and 49 CFR 27, 37 and 38).
13.2.9 KEYS AND LOCKS
Three (3) different types of keys shall be provided for access to various car equipment or controls. The three types are:
(a) Master Controller Key – Shall operate the master controller key switch, as described in Section 4.1.1 of these TECHNICAL SPECIFICATIONS, and provide access to the cab via the cab door.
(b) Crew Key – Shall permit operator access to cab breaker panels, exterior forward door manual release, all overhead access panels, access panels to underseat equipment containing items requiring operator access, and shall be used to operate the door crew switch as approved by the City.
(c) Maintenance Key – Shall allow maintenance personnel to open all other access panels and shall be used for side skirt removal as approved by the City.
13.2.10 PASSENGER STOP REQUEST
A passenger activated station stop request system shall be provided. It shall permit any passenger in the vehicle to alert the Operator to stop. The stop request system shall be activated by:
(a) A vinyl covered stainless steel pull cord located horizontally above the windows with vertical extensions between the windows for seated passengers; or
(b) Tape switches located within reach of each seated location and by standing passengers; or
(c) Push buttons contained in metal housings and mounted to the stanchions and/or side walls.
Pull cords, if used, shall be connected to rugged but attractively housed electro-mechanical switches surface-mounted on the side walls.
The locations of the push buttons, if used, shall be shown on the stanchion drawings required by Section 17.4.3 of these TECHNICAL SPECIFICATIONS and submitted for approval.
See Section 4.4.5 of these TECHNICAL SPECIFICATIONS for passenger stop request system control details.
A chime unit shall be provided in the passenger compartment of each car half which shall sound the first time any pull cord in the train is pulled. The chime shall be pleasing and distinctive in tone and shall be audible anywhere in the car half. Additionally, a lighted "STOP REQUESTED" display shall be provided on the passenger side of each cab partition, mounted near the ceiling.
13.2.11 FARE COLLECTION EQUIPMENT
On-board fare collection equipment shall be provided meeting the following requirements:
(a) The fare collection equipment shall consist of one (1) ticket dispenser and four (4) validators located in the low floor area at each door entry and in the high floor area each door entry. Validators shall be located for accessibility by all passengers, including those with wheelchairs or mobility aids.
(b) Fare collection equipment shall dispense and validate tickets which are compatible with the Streetcar system. The Streetcar fare collection equipment has been manufactured by Mikroelektronika.
(c) The ticket dispenser shall dispense three classes of tickets; one-zone full fare, honored citizen, and youth. The ticket shall be dispensed with a time/date stamp eliminating the need for subsequent validation.
(d) The ticket dispenser shall accept coins. Acceptable coins shall be dollars, quarters, dimes, and nickels. Change will be provided in coins only.
(e) Fare information and operating instructions shall be provided as decals affixed to the outside of the machine.
(f) The installation of fare collection equipment shall provide for usage by wheelchair patrons and comply with the Americans with Disabilities Act.
(g) Voice announcements and prompts will not be required.
13.2.12 PASSENGER INTERCOM
Provision shall be made for installation of passenger intercoms as detailed in Section 12 of these TECHNICAL SPECIFICATIONS.
13.3 EXTERIOR FINISHING AND ACCESSORIES
13.3.1 ROOF MAT
A roof mat shall be installed to provide an anti-slip walking surface and an electrically insulated area on the roof under and around the pantograph mounting and other areas that may be walked on by maintenance personnel. The mat shall be cemented in place with an adhesive recommended by the manufacturer of the mat. The mat edges shall be retained mechanically.
13.3.2 EXTERIOR MIRROR
An exterior electric driven mirror shall be provided on both the right and left sides of each cab. The mirrors shall be located to enable the Operator to supervise the loading and unloading at all doorways of the vehicle, when the vehicle doors are open and to verify that the doorways are clear of passengers prior to closing the doors.
13.3.3 SKIRTS
If car structure doesn’t cover these areas, removable side skirts shall be provided between and outboard of the trucks. Skirts shall not be load bearing members and shall be removable with common hand tools. The skirts shall form a uniform lower edge with the bottom of the carbody in the low floor areas.
13.4 GRAPHICS
Graphics shall be provided throughout the vehicle to provide passengers and operating personnel information regarding operation of the vehicle.
All controls and devices intended for operating personnel use shall be clearly labeled with text. All equipment intended for passenger use, however infrequent, shall be labeled both with text and graphical figures or icons.
ADA compliant graphics shall designate priority seating for persons with disabilities. ADA compliant graphics shall indicate designated areas for wheelchair or mobility aid accommodation.
The car number shall be clearly displayed to aid operating personnel and passengers in reporting car locations or incidents. On the interior, the car number shall be displayed inside each vehicle body section. On the exterior, the car number shall be displayed on both vehicle ends above the windshield, the side of the vehicle, and on the roof at each end.
Safety warnings and advisories shall be provided at doors, at the articulation sections, and at any access points to hazardous equipment. Identifications and instructions shall be provided for all passenger interactive devices such as door push buttons, stop request buttons, and passenger emergency call boxes.
