2nd QA approved AEs.xlsx
XLSX spreadsheet 276 KB Posted
- Solicitation number
- S-10700-00012138
- Issued by
- Marion County, Oregon
About this file
The file is a technical specification document for Motor Coach Industries (MCI) responding to the State of Oregon's Request for Proposals (RFP S-10700-00012138) for ADA Compliant Remanufactured and Heavy Duty Transit Vehicles. The proposal covers multiple coach models including the D45 CRT, D45 CRT Charge, D4520, D45 CRT LE, and D45 CRT LE Charge, targeting Oregon State Agencies and the Oregon Cooperative Procurement Program (ORCPP) Members. The RFP seeks proposals for various vehicle configurations, with detailed technical specifications for each coach model, focusing on compliance with ADA requirements, FMVSS Safety Standards, and Altoona Bus Test Center certification for a 12-year/500,000-mile service life. The procurement timeline includes proposal questions due by February 28, 2025, with final proposals due on April 3, 2025, and plans to award multiple price agreements per vehicle subcategory.
The contract is estimated at $5 million for the initial two-year term, with potential expansion 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. The procurement emphasizes federal funding compliance, including Buy America requirements, Disadvantaged Business Enterprise (DBE) participation, and Federal Transit Administration (FTA) certifications. The contract includes specific provisions for Certified Disadvantaged Business Enterprises, requiring proposers to detail engagement with small businesses certified under Oregon regulations. Insurance requirements are comprehensive, including workers' compensation, commercial general liability, automobile liability, and garage liability coverage. The initial contract term is two years, with options to renew annually up to a maximum of five years, providing flexibility for participating agencies.
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Table 1
| State of Oregon S-10700-00012138 Motor Coach Approved Equals | |||||||||
| AE # | Model(s) | Page # | Section # | Spec Language | Approved Equal | Drawings and Attachments | Customer Response | ||
| 1 | N/A | Multiple | Multiple | MCI clarifies that we currently do not offer coach models with CNG or Hybrid propulsion. Our available coach models are 45ft powered either by diesel engines or fully battery electric propulsion systems. Therefore, our proposal will exclusively include coach models that operate on either diesel engines or fully electric systems. | DUPLICATE - SEE PRIOR AE/ Approved. | ||||
| 2 | ALL MODELS | 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. | MCI requests approval to provide our standard water testing procedure, which consists of two separate tests with a duration of no less than 15 minutes each utilizing a flow rate of 0.7 gallons per minute per nozzle at 15 psi. The first water test is conducted right after a coach has exited the final assembly line and went through a final audit in a Wash Bay water booth. After an inspection and rework of the insufficiencies, the second water test is conducted on each coach to ensure no new or repeated leaks occurred in a West Side water booth. The testing of each coach will repeat until no leaks are detected. | APPROVED. | |||||||
| 3 | ALL MODELS | 18 | 1.5 | Water Test Description | 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. This process shall be repeated until no leaks are found. Documentation of each bus shall be kept by the manufacturer as to the location of the leak, what caused the leak to occur and must describe the repair action taken to prevent the leak from reoccurring. | MCI requests approval to provide our standard water testing procedure, which consists of two separate tests with a duration of no less than 15 minutes each utilizing a flow rate of 0.7 gallons per minute per nozzle at 15 psi. The first water test is conducted right after a coach has exited the final assembly line and went through a final audit in a Wash Bay water booth. After an inspection and rework of the insufficiencies, the second water test is conducted on each coach to ensure no new or repeated leaks occurred in a West Side water booth. The testing of each coach will repeat until no leaks are detected. | APPROVED. | ||
