ATTACHMENT B

TECHNICAL SPECIFICATIONS

SECTION 1 – GENERAL TOPICS AND DEFINITIONS

1.1  INTRODUCTION

This part of the procurement document describes the Streetcar and related technical products that the City of Portland (the City) intends to procure. Contractual and other requirements appear in different parts of this procurement document.

The Contractor shall design, manufacture, and deliver the products as described by this document. Deviations from these requirements are permitted only with specific approval of the City.

The Contractor is responsible for the design and integration of all vehicle systems such that all specified requirements are achieved without conflict or error within or between systems. The Contractor shall insure that all designers, suppliers, and subcontractors are informed of all specified requirements and that appropriate engineering management tools are utilized to insure that coordination and communication occurs between the designers of inter-related systems.

Name brands, specific equipment, or specific materials may be referenced in this document. Such equipment has been shown to be successful in previous applications, where correctly applied and integrated with other equipment. All such references shall not be interpreted as pre-approval of any Contractor designs or applications. The Contractor is responsible for the selection, application, and integration of equipment and materials as necessary to conform to specified requirements.

All equipment provided under this Contract shall be new. Rebuilt or refurbished equipment is prohibited. New equipment damaged during execution of this Contract may be restored to new condition only where approved by the City on a case-by-case basis, and all restorations shall be performed by the original equipment manufacturer.

1.2  DOCUMENT ORGANIZATION

This document is divided into sections according to technical discipline and traditional supplier arrangements. This format is for convenience only and does not imply or suggest a weakening of system integration requirements or preferred supplier arrangements.

Explicit references may appear within sections linking requirements appearing in other sections. Such references shall, in no way, be assumed to limit the applicability of any requirements in this document whether referenced or not.

1.3  DEFINITIONS

The following terms may appear in this document. They are defined as indicated:

•  Adhesion, Coefficient of - During rolling contact, the ratio between the tangential force at the wheel-rail interface and normal force.

•  Alteration - A change or substitution in the form, character, or detail of the work done or to be done within the original scope of the Contract.

•  Approval - Acceptance in writing by The City.

•  Approved or Approved Type - Design, type material, procedure, or method given approval by The City.

•  Assembly - A collection of subassemblies and components typically performing a variety of functions within the context of a larger system. Examples of assemblies are trucks, electronic control units, air compressors, etc.

•  AWO - Weight of empty vehicle.

•  AW1 - Weight of vehicle with full seated load.

•  AW2 - Weight of vehicle with design load - full seated load plus standees at 4 passengers/m².

•  AW3 - Weight of vehicle with full load - full seated load plus standees at 6 passengers/ m².

•  AW4 - Weight of vehicle with crush load - full seated load plus standees at 8 passengers/ m².

•  Blending - In braking, the simultaneous control of dynamic (rheostatic and regenerative) and friction braking, with the effort of each continuously proportioned to achieve the required total braking effort.

•  Car - Refer to definition for vehicle.

•  Coast - The mode of operation in which no propulsion (positive traction) or braking effort is in effect, except for normal drivetrain losses.

•  Component - Portions of equipment not typically repaired or disassembled, such as nuts, bolts, resistors, fittings, single-piece castings. Used interchangeably with "parts".

•  Contract Drawings - Drawings provided by The City as part of this procurement.

•  Contractor - The person or persons, firm, partnership, corporation, or combination thereof which has entered into a procurement contract with The City to supply the vehicles.

•  Contractor's Drawings - Items such as general drawings, detail drawings, graphs, diagrams, sketches, calculations, and catalog cuts prepared by the Contractor for use in its manufacturing facility, assembly facility, or shop, to fabricate, assemble, and install parts of the vehicle whether manufactured by it from raw materials or purchased from others in a ready to use condition.

•  Days - Unless otherwise designated, days as used in the Contract Document will be understood to mean calendar days.

•  Days, Working - Those calendar days during which regular business is conducted excluding Saturdays and Sundays and all Federal, State, and municipal holidays that are observed in Portland, Oregon.

•  Drive - A system consisting of one or several motors or actuators, their direct control equipment (power circuits) and the associated mechanical devices required to produce a useful output.

•  Equal - Providing the same function, performance, and reliability.

•  Failsafe - A system is "failsafe" when it is designed such that any malfunction will not cause the system to achieve an unsafe state.

•  Failure - A condition in which equipment does not function as specified, designed, or expected.

•  Failure Rate - The frequency of failure, expressed as failures per hour or failures per mile. Failure rate is the mathematical reciprocal of MTBF or MDBF.

•  First Article - The first item of production that fixes and defines all subsequent production items. First articles are intended for review by The City.

•  Indicated - As presented in this document.

•  Inspector - The person or firm designated by The City as its quality control representative.

•  Interface - The points where two or more systems, subsystems, or structures meet, transfer energy, or transfer information.

•  Jerk - Time rate of change of acceleration and deceleration, equal to the second derivative of velocity.

•  Light - The transparent portion of a window.

•  Liner (as in interior liner) - The visible covering material for the walls, ceiling, and other interior surfaces.

•  Load Weighing - The measurement of apparent passenger load for the purpose of adjusting tractive effort to produce a constant acceleration or braking rate regardless of load.

•  Manufacturer - The builder or producer supplying materials, equipment, or apparatus for installation on the car.

•  Mask, Window - Interior liner that surrounds the windows, often molded to include the sill and other portions of the sash.

•  Mean Distance Between Failures (MDBF) - The mean operating mileage between independent failures.

•  Mean Time Between Failures (MTBF) - The mean operating time between independent failures.

•  No Motion - The vehicle speed at or below the lowest speed detectable by the vehicle control systems.

•  Normal - As in, example, "Normal operating conditions" or "operating normally" -- A condition in which relevant vehicle equipment is not in a failure mode and the environment is as specified.

•  Part - See component, above.

•  Pipe - Used interchangeably with tube.

•  Proof (used as a suffix) - As in splashproof, dustproof. The device and contents are impervious to, or unharmed by, application of the indicated action or material.

•  Reliability - The probability of performing a specified function, without failure and within design parameters, for the period of time indicated.

•  Safe - Secure from liability to harm, injury, danger, or risk; free from danger or risk.

•  Safety - The condition in which persons are free from threat or danger, harm, or loss arising from improper design, manufacture, assembly, malfunction, or failure of the car or any of its components or systems.

•  Service, as in Service Use, Service Braking - The operation of the cars under normal conditions.

•  Shop Drawings - Refer to definition for Contractor's Drawings.

•  Signal, Step - A signal having a constant value prior to the step and a different constant value immediately thereafter.

•  Slide, Wheel - During braking, the condition existing when the rotational speed of the wheel is less than that for pure rolling contact between tread and rail.

•  Specified or As specified - As stated in this document.

•  Speed, Balancing - The speed attained by the vehicle or train when resisting forces exactly equal tractive forces.

•  Speed, Base - The speed to which the maximum constant acceleration can be maintained at the nominal line voltage.

•  Speed, Schedule - The average speed of a vehicle or train, from terminal to terminal obtained by dividing the distance between these points by the time taken to make the trip including time for intermediate station stops.

•  Spin, Wheel - During acceleration, the condition existing when the rotational speed of the wheel is greater than that for pure rolling contact between tread and rail.

•  Stop, Emergency - The stopping of a vehicle or train by an emergency brake application.

•  Stop, Service - The stopping of a vehicle or train by application of service braking.

•  Subassembly - A collection of components used to perform a distinct function, usually in conjunction with other subassemblies and components, as part of a larger system. Subassemblies are usually replaceable as units, such as circuit boards, bearings, and valves.

•  Subcontractor - An individual, firm, partnership, corporation, or joint venture to whom the Contractor, with prior written approval of The City, sublets any part, subsystem, component, or hardware for the Contract.

•  Tight (used as a suffix) - As in watertight, airtight, enclosed or protected as to completely exclude the indicated material from passage.

•  Time, Build-Up - In response to a step-forcing function, time interval from the 10% of the total change in value to the attainment of 90% of the total change in value of the controlled variable. Build-up time is equal to response time minus dead time.

•  Time Constant - Slope of curve in units of controlled variable per unit of time, measured during the build-up time interval.

•  Time, Dead (also Time, Reaction) - Time from the occurrence of a step change of the control signal to the attainment of 10% of the total change in value of the controlled variable.

•  Time, Down - The time during which equipment is not capable of doing useful work because of maladjustment, malfunction, or maintenance in progress.

•  Time, Response - Time from the occurrence of a step change of control signal to the attainment of 90% of the total change in value of the controlled variable.

•  Time, Warm-up - The elapsed time from application of power to an operable device until it is capable of performing its intended function.

•  Traction System - The system of wheels, motors, gears, brakes, direct controls, and appurtenances that propels or retards a car in response to control signals.

•  Train - Any number of cars, from one to maximum, coupled together and moving as one.

•  Tram - (Slang) "In tram" is the condition of ideal truck geometry in which the axles are perfectly parallel and the wheels longitudinally in perfect alignment. The centers of the journal bearings represent the corners of a perfect rectangle. Verification that a truck is "in tram" is determined by measuring the diagonal and longitudinal distance between reference points on the axle bearing housings.

•  Vehicle - A complete streetcar assembly as described by this specification, ready to operate.

•  Vital - A term applied to a device or circuit which has known failure modes, certain of which occur with extreme rarity.

•  Wainscot - The lower portion of a wall, especially if finished differently from the upper portion.

•  Warp, Track - The vertical distance between the plane of any three of four rail head contact points (two on each rail) forming a rectangle and the remaining point.