All equipment boxes shall be labeled with safety warnings for High Voltage if appropriate.
All text and graphic layouts shall be submitted by the Contractor for approval by the City.
END OF SECTION
SECTION 14 – TESTING
14.1 GENERAL
The vehicle and all its components shall be tested to verify compliance with all specified design, performance, reliability, and maintainability requirements.
The qualification tests included in this section are to be performed on any equipment specifically designed for this application. All conformance tests described in this section shall be performed as indicated unless specifically waived by the City. All tests shall be performed on production components without modification or special preparation.
The City may, at its option, witness all tests. At least fifteen (15) days prior to each test, the Contractor shall notify the City in writing of the date, time, and location the test will be performed.
Material test requirements appear in Section 15 of these TECHNICAL SPECIFICATIONS. Other test requirements may appear in other sections.
14.1.1 TEST CLASSIFICATIONS
The required tests are categorized as follows:
(a) QUALIFICATION TESTS are to be conducted to demonstrate compliance with design requirements at operating and environmental extremes. These tests shall be performed on production components, assemblies, subsystems, and the completed vehicle, and shall be performed on the highest level of assembly that will allow demonstration of design compliance. Qualification tests are limited to the number of units needed to demonstrate design compliance, typically one or two. These test requirements are described in Sections 14.2, 14.3, and 14.4 below, and include performance and operational tests.
(b) CONFORMANCE TESTS shall include all efforts necessary to demonstrate that the unit to be delivered operates within specified limits and is in compliance with design requirements. Conformance test requirements may vary from an inspection and functional demonstration for a simple component to a full system demonstration of a vehicle. These tests are routinely performed at ambient conditions unless a specific environmental or operating limit is necessary to demonstrate acceptable operation. These tests are described in Sections 14.5 and 14.6 below..
(c) ACCEPTANCE TESTS and POST-DELIVERY TESTS shall demonstrate that the vehicle is ready for revenue service, both functionally and cosmetically. Acceptance tests shall be performed on Central City Streetcar tracks. The acceptance tests are described in Section 14.7 below.
14.1.2 INSULATION TESTING
The following insulation test requirements apply when an insulation test is required to be performed in Sections 14.2, 14.3, 14.4, 14.5, 14.6 and 14.7 below.
The integrity of electrical insulation shall be confirmed where specified below by performing insulation resistance tests and high potential tests on individual devices and apparatus, and then on the completed vehicle.
14.1.2.1 INSULATION RESISTANCE TESTS
Insulation resistance tests shall be conducted before high potential tests are conducted. Tests shall be conducted to verify the state of the insulation to the case or carbody, between wiring of different voltage classes, and between the input and output circuit of high voltage line switches and circuit breakers. Semiconductor devices may be protected against the test voltage by means of shorting jumpers if they are not inherently protected by the circuit in which they are used.
On items with double insulation, such as grid resistors mounted on an insulated frame, each set of insulation shall be individually tested. (i.e. resistors to frame and frame to carbody.)
The following insulation resistance limits shall apply when all circuits on the vehicle of a given voltage class are connected in parallel under all environmental conditions including high humidity:
• Nominal Circuit Voltage
• Volts DC or ACrms Minimum Insulation Resistance
• Below 90 V 2 megohm at 500 Vdc
• 90 to 300 V 4 megohm at 1000 Vdc
• Above 300 V 5 megohm at 1000 Vdc
The test limits for individual devices or apparatus shall be higher than the above listed limits, as is appropriate for that hardware, so that the limits for the completed vehicle can be met.
14.1.2.2 HIGH POTENTIAL TESTS
A high potential test shall be conducted after the insulation resistance tests are completed and passed. The high potential test shall be conducted on all circuits within a device, system or vehicle. Tests shall be conducted to verify the state of the insulation to the case or carbody, between wiring of different voltage classes, and between the input and output circuit of high voltage line switches and circuit breakers. Semiconductor devices may be protected against the test voltage by means of shorting jumpers if they are not inherently protected by the circuit in which they are used.
All components and systems shall be in place when the high potential tests are being performed. The Contractor shall jumper together the various wires in a system to insure that all parts of a system are tested, and to prevent capacitive currents or fault currents from passing through and damaging low voltage devices.
On items with double insulation, such as grid resistors mounted on an insulated frame, each set of insulation shall be individually tested. (i.e. resistors to frame and frame to carbody.)
The test shall be conducted by applying the test voltage, as listed below, for a period of 1 minute, across the insulation being tested, the test is passed if there is no insulation breakdown or excessive leakage current. The test voltage shall be at a frequency of 50 or 60 Hz with a sinusoidal wave form. Alternatively, the test voltage can be DC with a value equal to 1.75 times the AC rms voltage. In the formula below, v shall be the nominal system voltage for a circuit.