| 4 | ALL MODELS | 20 | 1.11 | Interchangeability | Unless otherwise agreed, all units and components procured under this Contract, whether provided by Suppliers or manufactured by the Contractor, must be duplicates in design, manufacture and installation to ensure interchangeability among buses in each order group in this | ||||
| procurement. | MCI clarifies that our objective is to provide duplicates in design for coaches manufactured within a specific production run. However, due to circumstances beyond our control such as vendor changes, supply chain issues, or safety/regulatory requirements, running changes may be | ||||||||
| required. | APPROVED. | ||||||||
| 5 | ALL MODELS | 22-21 | 1.17 | Operating Environment | The bus must achieve normal operation in ambient temperature ranges of 10 ºF to 115 ºF, at relative humidity between 5 percent and 100 percent, and at altitudes up to 3000 feet above sea level. Degradation of performance due to atmospheric conditions must be minimized at temperatures below 10 °F, above 115 °F or at altitudes above 3000 feet. Altitude requirements above 3000 feet will need separate discussions with the engine manufacturer to ensure that performance requirements are not compromised. Speed, gradability and acceleration performance requirements must be met at, or corrected to, 77 °F, 29.31 in. Hg, dry air per SAE J1995. | MCI requests approval to provide the following standard operating environment spec: | |||
| The coach shall achieve normal operation in temperature ranges of -10 to 110 degrees F (-23º to 43º C), at relative humidity between 5 percent and 100 percent and at altitudes up to 5,000 feet (1,524 m) above sea level. Degradation of performance due to atmospheric conditions shall be minimized at temperatures below -10 degrees F (-23º C) and above 110 degrees F (+43º C) or at altitudes above 5,000 feet (1,524 m). Special equipment or procedures may be employed to start the coach after a 12 hour or more exposure to temperatures below +30 degrees F (-1º C) without the engine in operation. | APPROVED. | ||||||||
| 6 | D4520, D45 CRT LE, D45 CRT LE | ||||||||
| charge | 24 | 3.3 | Bus Width | Body width must be 102 in. (+0, -2 in.). | MCI requests approval to provide the following coach body witdths: D4520 = 102.4 inches |
D45 CRT LE = 102.7 inches D45 CRT LE Charge = 102.53 inches
| These dimensions are inherent to the design of the abovementioned vehicles. | Ref. coach layout drawing: D45 CRT LE: 950560, D45 CRT charge LE: 950561, D4520: 896756 | APPROVED. |
| 7 | D4520, |
D45 CRT, D45
CRT charge, D45 CRT LE, D45 CRT charge LE 24 3.4 Bus Height Maximum overall height must be 140 in., including all rigid, roof-mounted items such as A/C, exhaust, fuel system and cover, etc. MCI requests approval to provide the following measurements will apply, when the roof hatch is in the open position:
D4520 = 142.37 inches D45 CRT and D45 CRT Charge = 142.4 inches D45 CRT LE = 142.4 inches D45 CRT LE Charge = 142.37 inches
| These dimensions are inherent to the design of the abovementioned vehicles. | Ref. coach layout drawing: D45 CRT: 967873, D45 CRT charge: 961058, D45 CRT LE: 950560, D45 CRT charge LE: 950561, D4520: 896756 | APPROVED. | |||
| 8 | D45 CRT LE, D45 | ||||
| CRT charge LE | 25 | 3.5 | Step Height | The step height must not exceed 16.5 in. (+.5, -.5 in.) at either doorway without kneeling and must not exceed 15.5 in. at the step. A maximum of two steps is allowed to accommodate a raised aisle floor in the rear of the bus. | MCI requests approval to provide the following mid-coach vestibule doorway step height: |
D45 CRT LE = 16.7 inches D45 CRT LE Charge = 16.72 inches
| These dimensions are inherent to the design of the abovementioned vehicles. | Ref. coach layout drawing: D45 CRT LE: 950560, D45 CRT charge LE: 950561, | APPROVED. | |||||||
| 9 | ALL MODELS | 25 | 3.6 | Underbody Clearance | The bus must maintain the minimum clearance dimensions as s defined in SAE Standard J689, regardless of load up to the gross vehicle weight rating. | MCI clarifies that Figure 2 does not specify any clearance dimensions. Please refer to coach layout drawings for clearance data. | Ref. coach layout drawing: D45 CRT: 967873, D45 CRT charge: 961058, D45 CRT LE: 950560, D45 CRT charge LE: 950561, D4520: 896756 | APPROVED. | |
| 10 | ALL MODELS | 25 | 3.7 | Ramp Clearances | TABLE 2 |
Angle 30 to 45ft Bus Approach 8.6 degrees (min.)
