12138 RFP Amd. 7.docx
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- Solicitation number
- S-10700-00012138
- Issued by
- Marion County, Oregon
About this file
The document is an Amendment 7 to Request for Proposal (RFP) S-10700-00012138 issued by the Oregon Department of Administrative Services, State Procurement Services, on behalf of Oregon State Agencies and the Oregon Cooperative Procurement Program (ORCPP) Members for ADA Compliant Remanufactured and Heavy Duty Vehicles. The RFP seeks proposals for multiple vehicle categories including 35-foot, 40-foot, and 45-foot heavy-duty transit vehicles in low-floor and high-floor configurations, with proposals due on April 3, 2025 at 3:00 PM PT. The initial contract term is two years with options to renew annually up to a maximum of five years. This specific amendment provides approved equals and modifications to technical specifications for New Flyer Industries vehicle models, primarily addressing detailed technical requirements for components like hoses, cooling systems, ground clearance, braking, and electrical systems.
The procurement will use a best value analysis with cost as a significant factor, with plans to award multiple price agreements (up to three) per subcategory. The estimated contract usage is $5 million for the initial two-year term, potentially expanding to $10 million if all renewal options are exercised. Successful contractors must pay a 0.5% Vendor Collected Administrative Fee on gross sales, with a maximum of $1,000 per vehicle. Federal funding may be used for purchases, requiring compliance with Buy America requirements, Disadvantaged Business Enterprise (DBE) participation, and Federal Transit Administration (FTA) certifications. The RFP includes provisions for Certified Disadvantaged Business Enterprises, encouraging engagement with small businesses certified by the Oregon Certification Office for Business Inclusion and Diversity, including minority-owned, woman-owned, veteran-owned, and emerging small businesses.
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RFP: S-10700-00012138, ADA Compliant Remanufactured and Heavy Duty Vehicles RFP: S-10700-00012138, Ada COMPLIANT remanufactured and heavy duty VEHICLES– ADDENDUM (aMENDMENT) 7
PURPOSE
The purpose of this amendment is:
Update Exhibit D-1
MODIFICATIONS
The following sections are modified as follows. New language is indicated by bold underlined font, deleted language is indicated by strikethrough font.
MODIFICATION OF EHIBIT D-1
The following Approved Equals (AEs) have been added to Exhibit D-1 Base Vehicle Specifications A Category.
PROTEST
Protests to this amendment must be submitted as required in RFP section 4.4.2.
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Motor Coach (New Flyer) approved equals.xlsx Table 1
New Flyer Industries Approved Equals (XD35/40, XDE40, XN35/40, XE35/40, XHE40)
AE # Page # Section # Section Title Spec Language Approved Equal Response
1 17 1.3 Overall Requirements The manufacturer must use either FC300, FC510 and FC 195 hoses or Parker brand equivalent for all flexible lines except A/C and discharge from the air compressor to the wet tank. New Flyer requests approval to provide following hoses in the base bus proposal and the alternative hoses that can be provided as optional/alternative items.
Base Power Steering Hoses: Gates G2XH Alternative Power Steering Hoses: Aeroquip FC510 and FC355 Base Coolant Pressure Fill Hoses: Gates G2XH Alternative Pressure Fill Hoses: Aeroquip 2807 Base Transmission Accumulator Hoses: Manuli Equator 1 Alternative Transmission Accumulator Hoses: Aeroquip FC355 Base Transmission Oil Cooler Hoses: Manuli Equator 1 Alternative Transmission Oil Cooler Hoses: Aeroquip FC355 Base Lower Vent Line Hoses: Gates G2XH Alternative Lower Vent Line Hoses: Aeroquip 2807 Diesel Fuel Hoses: Aeroquip GH100 (no alternate) Auxiliary Heater Fuel Lines: Aeroquip GH100 (no alternate) Air Compressor Discharge Line: Teflon 2807 SST braided hose (no alternate) A/C Compressor Hose: Duraflex convoluted stainless steel, braided (no alternate) Bypass Oil Filter Hoses (If bypass oil filter is chosen by agency): Aeroquip 2807 or Gates G2XH. Approved
2 17 1.4 Worker and Protective Measures All bolts or rods passing through wood must be sealed with zinc chromate or other approved sealing compound. Where wood and wood are placed together, all outer edges of wood, as well as the edges of holes, cutouts and notches must be coated with a linseed oil and titanium dioxide sealer or zinc chromate or other appropriate sealing compound. New Flyer requests approval to provide plywood on lower and upper deck which are primarily bonded to the structure using polyurethane adhesive Sika 221, as recommended by the supplier.
Prior to adhesion, the bonding surfaces of structure and plywood panels are cleaned with lint-free cloth and sika activator. Adhesive SIKA 221 is applied to structure in .25” dia beads. The adhesive is applied near the edges of the structural tubing, channels and plates.
Furthermore, the plywood panels are then secured with screws specifically designed for the application around the periphery of all panels. Screw is a self tapping type-F screw thread cutting, Grade 410 Stainless Steel Tin Plated.
Prior to floor covering application, all voids, fastener heads and cracks/gaps between composite panels are filled with Filler Sika Force. The filler is allowed to cure for a minimum of 30 min. A second or third coat of filler can be applied if necessary.
For plywood panels, all seams and screws are to be scuffed only. Entire plywood floor surface is to be vacuumed to ensure there is no debris or dirt and then wiped clean with isopropyl alcohol. After flash off time, floor covering can be then installed to the composite panels using 3M Adhesive. This is inherent to the bus design.
Please refer to attached SIB-450-001 Flooring for more details. Approved
3 18 1.5 Water Test Description 2. The nozzles must eject a volume of water no less than 2.6 gallons per minute per nozzle under a pressure of no less than 22 lbs. per square inch measured at the nozzle tip.