Nominal Circuit Voltage
Volts DC or AC rms Test Voltage, AC rms
Below 300 V 2 v + 1000 V
Equal to or above 300 V 2.25 v + 2000 V
The test voltage on a completed vehicle shall be 0.85 times the value defined above for the circuit to be tested.
Standard apparatus may be production tested for 1 second at a test voltage 20% higher than the above listed 1 minute test voltage.
14.1.3 TEST PLANS, PROCEDURES, AND REPORTS
The Contractor shall prepare a detailed test procedure for each test described in this Section, and for any other tests conducted by the Contractor in connection with its own Quality Assurance program. Each test procedure shall be submitted to the City for review and approval. The Contractor shall submit, as part of each test procedure, forms to be used to record data accumulated in that test. Such forms shall also contain a step-by-step format for data reduction, formulae used in deriving the format, criteria for acceptability, and justification for the criteria set forth. Tests conducted to detailed procedures specified in standards accepted by the City shall not require submission of a detailed test procedure.
Each Detailed Test Procedure shall be submitted to the City in advance of the initial conduct of a planned test so as to provide at least 15 working days to review and approve the procedure. No testing shall occur and no results shall be considered valid until approval of the test procedures by the City.
Test reports of conformance tests which are performed on all cars, or all components, shall be included in the appropriate Car History Book. The report shall include a description of the test, all raw data collected in the test, all data reduction forms, and a summary of the results.
14.2 COMPONENT QUALIFICATION TESTS
The following qualification tests shall be performed as indicated.
14.2.1 FLAMMABILITY & SMOKE EMISSION
All materials supplied for this car shall be tested to the Flammability and Smoke Emission requirements of Section 15.3 of these TECHNICAL SPECIFICATIONS.
14.2.2 AC TRACTION MOTORS
The AC traction motor shall be given a "type" test in accordance with IEC Publication 349. The determination of the characteristics and efficiency of the traction motor shall be in accordance with a mutually acceptable method from IEC 349 and IEEE Standard 112, adapted to include testing at minimum frequency, base speed, maximum slip-limited speed, and maximum speed.
Alternatively, for motors which have prior vehicle service history, the manufacturer may submit existing "type" test data for the model of AC motor being used on the Streetcar.
14.2.3 AC AUXILIARY MOTORS
One (1) motor of each type of AC auxiliary motors shall be given an IEC Publication 349 or IEEE Standard 112 “type” test, including a heat run, by the manufacturer, to demonstrate its capabilities and power rating. Each model tested shall be tested at their continuous rating.
Alternatively, for motors which have prior vehicle service history when operating from an inverter power supply, the manufacturer may submit existing “type” test data for one motor of each model AC motor being used on the Streetcar.
14.2.4 TRACTION GEAR UNIT
The traction gear unit shall be subjected to a 100 hour test, and shall be mounted with torque load simulation. Alternatively, 100 hour test data and gear tooth contact verification data, run on identical gear units may be submitted for review and approval by the City. The test shall subject the units to conditions that are, in general, 20% more severe than would occur under the most extreme operating conditions (i.e., power increased by 20%). Torque load shall include the effects of locked-in torque if a mono-motor design is used, and of dynamic braking.
The test shall be started with the unit at a temperature from 15EC to 32EC. A fan or other device may be provided so that in-service air flow conditions are simulated. The temperature rise measured in the oil sump shall not exceed the gear oil supplier’s recommendations for maximum temperature consistent with the life between oil changes, as stated in the Contractor’s maintenance manuals. The direction of rotation shall be reversed every successive 8 hr until the 100 hr test is completed. Noise and vibration tests shall also be performed to verify the requirements of Section 2 of these TECHNICAL SPECIFICATIONS. Alternatively, the noise test may be waived based on submittal of a test report for approval by the City of a noise test performed in an anechoic chamber on identical gear units to that which will be used for this Contract.
After completion of the test, the gear unit shall be disassembled and all parts examined. Gear tooth mesh and tooth pattern shall be checked and recorded before and after the test. The test report shall include test records of running time, oil temperatures, and vibration and sound level readings taken at such intervals as required to verify compliance with this Specification.
14.2.5 AUXILIARY POWER SUPPLY
The auxiliary power supply tests shall be performed on a production unit. These tests shall include all aspects of the following for the design requirements, environmental ranges, and supply voltages given in Sections 2 and 9 of these TECHNICAL SPECIFICATIONS and as herewith listed:
(a) All output and control requirements
(b) Performance and capacity requirements
(c) Fault detection and annunciation requirements
(d) Insulation, isolation, and transient rejection requirements
(e) Heat run, designed to test the system for the worst case heat loadings for:
(1) maximum rated output current at the lowest operational input voltage; and
(2) lightest possible load, at the highest operational input voltage.
(f) Noise measurements shall be made sufficient to demonstrate compliance with Section 2 of these TECHNICAL SPECIFICATIONS
Alternatively, for auxiliary power supplies which have prior vehicle service history, the manufacturer may submit existing “type” test data for approval by the City.