Front breakover 8.0 degrees (min.) Departure 8.6 degree (min) MCI requests approval to provide the following approach and departure angles:
-D45 CRT:
Approach Angle = 7.5 deg Departure Angle = 7.8 deg -D45 CRT Charge:
Approach Angle = 7.5 deg Departure Angle = 5.7 deg
-D45 CRT LE:
Approach Angle = 7.5 deg Departure Angle = 7.0 deg -D45 CRT LE Charge:
Approach Angle = 7.5 deg Departure Angle = 5.7 deg -D4520:
Approach Angle = 7.5 deg Departure Angle = 7.0 deg
| These dimensions are inherent to the design of the above mentioned | Ref. coach layout drawing: D45 CRT: 967873, D45 CRT charge: 961058, D45 CRT LE: 950560, D45 CRT charge LE: 950561, D4520: 896756 | APPROVED. | |||
| 11 | D45 CRT LE, D45 | ||||
| CRT charge LE | 25-26 | 3.9 | Floor Height | Height of the step above the street must be no more than 16 in. measured at the centerline of the front and rear doorway. The floor may be inclined along the longitudinal | MCI requests approval to provide the following mid-coach vestibule doorway step height: |
D45 CRT LE = 16.7 inches D45 CRT LE Charge = 16.72 inches
| These dimensiosn are inherent to the design of the abovementioned vehicles. | APPROVED. | ||||
| 12 | D45 CRT LE, D45 | ||||
| CRT charge LE | 25-26 | 3.9 | Floor Height | A maximum of two steps is allowed to accommodate a raised aisle floor in the rear of the bus. | MCI requests approval for five step vestibule area stepwell for the D45 CRT LE Charge Coach. Due to the elevated upper deck passenger area of these coaches compared to the high-floor coach models, an increased number of steps is needed. |
| This is inherent to the design of the abovementioned vehicles. | Reference: | ||||
| Vestibule Area: 950427 | APPROVED. | ||||
| 13 | D45 CRT, D45 |
CRT charge, D45 CRT LE, D45 CRT charge LE 26 3.10 Interior Headroom Headroom above the aisle and at the centerline of the aisle seats must be no less than 78 in. in the forward half of the bus tapering to no less than 74 in. forward of the rear settee. At the centerline of the window seats, headroom must be no lower than 65 in., except for parcel racks and reading lights, if specified. Headroom at the back of the rear bench seat may be reduced to a minimum of 56 in., but it must increase to the ceiling height at the front of the seat cushion. In any area of the bus directly over the head of a seated passenger and positioned where a passenger entering or leaving the seat is prone to strike his or her head, padding must be installed on the overhead paneling. MCI requests approval to provide 60.75 inches of headroom at the window seat, which results from the placement of the parcel rack above the passenger seats. The parcel rack compartment has been optimized for storing passenger belongings. In the centerline of the aisle seat, we can offer approximately 75.50 inches of headroom, a feature inherent to the design of the proposed D45 CRT and D45 CRT Charge coaches.
Additionally, please note that the headroom above the aisle in the vestibule area of both the D45 CRT LE and D45 CRT LE Charge will be no less than 75 inches, while the main center aisle will maintain a height of 78 inches.
| These dimensions are inherent to the design of the abovementioned vehicles. | APPROVED. | |||||||
| 14 | ALL MODELS | 26 | 3.11 | Aisle Width | The minimum clear aisle width between pairs of transverse seats with all attached hardware must be at least 22 in. | MCI requests approval to provide a minimum clear width between pairs of transverse seats with all attached hardware of at least 14 in. | ||
| This is inherent to the design of our vehicles. | APPROVED. | |||||||
| 15 | D45 CRT charge, D45 CRT charge LE | 26-27 | 4.2 | Gradability | Gradability requirements must be met on grades with a dry commercial asphalt or concrete pavement at GVWR with all accessories operating. The propulsion system and drivetrain must enable the bus to achieve and maintain a speed of 40 mph on a 2½ percent ascending grade and 15 mph on a 10 percent ascending grade continuous. | MCI clarifies that the D45 CRT Charge and D45 CRT Charge LE have been chassis dynamometer tested at seated load weight (SLW) and can achieve and maintain 60 mph on a 2% grade and can achieve and maintain 5 mph on a 15% grade. Please refer to our Altoona test report on ELFA3 coach gradeability testing on flat road. | APPROVED. | |
| 16 | D45 CRT charge, D45 CRT charge LE | 28 | 4.5 | Electric | Electric bus must report a minimum range and operating cycle whether operating on a full charge or en route fast charging system. | MCI clarifies that en route fast charging is not available for our vehicles due to height limitations. MCI requests approval to provide coach range based on average consumption of 2.26 kWh per mile. This is a more accurate range estimation strategy. | APPROVED. | |
| 17 | ALL MODELS | 28 | 4.6 | Battery charger | A cable (“pigtail”) and battery charger must be included with the purchase of each electric bus. En route charging systems may be included with options list. The battery charger shall by manufacturer agnostic and non- proprietary. | MCI requests clarification if this pigtail is for low voltage batteries charging. Pigtail is not available for HV batteries charging. En-route charging is not available for MCI coaches. | APPROVED. | |
| 18 | D45 CRT charge, D45 CRT charge LE | 28 | 4.11 | 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. | |||