3. The Contractor shall be required to water test each vehicle under the conditions described above for no less than 30 minutes (15 minutes with A/C off, then 15 minutes with A/C on) to ensure there are no water leaks in the bus.
4. Bus road testing must be conducted immediately after the water test. All road tests shall be conducted by the OEM on-site inspector and verified by Authorized Purchaser inspector.
Contractor shall take the necessary steps of corrective action to repair any leaks found as a result of the described test and shall repeat the 30-minute water test to ensure that corrective steps have been successful. New Flyer requests approval to provide a standard ten (10) minute water test. The current New Flyer water test booth facility has a booth area that is ~1073 sq ft. with 90 nozzles flowing at 2.0-2.4 gal/min. This equates to a rainfall of ~16 inches per hour in the booth. We have measured the flow rate from the nozzles used and consistently found them to exceed 2.0 gal/min, but with a 30-40 psi. This is inherent to the bus design. Approved
4 19 1.6 Total Bus Operation All grease zerk testing fittings must be accessible from a pit location with a standard straight nose grease gun. New Flyer requests approval to provide a bus where a flexible adapter is required to access all zerk grease testing fittings. This is inherent to the bus design. Approved
| 5 | 19 | 1.10 | Maintenance and Inspection | Engines and/or Transmissions, if used, must be supplied with the Titan Probalyzer # 0D1014 fittings or KP push button sampling valves (or equivalents) installed that are easy to access: device and location selection to be made at pre-production meeting. (All electri powered buses are excluded from this requirement). | New Flyer requests approval to provide probalyzers by Checkfluids P/N# KST18N-VC. New Flyer would like to clarify that probalyzers will be priced as a separate optional item. | |
| The probalyzer fitting has a steel body, 1/8 NPT thread that comes with a cap with Viton Oring. The fitting has a 6000 psi max operating temperature. The valve is trivalent zinc. Titan is no longer available. Please note that If a BAE hybrid is selected as an option - only one probalyzer can be provided as there is no oil system in the traction motor. | Approved |
| 6 | 20 | 1.11 | Interchangeability | Unless otherwise agreed, all units and components procured under this Contract, whether provided by Suppliers or manufactured by th Contractor, must be duplicates in design, manufacture and installation to ensure interchangeability among buses in each order group in this procurement. This interchangeability must extend to th individual components as well as to their locations in the buses. | |
| These components must include, but are not limited to, passenger window hardware, interior trim, lamps, lamp lenses and seat assemblies. Components with non-identical functions must not be, or appear to be, interchangeable. Any one component or unit used in the construction of these buses must be an exact duplicate in design, manufacture and assembly for each bus in each order group in this Contract. Contractor shall identify and secure approval for any | New Flyer requests approval to provide coaches manufactured within a given production run to be duplicate in design; However, since this request for proposal includes options for additional coaches, interchangeabilit cannot be guaranteed between option orders. For example, the engine manufacturer might change emission components in order to meet regulatory requirements that might change. | Approved |
7 24 2.1 Interior Noise The driver area must not experience a noise level of more than 75 dBA. New Flyer requests approval to provide a bus with a noise level of 78 dBA in the operator's area while the HVAC is on, when the HVAC is not in use, the noise level shall be 75 dBa. This is inherent to the bus design Approved
| 8 | 24 | 2.2 | Exterior Noise | The bus-generated noise at curb idle must not exceed 65 dBA. | New Flyer requests approval for a bus-generated noise level at curb idle of 68 dBA. This is inherent to the | |
| bus design. | Approved |
| 9 | 25 | 3.8 | Ground Clearance | Ground clearance must be no less than 9 in., (8 in. at jacking pad) | |
| except within the axle zone and wheel area. | New Flyer requests approval to provide a jacking pad clearance of 8 inches and rear suspension clearance | ||||
| of 6.5 inches. This is inherent to our design. | Approved |
| 10 | 25 | 3.8 | Ground Clearance | Wheel area clearance must be no less than 8 in. for parts fixed to | |
| the bus body and 6 in. for parts that move vertically with the axles. | New Flyer requests approval to provide wheel area clearance of 5.6 inches for parts that move vertically with | ||||
| the axles, the suspension bolts protrude to this depth. This is inherent to the bus design. | Approved |
11 27 4.3 Gradability The propulsion system and drivetrain must enable the bus to achieve and maintain a speed of 40 mph on a2½ percent ascendin grade and 15 mph on a 10 percent ascending grade continuous. New Flyer requests approval to provide a electric bus with a propulsion system that shall maintain a speed 40 mph on a 2.5 percent ascending grade continuous, and a continuous speed of 15 mph at 7 percent grade, with a peak of 16 percent grade at 10 mph for 30 seconds. Approved
12 27 4.3 Gradability The propulsion system and drivetrain must enable the bus to achieve and maintain a speed of 40 mph on a2½ percent ascendin grade and 15 mph on a 10 percent ascending grade continuous. New Flyer requests approval to provide a 60' diesel bus with a propulsion system that shall maintain a speed of 38.7 mph on a 2.5 percent, and a 10.5 mph at 10 percent grade. Approved
13 27 4.3 Gradability The propulsion system and drivetrain must enable the bus to achieve and maintain a speed of 40 mph on a2½ percent ascendin grade and 15 mph on a 10 percent ascending grade continuous. New Flyer requests approval to provide a 60' CNG bus with a propulsion system that shall maintain a speed of 28.8 mph on a 2.5 percent, and a 9.6 mph at 10 percent grade. Approved
14 27 4.3 Gradability The propulsion system and drivetrain must enable the bus to achieve and maintain a speed of 40 mph on a2½ percent ascendin grade and 15 mph on a 10 percent ascending grade continuous. New Flyer requests approval to provide a 40' diesel bus with a propulsion system that shall maintain a speed of 38.5 mph on a 2.5 percent, and a 13.7 mph at 10 percent grade. Approved