14.2.6 LOW VOLTAGE POWER SUPPLY AND BATTERY CHARGER
Low voltage power supply and battery charger tests shall be run on a production unit. The design qualification tests shall include the following:
(a) A continuous heat run of the unit at rated input voltage and rated output voltage and current. The heat run shall be of sufficient duration to allow all critical elements to stabilize in temperature. Temperature rises over ambient shall be within Contractor’s limits as set forth in the test plan.
(b) The unit under test shall be run for one (1) hour at an input voltage just below the upper limit of the specified operating range and at rated output current and voltage.
(c) The unit shall be run for one (1) hour at an input voltage just above the lower limit of the specified input range for which rated output voltage and current is to be delivered, at rated output voltage and current.
(d) The unit, when connected to its rated load, shall be cycled OFF and ON by interruption of the source voltage supply external to the unit under test. Rate of cycling shall be approximately one second on, one half second off, and shall continue for 2 minutes.
(e) The unit shall be started into an open circuit 5 times in succession.
(f) he unit shall be started into a short circuit five times in succession.
(g) The unit shall be started while connected into an overload of 120% of rating. The overload shall then be removed and the unit shall automatically provide rated output voltage.
(h) Noise measurements shall be made sufficient to demonstrate compliance with Section 2 of these TECHNICAL SPECIFICATIONS.
(i) At operating points representing the full range of conditions for delivery of rated output voltage and for routine current limit operation, output voltage and output voltage wave forms shall be monitored by an oscilloscope to determine compliance with the specified regulation and levels of ripple.
Alternatively, for low voltage power supplies which have prior vehicle service history, the manufacturer may submit existing “type” test data for approval by the City.
14.2.7 TRUCK
Each type of truck and running gear shall be given a structural load test and a fatigue endurance test.
The Contractor is responsible for selecting test loads and conditions that will develop a high level of confidence in the adequacy of the truck design.
The purpose of the static load test is to verify that the maximum allowable static stresses selected by the Contractor are not exceeded under maximum expected static loads. The truck and bolster shall be loaded twice, with complete release of the load between applications. Strain gauges shall be re-zeroed after the first load application and the offset from zero recorded and reported. All required data shall be taken during both load applications. The methods and points of test load application and reaction shall simulate as closely as possible the actual loading conditions to which the truck will be subjected in service.
The vertical test load shall be the truck’s share of completed vehicle plus an AW4 passenger load minus the weight of the truck. The lateral load shall be 15% of the vertical component. The longitudinal load shall be the maximum possible instantaneous braking effort (friction and dynamic plus track brake) and 50% adhesion at the wheels at AW4 load. The lateral and longitudinal loads shall act as if they were applied at the center of gravity of the completed vehicle plus an AW4 passenger load. Accessory loads, such as brake units, track brakes, and traction motors, shall represent maximum steady state conditions; for example, maximum motor torque and brake unit weight, and maximum brake unit reaction and motor weight. All loads shall be applied to produce the worst stress conditions on the truck.
To demonstrate that the truck has adequate fatigue strength under dynamic loading, the static test truck frame and bolster shall be subjected to not less than two million cycles of dynamic loading. The mean vertical load shall be the truck’s share of completed vehicle plus an AW2 passenger load minus the weight of the truck, and the applied vertical load shall vary about the mean vertical load plus and minus 25%. The lateral load shall vary between 15% of the mean vertical load acting towards one side of the truck and 15% of the mean vertical load acting towards the other side. The longitudinal load shall vary between 15% of the mean vertical load acting towards one end of the truck and 20% of the mean vertical load acting towards the lateral and longitudinal loads shall act as if they were applied at the center of gravity of the car body at the AW2 load, with resulting vertical loading applied to the bolster. Accessory loads shall vary between plus and minus 100% of their maximum steady state values: motor under maximum braking torque and brake unit tractive effort under maximum service brake application with not less than 50% adhesion and maximum track brake tractive effort reaction. The phasing of the loads shall be selected by the Contractor and shall be such as to produce the worst case stresses at critical locations.
Alternatively, for trucks which have prior vehicle service history, the manufacturer may submit existing “type” test data for approval by the City.
14.2.8 STRUCTURAL TESTS
14.2.8.1 GENERAL
The first car shell shall be tested by the Contractor to show that the critical portions of the car body structure comply with this Specification. The tests shall not begin until the stress analysis has been approved.
The test shell shall be structurally complete, consisting of both shell halves with the articulation joint installed, but excluding such items as exterior and interior trim, windows, doors (except those used in the vertical load test), seats, lights, interior lining, insulation, or other parts that would obscure any structural member from view or that would interfere with the performance of the test. Equipment shall be simulated by equivalent weights at their respective locations. All structural tests shall be conducted on the same specimen.
Alternatively, for car body structures which have prior vehicle service history, the manufacturer may submit existing "type" test data for approval by the City.