1.4  ACRONYMS AND ABBREVIATIONS

The following acronyms and abbreviations appear in this document. They are defined as indicated:

•  AAR    Association of American Railroads

•  ABS    Automatic Block Signals

•  AFI    Air Filter Institute

•  AFO    Audio Frequency Overlay

•  AISC    American Institute of Steel Construction

•  AISI    American Iron and Steel Institute

•  ANSI    American National Standard Institute

•  APTA    American Public Transit Association

•  AREA    American Railway Engineering Association

•  ARI    Air Conditioning and Refrigeration Institute

•  ASA    Acoustical Society of America

•  ASCII    American Standard Code for Information Interchange

•  ASHRAE  American Society of Heating, Refrigeration and Air Conditioning Engineers

•  ASIC    Application Specific Integrated Circuit

•  ASME    American Society of Mechanical Engineers

•  ASTM    American Society for Testing and Materials

•  AWG    American Wire Gauge

•  AWS    American Welding Society

•  BLS    Bureau of Labor Statistics

•  CCH    Communication Control Head

•  CCS    Central City Streetcar

•  CDA    Copper Development Association

•  CFR    Code of Federal Regulations

•  CMOS    Complementary Metal Oxide Semiconductor

•  COP    City of Portland

•  DB    Dry Bulb

•  DIN    Deutsche Industrie Norm (German Industrial Standard)

•  DWG    Drawing

•  ECU    Electronic Control Unit

•  EIA    Electronic Industries Association

•  EMC    Electromagnetic Compatibility

•  EMI    Electromagnetic Interference

•  EN    European Norm

•  FAA    Federal Aviation Administration

•  FCC    Federal Communications Commission

•  FEA    Finite Elements Analysis

•  FRA    Federal Railroad Administration

•  FTA    Federal Transportation Administration

•  HPCU    Hydraulic Pressure Control Unit

•  HSCB    High Speed Circuit Breaker

•  HVAC    Heating, Ventilating, and Air Conditioning

•  ICEA    Insulated Cable Engineers Association

•  IEC    International Electro-technical Committee

•  IEEE    Institute of Electrical and Electronic Engineers

•  ISO    International Organization for Standards

•  JEDEC    Joint Electronic Device Engineering Council

•  JIC    Joint Industrial Council

•  LAHT    Low Alloy High Tensile Strength (Steel)

•  LED    Light Emitting Diode

•  LVPS    Low Voltage Power Supply

•  MB    Maximum Brake

•  MIL    Military Specification

•  MOV    Metal Oxide Varistor

•  MSB    Maximum Service Brake

•  NBS    National Bureau of Standards

•  NEC    National Electrical Code

•  NEMA    National Electrical Manufacturer's Association

•  NFL    No Field Lubrication

•  NFPA    National Fire Protection Association

•  NTP    Notice to Proceed

•  PIV    Peak Inverse Voltage

•  PSI    Portland Streetcar Incorporated

•  RMS    Root Mean Square

•  ROW    Right-of-way

•  SAE    Society of Automotive Engineers

•  SI    International System of Measurement

•  SIC    Standard Industrial Code, U.S. Department of Labor

•  SSP    System Safety Program

•  t    Time

•  TFE    The City Furnished Equipment

•  TIG    Tungsten Inert Gas

•  TIR    Total Indicated Runout

•  TOR    Top of Rail

•  TWC    Train to Wayside Communication

•  UL    Underwriter's Laboratories, Inc.

•  UMTA    obsolete, refer to FTA

•  USASI    United States of America Standards Institute

•  USDOT  United States Department of Transportation

•  v    Velocity

•  VPI    Vacuum Pressure Impregnation

•  VSWR  Voltage Standing Wave Ratio

•  WB    Wet Bulb

•  WBE    Women's Business Enterprise

1.5  UNITS OF MEASURE

•  A  Ampere

•  dB  Decibel

•  dBA  Decibel on the 'A' weighted scale

•  g  Acceleration due to Gravity (9.81 m/s5)

•  g  gram

•  h  Hour

•  Hz  Hertz

•  J  Joule

•  kg  Kilogram

•  kgf  Kilogram force

•  km  Kilometer

•  km/h  Kilometers per hour

•  kN  Kilonewton

•  kWh  Kilowatthour

•  l  Liter

•  m  Meter

•  MHz  Mega Hertz

•  Mpa  Mega Pascal

•  min  Minute

•  mm  Millimeter

•  mV  Millivolt

•  µV  Microvolt

•  N  Newton

•  Pa  Pascal

•  s  Second

•  V  Volt

•  Vac  Volt alternating current

•  Vdc  Volt direct current

•  °C  Degree Celsius

END OF SECTION

SECTION 2 – DESIGN AND PERFORMANCE CRITERIA

2.1  GENERAL DESIGN REQUIREMENTS

2.1.1  VEHICLE TYPE

The vehicle shall be an articulated unit, with at least two (2) doors per side, arranged for passenger boarding from low-level platforms. A door near the center of the vehicle shall be equipped with a platform gap-bridging device.

Each end of the vehicle shall have a fully equipped operator's position. Operating control and performance shall be equal in both directions.

The vehicle shall be designed for single unit operation with provisions for towing another non-operable vehicle. The vehicle shall be designed and manufactured to operate successfully within the Portland, Oregon metropolitan area environment as described herein.

2.1.2  COMPATIBILITY

The vehicle shall be fully compatible with the Portland Streetcar environment, including its right-of-way, station platforms, maintenance facility, existing vehicles and operating conditions.

2.1.3  SERVICE PROVEN DESIGN

Vehicle, system, and subsystem designs shall be service proven. The City will assess the extent of "service proven" according to the risk associated with each particular design.

A service proven design will meet all the following criteria:

-  Used in rail operation for at least two (2) years.

-  Used in rail operation for at least 100,000 vehicle-kilometers with at least 20,000 km per vehicle.

-  Has a minimum fleet size of five (5) vehicles.

-  Has achieved a level of reliability consistent with the requirements in this specification.

To establish a design's service proven history, the Contractor shall submit specific details of the application history, certified by current users of the equipment. The Contractor may offer, for approval, a design which is basically unchanged from a service proven design, but which must be varied slightly in design or manufacture to meet City requirements. The Contractor shall show, in detail, what has been changed in the equipment and why such changes will not adversely affect operation in the Portland environment.

2.1.4  ACCESSIBILITY

The City is obligated and desires to provide full accessibility to the streetcar line and all future extensions. Since passenger platforms are low level, basic accessibility on the Streetcar will be through a door on each side near the center of the vehicle that will have a gap bridging device.

Space shall be provided in each vehicle to accommodate two wheelchairs. Suitable stanchions, grab bars, and handrails shall be provided to permit safe use of this area by standees when no wheelchairs are present.

2.1.5  IDENTIFICATION

The vehicle number shall be installed on the exterior on each end above the windshield and on the roof of the vehicle. In addition, the vehicle number and end designations (i.e. A or B) shall be installed on the side wall above the left side cab window in each cab area, and in the passenger compartment on each end of the vehicle. The vehicle number shall be 015.

2.1.6  TRI MET LRT COMPATIBILITY

The Contractor shall cooperate with the City and Tri Met to analyze the feasibility of developing an alternative design for the prototype streetcar that would enable the prototype streetcar to operate on both the Portland Streetcar system and TriMet’s Light Rail System. Such design shall be in conformance with dimensional, performance and safety requirements as supplied by TriMet to the selected Contractor. To the extent such a design is feasible, the Contractor shall pursue the development of the alternative design.

2.2  OPERATING ENVIRONMENT

2.2.1  RIGHT-OF-WAY DESCRIPTION

The vehicle shall operate successfully on City streets in mixed traffic with a top speed of 48 km/h. Operation is controlled by standard traffic signals with and without pre-emption. Parallel parking and truck loading zones are present on the right side of the vehicle.

2.2.1.1  STATION PLATFORMS

Station stops occur on curb extensions which are sized to accommodate both doors of the Streetcar, but will not extend the entire length of the Streetcar. The stops may be shared with buses. The front section of the station stop is at 175 mm above top of rail. The platform height shall be increased to approximately 250 mm at the Streetcar accessible door. The Portland Streetcar system has both right-hand and left-hand stops. For right-hand stops, the front of the accessible door opening needs to be 11,665 mm from the front of the front bumper. For left-hand stops, the front of the accessible door opening needs to be 7165 mm from the front of the front bumper.

2.2.2  RIGHT-OF-WAY INTERFACE DESIGN CONSTRAINTS

The physical constraints of the Track, Yard and Wayside are included below. No warranty is made by the City that track will be maintained in its new condition.

•  Rail Types:  115 RE, RI-59, and RI-52

•  Minimum horizontal curve radius:  20 m

•  Minimum vertical curve radius, crest:  250 m

•  Minimum vertical curve radius, sag:  250 m

•  Minimum frog number:  4

•  Track gage:  1435 mm

•  Average track superelevation:  25 mm

•  Maximum track superelevation: 75 mm

•  Maximum gradient: 10%

•  Reverse vertical curves:

Either a crest and a sag of 250 m separated by a tangent section of 7.5 m or a crest and sag of 350 m separated by no tangent track.

•  Compound curves:

A 20 m horizontal curve superimposed on a 450 m vertical crest or sag.

2.2.3  ANTICIPATED CLIMATIC CONDITIONS

The vehicle shall be capable of being operated at the specified performance levels, stored, and maintained without impairment resulting from the natural or induced environmental conditions within which the vehicle will operate.