15 27 4.3 Gradability The propulsion system and drivetrain must enable the bus to achieve and maintain a speed of 40 mph on a2½ percent ascendin grade and 15 mph on a 10 percent ascending grade continuous. New Flyer requests approval to provide a 40' CNG bus with a propulsion system that shall maintain a speed of 41 mph on a 2.5 percent, and a 13.4 mph at 10 percent grade. Approved
| 16 | 27 | 4.5 | Hybrid | The propulsion and braking systems must meet the performance requirements of the Duty Cycle. Braking application and performance must remain consistent regardless of hybrid system State of Charge (SOC) or other variances related to regenerative | |
| braking. | New Flyer requests approval to provide a hybrid bus with a regenerative braking system that is disabled when the ESS is fully charged because we do not provide any alternate method of storing or dissipating regenerated energy. This is inherent to the bus design. | Approved |
| 17 | 27 | 4.5 | Hybrid | The system must be programmable to allow optimization of acceleration and deceleration rate. | New Flyer requests approval to provide the maximum acceleration rate (as the default setting) via the PLC program and will require PLC program revision to modify. Please note that deceleration rate is already optimized to maximize energy recovery by regenerative braking, but cannot be changed. This is inherent to | |
| the bus design. | Approved |
| 18 | 28 | 4.6 | Electric | The propulsion and braking systems must meet the performance requirements of the Duty Cycle. Braking application and performance must remain consistent regardless of hybrid system State of Charge (SOC) or other variances related to regenerative | |
| braking. | New Flyer requests approval to provide an electric bus with a regenerative braking system that is disabled when the ESS is fully charged because we do not provide any alternate method of storing or dissipating regenerated energy. This is inherent to the bus design. | Approved |
19 28 4.6 Electric The system must be programmable to allow optimization of acceleration and deceleration rate. New Flyer requests approval to provide the maximum acceleration rate (as the default setting) via the PLC program and will require PLC program revision to modify. Please note that deceleration rate is already optimized to maximize energy recovery by regenerative braking, but cannot be changed. This is inherent to the bus design. Approved
20 28 4.7 Battery Charger A cable (“pigtail”) and battery charger must be included with the purchase of each electric bus. New Flyer requests approval for CCS1 cable to be included with the plug-in charger and offered as a separate line item, separate from the bus pricing. Approved
21 28 4.12 Battery Electric The operating range of the coach when run on the “Design Operating Profile” must be at least 120 miles on a full charge at any point during the 12-year useful life of the vehicle, regardless of seasonal loads and driver efficiency. New Flyer would like to clarify that the 35/40' electric bus will not fully comply with this requirement with all condition listed in Section 4.12 Battery Electric.
New Flyer provides a 5 string high energy battery package in the base bus. The batteries will comply with th exception of when the bus is at end of life with the HVAC running with an ambient temperature of 5F.
A 6 string high energy battery will comply with the requirements and will be available as an optional item.
High power (rapid charge) ESS packages will also be made available as an optional item. Please note that these batteries do not fully comply as they have a reduced range.
Please see attached XE40 range estimate tables based on both Seated Load (SLW) and Gross Vehicle Weight Rating (GVWR) for all available ESS packages. The estimate is based on ambient temperatures are 5F, 68F and 104F. The estimate provides operating range at beginning of life and end of life. In addition, wi or without HVAC running. Approved
| 22 | 28 | 4.12 | Battery Electric | The operating range of the coach when run on the “Design Operating Profile” must be at least 120 miles on a full charge at any point during the 12-year useful life of the vehicle, regardless of seasonal loads and driver efficiency. | New Flyer would like to clarify that the 60' electric bus will not fully comply with this requirement with all condition listed in Section 4.14 Electric . | |
| Please see attached XE60 range estimate tables based on both Seated Load (SLW) and Gross Vehicle Weight Rating (GVWR) for all available ESS packages. The estimate is based on ambient temperatures are 5F, 68F and 104F. The estimate provides operating range at beginning of life and end of life. In addition, wi or without HVAC running. | Approved |
| 23 | 28 | 4.12 | Battery Electric | Alternatively, buses that utilize on-route charging (the ability to fast charge bus batteries while the bus is in revenue service) must be able to travel a minimum of 30 miles on a single charge and be fully chargeable within 10 minutes throughout its designated route, at an point during the 12-year useful life of the vehicle, regardless of seasonal loads and driver efficiency. | New Flyer requests approval to provide full-electric buses (when the option for on-route chargers is selected that has the ability to fast charge batteries while the bus is in revenue service with high power batteries. This battery type includes fast charge but has a reduced range. New Flyer can meet the requirement to travel "30 miles on a single charge" within 10 minutes, however, New Flyer cannot guarantee that the ESS batteries will be fully charged in 10 minutes. The ESS charge time and distance (per charge) varies as per ESS configuration. | |
| Please note, there is a higher range capacity with high energy batteries, which can also be charged using on route chargers. However, the time it takes to fully charge the batteries is significantly higher. The charge tim can range from approximately 64 to 204 mins, depending on the size of the battery package, selected by the purchaser. This may change as we receive more data on newer technology. | Approved |
24 29 4.13 Fuel Economy/ or Energy Economy/Range Test (Design Operating Profile) Test results from the Altoona fuel economy tests or other applicable test procedures shall be submitted to the Agency and Authorized Purchaser. Results shall include vehicle configuration and test environment information. Fuel economy data shall be submitted for each design operating profile. The design operating profile is assumed to be defined by the Altoona fuel duty cycle.