14.2.8.2 VERTICAL LOAD TEST
The car body specimen supported on trucks, or a simulation thereof, shall be subjected to a vertical load test. A test load equal to the complete, ready-to-run car body weight (complete car minus trucks) plus a subsequent AW4 passenger load shall be applied to the specimen. The latter passenger load shall be applied in four approximately equal increments resulting in a total of five vertical load increments. One of these increments shall be equivalent to a ready-to-run car body weight plus a passenger load of AW2. The test load may be applied by means of weights or jacks, but shall be distributed in proportion to the distribution of weight in the finished car. The specimen shall be unloaded in the increments that it was loaded, in reverse order.
During the vertical load test, a measurement of carbody vertical deflection shall be made on the car body shell with each test load applied.
All side doors on one (1) side of the car shall be installed. The doors shall be complete with operators, thresholds, and all sealing and weatherstripping. All door equipment shall be production equipment installed in accordance with production drawings and procedures. At each increment of test load, the doors shall be opened and closed electrically by means of the operators. The opening and closing time of each door leaf shall be measured and recorded electrically. Failure to operate at the prescribed speed or any indication of binding shall require corrective action to be taken by the Contractor to the car structure or the door arrangement, or both. The vertical load test must then be repeated in its entirety.
14.2.8.3 COMPRESSION LOAD TESTS
The ability of the car body structure to resist the compression loads specified in Section 3 of these TECHNICAL SPECIFICATIONS shall be tested.
During the compression test, the car shell shall be supported on trucks or a simulation thereof to allow longitudinal movement.
The force of the testing machine shall be applied by hydraulic power and the force measured by a means independent of those producing the force. The compression test load shall be applied by means of a controlled hydraulic ram. Cushioning means, such as lead sheets, shall be provided to assure uniform bearing. The test load shall be applied horizontally on the car longitudinal centerline. No allowance shall be made for camber of the body. The load shall be applied in increments of 25, 50, 75, 87.5, and 100% of full load. The load shall be reduced to not more than 2% of full load after each step. Strain gauge and deflection readings shall be taken at each load increment and at each relaxation of load. The ram shall be supported at the car end but shall remain free to move longitudinally with respect to the car end.
The test load shall be applied to the anticlimber. This load shall be distributed over an area not to exceed 150 mm in height by 300 mm in width.
14.3 SYSTEM QUALIFICATION TESTS
The following system qualification tests shall be performed by the Contractor, or under its direction, to demonstrate conformance to the requirements of this Specification.
14.3.1 PROPULSION SYSTEM
A laboratory test shall be conducted on one (1) set of propulsion equipment, including motors, power conditioning, protection devices, logic, controls, and master controller, using a dynamometer which simulates vehicle inertia by means of flywheels or programming of a motor-generator, and which simulates train resistance by means of a motor-generator. The physical layout of car components and cabling for this test shall simulate actual car conditions. This test is for the purpose of demonstrating that the propulsion equipment functions properly and meets all requirements of Sections 2 and 9 of these TEHCNICAL SPECIFICATIONS.
Alternatively, for propulsion systems which have prior vehicle service history, the manufacturer may submit existing “type” test data for approval by the City.
14.3.2 FRICTION BRAKE SYSTEM
The complete friction brake system and all components shall be given a qualification test to confirm braking capability, thermal capacity, response, and wear rates. This test may be included with the propulsion system laboratory tests. Testing shall include hot and cold retardation, wet and dry retardation, actuation energy storage, and control response.
Alternatively, for friction brake systems which have prior vehicle service history, the manufacturer may submit existing “type” test data for approval by the City.
14.3.3 DOOR AND BRIDGEPLATE SYSTEM
Door, door operator, bridgeplate, bridgeplate operator, control, and sensitive edge design qualification tests shall include an accelerated life test of 1.5 million cycles for one complete set of door hardware and 250,000 cycles for the bridgeplate hardware. The test fixture used shall accurately represent the actual carbody and installation.
Alternatively, for door and bridgeplate systems which have prior vehicle service history, the manufacturer may submit existing “type” test data for approval by the City.
14.3.4 UNITIZED HVAC SYSTEM
One (1) HVAC self-contained unit complete with all controls shall be given a climate room test by the air conditioner manufacturer to confirm air delivery flow, air delivery pressure, air filtration, water exclusion, heating capacity, cooling capacity, capacity modulation, unit noise, and power consumption.
Each type of complete heating/cooling unit, including overhead heaters, with all controls shall be tested and rated according to the latest revision of ANSI/ASHRAE Standard 37. The test shall verify the capacity and functioning of heating, ventilating, cooling, and reheat, according to an approved temperature control schedule. The instrumentation accuracy and tolerance shall comply with the Standard 37 requirements. All data required by the Standard shall be recorded using an approved data acquisition system.