The following climatic factors shall be used as design guidelines and shall be considered as operational requirements. Actual localized temperatures and conditions within and under the car body may be more severe than the ambient climatic conditions and the Contractor shall be responsible for evaluating these during its design effort. Additionally, the Contractor shall be responsible for advising the City if there are any special environmental factors to which its equipment may be sensitive that are not listed below. The Contractor shall insure that no equipment damage occurs during manufacture, storage, and shipment as a result of climatic conditions which differ from those below.

•  Temperature:

 Ambient air temperature, external to equipment:

minimum:  -20°C

maximum:  42°C

mean:  January  4°C

 July  18°C

 Year  11°C

•  Precipitation:

Average annual rainfall:  965 mm

Maximum monthly rainfall:  330 mm

Maximum daily rainfall:  66 mm

Maximum snowfall: 125 mm

•  Wind:

Maximum sustained for 1 min:  56 km/h

Maximum wind gusts:    96 km/h

Vehicles also must be able to operate in water up to 50 mm above TOR for a distance of 120 m at speeds up to 16 km/h.

All equipment shall operate as specified in the atmosphere commonly found in rail vehicle environments and Portland.

2.2.4  WAYSIDE POWER SUPPLY

Power will be supplied to the vehicle by an overhead contact wire system that is single contact wire, fixed termination. All equipment on the vehicle shall be protected from damage or continued shutdown caused by random interruptions of the overhead contact wire system power due to isolation gaps, pantograph bounce, or other conditions. Braking system performance, whether dynamic, friction, or a combination of these blended, shall be met regardless of the overhead contact wire system voltage, or its absence.

The source of the overhead catenary system voltage is 12-pulse rectification. The overhead contact wire system voltage conditions are defined as follows:

•   Nominal:                     750 Vdc

•  Maximum sustained:                 925 Vdc

•  Minimum sustained:                 525 Vdc

Substation output voltage under normal conditions is approximately 875 Vdc no-load, with 6% regulation.

All propulsion equipment shall be designed and tested for rated performance as described in Section 2.5.11, as set forth in these TECHNICAL SPECIFICATIONS. The equipment shall operate over the range of 525 Vdc to 925 Vdc without damage, failure of the equipment to function as specified, or reduction of required service life.

All auxiliary equipment operated directly from the line voltage shall be rated for full performance at line voltages of 525 Vdc to 925 Vdc except for high voltage heating elements, which shall be rated for full performance at line voltages of 800 Vdc and above.

All vehicle equipment shall be impervious to damage on any continuous overhead voltage from 0 to 950 Vdc. Low voltage cut-out of any system shall be at or below 525 Vdc. High voltage cut-out shall be at or above 925 Vdc.

All vehicle equipment shall be protected from damage by transient voltages in excess of 925 Vdc as may be expected on an inductive power distribution system with inductive motor loads due to sudden load changes or when the system is subject to lightning strikes. Transient suppression shall be provided where necessary.

2.3    VEHICLE DIMENSIONS AND WEIGHTS

The dimensions shall be as indicated. Construction tolerances of dimensions shall be as stated on the Contractor’s drawings unless specifically stated in this specification.

2.3.1    CARBODY DIMENSIONS

•  Maximum length of vehicle:             20,500 mm

•  Width of vehicle at widest point (excluding mirrors):       2,460 mm

•  Maximum low floor height above top-of-rail (AW0):       350 mm

•  Minimum interior ceiling height, finished floor to finished ceiling, on

vehicle centerline:       2,000 mm

•  Side door minimum clear opening width with doors fully opened:   1,300 mm

•  Minimum clear side door height from finished floor:       1,950 mm

•  Maximum roof-mounted equipment height, exclusive of pantograph,

above TOR with new wheels and vehicle at AW0:       3,430 mm

•  Maximum static suspension deflection from AW0 to AW3 (sum

of resilient wheel, primary and secondary suspension deflection):   50 mm

2.3.2    PANTOGRAPH DIMENSIONS

•  Maximum height above TOR of the highest point on the pantograph

in the lockdown position, new wheels and vehicle at AW0:   4,110 mm

•  Pantograph operating height, dynamic conditions any vehicle

weight AW0 to AW4, and with new to fully worn wheels: Maximum: 7,000 mm

Minimum: 4,570 mm

•  Collector head width over horns:           1,700 mm

•  Minimum collector head carbon shoe length:         1,050 mm

•  Longitudinal distance between carbon shoe centers:       300-350 mm

•  Maximum longitudinal distance from pivot point centerline to center of

pantograph shoe, locked down:           1,275 mm

2.3.3    WHEEL DIMENSIONS

•  Diameter:

New, nominal:               610 mm

 Fully worn (condemning limit):       Minimum of 80 mm less than new diameter

•  Profile:                 As shown in Figure 2-2

•  Back-to-Back Dimension:           1367 mm

2.3.4    TRUCK DIMENSIONS

•  Centerline-to-Centerline Truck Spacing:         8,200 to 11,800 mm

•  Truck Wheelbase:               1,800 to 1,880 mm

2.3.5    CLEARANCE REQUIREMENTS  

2.3.5.1  GENERAL

Vertical undercar clearance is defined from TOR with the maximum suspension deflection and carbody roll, minimum vertical curve radius, and fully worn wheels. Minimum vertical clearance shall be 50 mm.

Clearances between truck components and the carbody shall be as specified in Section 10, as set forth in these TECHNICAL SPECIFICATIONS.

2.3.5.2  DYNAMIC ENVELOPE

The dynamic vertical and horizontal curve envelopes of the vehicle shall be provided by addendum.

2.3.6  WEIGHT AND PASSENGER LOADING

2.3.6.1  WEIGHTS

The weight of each vehicle, including passengers at 70 kg each, shall be defined as follows:

•  AW0 Maximum empty vehicle operating weight:

•  AW1 Full seated load (passengers plus operator), plus AW0.

•  AW2 Standees at 4 persons per m2 of suitable standing space per passenger, plus AW1.

•  AW3 Standees at 6 persons per m2 of suitable standing space per passenger, plus AW1.

•  AW4 Standees at 6.6 person per m2 of suitable standing space per passenger, plus AW1.

All weights above are based on a ready-to-run vehicle, complete in all respects with all equipment, materials and fluids. Suitable standing space shall include all areas of the aisles where it is possible for passengers to stand. The ratings of vehicle equipment and systems shall be based on the actual weight and passenger capacity of the vehicle.

2.3.6.2    WEIGHT BALANCE

All equipment shall be arranged so that its weight is distributed to maximize adhesion and preclude the tendency to derail. The equipment shall be so arranged that each vehicle, complete with all necessary apparatus and for all passenger loading conditions specified, shall meet the following balancing requirements:

•  The difference in vehicle weight supported at the rail by the A-End and B-End trucks shall not exceed 900 kg for all loading conditions from AW0 to AW3.

•  The lateral imbalance shall not exceed 290 kg-m for all loading conditions from AW0 to AW3.

2.4    SUPPLY VOLTAGES

2.4.1  LOW VOLTAGE POWER SYSTEM

The low voltage power system consisting of the battery, low voltage power supply (LVPS), battery charger and associated circuitry shall be configured to supply nominal 24.0 Vdc power to all low voltage apparatus, with the operating range considered to be 16.8 Vdc to 28.0 Vdc. All equipment operating from the low voltage power system shall function normally, without failure or degradation in serviceable life, at the equipment terminal voltage that is available with any battery (if the LVPS is off) or LVPS (if functional) terminal voltage between 16.8 Vdc and 30.0 Vdc, for any duration, and shall not be damaged by the continuous application of voltages between 0 and 33.6 Vdc for 1 second.

Equipment powered by the low voltage power system shall be capable of withstanding transients as defined by the Contractor's Electromagnetic Compatibility Control and Test Plan, without damage, improper operation, or shutdown.

Additional low voltage power system requirements are contained in Section 8, as set forth in these TECHNICAL SPECIFICATIONS.

2.4.2  AC POWER SUPPLY

The AC power supply nominal output voltage shall be 460 Vac rms, 3 phase, 4 wire, 60 Hz or 208/120 Vac rms, 3 phase, 4 wire, 60 Hz. On three wire systems, one phase shall be grounded to the vehicle structure at one location. See Section 8 of these TECHNICAL SPECIFICATIONS for additional requirements.

2.4.3  ABNORMAL ELECTRICAL LEVELS

All equipment on the vehicle shall be self-protected from damage and improper operation due to:

•  High voltage transients across the supply terminals of that equipment,

•  Long term over-voltage and under-voltage conditions resulting from equipment failure modes.

2.5  PERFORMANCE REQUIREMENTS

The following establishes the performance required of the Streetcar.

2.5.1  PROPULSION AND BRAKING ASSUMPTIONS

All propulsion and braking equipment shall be designed to interface properly and produce the required performance values. The basis for performance calculations, designs and evaluation shall be as follows:

(a)  All acceleration, braking and jerk rates shall be based on level tangent dry track in still air except when otherwise noted.

(b)  Propulsion equipment shall be designed for required performance at nominal 750 Vdc catenary voltage except as described in (c) below.

(c)  Initial acceleration rates shall be as required by Section 2.5.2 below over a 600 Vdc to 925 Vdc range at the catenary, except that the requirement of Section 2.5.2, paragraph (a) below that the initial rate be available in the speed range of 0 to 48 km/h need only be met at 750 Vdc and above. Below 750 Vdc the speed to which the initial acceleration rate is held may decrease proportional to catenary voltage. Braking rates shall be independent of the catenary voltage and once initiated, full dynamic braking capabilities shall be available without catenary voltage present.

(d)  All specified performance capabilities shall be provided over the specified full range of the following:

(1)  Wheel wear.