Fuel economy tests must be run on these four duty cycles.
• Duty Cycles (avg speed)
• Manhattan: 6.8 mph
• Orange County: 12.7 mph
• UDDS: 19 mph
• Idle time Results from Testing of Battery Electric Buses must be reported in kWh per mile.
Authorized Purchaser will provide a percentage of each duty cycle that is representative of Authorized Purchaser’s service. New Flyer would like to clarify that range estimates are based on the most recent Altoona test data.
-40' Electric bus - Altoona Test Report Number: LTI-BT-R2022-04 (Manhattan, Orange County and UDDS) -60' Electric bus - Altoona Test Report Number: LTI-BT-R2022-03-P (Central Business District, Commuter and Arterial) Please see attached XE40 & XE60 range estimates and test reports. Approved
25 29 5 POWERPLANT The system must be programmable to allow optimization of programmable features. New Flyer requests approval to provide a hybrid bus with a maximum acceleration rate that is set via the PLC program and will require PLC program revision to modify.
Please note that deceleration rate is already optimized to maximize energy recovery by regenerative brakin but cannot be changed. This is inherent to the bus design. Approved
| 26 | 30 | 5 | POWERPLANT | Special equipment or procedures may be employed to start the bus when exposed to temperatures less than 30 °F for a minimum of four hours without the engine in operation. All cold weather starting aids, engine heating devices and procedures must be of the type recommended by the engine manufacturer and approved by the | |
| Agency | New Flyer requests approval to provide buses with pricing separate from the bus to provide receptacles for an engine block heater. In lieu, of providing special equipment to start the engine when the propulsion syste is exposed to temperatures down 30° F (for a minimum of four hours), as this is not an available option. A Phillips Thermo Block Heater will be priced as a separate optional item. | Approved |
| 27 | 30 | 5.2 | Excessive Idle Shutdown | A control must be available to the operator/driver, to allow temporary override (30-45 seconds) of the engine protection/shutdown system if engine power is required to move the bus in emergency conditions. Override action must be recorded. | |
| This data shall be retrievable by the Authorized Purchaser. | New Flyer requests approval to provide full-electric buses without a system shutdown override switch. Our propulsion system is designed to prevent propulsion faults from causing sudden or uncontrolled shut-down the drive system. |
Even for major faults the propulsion system will always try to delay shut down until the vehicle is safe (i.e. parked with shifter in neutral).
During this time the driver will receive multiple warnings and/or alarms alerting them to get the bus to safer location. Overriding a system fault would likely result in component failure and potentially cause a more dangerous condition that the one you are trying to over come.
In particular, it is highly inadvisable to push lithium batteries beyond their safe operating conditions even during an emergency as doing could lead to a potentially danger thermal run-away event.
Please see attached document'XE40 Override Feature' for more details. Approved
28 35 6.15 Motor Cooling System (Electric) The cooling system fan controls must sense the temperatures of th operating fluids and the intake air and must engage the cooling fan to ensure safe operating conditions. The fan control system must b designed with a fail-safe mode of “fan on.” The cooling fan must be temperature controlled. New Flyer requests approval for the use of EMP cooling fans for cooling the motor and inverters for the propulsion system. The fans are controlled by commands from the bus PLC, which is driven by temperature information from the Siemens propulsion system, which is monitoring the temperatures of the motor and all the inverters on the vehicle individually. Any one of those units can drive the fan speed to increase due to cooling needs. This is inherent the bus design. Approved
| 29 | 35 | 6.15 | Motor Cooling System | |
| (Electric) | Motor temperature sensors must not disable the bus at any time. | New Flyer requests approval to provide motor temperature sensors that show the value to be greater than | ||
| the allowed value, power will be folded back to reduce temperature first, but eventually traction will be disabled. This is inherent the bus design. | Approved |
| 30 | 35 | 6.15 | Motor Cooling System | |
| (Electric) | The cooling fan must be temperature controlled. Variable fan speed | |||
| must be used to keep the engine within operation temperature. | New Flyer requests approval to provide a EMP rooftop fan cooling system that is used for motor and | |||
| inverter. It receives a percent fan request from the master controller via the J1939 CAN bus and responds accordingly. This is inherent the bus design. | Approved |
| 31 | 36 | 6.18 | Engine Cooling | All low points in the serviceable cooling system must be equipped | |
| with brass or steel zinc plated drain plugs. | New Flyer requests approval to provide an EMP radiator that is equipped with a drain cock. All other lower |
points have a basic hex drain plug. New Flyer believes this meets the intent of the specification, as the plug can still be drained.
In addition, New Flyer clarifies that the Electric Energy Storage System (ESS) cooling system is filled and drained through the same pressure fill fitting. ESS system doesn't have a drain cock at low point. This is inherent to the bus design.