| 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 any point during the 12-year useful life of the vehicle, regardless of seasonal loads and driver efficiency. | MCI clarifies that achieving the specified range is not feasible. Testing conducted in Altoona for a similar system (ELFA2 V3 coach) yielded a range of 120 miles to Manhattan, which was accomplished without HVAC usage, at the beginning of the coach's life. When we consider the seasonal impact of HVAC operation and battery degradation over time, meeting this range becomes challenging. Additionally, en-route charging is not a viable option for coaches due to vehicl height limitations. | APPROVED. | ||||||
| 19 | ALL MODELS | 33 | 6.8 | Propulsion System Controller | Motor Controller(s) must regulate energy flow throughout system components. The controller(s) must monitor and process inputs and execute outputs as appropriate to control the operation of all propulsion system components. Controller(s) must have bi-directional power control providing drive and charging functions with inverter and motor control. | MCI clarifies that the motor control system operates as described, however, overall system control comes from the vehicle's multiplex system which provides control signals to the powertrain components. | APPROVED. | |
| 20 | D45 CRT charge, D45 CRT charge LE | 33 | 6.9 | Traction System | The traction system must provide the necessary torque to meet the gradeability, startability, and acceleration specifications. | |||
| The motor(s) must have thermal warning to prevent damage in the event there is an over temperature situation. The manufacturer shall comply with all subcomponent vendor’s requirements and recommendations regarding motor design, sizing, and method of cooling or loading specifications. The inverter/motor combination must be designed to operate for not less than 200,000 miles in the anticipated duty cycle without major failure or significant deterioration. | MCI's proposal is based upon providing the standard traction motor on the electric coaches. The motor is ACCELERA ELFA 3 model. This is an upgrade from the previous ELFA2 motor. |
Traction Motor Specifications Manufacturer Accelera Model ..................................... 1CS2022-2FA24-0AA2 Type 2 x 3-Phase Permanent Magnet Motor Rated Voltage 700 VDC Max Voltage 800 VDC Rated Power 330 kW Rated Current 2x227 A Rated Torque 2200 Nm Rated Speed 1500 RPM Max Speed 3500 RPM Rated Power 330 kW Rated Current 457 A Rated Frequency 150 Hz Temperature Class H MCI clarifies that as per the partial Altoona test for electric coach, the service life of the electric coach is measured to 12 years. Ref:
-971682 -Altoona D45 CRTeLE LTI-BT-R2020-10-Partial.pdf
| -MCI D45 CRT ELFA3 Charge Determination.pdf | APPROVED. | |||||||
| 21 | D45 CRT charge, D45 CRT charge LE | 34 | 6.12 | Energy Storage System | Contractor shall provide options for charging of the energy storage system for determination by the Authorize Purchaser. The options must include conductive charging, inductive charging options as needed to meet the required duty cycle. The charging systems must provide options for quick charging, inductive charging, and stationary depot charging. | MCI requests approval to provide electric coaches with our standard stationary depot charging capability. Overhead charging is not an option due to height limitations. There is no current market-ready technology for inductive charging that can meet the energy requirements for charging electric buses and coaches. | APPROVED. | |
| 22 | D45 CRT | 36 | 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 must drain to the overflow tank. Both must be accessible through an access door . | MCI requests approval to provide the following spec applicable to the D45 CRT coach: All coolant circuits include a surge tank equipped with a sight glass as well as a coolant level sensor. Coolant fill ports are located about 68" above ground. All fill ports are equipped with radiator caps through which pressure can be released safely. All fill ports are accessible through the rear propulsion compartment door. | APPROVED. | |
| 23 | D45 CRT, D45 CRT LE, D4520 | 39 | 6.29 | Transmission (Conventional Powertrain) | The transmission must be multiple speed, automatic shift with torque converter, retarder and electronic controls. Gross input power, gross input torque and rated input speed must be compatible with the engine. The transmission must be designed to operate for not less than 300,000 miles on the design operating profile without replacement or major service. The transmission must be easily removable without disturbing the engine and accessible for service. | MCI requests approval to provide standard Cummins engines with progressive engine brakes instead of transmission retarders. Progressive engine brakes are effective for enhancing vehicle control and stability during descents, reducing wear on the transmission and overall brake system. They offer smoother operation and can contribute to improved fuel efficiency by utilizing engine braking rather than relying solely on the traditional brake system. | APPROVED. | |
| 24 | D45 CRT, D45 CRT LE, D4521 | 6.3 | 6.30 | Retarder Transit Coach | The powertrain must be equipped with a retarder designed to extend brake lining service life. The application of the retarder shall cause a smooth blending of both retarder and service brake function and must activate the brake lights. |
The retarder must be adjustable within the limits of the powertrain and activated when the brake pedal is depressed. The Authorized Purchaser will work with the OEM/drive system manufacturer to determine retarder performance settings.