(2)  Ambient temperatures.

(3)  Low voltage power supply voltage.

(e)  The vehicle shall be capable of operating at speeds of 8 km/h or less for 20 minutes at AW2 on any portion of the Streetcar line, without overheating or damage to the vehicle.

2.5.2  ACELERATION REQUIREMENTS

The vehicle shall provide acceleration capabilities as follows:

(a)  Minimum full acceleration average rate at master controller maximum power position of 1.34 m/s2 ± 5% at all vehicle weights from AW0 to AW2. The full acceleration rate may decrease linearly from AW2 to AW4 down to a value determined by the multiplication of the maximum rate times the ratio of AW2 to AW4. The full acceleration rate shall be available in the speed range of 0 to 40 km/h. During acceleration, with any requested rate, the instantaneous variation in acceleration rate shall not exceed 0.15 m/s2.

(b)  From a standing start, time to reach 40 km/h shall not exceed 12.5 s, at AW2. This time is an average value measured from change in control signals.

(c)  The vehicle shall be capable of providing the additional acceleration rates requested by the master controller if provided in the Contractor’s base design.

These acceleration rates shall be met at vehicle weights from AW0 to AW2 and within the speed range from 0 to 40 km/h.

Average acceleration rate is defined as the change in vehicle speed divided by the elapsed time. The normal time interval for calculation shall be defined as the time from development of full rate (expiration of jerk limit) to 95% of base speed.

2.5.3  CONTINUOUS AND BALANCING SPEED REQUIREMENTS

The vehicle shall have a minimum balancing speed of 48 km/h on level tangent track, over the specified range of wheel wear, at nominal line voltage, AW2 weight and in still air. The propulsion system shall be designed to operate continuously at this balancing speed without damage to any components and without heating or wear of any components in excess of values used to calculate design life. Maximum safe speed with fully worn wheels shall be at least 65 km/h.

2.5.4  SERVICE BRAKE RQEUIREMENTS

Full service braking effort shall be provided by dynamic braking. Dynamic braking shall be blended regenerative and rheostatic.

Friction braking shall be capable of covering the loss of dynamic braking by providing braking tractive effort equivalent to the maximum dynamic braking effort of one independent propulsion system. Friction braking does not need to be modulated and may be supplied in fixed steps.

The system shall provide braking capability for all vehicle weights up to AW3 and over the entire speed range as follows:

(a)  The maximum service brake for speeds from 48 km/h to 5 km/h shall provide an average retardation rate of 1.34 m/s2 ± 5%. During braking with any requested rate, the instantaneous variation in braking rate shall not exceed 0.15 m/s2.

(b)  Dynamic brake fade shall not occur above 5 km/h. The disc brakes shall provide the final stopping force.

(c)  In the event of dynamic brake failure, the disc brakes shall be capable of achieving an average deceleration rate of 0.95 m/s2 ± 15% for one stop. Continuous operations at a speed of 30 km/h should be possible at a brake rate of 0.95 m/s2. This deceleration rate shall be met from 48 km/h to 0. Instantaneous variations in deceleration rate of ± 20% of the average rate will be allowed for the disc brake during any particular run to accommodate normal friction material non-linearities.

(d)  The vehicle shall be capable of providing the additional braking rates requested by the master controller if provided in the Contractor’s base design.

These braking rates shall be met at vehicle weights from AW0 to AW3.

Average deceleration rate is defined as the change in vehicle speed divided by the elapsed time. The normal time interval for calculation purposes shall be defined as the time from 95% of entry speed to 5 km/h or to 5% above final speed.

For load weights greater than AW3 all service braking average rate requirements may be reduced. Rates shall decrease linearly from AW3 to AW4 down to a value determined by the ratio of AW3 to AW4 weight times the required AW3 rate.

2.5.5  EMERGENCY BRAKING REQUIREMENTS

Application of emergency braking shall be from the console emergency push button switch or from the propulsion system after detection of a spin/slide condition persisting longer than three seconds. Emergency braking shall use the combination of friction disc brake plus track brake and sanding to produce a high rate brake application. Dynamic braking may be used to provide a rate higher than the required minimum as long as the minimum rate is achieved independently of dynamic braking. Emergency braking is considered a safety system.

The friction brake system shall have the capability of producing the specified rate for at least one 48 km/h stop in case of dynamic brake failure. An emergency brake command shall be irretrievable to the no motion detection speed. Sand shall be automatically applied until the no motion detection speed. The spin/slide system shall be cut out during emergency braking.

Emergency braking shall be controlled by a double wire double break control line (separate positive and negative control wires with duplicate switching contacts for each control function in the positive and negative control lines).

For brake entry speeds greater than 25 km/h and less than 48 km/h, the average emergency brake rate shall be a minimum of 2.23 m/s2 and shall not exceed this rate by more than 30%.

For brake entry speeds of less than 25 km/h, the instantaneous emergency brake rate after the rate has built up shall be a minimum of 2.23 m/s2 and the maximum rate shall follow the characteristics of the magnetic track brake.

Emergency braking may place standing passengers at risk of injury from falling and seated passengers from being unseated, thus its initiation is appropriate for panic stop situations and is not appropriate for overspeed, passenger initiated emergency stops, or operator inattention (deadman) situations.

2.5.6  WHEEL SPIN/SLIDE CORRECTION

A system shall be provided to detect and correct wheel spin and slide on each vehicle whether random or synchronous on an individual truck basis, both in acceleration and braking. The spin/slide system shall be designed for safe operation such that a spin/slide system failure must not prevent the application of braking at any level less than desired, in any braking mode.

(a)  The spin/slide system shall be functional under all acceleration and braking commands except for emergency braking.

(b)  The spin/slide system shall minimize damage to the wheel treads caused by wheel slide or spin and provide the shortest possible stopping distance under adverse rail conditions.

(c)  he spin/slide system shall detect slides or spins by evaluation of axle or wheel speed differences and acceleration/deceleration rate levels. The system shall include a feature which shall modify the deceleration rate detection level during track brake applications.

(d)  Sanding shall be applied automatically during correction of major spins and slides.

(e)  Acceleration and braking effort shall be reduced in a non-jerk limited fashion upon detection of a spin or slide. Reapplication of effort after the spin or slide has been corrected shall be jerk limited.

(f)  The wheel spin/slide correction system shall function properly with differences of up to 50 mm in diameter among the wheels of one truck compared to the wheels of the other truck of a vehicle. Automatic wheel size adjustment shall be provided.

(g)  A separate safety timing function shall be provided to trip and override friction brake release on each truck after 3 s from slide detection if the slide is not corrected in that time period. The timer shall be reset, once tripped, by sensing no motion and application of acceleration power. If not tripped the timer shall be reset by correction of the slide.

2.5.7  JERK LIMITS

In response to a step input command signal, the average rate of change of actual acceleration or deceleration, after any mode change dead time, shall be between 1.1 m/s3 to 2.0 m/s3 for maximum power or maximum service brake. For lower power and brake applications, average jerk rate shall be between 0.45 m/s3 and 2.0 m/s3. Where the command signal is changing at a rate that is less than the jerk rate, the system shall follow the command signal rate of change within specified accuracy limits. Jerk limiting shall be achieved by dedicated circuits, shall produce linear outputs, and shall be designed such that maximum available braking rate shall not be reduced due to failure within the circuits.

(a)  The jerk rate limits specified shall apply to all normal power and service braking applications and to re-applications of power and braking when controlled by the spin/slide system.

(b)  Release of power when traversing overhead primary power isolation gaps need not be jerk limited; however, reapplication of power must be jerk limited. Overhead line power isolation gaps will not exceed 300 mm.

(c)  Emergency brake applications shall not be jerk limited.

(d)  Release of power, when the master controller is moved directly from a power position to a brake position without stopping in the coast position, shall not be jerk limited, while the application of service braking shall be jerk limited.

(e)  Friction disc brake release at less than 5 km/h shall not be jerk limited.

2.5.8  MODE CHANGE DEAD TIMES

The mode change dead time shall be less than 400 ms for the following direct mode changes:

• Power to Brake

• Power to Coast

• Coast to Brake

• Coast to Power

• Brake to Power - below 5 km/h

For the direct mode change Brake to Power - above 5 km/h, the mode change dead time shall be less than 600 ms.

Mode change dead time shall be measured from the time that the control trainline(s) change(s) state until the vehicle acceleration or deceleration reaches 90% of the old commanded value or 10% of the new commanded value, respectively, for mode changes to or from coast, and until it reaches 10% of the new commanded value for mode changes between brake and power.

2.5.9  NO-MOTION DETECTION

Apparatus shall be provided to detect all vehicle motions down to, and including, 5 km/h. The speed detection system shall generate a safe signal, indicating that no-motion has been detected, for other vehicle systems that require such information.

The no-motion detection system shall monitor all speed sensors. The no-motion signal shall be generated by two independent sources.

2.5.10  PARKING BRAKE

The parking brake system shall be capable of holding a vehicle at all weights up to AW4 on a 10% grade indefinitely.

2.5.11  DUTY CYCLE RATING

The vehicle shall be capable of operating continuously at AW2 loading on a duty cycle comprised of full power acceleration, 40 km/h speed limit cruise, full service brake deceleration, and 10 second station dwell times over the specified alignment.

An operating vehicle shall be capable of towing an inoperative vehicle with the brakes released. Full accelerating and braking tractive effort shall be available during towing. Towing will involve an empty vehicle moving an AW3 vehicle to the next available unloading location, and then moving the empty vehicle to the shop via the normal route comprising a full round trip.