Approved
32 36 6.18 Engine Cooling Electric fan motor speeds must have a minimum operating range of 0-4100 RPM with capability of manual or automatic reverse operation in order to assist in debris removal. New Flyer requests approval to provide the following radiator operating range(s): 11" Fans = 0 - 5,500 RMP 15" Fans = 0 - 4,350 RPM This is inherent to the bus design. Approved
| 33 | 36 | 6.18 | Engine Cooling | If applicable, the cooling system must be equipped with a master controller with the following capabilities; automatically reduce fan speed when the vehicle stops to minimize noise at the curbside, communicate on the J1939 CAN data link with system diagnostic reporting via DM1 messaging, review and download data via a laptop with service tool software, capable of software and calibration up-dates, receive commands from the engine or transmission ECM, report fault codes by lighting a engine compartment LED flashing light, sense engine compartment temperature and activate fans if maximum temperature is exceeded, collect and store cooling system and vehicle | |
| performance histogram data. | New Flyer requests approval to provide a engine cooling system that doesn’t monitor the engine compartment temperature. The radiator assembly’s charge air cooler fans are ran at a low speed whenever the engine is on, to provide some air circulation/cooling. The fan speeds will ramp up and down accordingly depending on J1939 signals from the engine for coolant and engine air intake temperatures. This is inherent to the bus design. | Approved |
| 34 | 37 | 6.18 | Engine Cooling | A means of determining satisfactory engine coolant level must be installed. A spring-loaded, push-button type valve or lever must be installed to safely release pressure or vacuum in the cooling system with both it and the water filler no more than +/- 60 in. above the ground. When activated, any coolant exiting this pressure relief mu drain to the overflow tank. Both must be accessible through an | |
| access door. | New Flyer requests approval to provide a surge tank pressure relief valve which is a "LEV-R VENT" (lever type valve) which is built into surge tank cap. The coolant is filled through the coolant recovery tank which is located in the rear engine compartment and accessible through the rear engine door. Therefore the coolant fill and the pressure release lever on the surge tank are no longer accessible through the same door. This is inherent to the bus design. | Approved |
| 35 | 37 | 6.18 | Engine Cooling | Brazed aluminum radiators must have welded cast tanks. | New Flyer requests approval to provide EMP radiators with aluminum bar/plate heat exchangers with cast/hardened aluminum tanks welded onto the core. Both EMP and Modine radiators use Aluminum heat exchanger cores & have aluminum bar plate core design. EMP has a welded tank and Modine has a plastic | |
| tank. This is inherent the bus design | Approved |
36 37 6.19 Electronic Fans A screen guard must be installed on electric motor fans per SAE J1308. New Flyer requests approval to be exempt from this requirement. No screens are available for roof top mounted electric motor cooling fans on New Flyer Xcelsior Charge battery electric or fuel cell buses. Their location precludes the need for screens. The only fan system is for the motor/inverter cooling and the fans system is located on the roof to avoid debris. It is also configured to blow upward to clear any debris on the unit. A wavy screen is standard on CNG, Diesel and Hybrid buses. This is inherent the bus design. Approved
37 37 6.2 Screen in Front of Radiator The radiator input must be protected by an easily cleanable screen designed to collect large debris. New Flyer requests approval to be exempt from this requirement. No screens are available for roof top mounted electric motor cooling fans on New Flyer Xcelsior Charge battery electric buses. Their location precludes the need for screens. The only fan system is for the motor/inverter cooling and the fans system is located on the roof to avoid debris. It is also configured to blow upward to clear any debris on the unit. A wavy screen is standard on CNG, Diesel and Hybrid buses. This is inherent the bus design. Approved
| 38 | 38 | 6.21 | Standard Requirement | |
| for Coolant Filtration | The engine cooling system must be equipped with a properly sized | |||
| water filter with a spin-on element and an automatic system for releasing supplemental coolant additives as needed to replenish and maintain protection properties. When replacing the water filter, only the water in the filter will be lost. | New Flyer requests approval to be exempt from this this requirement as Cummins no longer requires a wat |
filter due to additives included in the coolant.
In addition, if purchaser requires a water filter, separate optional pricing will be made available. Approved
39 38 6.25 Charge Air Cooling The charge air radiator must not be stacked ahead of or behind the engine radiator and must be positioned as close to the engine as possible unless integrated with the radiator. New Flyer requests approval to provide a radiator assembly that is side mounted with the charge air cooler heat exchanger. The CAC heat exchanger is stacked above of the radiator heat exchanger. This is inherent the bus design. Approved
| 40 | 39 | 6.29 | Transmission (Conventional Powertrain) | The electronically controlled transmission must have on-board diagnostic capabilities, be able to monitor functions, store and time stamp out-of-parameter conditions in memory and communicate faults and vital conditions to service personnel. | New Flyer requests approval to provide an electronically controlled transmission with on-board diagnostic capabilities, able to monitor functions, and store out-of-parameter conditions in memory, and communicate faults and vital conditions to service personnel. | |
| However, it does not have the ability to time stamp events without a vehicle monitoring system. This is inherent the bus design. | Approved |
| 41 | 39 | 6.29 | Transmission (Conventional | |
| Powertrain) | Automatic neutral functions must be included on base bus, Authorized Purchasers has the option to subtract option during the | |||
| Request for Quote process. | New Flyer would like to clarify that auto-neutral functions will be provided as an optional item. | Purchasers has the option to subtract option at RFQ |
| 42 | 40 | 6.32 | Braking Resistors | The system must include a means of maintaining dynamic braking (braking retardation) after the hybrid energy storage system can no longer accept regenerative braking energy. The system may use air cooled braking resistors, liquid cooled braking resistors, electrically back driving the diesel engine, other means or a combination of means. The system must be sized to dissipate sufficient energy to allow the bus to maintain a speed of no greater than 30 mph on a 6% downgrade for a minimum of 4 miles at GVWR. The system must allow the bus to maintain this speed without engaging the | |