The following tests shall be included in the procedure:
(a) Temperature control test to verify all temperature control schedule switching points on rising and falling temperature;
(b) Refrigerant charge determination;
(c) Cooling capacity at design conditions (two methods, as required by Standard 37);
(d) Functional test at maximum operating conditions with design passenger, equipment, and solar loads. Equipment shall operate in full cooling mode without malfunction, shutdown, or modulation for at least one hour;
(e) Demonstration of modulation and high pressure protection functions;
(f) Minimum full cool/low ambient and partial cool/low ambient, as determined by the temperature control schedule, tests with four hours duration for each condition. Equipment shall function normally with no icing of the evaporator coils;
(g) The insulation efficiency and condensate carryover test at 27°C DB/24°C WB;
(h) Heating capacity verification;
(i) Abnormal heating conditions tests with restricted air flow and without air to verify over temperature protection function; and
(j) Back-up over temperature protective device test.
At the completion of the test, samples of the refrigerant and compressor crankcase oil shall be taken and analyzed for contaminants by an approved laboratory.
14.4 CAR LEVEL QUALIFICATION TESTS
The following tests shall be conducted on the completed vehicle.
4.4.1 WATERTIGHTNESS TEST
The fresh air and electric equipment ventilation intake ducts in the car roof shall be water tested with the ventilating fans running at full speed, to determine the effectiveness of the water-excluding features of the duct work. At the conclusion of the test, there shall be no evidence of moisture in the ducts downstream of the water excluding features.
Exterior equipment enclosures are required to be watertight. Enclosures shall receive a water test at the point of manufacture. During test of the boxes, the required spray is to be directed at the exposed sides and ends of the boxes as would normally occur during car washing operations or as a simulation of water spray from the wheels. At the conclusion of the test, there shall be no evidence of moisture in the underfloor or roof boxes.
14.4.2 AIR LEAKAGE
To assure a positive internal car body pressurization, the first car shall be given an air leak smoke bomb test with the interior pressurized to a minimum of 0.50 in of water. All openings related to ventilation shall be sealed during this test. All apparent leaks shall be corrected by the Contractor.
14.4.3 DOOR AND BRIDGEPLATE OPERATION
Before shipment the first vehicle shall have all doors and bridgeplates operated for 1,000 continuous trouble-free cycles.
Any door or door control failure occurring prior to completion of the test on each car will nullify the test, and the test shall be re-run completely after the fault has been corrected.
14.4.4 LIGHT INTENSITY
Light intensity readings shall be taken (without light from other sources) on one car to verify conformance with the requirements in Section 7 of these TECHNICAL SPECIFICATIONS.
14.4.5 NOISE AND VIBRATION
After equipment installation, noise and vibration tests shall be performed on the first vehicle to confirm compliance with the requirements of Section 2.6 of these TECHNICAL SPECIFICATIONS.
Compliance with the Specification is to be based on measurements taken in essentially a free-field environment such as outdoors, away from any reflecting surfaces other than the ground, ties, and ballast, on track with newly ground, welded rail. Reflected sound shall be such as to not influence the directly radiated sound from the equipment measured by more than 2 dB. All measurements shall be made with an ambient sound level in the vicinity of the test measurement locations of not less than 10 dB below the noise produced by the equipment being measured, when evaluated using the same scale or octave band.
14.4.6 HORN AND BELL
The horn and bell, as mounted on a completed car, shall be tested for compliance to the requirements of Section 5 of these TECHNICAL SPECIFICATIONS. This requires testing of both ends of a car.
14.4.7 ELECTROMAGNETIC COMPATIBILITY
An electromagnetic compatibility test shall be performed on one car by methods referenced in Section 2.7of these TECHNICAL SPECIFICATIONS for compliance with those requirements and for the compatibility with the traction power distribution, railway signal, and communications systems.
14.5 SYSTEM CONFORMANCE TESTS
All equipment shall be given functional tests at the Contractor's facility prior to shipment. The test to be performed on each component, system or the car shall be in accordance with the standards listed in this Specification or an approved test plan for the component, system or car. The test reports of all Production Conformance tests shall be included in each "Car History Book" as specified in Section 17.6.2 of these TECHNICAL SPECIFICATIONS.
14.5.1 ELECTRICAL APPARATUS
Each component that is separately assembled, housed, and wired into a package unit prior to installation in the car shall be tested at its point of manufacture and a certified test report, signed by the responsible Quality Assurance representative of the manufacturer, shall be furnished to the City. Control and communications equipment shall be tested for function according to a procedure prepared by the manufacturer. Each test of electrical equipment shall include an insulation test as specified in Section 14.1.2 above.
14.5.2 AIR CONDITIONING UNIT
Each air conditioning unit shall be placed in a test cell and heat load applied to both the evaporator and condenser coils. The unit shall be operated for at least five hours with a clean-up filter/drier in place. Upon test completion, a new standard-type filter/drier shall be installed.
The unit shall be given a complete functional test to verify compressor unloading, control points of all pressure switches and all return air and fresh air thermostatic control points. Power consumption of all motors, evaporator and condenser fan motor speed, system pressures and temperatures, and the applied loads to the evaporator and condenser shall be recorded. The system refrigerant charge and the refrigerant condition (wet or dry) in both liquid sight glasses shall be recorded. The oil level in the compressor shall be recorded. Noise and vibration levels shall also be measured and recorded on each unit. Any abnormal condition shall be corrected and the associated test repeated.