2.6  NOISE, VIBRATION AND RIDE QUALITY

2.6.1  GENERAL

All sound measurements shall be performed using equipment and measurements meeting the specification of IEC 179 and ISO 2204.

Unless otherwise noted, specified noise limits shall be for continuously-operating equipment and shall not apply to equipment which operates occasionally, such as a circuit breaker or pneumatic pressure relief device.

2.6.2  INTERIOR NOISE

Measurements of interior noise levels shall be taken in accordance with ISO 3381.

With the vehicle stationary with windows and doors closed, with all auxiliary equipment operating simultaneously under normal operating conditions, the interior noise level shall not exceed 68 dBA.

With the vehicle operating on the Streetcar line, on non-corrugated rail, at any speed up to 48 km/h and under any acceleration or deceleration condition, interior noise shall not exceed 75 dBA.

Noise generated by fluorescent lamps, fixtures, and ballasts installed and energized at rated voltage and frequency, measured 300 mm from any lighting fixture, shall not exceed 48 dBA.

2.6.3  WAYSIDE NOISE LIMITS

All measurements of exterior noise levels shall be made in accordance with ISO 3095.

Average noise levels emanating from the vehicle shall not exceed the following levels with all auxiliary equipment operating simultaneously:

• Vehicle stationary, empty: 70 dBA

• Vehicle empty, on tangent track accelerating to 48 km/h or in maximum dynamic braking or maximum friction braking from 48 km/h (whichever is worse). For this test, the vehicle shall operate with new wheel conditions: 75 dBA

2.6.4  VIBRATION GENERATION

Equipment and auxiliaries mounted anywhere on the vehicle, carbody, or trucks shall not cause vertical or horizontal vibrations anywhere on the vehicle floor, walls, ceiling panels and seat frames, at any speed from 0 to 48 km/h and at any acceleration or braking command except emergency braking, in excess of the following:

•  Below 1.4 Hz: Maximum deflection (peak to peak) of 2.5 mm.

•  1.4 Hz to 20 Hz: Peak acceleration of 0.1 m/s².

•  Above 20 Hz: Peak velocity of 0.75 mm/s.

5.6.5  VIBRATION AND IMPACT LOADS

All vehicle equipment shall operate without damage or degradation of performance when subjected to vibration and impacts encountered during normal service, and the following:

•  Car body mounted components shall withstand vibrations up to 0.4 g peak-to-peak at frequencies up to 100 Hz and impact loads of 1 g lateral, 2 g vertical, and 3 g longitudinal. Designs qualified to EN12663 will also be considered acceptable.

•  Truck frame mounted components shall withstand vibrations up to 4 g peak-to peak at frequencies up to 100 Hz and impact loads up to 10 g each applied individually on any major axis.

•  Truck axle mounted components shall withstand vibrations up to 10 g peak-to peak at frequencies up to 100 Hz and impact loads up to 40 g each applied individually on any major axis.

2.7  ELECTROMAGNETIC INTERFERENCE AND COMPATIBILITY

2.7.1  GENERAL

The Contractor shall design and construct the vehicle such that its equipment does not electrically interfere with the safe and proper operation of the vehicle itself or any wayside equipment.

Electromagnetic compatibility shall be assured by use of EN5021-3-1 for railway applications.

2.7.2  EMISSION LIMITS

To help avoid undesirable effects upon external equipment or other installations along the right-of-way caused by on-board vehicle subsystems, the electromagnetic emission limits specified below shall not be exceeded.

2.7.2.1  RADIATED EMISSION LIMITS

Radiated emissions shall be in accordance with the recommendations of EN5021-3-1.

2.7.2.2  CONDUCTIVE EMISSION LIMITS

Measurement procedures and terminology for conductive emissions shall follow UMTA-MA-06-0153-85-11. The conductive emissions shall be limited to the following:

•  From 0 Hz to 40 Hz, 10A maximum

•  From 40 Hz to 120 Hz, 2 A maximum

•  From 120 Hz to 320 Hz, 10 A maximum

2.7.2.3  INDUCTIVE EMISSION LIMITS

Measurement procedures and terminology for inductive emissions shall follow UMTA-MA-06-0153-85-8. The inductive emissions shall be limited to a maximum of 20 mV, rms, rail-to-rail, at all frequencies between 20 Hz and 20 kHz. This condition shall be met by each individual power equipment as well as the simultaneous operation of all equipment.

2.8  VEHICLE SAFETY ANALYSIS

2.9  2.8.1  GENERAL

The Streetcar shall be designed and constructed to be safe to passengers, persons nearby, and Streetcar employees, both under normal operating conditions, and in the event of equipment failure. Contractor shall insure that all systems' safety aspects have been considered for each individual system and for systems as integrated to complete the vehicle design.

2.8.2  GENERAL SAFETY DESIGN REQUIREMENTS

The term ‘hazard’ describes any event which may result in injury to a person or damage to the Streetcar. Hazards shall be resolved such that any event shall be of a remote or improbable probability.

The following guidelines, listed below, shall be incorporated into the design of all vehicle systems affecting safety:

•  Only components with high reliability and predictable failure modes, and which have been proven in conditions similar to the projected service shall be utilized.

•  All electronic circuits shall be assumed capable of failing in permissive modes.

•  Software shall be considered unsafe unless it is safety verified while operating in the proposed hardware.

•  Systems shall be based on closed circuit principles in which energized circuits result in permissive conditions, while interrupted or de-energized circuits result in restrictive conditions.

•  All vital circuits not wholly within the system apparatus enclosure shall be double-wire, double-break, with the exception of connections to non-vital circuits, which may be single-wire, single-break.

•  Any component or wire becoming grounded shall not cause a permissive condition. Safety circuits shall be kept free of any combination of grounds that will permit a flow of current equal to, or in excess of, 75 % of the release value of any safety device in the circuit.

•  Circuit impedances, signal encoding, shielding, layout, and isolation shall be selected to reduce the effects of interference to the extent that safety is maintained under all conditions.

•  Commands that result in permissive conditions shall be propagated by no less than two independent signals, both of which must be present before the permissive condition can occur. The lack of either signal shall be interpreted as a restrictive command.

•  Systems controlled by variable level signals shall be arranged such that zero signal level results in the most restrictive condition. At least one enabling signal, however, independent from the variable control signal, shall be present before the control signal can modulate the system to a more permissive level.

•  Circuit breakers and fuses shall be guaranteed by the manufacturer to successfully interrupt rated currents. Circuit breakers and fuses shall be applied such that the maximum circuit fault currents cannot exceed the manufacturer's guaranteed operating ranges.

•  Systems that rely on structural integrity for safety shall have sufficient safety factors such that failures are not possible within the life of the vehicle under all possible normal conditions.

•  Systems and devices subject to wear shall not wear to permissive states within a period no less than three times the overhaul period under the worst-case combination of duty cycle, environment, and all other influences. Such systems and devices shall be clearly indicated as SAFETY CRITICAL in the maintenance manuals.

•  Mechanical systems which apply force to achieve safe states shall not depend upon the application of fluid pressure or electrical energy, unless specifically approved.

•  All locks, catches, and similar devices affecting safety shall be either self- engaging without application of power, or, if engaged by application of power, shall remain fully and safely engaged in the absence of power.

•  All systems shall function safely under all combinations of supply voltages, fluid pressures, shock, vibration, dirt accumulation, and the Portland environment.

•  All safety related systems, and devices within those systems, shall be clearly identified as SAFETY CRITICAL in all operation and maintenance manuals, procedures, and training materials.

2.8.3  FAILURE INDUCED HAZARDS

Vehicle equipment and systems shall be designed and constructed to revert to safe modes under failure conditions. Contractor shall employ high quality components, proven systems, redundancy, checking devices, and other techniques to accomplish this goal.

Vehicle systems, the failure of which could result in injury to a person or damage to the Streetcar shall conform to both of the following design principals:

•  The failure of a single device shall not result in a permissive condition, and,

•  An undetected failure of any device shall not permit a subsequent device failure to result in a permissive condition.

The term ‘failure’ includes both the initial device failure and all consequential device failures caused by the initial failure.

The term ‘device’ includes any component, subsystem, or system, whether electrical or mechanical.

The terms ‘restrictive’ and ‘permissive’ relate to potential system responses, which result in either a more safe or less safe condition, respectively, such as: stop versus proceed, a lower speed versus a higher speed, deceleration versus acceleration, brakes applied versus brakes released, actuation of alarm versus no actuation of alarm, etc.

Systems shall conform to the safety design principals by one or both of the following methods:

(a)  The utilization of vital devices, that is, devices with known, guaranteed-by-the-manufacturer failure modes, such as signal grade relays, combined in circuits in such a way that the requirements of this section are met.

(b)  Independent channels with independent checking of each. All channels shall indicate a permissive state in order that the controlled system achieve a permissive state. Failure in any channel shall not effect any other channel, or force the system into a permissive state, unless other actions are required by other parts of this Specification. Lack of correspondence between channels shall be alarmed and shall force a restrictive state on the system.

Failures in equipment which result in an indication of danger, whether or not actual danger exists, shall be considered to have occurred in a safe manner. Conversely, a failure which results in an indication of safety when, in fact, a dangerous condition may exist shall not be considered safe.

2.8.4  FIRE AND LIFE SAFETY

All vehicle components, subsystems, and systems shall be designed for the prevention of fire; protection of the public, employees, and emergency response personnel from injury due to fire, smoke, explosion, or panic due to these occurrences; and protection of system elements from damage by fire or explosion.