| Actuation of ABS and/or automatic traction control (ATC) must override the operation of the brake retarder. | MCI requests approval to provide standard Cummins engines equipped with progressive engine brakes instead of transmission retarders. | ||||||||
| Progressive engine brakes improve vehicle control and stability during descents, while also reducing wear on the transmission and overall braking system. They offer smoother operation and can enhance fuel efficiency by utilizing engine braking rather than relying solely on the traditional brake system. Additionally, please note that an engine brake switch is available on the left-hand (LH) dashboard. This rocker switch has functions for turning off the engine brake, enabling high engine brake, and enabling low engine brake. | APPROVED. | ||||||||
| 25 | D45 CRT, D45 CRT LE, D4520 | 40 | 6.33 | Engine Brake (Commuter Coach) | The powertrain must be equipped with an engine brake designed to extend brake lining service life. The application of the engine brake shall cause a smooth blending of both engine brake and service brake function and must not activate the brake lights. | ||||
| Brake lights must not illuminate when the retarder is activated. | MCI requests approval to provide standard Cummins engines equipped with progressive engine brakes instead of transmission retarders. | ||||||||
| Progressive engine brakes improve vehicle control and stability during descents, while also reducing wear on the transmission and overall braking system. They offer smoother operation and can enhance fuel efficiency by utilizing engine braking rather than relying solely on the traditional brake system. Additionally, please note that an engine brake switch is available on the left-hand (LH) dashboard. This rocker switch has functions for turning off the engine brake, enabling high engine brake, and enabling low engine brake. | APPROVED. | ||||||||
| 26 | ALL MODELS | 41 | 6.34 | Standard Requirement for Retarder Activation | The retarder must be adjustable within the limits of the powertrain and activated when the brake pedal is depressed. The Authorized Purchaser will work with the OEM/drive system manufacturer to determine retarder performance settings. | MCI requests approval to provide Cummins engine with progressive engine brakes as an alternate to Tranamission with retarder. The progressive brakes come as standard for MCI coaches. However, if desired, a transmission with retarder can be added as a special during pre-production process and can be priced during build process as an option | APPROVED. | ||
| 27 | ALL MODELS | 42 | 6.41 | Hydraulic System | Hydraulic system service tasks must be minimized and scheduled no more frequently than those of other major coach systems. All elements of the hydraulic system must be easily accessible for service or unit replacement. Critical points in the hydraulic system must be fitted with service ports so that portable diagnostic equipment may be connected or sensors for an off- board diagnostic system permanently attached to monitor system operation when applicable. A tamper-proof priority system must prevent the loss of power steering during operation of the bus if other devices are also powered by the hydraulic system. | ||||
| The hydraulic system must operate within the allowable temperature range as specified by the lubricant manufacturer | MCI clarifies that the only hydraulic system on the coach is the power steering system. We do not currently offer any service port or sensors within the power steering system. The fluid level can be checked on the power steering fluid reservoir, accessible through the rear engine access door. | APPROVED. | |||||||
| 28 | ALL MODELS | 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. | MCI clarifies that the only hydraulic system on the coach is the power steering system. We do not currently offer any service port or sensors within the power steering system. The fluid level can be checked on the power steering fluid reservoir, accessible through the rear engine access door. | APPROVED. | ||
| 29 | D45 CRT, D45 CRT LE, D4520 | 45 | 8.1.2 | Installation | The tank(s) must be baffled internally to prevent fuel-sloshing noise regardless of fill level. The baffles or fuel pickup location must assure continuous full power operation on a 6 percent upgrade for 15 minutes starting with no more than 25 gallons of fuel over the unusable amount in the tank(s). | MCI requests approval to provide standard cross-linked polyethylene (XLPE) fuel tanks including conical shapes and ribs on the sides and bottom instead of baffles. These features help prevent sloshing in a manner similar to baffles. The fuel pickup is centrally located at the bottom of the tank to meet operational requirements on a grade. MCI also clarifies that our standard fuel tank has features like internal ribs and more that prevents fuel sloshing instead of baffle. | Standard Fuel Tank Install 1005334 | ||
| APPROVED. | |||||||||
| 30 | ALL MODELS | 46 | 8.1.5 | Dry-break fuel filler | The fuel filler must accommodate a nozzle that forms a locked and sealed connection during the refueling process to eliminate spills. Fuel must not be allowed to flow into the tank unless the nozzle has been properly coupled, locked and sealed to the filler. With the nozzle open, fuel must enter the tank at a fill rate of not less than 40 gallons per minute of foam- free fuel without causing the nozzle to shut off before the tank is full. The nozzle must automatically shut off when the tank is essentially full. Once disconnected, fuel must not be allowed to flow through the nozzle at any time. Any pressure over 3 psi must be relieved from the fuel tank automatically. An audible signal must indicate when the tank is essentially | MCI requests approval to provide coaches with a standard fuel configuration; have caps, can be filled from either the curbside or streetside, and include an anti-siphon device. | Standard Fuel Tank Install 1005334 | APPROVED. | |