The unit heat staging and the functioning of the high limit switch, as specified in Section 7 of these TECHNICAL SPECIFICATIONS, shall be verified.
The manufacturer shall conduct insulation resistance and high potential tests on each unit according to Section 14.1.2. above.
14.5.3 MOTORS
Each traction motor, AC auxiliary motor, and DC motor shall be given a “routine” test by the manufacturer in accordance with IEC Publication 349, IEEE Standard 11, or IEEE 112, as appropriate. Motors balance shall be dynamically tested in accordance with NEMA MG 1-12.06.
14.5.4 TRACTION GEAR UNITS
Each traction gear unit shall be given the manufacturers “routine” test, which shall include, as a minimum, the following:
(a) Gear tooth mesh shall be checked to verify that it is within the manufacturers tolerances before the gear unit is operated.
(b) No load operation at 40 km/h equivalent car speed for 10 minutes in each direction. Noise and vibration produced by each gear unit and gear sump oil temperature shall be continuously monitored. All gear units which produce abnormal oil temperature or noise shall be rejected.
14.5.5 TRACTIVE POWER CONTROL
With control power connected and tractive power disconnected, each tractive power control and reverser system shall be tested for correct sequences of operation in both powering and braking modes by simulating the operation of the control lock and master controller and observing the functioning of the various pieces of apparatus involved.
14.5.6 INVERTER
Each inverter shall be given a “routine” test by the manufacturer in accordance with IEEE Standard No. 16 to verify compliance with all aspects of the following for the nominal conditions defined in Sections 2.5 and 2.6 of these TECHNICAL SPECIFICATIONS.
(a) All output and control requirements
(b) Performance requirements
(c) Fault detection and annunciation requirements
(d) Insulation and isolation requirements. Insulation shall be tested as required in Section 14.1.2 above.
14.5.7 LOW VOLTAGE POWER SUPPLY AND BATTERY CHARGER
Low voltage power supply and battery charger conformance tests shall include the following:
(a) All units shall be subjected to an insulation resistance and high potential test in accordance with the requirements of Section 14.1.2
(b) Output voltage shall be adjusted to be within "1% of the specified nominal output voltage
(c) Output current limit shall be adjusted to be within +10, -0% of the Contractor’s stated nominal rated output current. In the event the power supply design for current limit function incorporates two or more break points, the current or voltage setting at the additional points shall be adjusted to be within +10, -0% of the Contractor’s stated nominal value.
(d) Over voltage and under voltage shut off points shall be adjusted to be within ±1% of the specified values.
(e) Each unit shall be run for one half hour at rated output voltage, current and nominal input voltage.
(f) Proper functioning of safety interlocks shall be demonstrated.
(g) All other features such as time delay relays, layover shutdown, etc. shall be exercised and adjusted if required to be within ±10% of the Contractor’s stated values where appropriate.
14.5.8 BATTERY
Five percent (5%) of the batteries supplied shall be given a capacity test at the point of manufacture. The test shall be at the 5 hr rate, at 20°C ambient temperature in accordance with section 4.2.1 of IEC Publication 623.
14.5.9 FRICTION BRAKE EQUIPMENT
(a) All electrical and electronic assemblies shall be subjected to an insulation resistance and high potential test as required in Section 14.1.2 above.
(b) Each hydraulic pump unit shall be given a functional test and a capacity test
(c) All valves shall be functionally tested and certified for performance in accordance with manufacturer’s specifications and test codes
(d) All electrical and electronic assemblies shall be functionally tested and certified for performance in accordance with manufacturer’s specifications and test codes
14.5.10 COMMUNICATIONS SYSTEM
All electrical and electronic assemblies shall be subjected to an insulation resistance and a high potential test in accordance with the requirements of Section 14.1.2 above.
All electrical and electronic assemblies shall be functionally tested and certified for performance in accordance with manufacturer’s specifications and test codes.
14.6 VEHICLE STATIC TESTS
The following tests shall be performed by the Contractor prior to shipment to the Portland Streetcar Maintenance Facility. The tests shall be satisfactorily completed by the Contractor as one of the conditions of delivery.
14.6.1 VEHICLE WIRING
Vehicle wiring acceptance testing shall be performed at the Contractor’s facility after the wiring and equipment installation is completed and shall consist of the tests described below.
14.6.1.1 WIRING CONTINUITY CHECKS
All circuits shall be tested to ensure continuity and correct polarity of equipment and devices. All frame grounds and terminal connections shall be checked for tightness.
14.6.1.2 INSULATION TESTING
The insulation of all car circuits shall be subject to insulation resistance and high potential testing as specified in Section 14.1.2 above.
14.6.2 DOORS, BRIDGEPLATES, OPERATORS AND CONTROLS
The doors, bridgeplates, and their operating equipment shall be tested and adjusted to assure smooth functioning, attainment of the required speed of operation, and proper functioning of controls, signals and interlocks, as specified in Section 5 of these TECHNICAL SPECIFICATIONS.