| service brakes. | New Flyer requests approval to provide an electric or fuel cell bus where there are no braking resistors. The battery system will begin to limit regen at the top of the charge, but it does not go to zero, as we limit the m SOC 94%. This is inherent the bus design. | Approved |
| 43 | 41 | 6.38 | Service (Diesel, CNG or Hybrid) | An engine oil pressure gauge and coolant temperature gauge must be installed in the engine compartment. These gauges must be easily read during service and mounted in an area where they must not be damaged during minor or major repairs. | New Flyer requests approval to provide a single electronic gauge to check the engine oil pressure and coolant temperature. Please note that the electronic gauge can also display other parameters such as tachometer, transmission oil temperature and battery voltages (12VDC and 24VDC). This is inherent the bus design. | |
| Please see attached document,'Keypad Switch and Electronic Gauge'for more details. | Approved |
| 44 | 42 | 6.38 | Service (Diesel, CNG or | |
| Hybrid) | All lubricant sumps must be fitted with magnetic-type drain plugs. | New Flyer requests approval to provide Cummins oil drain plugs that are non-magnetic. All transmission | ||
| drain plugs are internal hex or square wrench type magnetic plugs. This is inherent the bus design. | Approved |
| 45 | 42 | 6.39 | Engine Oil Pressure and Coolant Temperature Gauges | Engine oil pressure and coolant temperature gauges required in engine compartment. | New Flyer requests approval to provide hybrid, diesel and CNG buses with a single electronic gauge to check the engine oil pressure and coolant temperature. Please note that the electronic gauge can also display other parameters such as tachometer, transmission oil temperature and battery voltages (12VDC and 24VDC). This is not applicable to the electric bus.This is inherent the bus design. | |
| Please see attached document,'Keypad Switch and Electronic Gauge'for more details. | Approved |
| 46 | 42 | 6.42 | Hydraulic System Sensors | Sensors in the main hydraulic system, excluding those in the power steering system, must indicate on the driver’s on-board diagnostic | |
| panel conditions of low hydraulic fluid level. | New Flyer requests approval to be exempt from this specification requirement as it applies to hydraulic cooling systems which are no longer provided. This is inherent the bus design. | Approved |
| 47 | 42 | 6.43 | Fluid Lines | All lines must be rigidly supported to prevent chafing damage, Fatigue Failures, degradation, and tension strain. | New Flyer requests approval to provide hydraulic fluid lines for the power steering which are not rigidly supported due to the close proximity of the hydraulic reservoir to the power steering pump. Both are located under the driver's platform in close proximity to the steering gear thereby only requiring short lengths of hose | |
| to be used. This is inherent the bus design. | Approved |
| 48 | 43 | 6.44 | Fittings and Clamps | All clamps must maintain constant tension at all times, expanding and contracting with the line in response to temperature changes and aging of the line material. The lines must be designed for use in the environment where they are installed. For example, high- temperature resistant in the engine compartment, resistant to road salts near the road surface, and so on. | |
| Compression fittings must be standardized to prevent the intermixing of components. Compression fitting components from more than one manufacturer must not be mixed, even if the components are known to be interchangeable. | New Flyer requests approval to provide SmartSeal and WaveSeal stainless-steel, constant torque clamps. |
Ideal SmartSeal constant torque clamps exhibit superior sealing compared to traditional worm gear hose clamps. These SmartSeal clamps have excellent band loading and even pressure distribution, creating a uniform high quality seal onto hard lines. A unique trough-shaped design creates higher pressure loading compared to a conventional worm gear design and increases resistance against potential leaks. The trough shape also helps by penetrating deeper into the house wall due to the narrower cross-section. Outside, chamfered liner edge protect the hose component from cutting.
Ideal WaveSeal constant torque clamps exhibit superior sealing compared to traditional worm gear hose clamps. These WaveSeal clamps have excellent band loading and even pressure distribution, creating a uniform high quality seal onto hard lines. The O-ring effect allows the hose to act as an additional spring component. Outside, chamfered liner edge protects the hose component from cutting.
In addition, Ideal Clamps meets or exceeds the specification requirements set out by the Breeze clamps. This is inherent the bus design.
Please see attached document,CCB-000275 Project Cool-Aid for more details. Approved
49 45 7.3 Fuel Lines, CNG Fuel hose connections, where permitted, must be less than 48 in. in length, made from materials resistant to corrosion and action of natural gas, and protected from fretting and high heat and must be supported approximately every 12 in. New Flyer requests approval to provide the flex line that connects the chassis plumbing to the engine fuel inlet and is adequately supported. The effective flexible unsupported length is 16.5”. It’s a rigid hose specifically designed for CNG which does not require additional support. The CNG hose across the articulated joint exceeds 48", the hose is adequately supported at approximately 15-16" intervals. The lines meet NFPA 52 and this is inherent to the bus design. Approved
| 50 | 45 | 8.1.1 | Fuel Tank(s) | The fuel tank(s) shall be made of corrosion resistant stainless steel or other Agency approved material. The fuel tank shall be made of sufficiently heavy gauge 300 series or ASTM Spec. A240 stainless steel. | |
| If available, Base bus must include a Cross-Linked Polyethylene fu tank with internal baffling to minimize fuel movement, Authorized Purchasers may deduct during Request for Quote process. | New Flyer requests approval to provide a a lighter weight corrosion resistant diesel fuel tank manufactured from cross-linked polyethylene. The tank has the identification information molded into the plastic on the ma body of the tank. It is visible from underneath the bus and not through the fuel fill door. The 35' and 40' as New Flyer standard has a 100 gallon tank and the 60' has a 125 gallon tank. Both are pressure filled. |
New Flyer requests approval to provide a stainless steel fuel tank as a separate priced optional item in both 100 & 125 gallon sizes. Also, we will include a 125 gallon polyethylene tank upgrade for the 35' and 40' diesel buses.
Please see the attached documents,SIB-241-003-Polyethylene Diesel Fuel Tank & SIB-241-003 SST Diesel Fuel Tank for more details.
Approved
51 46 8.1.4 Fuel Filler The fuel filler must be located 7 to 32 feet behind the centerline of the front door on the curbside of the bus. New Flyer requests approval to provide the fuel filler neck located 43' aft of the centerline of the front door. This is inherent to the bus design.