| 31 | ALL MODELS | 49 | 9.2 | Exhaust System | Exhaust gases and waste heat must be discharged from the roadside rear corner of the roof | MCI requests approval to provide the exhaust gases discharged from roadside rear corner at the ground below the rear bumper in lieu of the roadside rear corner of the roof. This is the standard location for our | |||
| vehicles. | APPROVED. | ||||||||
| 32 | ALL MODELS | 51 | 10.7 | Engine or Motor Compartment Bulkheads | The passenger and engine compartment must be separated by fire- resistant bulkheads. The engine compartment must include areas where the engine and exhaust system are housed. This bulkhead must preclude or retard propagation of an engine compartment fire into the passenger compartment and must be in accordance with the Recommended Fire Safety Practices defined in FTA Docket 90A, dated October 20, 1993 . Only necessary openings must be allowed in the bulkhead, and these must be fire-resistant. Any passageways for the climate control system air must be separated from the engine compartment by fire resistant material. Piping through the bulkhead must have fire-resistant fittings sealed at the bulkhead. Wiring may pass through the bulkhead only if connectors or other means are installed to prevent or retard fire propagation through the bulkhead. Engine access panels in the bulkhead must be fabricated of fire- resistant material and secured with fire-resistant fasteners. These panels, their fasteners and the bulkhead must be constructed and reinforced to minimize warping of the panels during a fire that will compromise the integrity of the bulkhead. | MCI requests approval to provide the following spec: |
The passenger and engine compartments shall be separated by a bulkhead(s) which shall, by utilization of fire-resistant materials in its construction, be a firewall. This firewall shall preclude or retard propagation of an engine compartment fire into the passenger compartment. Only necessary openings shall be allowed in the firewall, and these shall be fire resistant. Any passageways for climate control system air flow shall be separated from the engine compartment by fire resistant material. Piping through the center tunnel bulkhead shall be copper, steel, nylon air brake tubing (for air and fuel), PVC (closed conduit) or brass and shall be sealed with fire-resistant material at the firewall. Wiring may pass through the bulkhead only if connectors or other means are provided to prevent or retard fire propagation through the firewall. The conduit and bulkhead connectors shall be sealed with fire-resistant material at the firewall. Engine access panels in the firewall shall be fabricated of fire resistant material and secured with fire-resistant fasteners. These panels, their fasteners, and the firewall shall be constructed and reinforced to minimize warping of the panels during a fire that will compromise the integrity of the firewall. The coach body shall be adequately sealed to prevent the intrusion of smoke, fuel, and fumes into the coach interior.
MCI wishes to advise that the CRT platform coaches are fully compliant
| with all applicable FMVSS 302 requirements. | APPROVED. | |||
| 33 | D45 CRT, D45 | |||
| CRT charge, D4520 | 52 | 10.8 | Crashworthiness | The bus body and roof structure must withstand a static load equal to 150 percent of the curb weight evenly distributed on the roof with no more than a 6 in. reduction in any interior dimension. Windows must remain in place and must not open under such a load. These requirements must be met without the roof-mounted equipment installed. |
The bus must withstand a 25-mph impact by a 4000-pound automobile at any side, excluding doorways, along either side of the bus with no more than 3 in. of permanent structural deformation at seated passenger hip height. This impact must not result in sharp edges or protrusions in the bus interior.
| Exterior panels below 35 in. from ground level must withstand a static load of 2000 pounds applied perpendicular to the bus by a pad no larger than 5 square inches. This load must not result in deformation that prevents installation of new exterior panels to restore the original appearance of the bus. | MCI clarifies that this section does not apply to high floor coaches such as the D45 CRT, D45 CRT Charge and D4520, as all seats are positioned above the crash location of any automobile. Therefore, testing is not required and has not been conducted, exempting this coach model from the requirements. | APPROVED. | |||||
| 34 | D45 CRT, D45 | ||||||
| CRT charge, D4520 | 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. | MCI clarifies that this section does not apply to high floor coaches such as the D45 CRT, D45 CRT Charge and D4520, as all seats are positioned above the crash location of any automobile. Therefore, testing is not required and has not been conducted, exempting this coach model from the requirements. | APPROVED. | |
| 35 | ALL MODELS | 52 | 10.9 | Corrosion | The bus flooring, sides, roof, understructure, and axle suspension components must be designed to resist corrosion or deterioration from atmospheric conditions and de-icing |
materials for a period of 12 years or 500,000 miles, whichever comes first. It must maintain structural integrity and nearly maintain original appearance throughout its service life, with the Authorized Purchaser’s use of proper cleaning and neutralizing agents.