All doors and bridgeplates shall be operated a minimum of 100 consecutive, successful cycles. Initiation of the cycling shall be through the trainline. Proper forces for opening and closing shall be verified on every door and bridgeplate before and after the above cycling.
The obstruction detection features shall be checked for proper operation and adjusted, if necessary prior to the start of the cycling test. This feature shall operate properly, without the need for readjustment, at the end of the cycling tests.
Any door, bridgeplate or control failure occurring prior to completion of the test will nullify the test, requiring that the test be restarted from the beginning following documented correction of the failure.
14.6.3 AIR CONDITIONING
The air conditioning system shall be functionally tested by simulation of inputs with the Portable Test Unit. The operation of the thermostatic control system shall be demonstrated by using the PTU. The sequence of compressor unloading, all pressure control switches, functioning, expansion and solenoid valve operation, system modulation, and system pump-down shall be verified. The system refrigerant charge and the refrigerant condition (wet or dry) in both liquid sight glasses shall be recorded. The oil level in the compressor shall be recorded. Any abnormal condition shall be corrected and the associated test repeated.
14.6.4 HEATING
The heating system shall be functionally tested by simulation of inputs with the PTU. The operation of the thermostatic control system shall be demonstrated by use of the PTU. Heat shall be applied to the overhead heaters without air flow and the high limit control switch shall be cycled three times. The test shall be successful when the fusible link back-up protector shall not melt. During the test, power consumption shall be recorded and proper operation of all controls shall be verified.
14.6.5 HEADLIGHTS AND STOP LIGHTS
The headlights and stop lights on each car shall be aimed and adjusted to meet the requirements of Section 7 of these TECHNICAL SPECIFICATIONS.
14.6.6 TRACTIVE POWER CONTROL
With tractive power disconnected, each traction power control and reverser system shall be tested for correct sequence of operation in both powering and braking modes by operating the master controller, observing the functioning of the various pieces of apparatus involved. Any component that fails to function in the proper sequence shall be repaired and the test repeated until successful before proceeding with other propulsion tests.
14.6.7 FRICTION BRAKE
The Contractor shall perform a complete functional test of the friction brake system prior to shipment of the car. Tests shall include, as a minimum, verification of brake cylinder pressure settings, control and indicator verification, system leakage tests, response to dynamic brake feedback signals, and a functional test of the brake fault detection system.
14.6.8 COMMUNICATION
The PA system and each Passenger Call Station shall be tested for functionality and clarity of voice transmission and reception.
14.6.9 TRUCK QUALITY TESTING
All production truck welds including the frame, bolster and any other primary structural members shall be subjected to magnetic particle or dye penetrant inspection. Critical welds shall be inspected by radiography, or by section and etch. Magnetic particle inspection shall be in accordance with ASTM E 709. Dye penetrant inspection shall be in accordance with ASTM E 165. Cast trucks shall be 100% magnetic particle inspected.
14.6.10 WHEEL BACK-TO-BACK DISTANCE
All wheel-axle assemblies shall be measured to verify conformance with back-to-back distance requirements.
14.6.1 SHUNT RESISTANCE
All wheel-axle-wheel and wheel-axle-groundbrush assemblies shall be measured to verify conformance to shunt resistance requirements.
14.7 ACCEPTANCE TESTING
Prior to the initiation of acceptance testing, the vehicle shall be jointly inspected by the City and the Contractor. The Contractor shall make such adjustment, repair, or replacement as required for proper operation or as deemed necessary by the City.
The following tests shall be performed by the Contractor, or under its direction, as a condition of acceptance of the cars.
14.7.1 FUNCTIONAL TESTS
A complete, orderly, and comprehensive test of each and every vehicle system, including car lighting and all auxiliaries, shall be made to verify its proper operation. These tests shall be performed on each vehicle prior to track operation.
14.7.2 VEHICLE PERFORMANCE TEST
The Contractor shall demonstrate that each car’s tractive power, dynamic braking, friction braking, and track braking system is compliant with the requirements of Section 2 of these TECHNICAL SPECIFICATIONS.
Instrumentation requirements for the acceptance test shall include the following minimum channel assignments:
(a) Acceleration (positive and negative);
(b) Traction motor current (each truck);
(c) Brake cylinder pressure (each truck);
(d) Contact wire voltage;
(e) Total catenary current;
(f) Vehicle speed;
(g) Propulsion and braking control signals (these may be multiplexed to a single analog channel); and
(h) Time.
Any adjustments required as a result of the performance tests, to obtain values corresponding to the specified performance shall be made by the Contractor prior to shipment to the City and shall be noted the car’s history book.
14.7.3 OPERATIONAL TESTING
The vehicle shall be given an operational test of a minimum of 500 kilometers prior to final acceptance. The operational tests shall be performed on the Central City Streetcar tracks in mixed traffic. During the last 60 kilometers, there shall be no failures of equipment. If a failure occurs in the last 60 kilometers, the 60 kilometer portion will be repeated after correction of the problem.
Attachment B Continues