Please see the attached documents,SIB-420-001 Exterior Access Doors (Diesel) and drawing 436353 for more details. Approved
| 52 | 47 | 8.2.3 | Installation | Additional shielding must be installed surrounding end fittings and valves as needed. Shields must be attached to the bus structure hinged in a manner that permits one mechanic to unlatch and swing the shield open for routine inspections. | New Flyer requests approval to provide end fittings that are shielded by the end guard which is not hinged and for valves which are located in the center of the CNG rack and are protected by the CNG doors which are hinged. In both cases adequate access for serviceability is provided, this is inherent to the bus design. | |
| Please see the attached document,SIB-241-002 Next-Generation CNG Systemfor more details. | Approved |
53 49 9.2 Exhaust System Exhaust gases and waste heat must be discharged from the roadside rear corner of the roof. New Flyer requests approval to provide exhaust gases and waste heat originating from the auxiliary heater which is discharged from the roadside rear under bumper area. This is inherent to the bus design. Approved
54 50 9.7 Fire Suppression System Each vehicle must be equipped with an automatic thematic fire suppression system to provide adequate coverage of fire suppression in the engine compartment and main electrical box areas. At a minimum, units must consist of a 25-pound (lb) ABC chemical cylinder, 3 stainless steel temperature sensitive weatherproof thermostats, 4 nozzles, and a control panel mounted in the driver's compartment as minimum equipment. Units must be totally self-contained with all lines, fittings, brackets, and thermal release heads within the appropriate compartments, strategically placed, to provide the best protection.
The system must incorporate a telltale, dash mounted operator warning light, audible indicator, and switch, that shuts off all fans and climate control systems in the event of discharge.
| The system installed must be certified by the vehicle manufacturer that it is suitable for use in the proposed vehicle in case the unit fails to function during an on-board vehicle event or fire. Each vehicle shall be delivered with a certificate identifying the vehicle identification number (VIN) for which it applies. The system must be U.L., U.C.L., and F.M. listed and meet all D.O.T. and F.M.V.S.S. Regulations and be certified by the vehicle and equipment manufacturer. | New Flyer would like to clarify that the CNG bus models will have the fire suppression in the base bus along with methane detection. |
| New Flyer requests approval to provide electric, hybrid and diesel buses without fire suppression, if purchaser requires a fire suppression system, separate optional pricing will be made available. | Approved |
55 50 9.7 Fire Suppression System This requirement does not apply to batteries electric buses. However, an appropriate fire suppression system to detect fire in the batteries compartment or electric motors, if available, may be listed as an option. New Flyer would like to clarify that we do not offer fire suppression in the battery enclosures.
New Flyer's proposed Xcelsior® buses shall utilize the existing onboard temperature sensors (as described below) with a fire suppression nozzle outside of the ESS enclosure in the rear propulsion compartment only, and utilize a temperature monitoring solution that prevents fires on the roof top and propulsion compartment batteries. New Flyer expects no measurable off-gassing to occur at battery temperatures below or equal to 104F. This system will continue to provide cooling to the battery cells if the ESS string is derated and disabled.
Each of the 24 pairs of battery cells in a battery module contain a temperature sensor. Additionally, a temperature sensor is installed in each of the ESS enclosures. Each of the ESS strings contain 169 temperature sensors. When any one of battery cell temperature sensors detect a temperature of 104F or greater the ESS string is automatically disconnected from the bus and the driver is provided with an alert. During a battery thermal event a fire suppression system will extinguish the fire until the suppressant runs o but it will not prevent a thermal runaway of a battery. The only way to permanently extinguish a battery fire is with a large volume of the appropriate fire suppressant that would be sprayed onto the bus by firefighters for as long as required to dissipate the energy from the batteries. New Flyer is unaware of any fire suppressant system on the market with the volume of suppressant that would permanently extinguish the thermal runaway of a battery. New Flyer's current electric bus design and major component layout is based on standardized, modular battery enclosures that are inherent to the design of the bus. The battery enclosures have undergone rigorous environmental and robustness testing and are rated to IP67. The ESS enclosures are designed to optimize packaging of the ESS modules and battery management components, they have not been designed and tested to accommodate the sensors and nozzles in the ESS enclosures. Given all t details above we request approval to utilize the existing onboard temperature sensors and provide optional fire suppression nozzles outside of the ESS enclosures in the rear propulsion compartment only, and utilize temperature monitoring solution that prevents fires for the roof top and propulsion compartment batteries. Approved
56 52 10.8 Crashworthiness The sidewall structure must be capable of withstanding impacts of 200-foot pounds of energy from a steel faced spherical missile no less than 9 inches in diameter and of a 500-pound load applied anywhere along their length by a rigid plate 1 foot in length with no visible damage to the supporting structure. A damaged portion of the supporting structure must be replaceable without requiring removal or replacement of the entire structure. New Flyer requests approval to be exempt from this requirement as rub rails are not an available option on the Xcelsior buses.
New Flyer would like to clarify that a test was conducted based on the APTA Standards, Section TS 23.2 Crashworthiness (Transit Coach) and as mentioned in this section.
A 4,000 lb Ford Taurus was used as the projectile for the collision. Testing was performed in dry overcast conditions; by accelerating the impact vehicle to its desired 25 mph velocity, while keeping the bus stationa Collision occurred at the mid-section of the 40’ bus, behind the front wheels opposite to the driver’s side of the bus. .
Testing results have shown that the bus handled the side impact well, producing little to no intrusion to the bus. The maximum static deformation for this test was 0.6 inches. In addition, there was no intrusion of the bus side structure into the bus occupant compartment nor were any sharp edges or protrusions generated, proving that the bus can withstand side impact collisions and the vehicle passed the APTA safety APTA Standard Section TS 23.2 regarding crashworthiness, rendering it safe for human occupation under a side impact load.