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. Representative samples of all materials and connections must withstand a two-week (336-hour) salt spray test in accordance with ASTM Procedure B-117 with no structural detrimental effects to normally visible surfaces and no weight loss of over 1 percent. MCI request approval to provide the following spec:
The coach will resist corrosion from atmospheric conditions and road salts. It will maintain structural integrity and nearly maintain original appearance throughout its service life, provided it is maintained in accordance with the procedures specified in the service manual. All exposed body panels above and below the floor line shall be composite, aluminum, or stainless-steel construction. Materials exposed to the elements and all joints and connections of dissimilar metals will be corrosion-resistant and shall be protected from galvanic corrosion. Except for both axle bogie structures (which are painted, corrosion resistant HSLA), all structural frame members will be stainless steel with a minimum thickness of 0.06 inches (1.5 mm). Frame members exposed to road splash will be coated in HyrdoArmour undercoating or approved equal.
| Floor supports in the passenger and driver’s area, the sidewall structures and roof structures that are not exposed to road spray shall be stainless steel. Outer sidewall panels above the passenger floor and below the windows shall be composite. The roof panel shall be pre-primed and painted aluminum both sides and the front and rear roof caps composite. The rear engine door will be composite skin bonded to an aluminum frame. Baggage bay floors shall be composite material for maximum corrosion protection. In the wheel well areas, non-structural closeout panels shall be stainless steel. Before assembling, all metal body parts must be given a thorough anti-corrosion treatment. Joints between dissimilar metals will be properly insulated with an inert plastic tape to avoid corrosion due to electrolytic action. All nuts, bolts, clips, washers, clamps, and like parts shall be zinc plated, phosphate coated, black oxide coated, stainless steel, or nylon to prevent corrosion. All exterior joints and seams must be sealed. The bus flooring, sides, roof, understructure and axle suspension components meet the ASTM B-117 (at least 336 hr) salt spray test. | ref. drawing 1003741 | APPROVED. | ||||||
| 36 | ALL MODELS | 53 | 10.10 | 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. | MCI requests approval to provide corrosion protection applied to the exterior surfaces of tubing. Corrosion protection is not applied to the interior surfaces of tubing. | APPROVED. | |
| 37 | ALL MODELS | 53 | 10.11 | Towing | Each towing device must withstand, without permanent deformation, tension loads up to 1.2 times the curb weight of the bus within 20 deg. of the longitudinal axis of the bus. If applicable, the rear towing device(s) must not provide a toehold for unauthorized riders. The method of attaching the towing device must not require the removal, or disconnection, of front suspension or steering components. Removal of the bike rack is permitted for attachment of towing devices. |
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.
Shop air connectors must be installed at the front and rear of the bus and must be capable of supplying all pneumatic systems of the bus with externally sourced compressed air. The location of these shop air connectors must facilitate towing operations. MCI request approval to provide the following spec:
Towing devices shall be provided and be permanently mounted on the front and rear of the coach. The coach may be towed from the front only but can be recovered from the rear. Recovery shall mean to move the bus into the clear so it can be hooked up and towed from the front.
| Front towing device shall withstand, without permanent deformation, tension loads up to 1.2 times the curb weight of the coach within 20° of the longitudinal axis of the coach. Towing device shall accommodate a crane hook with a 1-inch throat. Two steel rear skid plates shall be welded to the underside of the engine rails. Skid design shall be durable construction to adequately protect mechanical or other body components from damage due to the coach bottoming out. | APPROVED. | |||||
| 38 | ALL MODELS | 53 | 10.12 | Lifted (Supported) Front Axle and Flat Towing Capability (additional requirement) | The front towing devices must allow attachment of adapters for a rigid tow bar and must permit the lifting of the bus until the front wheels are clear off the ground in order to position the bus on the towing equipment by the front wheels. These devices must also permit common flat towing. Two rear recovery devices/tie downs must permit lifting and towing of the bus for a short distance, such as in cases of an emergency, to allow access to provisions for front towing of bus. The method of attaching the tow bar or adapter must require the specific approval of the Authorized Purchaser. | |
| Any tow bar or adapter exceeding 50 pounds must have means to maneuver or allow for ease of use and application. Each towing device must accommodate a crane hook with at least a 1 in. throat. 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. | MCI requests approval to provide the following spec: |
Towing devices shall be provided and be permanently mounted on the front and rear of the coach. The coach may be towed from the front only but can be recovered from the rear. Recovery shall mean to move the bus into the clear so it can be hooked up and towed from the front.