Design shall provide for equipment to be located outside of the passenger compartment, whenever practical, unless specified otherwise, to isolate potential ignition sources from combustible materials. The articulation, floor, sides, and roof shall be designed to retard propagation of an underfloor and/or roof fire to the vehicle interior. Fire-stops shall be provided at floor and roof penetrations. Enclosures for control and other critical equipment shall be located to provide protection against environmental contamination and mechanical damage.

2.8.5  SAFETY UNDER NORMAL OPERATIONG AND MAINTENANCE CONDITIONS

Passengers and operators shall not be exposed to tripping hazards, sharp points and edges, lethal or injurious voltages, toxic materials, abrupt or unexpected accelerations, or similar hazards. Location, illumination levels, colors, graphics, and surface finishes shall be selected to enhance visibility of step edges, windscreens, controls, and other objects with which the passengers and operators must interface.

Normal and emergency equipment and controls which the passengers or operators may operate shall be clearly identified, and where required, operating procedures shall be presented in both printed and graphic formats.

Maintenance manuals, procedures, and training shall indicate the proper handling, storage, and disposal of hazardous materials. Exposure of maintenance personnel to lethal or injurious voltages shall be reduced through compartmentalization, interlocks, and similar measures. All equipment shall be free from sharp points and edges. All equipment containing hazardous materials, lethal or injurious voltages, or other risks shall be clearly labeled on both the outside and inside of the equipment.

Maintenance, operating, training, and other manuals shall clearly identify all hazardous materials and equipment. All maintenance procedures involving hazards shall contain clear identification of the hazard and instructions to reduce or eliminate the hazards during the procedure.

2.8.6  HUMAN ERROR AND OTHER EXTERNAL INFLUENCES

All systems shall protect against unsafe conditions resulting from human error. No sequence of operations, or the simultaneous activation of any controls, shall result in unsafe conditions. Where conflicting commands, such as simultaneous power and brake, are requested, the more restrictive shall result.

Maintenance of safety-related equipment shall be arranged such that the effects of errors are minimized. Methods such as limitation of adjustment ranges, unalterable software, non-interchangeable parts, and visible wear indicators shall be employed.

2.8.7  HAZARD IDENTIFICATION

Contractor shall identify all failure-induced and normal operating (non-failure condition) hazards. In addition to those hazards identified by the Contractor, the following hazards shall be included in the listings and shall be considered hazards:

•  Emergency brake fails to apply when requested.

•  Service brakes fail to apply when requested.

•  Propulsion fails to cease when requested.

•  No-motion detection system indicates no-motion when vehicle is moving.

•  Door opens spontaneously when not commanded.

•  Door opens on the wrong side of the vehicle.

•  Door closes on person's limb and indicates door closed and locked to control system.

•  Door interlocks erroneously indicate door is closed and locked.

•  Excessive currents or overheated equipment cause fire.

•  Vehicle moves in wrong direction.

2.8.8  HAZARD ANALYSES

Contractor shall perform hazard analyses on all hazards identified in the hazard lists developed in Section 2.8.7 above. Analyses shall demonstrate that the vehicle conforms to the requirements of this Specification and that all identified hazards are either eliminated, or reduced to levels of risk acceptable to the City.

All hazard analyses shall be adjusted or amended as the vehicle design and construction progresses.

The analysis methods shall be selected by the Contractor as appropriate for the system under evaluation and the hazard severity, subject to approval by the City. Hazards shall receive analyses sufficiently rigorous to demonstrate that the hazard cannot occur, or the associated risk is reduced to a level acceptable to the City. Contractor shall be prepared to demonstrate by test the validity of any portion of all analyses.

Standard failure and safety analysis methods, and published failure rates for components, shall be utilized wherever possible.

Existing hazard analyses of like equipment operating under like conditions may be offered in lieu of performing a complete analysis of proposed equipment, subject to City approval.

END OF SECTION

Figure 2 – 2: Wheel Profile

SECTION 3 – CAR BODY

3.1  CAR BODY GENERAL

This Section covers the performance requirements for the carbody structural shell and materials.

The car body structure shall be constructed of aluminum, low-alloy high-tensile (LAHT) steel, stainless steel, or a combination thereof. Non-structural car body exterior elements may be of glass fiber reinforced plastic or similar service-proven materials.

The Streetcar structure shall be unitized for each sub-body and may utilize the exterior skin as a stressed structural element. All portions of the car body shall be provided with adequate venting and drainage to prevent the build-up of condensate. Enclosed structural cavities shall be vented and, if required, shall be treated with a rust proofing coating suitable for the vehicle design life.

Anticlimbers and an end frame structure consisting of partial height collision posts at the approximate one-third points of the end frame, structural corner posts at each extreme car body corner, and a horizontal beam (“structural shelf “) at the bottom of the windshield tying the tops of the collision posts to the corner posts, all securely welded to the end frame sheathing shall be provided to resist telescoping in collisions. Equivalent anti-telescoping and crashworthy elements shall be provided at the articulation joint and support structure. Anticlimber height and arrangement shall be designed to be fully compatible with existing Portland Streetcar vehicles.

3.2  STRUCTURAL DESIGN REQUIREMENTS

The structural design shall be based on proven rail vehicle techniques and elements and shall consider all structural static, dynamic, and fatigue loads that will be inherent in revenue service.

3.2.1  VERTICAL DESIGN LOAD STRENGTH REQUIREMENTS

The completely equipped carbody shall be designed to carry the maximum loading of the vehicle weight AW4, less truck weight or running gear weight, distributed uniformly along the vehicle, with stresses not exceeding 65% of the guaranteed minimum material yield strength, and 65% buckling strength, and the allowable fatigue stress for joints and structural details which are fatigue critical.

For each joint design, the static stress at the vehicle weight AW2 load shall be less than the mean stress that determines the allowable fatigue limit.

The dynamic factor shall be determined by the Contractor but shall not be less than ±20%. The fatigue limit shall be taken for 10 million cycles.

3.2.2  END SILL COMPRESSION LOAD

Under an end compression load of 392 kN, applied at the anticlimbers of a car body, the following conditions shall be met:

(a)  There shall be no permanent deformation in any structural members, including sheathing. Replaceable energy absorbing elements may incur permanent deformation.

(b)  At no point inboard of the coupler anchor shall the margin of safety be less than the lowest margin of safety outboard of the coupler anchor.

(c)  The lowest margin of safety inboard of the coupler anchor shall not be in any part of the articulation or the yoke arms which attach the carbody sections to the articulation.

3.2.3  ANTI-TELESCOPING LOAD ABOVE FLOOR

The capacity of each collision posts, when loaded in a horizontal plane 1000 mm above the top of rail end underframe and within 15° either side of the longitudinal axis of the vehicle shall be a minimum of 80 kN with no yielding of any carbody structure. The posts and/or supporting structures in the end frame shall be designed so that when the post is overloaded, the initial failure shall begin as bending or buckling in the structure.

3.2.4  ANTI-TELESCOPING LAOD AT FLOOR

The minimum ultimate shear strength of each collision post shall be 250 kN when the load is applied at a point even with the top of the underframe to which the post is attached.

3.2.5  STRUCTURAL SHELF

A horizontal structural shelf shall be provided below the windshield and shall connect the tops of the collision posts to the corner posts. The shelf shall be capable of supporting a longitudinal load of 80 kN applied anywhere along the span without permanent deformation of any part of the vehicle structure. The outer ends of the structural shall be supported by a vertical post attached to both the underframe and roof structures.

3.2.6  CORNER POST, HORIZONTAL LOAD

The capacity of each corner post, under an inward horizontal load in any direction from longitudinal to transverse, applied 1000 mm above the top of rail, shall be 40 kN with no yielding of any part of the vehicle structure. The connections of the posts to the supporting structure, and the supporting structure itself, shall be strong enough to develop the bending capacity of the posts. If the posts are designed to support more than 40 kN than the supporting structure must be strong enough to support the increased bending capacity of the posts. The posts shall fail before the supporting structure.

3.2.7  CORNER POST, SHEAR LOAD

The ultimate shear strength of each corner post, in any direction from longitudinal to transverse, at the level of the top of the underframe or supporting structure shall be 78 kN.

3.2.8  ANTICLIMBER LOADS

The anticlimber shall withstand a vertical load of 1.1 times the static load required to raise the end of the vehicle, with the truck or running gear attached, combined with a longitudinal compressive load applied at the carbody centerline of 60 % of the end strength with no failure of the anticlimber, supporting carbody structure, or intervening connections.

3.2.9  ARTICULATION JOINT ANTICLIMBING LOADS

The articulation joint shall withstand the resulting forces of a vertical load of 1.1 times the static load required to raise the end of the vehicle combined with a longitudinal compressive load applied at the carbody centerline of 60 % of the end strength with no structural failures which may result in telescoping of the vehicle sections.

3.2.10  FLOOR LOAD

The following conditions shall be met for a fully equipped vehicle with a vehicle weight of AW4, evenly distributed:

(a) The floor panels shall not deflect more than 1/250 of the shortest span between supports, up to a maximum of 5 mm.

(b) The floor beams shall not deflect more than 1/250 of the span between supports.

(c) The maximum stress in the floor beams shall be less than 65% of the critical buckling stress or 65% of the yield strength of the material, whichever is less.

3.2.11  ROOF LOAD

All parts of the roof structure and walkways shall be capable of supporting concentrated loads of 135 kg spaced at 800 mm, as might be applied by maintenance personnel walking on the roof.

3.2.12  SIDE LOAD

Any 2.5 m length of side sill and supporting structure shall be strong enough to resist a transverse inward load of 180 kN, evenly distributed over the 2.5 m length of side sill, without yielding or buckling. Any 2.5 m length of belt rail (at the lower side window edge) and supporting structure shall be strong enough to resist and inward transverse load of 42.5 kN, evenly distributed over the 2.5 m length of belt rail, without yielding or buckling.