Please see attached documents,SIB-420-003 Exterior Panels & TR09-31 Xcelsior Side Impact Testfor more details. Approved
57 52 10.9 Corrosion All materials that are not inherently corrosion resistant must be protected with corrosion-resistant coatings. All joints and connections of dissimilar metals must be corrosion resistant and must be protected from galvanic corrosion. New Flyer requests approval to provide corrosion protection in accordance with our 3 step system which provides the best protection coating and application process for Carbon Steel in the industry. Axalta’s Ganicin™ Zinc-Rich Polyurethane primer is used as our primary corrosion protection. Unlike regular paints epoxies which resist corrosion by forming an impermeable barrier between the metal and atmospheric moisture, zinc-rich primers provide corrosion protection by electrical means. The zinc and the steel form tiny electrical-cathodic cells that protect the steel at the expense of the zinc. Prior to applying this zinc-rich prim our steel frames are pressure washed and grit blasted to insure proper adherence of the primer to the steel. Axalta reviews our process weekly to insure we meet the application requirements of its products in order to offer this industry-leading corrosion protection. Along with our primer on the exterior of our steel, we also co all of our steel tubes internally from the roof line down with Tufcote™ UC-7101™Cavity Coating by Axalta. As a final measure of protection, we coat the underside of our chassis with Tufcote™ UC-1006™ Chip- Resistant Undercoat by Axalta. This undercoating is a single-component waterborne material and provides sacrificial barrier before the primer. This is inherent to the bus design.
Please see attached document,SIB-304-001 Corrosion Coating Axalta Carbon Steelfor more details.
Approved
| 58 | 53 | 10.1 | Corrosion-Resistance Requirements for Exposed and Interior Surfaces of Tubing Below Lower Window | |
| Level | All exposed surfaces and the interior surfaces of tubing and other enclosed members below lower window line must be corrosion resistant through application of a corrosion protection system. | New Flyer requests approval to provide corrosion protection spray (Tufcote UC-7101) inside all tubing up to but not including the roof. All exposed exterior surfaces are covered with Axalta’s Ganicin™ Zinc-Rich Polyurethane primer. This is inherent to the bus design. | ||
| Please see attached document,SIB-304-001-Corrosion Coating Axaltafor more details. | Approved |
| 59 | 53 | 10.11 | Towing | A plug connector permanently mounted at the front of the bus must provide for bus tail lamp, marker, stop and turn signal lamp operation as controlled from the towing vehicle. The connector must include a spring-loaded dust- and water-resistant cap. | New Flyer requests approval to provide buses without a plug connector for bus tail lamp, marker, stop and turn signal lamp operation. | |
| A Cole Hersee 12063 plug connector will be priced as a separate optional item. | Approved |
| 60 | 53 | 10.12 | Lifted (Supported) Front | |
| Axle and Flat Towing Capability (additional requirement) | The bumper and frame must have sufficient strength to allow | |||
| another bus or a maintenance push/tow vehicle to push the bus from either end, at up to 45 deg. off axis without body or bumper damage. | New Flyer requests approval to provide towing from the front of the bus only. The use of an adapter is |
required for towing the Xcelsior bus. This form of towing can be performed from the front of the coach only. Rear towing can only be used in an event of an emergency and for short distances to access the front towin provisions. Towing shall be in accordance with New Flyer’s standard towing procedures. New Flyer provides bumpers that are not designed to have sufficient strength to allow another bus or a maintenance push/tow vehicle to push the bus from either end, at up to 45 deg. off axis without body or bumper damage.
Please see attached document,SIB-100-000 Towing for more details. Approved
| 61 | 54 | 10.14 | Yellow Pads | Jacking pads/points must be painted safety yellow. Alternative jacking pad color may be specified by the Authorized Purchaser. | New Flyer requests approval to provide 4" diameter round pads at front and rear chassis that are not painted. | |
| If purchaser requires yellow jack pads, separate optional pricing will be made available. In addition, alternate colors are not offered. | Approved |
62 54 11.1 Design (Transit Coach) The vehicle floor in the area of the entrance and exit doors must have a lateral slope not exceeding 2 degrees to allow for drainage. New Flyer requests approval to provide a lateral slope not exceeding 3 degrees to allow for drainage. New Flyer provides a sloped floor transition at the front entrance and the exit doors to allow lower step heights. Also, the floor is sloped at the front axle approximately 2 degrees and at the upper deck approximately 3 degrees. Approved
| 63 | 54 | 11.1 | Design (Transit Coach) | Where the floor meets the walls of the bus, as well as other vertical surfaces such as platform risers, the surface edges must be blended with a circular section of radius not less than ¼ inch or installed in a fully sealed butt joint. Similarly, a molding or cover must prevent debris accumulation between the floor and wheel housings. | New Flyer requests approval to provide floor covering in the lower deck area that extends seamlessly up the sidewall for at least 4 inches and is locked in place by the seat track. Flooring on the upper level does not extend up the wall, however, a stainless steel molding is provided which encloses and seals the edge between the floor and the wall. Cove molding is not provided in the following locations: Front dash to floor, driver’s platform to floor, rear step to floor and rear wheel wells to floor. The flooring at these joints are either welded or sealed with manufacturer approved products to form a secure joint which eliminates the | |
| need for molding. This is inherent to the bus design. | Approved |
| 64 | 55 | 11.4 | Strength | Sheet metal screws must not be used to retain the floor, and all | |
| floor fasteners must be serviceable from one side only. | New Flyer requests approval to provide metal screws and adhesive to retain the plywood floor. The screws | ||||
| are Type F thread cutting screws most often used with wood. This is inherent to the bus design. | Approved |
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