3.2.13  JACKING LOADS

For design purposes the static AW0 vertical load on each jack (symmetrical jacking) shall be increased by a factor of 4, and this load shall be combined with a horizontal load of 10% of the vertical load on each jack applied in any horizontal direction. Under this loading condition, there shall be no permanent deformation of any carbody structure.

3.2.14  STEPS

Any steps shall be designed to support one person at 135 kg per 300 mm of tread with a load factor of 2. The resulting stresses in any part of the steps assembly shall not exceed the yield strength of the material.

3.2.15  EQUIPMENT LOADS

The load factor for the design of all underfloor, roof, and interior equipment, any portion of the equipment, equipment boxes, equipment hangers, standby supports, safety hangers, and the car body supporting structure shall be 3 in the longitudinal direction, 2 in the vertical direction, and 2 in the lateral direction. The design load shall be the weight of the supported item multiplied by the appropriate load factor. These loadings shall be applied separately; each such loading may develop the ultimate load-carrying capacity of the member being investigated.

Equipment within an equipment box need not meet the above criteria provided it can be shown that the equipment will not penetrate the walls of the equipment box when exposed to these load levels. The equipment box shall conform to these load criteria with the rearranged equipment (i.e., equipment that is presumed to have broken loose) in addition to its normal arrangement.

Fastenings shall be designed so that in no case will the strength of one fastener or the shearing of fasteners through the base material be the limit of the carrying capacity of a member. All bolts used to support equipment shall be not less than 10 mm diameter.

3.2.16  TRUCK AND RUNNING GEAR LOADS

Trucks or running gear shall be attached to the car body such that they shall be raised with the vehicle unless intentionally detached. Stresses in the attachment structure shall not exceed 50% of yield with the truck or running gear hanging from the body.

The structural connection of the truck or running gear to the carbody shall be capable of resisting a minimum 125 kN horizontal load applied in any direction through the actual or virtual pivot without exceeding the ultimate strength of the connection and supporting car body and truck or running gear structure. This requirement for strength in the horizontal plane shall apply both with and without the weight of the car body applied to the truck or running gear, the latter being the case of the truck or running gear hanging from the car body when the horizontal load is applied.

3.2.17  NATURAL FREQUENCY

The natural frequency of each vehicle section under a vehicle weight of AW4 and supported at the articulation yokes and at the bolsters shall not be less than 2.5 times the natural frequency of the secondary suspension.

3.3  STRESS ANALYSIS

The Contractor shall prepare and submit a stress analysis of the car body structure and equipment supports for any equipment item weighing more than 60 kg. The stress analysis shall show the calculated stress, the allowable stress, and the margins of safety for all elements under all specified and relevant loading conditions. The stress analysis shall consist of manual calculations as appropriate supported by finite element analysis (FEA) using a computer program such as NASTRAN, ANSYS, Algor, or approved equal.

3.4  JACK PADS AND HOIST INSERTS

Each car body sections shall be provided with non-slip, easy to reach jacking pads at structural points to sustain jacking loads. Jacking pads shall be located considering jack placement, derailment clearances, and similar factors arising in handling the vehicles in the shop and in the field with modern portable rerailing equipment. Jacking pad locations and their supporting structure shall permit asymmetrical jacking of any body section without cosmetic damage, deformation, or dislocation.

3.5  FOLDING COUPLERS

Folding mechanical couplers, hidden behind a front shroud, shall be provided for emergency towing purposes. Mechanical couplers shall be fully compatible with the couplers on the existing Portland Streetcars.

END OF SECTION

SECTION 4 – OPERATOR’S CAB

4.1  OPERATOR'S CONTROLS

The operator’s controls shall be arranged in an ergonomic manner designed for the tasks to be accomplished and the relative frequency and criticality of each task. Each control and indicator shall have a durable and permanent label. Operator’s controls and indicators shall be arranged to avoid glare on the windshield interior or to induce any other adverse visual distraction. Controls and indicators shall resist penetration by spilled liquids or wind driven rain through open windows.

4.1.1.  TRAIN MOTION CONTROLS

The train motion control group shall consist of a Key Switch, Reverser Switch, and Master Controller.

The Key Switch and Reverser Switch may be combined in one unit with the four (4) positions described in Section 4.1.1.2. below.

4.1.1.1  KEY SWITCH

A two-position Key Switch shall be provided to select the cab status. The Key Switch shall be mechanically interlocked with the Master Controller and Reverser Switch. Positions are:

•  OFF In the OFF position, all cab controls shall be non-functional, except the Emergency Brake pushbutton. Lights, communications equipment, HVAC, the Inverter, the LVPS, and the battery charger shall remain energized when the Key Switch is placed in this position. The key shall be removable only in this switch position.

•  ON In the ON position, console controls shall be functional, and the cab console in the other end of the vehicle shall be disabled. The key shall not be removable in this position.

Refer to Sections 4.1.1.2 and 4.1.1.3 below for additional switch and cab interlock control details.

4.1.1.2  REVERSER SWITCH

A four-position, (FORWARD, NEUTRAL, REVERSE, OFF), Reverser Switch shall be provided in the train motion control group. The Key Switch and the Reverser Switch shall be mechanically interlocked so that the Reverser Switch cannot be moved from the OFF position unless the associated Key Switch is in the ON position and the Key Switch cannot be moved from the ON position unless the Reverser Switch is in the OFF position.

The vehicle control circuitry shall be such that vehicle operation shall not be possible unless the Reverser Switch in the controlling cab is placed in either the FORWARD or REVERSE position.

The Reverser Switch shall be interlocked such that the Master Controller handle must be in the MSB position in order to move the Reverser Switch out of either the FORWARD or REVERSE position.

Activation of more than one Reverser Switch at the same time shall initiate an emergency brake application.

4.1.1.3  MASTER CONTROLLER

The Master Controller handle shall provide for hand control of motoring and braking. It shall be mechanically interlocked such that it may be moved from the MSB position only when the master controller Key Switch is in the ON position and the Reverser Switch is in either the FORWARD or REVERSE position.

The handle shall minimize strain and fatigue on the operator. Detents shall be provided to enable the operator to easily distinguish the Maximum Service Brake position from more severe braking positions involving the application of track brakes in addition to service braking.

The Master Controller handle shall incorporate a deadman protection circuit. Release of the handle shall cause the deadman circuit to initiate a Maximum Service Brake (MSB) application after a two second time delay. The circuit and timing function shall be a safe function as defined in Section 2.8.2 of these TECHNICAL SPECIFICATIONS. The brake application shall be retrievable. The deadman function shall be bypassed when the controller handle is in the MSB and MB positions.

Provisions shall be provided to protect debris from falling into the interior of the master controller unit.

4.1.2  DOOR CONTROLS

Vehicle door controls shall be positioned for safe actuation with right side door controls on the right side of the console and left side door controls on the left side of the console. Refer to Section 5.8.3 of these TECHNICAL SPECIFICATIONS for a description and function of the required controls.

4.1.3  OTHER CONTROLS

Other controls such as public address and passenger emergency intercoms shall be placed relative to their frequency of use and criticality to train safety. A reset switch shall be provided to initiate a reset of any indicated fault condition. If the fault persists or has not cleared, the faulted item shall not reset and the vehicle fault indication shall persist.

Control of passenger space amenity functions (air comfort, interior lighting, passenger door control, etc.) shall be provided with a delayed shut-down to accommodate end changing and terminal lay-overs. The delay interval shall be adjustable over the range of 1 to 30 minutes.

4.2  OPERATOR˜S INDICATORS

An indicator panel shall be provided at each operator position to provide concise status and fault indication as appropriate for the vehicle to aid in operation.

Indicators shall convey all information relevant to safe vehicle operation. Included are speedometer, door closed indication, brakes released indication, brakes applied indication, cut-out activation indication, and vehicle fault indications.

4.3  MISCELLANEOUS CAB EQUIPMENT

4.3.1  WARNING DEVICES

Warning devices are required for operation on City streets and intermixed with pedestrians. Functional requirements are different for warning automobile drivers and for warning pedestrians.

The automobile warning device shall be a multiple tone horn mounted at each vehicle end. Activation shall be by a momentary action switch in the adjacent operators’ position. The horn shall have an audible output of at least 95 dBA at 30 m in front of the vehicle.

A traditional sounding trolley bell shall be provided for pedestrian warnings. Activation shall be by a momentary action switch in the adjacent operators’ position. The bell shall produce a repeating sound with a repetition rate of approximately two strikes per second in response to continuous switch activation.

4.3.2  WINDSHIELD WIPER AND WASHER

A windshield wiper (or wipers) shall be provided for each cab windshield. At least 80% of the width and 60% of the height of the total windshield area shall be swept over a complete cycle. Windshield wiper controls shall provide for variable speed and for interval operation to suit a wide range of rainfall conditions. Windshield wipers shall automatically park at a secure and unobtrusive location when not active.

Windshield wipers shall contain or be coordinated with fluid dispensing windshield washers to aid in maintaining clear operator vision. Washer nozzle placement and fluid dispensing rate shall facilitate windshield cleaning. The washer fluid reservoir shall be easily accessed for refilling.

4.3.3  AIR COMFORT SYSTEM

Each cab shall be provided with a heating and cooling system controlled by the operator. The heating and cooling system shall also provide cab windshield and side window defrosting and demisting. The capacity and control parameters are described in Section 6 of these TECHNICAL SPECIFICATIONS.

4.3.4  OPERATOR'S SEAT

The operator area of each cab shall be equipped with an operator's seat located on the vehicle's longitudinal centerline. The seat and back cushion shall be upholstered with low smoke foam and covered with transportation grade fabric backed vinyl. Covering material shall breathe to minimize perspiration buildup and operator discomfort. The seat shall be adjustable vertically and in a forward and backward direction. The back support shall also be adjustable. The seat back shall provide adjustable lumbar support. The seat shall be equipped with flip-up armrests. The seat cushion shall be a minimum of 100 mm thick.

The seat shall swivel "30E from the forward facing position. Upon return to the forward facing direction, the seat shall automatically lock and prevent further turning. The lock shall be easily released by the operator while seated to permit swiveling. Seat adjustment controls shall be operable from a seated position. Seat automated lifting functions: where an electric motor or compressor is used, seat shall be capable of lifting 250 lbs.

The seat frame shall be of corrosion resistant tubular construction and shall be designed for hard vehicular usage. The seat and its attachment to the floor shall have adequate strength.

Adequate foot space shall be provided to accommodate the operator's feet.

4.3.5  SUNSCREENS

Adjustable sunscreens shall be provided as needed to aid the operator in all external light conditions including simultaneous front and side sunlight. Each screen, its material, its mounting, and its adjustment provisions shall be service-proven in a transit application of similar character considering factors such as window size and arrangement, operator position, color, and light blockage ratio. If the sunscreen is transparent, the material shall not neutralize traffic control signals.

4.3.6  INTERIOR MIRROR

One or more interior mirrors shall be provided in the cab. The mirrors shall be located and adjustable to provide the operator with a view of the passenger compartment. The mirror shall be of distortion free glass installed in an edge covering frame. The mirror reflecting area shall be at least 360 cm.

4.3.7  FIRE EXTINGUISHER

A 4.5 kg capacity fire extinguisher with a minimum rating of 4-A:30-B:C, marine type, shall be located in each operator's cab. The fire extinguisher shall be listed by Underwriters Laboratory and shall be provided with a marine type mounting bracket.

4.4  OTHER CAB EQUIPMENT

Two (2) 110 VAC outlets shall be provided in each cab, at locations approved by the City.

A mount for the switch iron and pantograph crank shall be provided in the A end operator’s cab, as approved by the City.

4.4  CONTROL CONFIGURATIONS AND INTERLOCKS

Various vehicle control schemes shall be implemented as described below. Control of systems not described below shall be determined by the Contractor.

Unless otherwise indicated or approved, all control signals, interlocks, and other vehicle level controls shall operate from the vehicle battery supply.

4.4.1  CAB INTERLOCK

Control lines and associated circuitry shall be used to interlock the cab controls such that no more than one cab can take control of a vehicle or train at the same time.

All interlocking shall be provided by relay logic. Interlocking that depends on mechanical locking of transfer switches with electrical solenoids is prohibited.

4.4.2  DIRECTION CONTROL

Direction signals shall be given by a pair of control lines, designated Forward and Reverse relative to the A end of the vehicle, and associated circuitry, arranged such that one trainline must be energized while the other must be deenergized for correct operation.

Energization or deenergization of both trainlines at the same time shall inhibit propulsion.

Direction signals shall originate at the controlling cab’s Reverser Switch.

4.4.3  EMERGENCY BRAKE

Operator control of emergency braking shall be provided by the Emergency Brake Switch mounted on the operator’s console switch panel. Automatic initiation of emergency braking shall also be provided by activation of more than one reverser switch in the train at the same time.

The control lines shall provide the power and return circuits for control of all emergency brake equipment in the train. These control lines shall be controlled in a double break manner such that both the positive and negative supply leads to the emergency brake relay are switched by the console Emergency Brake Switch, and the cab control and interlock relays. Power for the emergency trainlines shall be provided only by the controlling cab.

The emergency brake control lines shall be treated as vital, with maximum isolation maintained from possible sources of false energization.

All emergency brake circuits shall be arranged in a fail safe manner, requiring that control lines be energized to allow a permissive condition.

The emergency brake circuit shall be interlocked with the no-motion detection system such that, once emergency brake is commanded, the emergency brake circuit cannot be reset to the normal state until no-motion is indicated.

Emergency sanding and track brakes shall be interlocked with the no-motion system such that automatic operation of them is canceled below the no-motion detection point.

The console Emergency Brake Switch shall be a heavy duty, industrial grade pushbutton gang switch with a large, mushroom shaped actuating head. The switch mechanism shall be arranged with two switches for the main emergency brake circuits, with a switch in each of the positive and negative portions of the circuits. The actuation mechanism shall be sufficiently strong that striking the mushroom head will assure breaking the circuit even with welded contacts.

4.4.4  TRACK BRAKE CONTROL

Track brakes shall be controlled via a control line that is energized to apply the track brakes. All track brakes in a vehicle shall be applied when commanded either by a brake application or manually via the console track brake switch.

Manual operation of the track brakes via the console switch shall not be canceled below the no-motion detection point. Automatic operation of the track brakes via master controller or emergency brake application shall be canceled below the no-motion detection point. Propulsion shall not be inhibited by a manual track brake application.

Any track brake application shall activate the brake lights at the rear of the vehicle.

4.4.5  PASSENGER STOP REQUEST

Activating the passenger stop request anywhere in the vehicle shall sound the local stop request chime in the passenger area of the vehicle, and shall sound an audible alert in the operator’s cab. The stop request shall illuminate a light on the operator’s console.

The cab stop request light shall remain illuminated, and the cab audible alert latched off, until the doors have been cycled.

4.4.6  BRIDGEPLATE DEPLOY REQUEST

Pressing the passenger bridgeplate deploy request button anywhere in the train shall sound the local stop request chime in the passenger area of the vehicle, and shall sound a unique audible alert and illuminate a bridgeplate deploy request light in the operating cab.

The cab bridgeplate deploy request light shall remain illuminated, and the cab audible alert latched off, until the bridgeplates have been cycled.

4.4.7  HVAC CONTROL

The HVAC system shall be activated automatically in all vehicles whenever the auxiliaries are turned on. The HVAC shall be automatically shut down when the train auxiliaries are turned off.

4.4.8  AUXILIARIES CONTROL

The Auxiliaries ON/OFF switch shall control all low voltage dc circuits except those associated with propulsion and braking controls, and battery charging.

Activation of the Key Switch on the master controller (Key Switch ON) shall automatically turn the auxiliaries on. However, moving the Key Switch to the OFF position shall not turn the auxiliaries off.

The auxiliaries shall be capable of being turned on and off from any cab's Auxiliaries switch except that they cannot be turned off if a Key Switch is activated in any cab.

4.4.9  EXTERIOR LIGHTING CONTROL

Marker lights at both ends of the train shall be illuminated red whenever the auxiliaries are turned on. When a direction is selected with the Reverser Switch the marker lights shall be illuminated red at the rear of each vehicle and amber at the front of each vehicle.

Taillights shall be illuminated at the rear of a train whenever a direction has been selected. When the auxiliaries are on and no direction is selected, taillights shall be illuminated at both ends of the train.

Stop lights shall be illuminated at the rear of the train whenever the auxiliaries are on and the vehicle or train is in a braking mode. For this purpose, braking mode shall be the application of dynamic, friction, or track brakes.

4.4.10  DOOR CONTROL

Door control shall be as described in Section 5 of these TECHNICAL SPECIFICATIONS.

4.4.11  PARKING BRAKE CONTROL

The parking brake shall automatically be applied when all the reversers in the cabs of a vehicle are in the Neutral or Off position or when more than one reverser in a vehicle is not in the Off position. Alternative control arrangements using the no-motion signal to set the parking brakes will be acceptable providing the no-motion signal is generated by at least two independent sources and the parking brakes are applied if either source indicates no-motion.

4.4.12  BYPASS CIRCUITRY

The following sealed switches shall be provided. The seal shall be breakable without tools by the train operator. The bypass active indicator shall illuminate if any bypass switch except Audible Alert Bypass is thrown.

(a)  Audible Alert Bypass - acknowledges and cancels the following audible alarms:

•  Emergency door operating device activated.

•  Propulsion or dynamic brake fault.

The use of this switch shall not affect illuminated indicators associated with these alarms and its use shall not illuminate the Bypass Active light.

(b)  No-Motion Bypass - this switch shall bypass the local no-motion detector which prevents door operation, in the event of a failure in the no-motion detector circuit.

(c)  Door Interlock Bypass - this switch shall bypass the summary door interlock circuit which prevents propulsion in the event of an open door or deployed bridgeplate.

(d)  Spin-Slide Cutout - disables the spin-slide correction system on a local basis, this switch shall remain functional when the console is OFF.

(e)  Speed restriction Bypass - deactivates the circuit which limits or restricts train speed due to dynamic brake failure.

The bypass switches shall be in the circuit only if the operator's console is activated in the same cab as the bypass switches. When the console key is turned to OFF, all units shall return to normal function until that particular cab's console is re-activated.

4.4.13  SANDER CONTROL

A foot switch shall be provided for operation of the sander system. The switch shall be of the momentary, spring loaded type arranged such that sand is applied to the rails in front of the leading wheels of a truck or running gear. The switch shall be mounted on the cab floor beneath the operator's console.

Manual operation of the sanders via the footswitch shall not be canceled below the no-motion detection point. Automatic operation of the sanders via master controller or emergency brake application shall be canceled below the no-motion detection point.

4.4.12  AUDIBLE ALERTS

Provisions shall be provided for volume adjustment of buzzers and audible alerts.

END OF SECTION