| Front towing device shall withstand, without permanent deformation, tension loads up to 1.2 times the curb weight of the coach within 20° of the longitudinal axis of the coach. Towing device shall accommodate a crane hook with a 1-inch throat. Two steel rear skid plates shall be welded to the underside of the engine rails. Skid design shall be durable construction to adequately protect mechanical or other body components from damage due to the coach bottoming out. | APPROVED. | ||||||||
| 39 | ALL MODELS | 53 | 10.13 | Jacking | It must be possible to safely jack up the bus, at curb weight, with a common 10-ton floor jack with or without special adapter, when a tire or dual set is completely flat and the bus is on a level, hard surface, without crawling under any portion of the bus. Jacking from a single point must permit raising the bus sufficiently high to remove and reinstall a wheel and tire assembly. Jacking pads located on the axle or suspension near the wheels must permit easy and safe jacking with the flat tire or dual set on a 6-inch-high run-up block not wider than a single tire. The bus must withstand such jacking at any one or any combination of wheel locations without permanent deformation or damage. | MCI requests approval to provide the following spec: | |||
| The bus shall be fitted with jacking pads for each tire/wheel locations and shall permit easy and safe jacking with the flat tire or dual set on a 3.5-inch (89 mm) high run-up block not wider than a single tire. | APPROVED. | ||||||||
| 40 | D4520, D45 CRT, | ||||||||
| D45 CRT charge | 54 | 11.2 | Design (Commuter) | The floor must be essentially a continuous plane, except at the wheel housings and platforms. | MCI requests approval to provide the following for the D4520, D45 CRT, and D45 CRT Charge coaches: The floor will be a continuous flat plane, except at the stepwell in the entrance area. Additionally, MCI clarifies that both D45 CRT LE and D45 CRT LE Charge include an upper and lower deck (vestibule area). On the upper deck, the floor is also a continuous plane, aside from the stairwell area leading to the front door and the vestibule area. | APPROVED. | |||
| 41 | ALL MODELS | 55 | 11.6 | Pressure-Preserved Plywood Panel | Plywood must be pressure-treated with a preservative chemical and process such as alkaline copper quaternary (ACQ) that prevents decay and damage by insects. Preservative treatments must utilize no EPA-listed hazardous chemicals. The concentration of preservative chemicals must be equal to or greater than required for an above ground level application. | ||||
| Treated plywood must be certified for preservative penetration and retention by a third-party inspection agency. Pressure-preservative treated plywood must have a moisture content at or below 15 percent. | MCI requests approval to supply standard plywood that is sealed on all edges and cutouts, in lieu of pressure-treated with a preservative chemical and process such as alkaline copper quaternary (ACQ). Given that the plywood flooring is not exposed to external elements, the utilization of marine-treated plywood is unnecessary. | Ref. drawing 1048018, 23-04-0043 | APPROVED. | ||||||
| 42 | ALL MODELS | 56 | 12.2 | Driver’s Platform | The driver’s platform must be of a height such that, in a seated position, the driver can see an object located at an elevation of 42 inches above the road surface, 24 inches from the leading edge of the bumper | MCI would like to clarify that object detection in front of bumper is achieved with the help of convex mirror (5 inch dia.) mounted under arm of RH exterior rear view mirror. | Ref. drawing 03-22-2066 | APPROVED. | |
| 43 | ALL MODELS | 57 | 12.4 | Rear Step Area to Rear Area | If the vehicle is of a bi-level floor design, a rear step area must be installed along the center aisle of the bus to facilitate passenger traffic between the upper and lower floor levels. This step area must be cut into the rear platform and shall be approximately the aisle width, a minimum 12 inches deep and approximately half the height of the upper level relative to the lower level. The horizontal surface of this platform must be covered with skid-resistant material with a visually contrasting nosing and must be sloped slightly for drainage. A warning decal or sign must be installed at the immediate platform area to alert passengers to the change in floor level. | MCI clarifies that the D45 CRT, D45 CRT Charge, and D4520 coach models do not include an upper level. The D45 CRT LE and D45 CRT LE Charge coach models technically have both upper and lower levels, but the specifications are defined for a transit bus rather than over-the-road motorcoaches. In the D45 CRT LE and D45 CRT LE Charge coach, the upper level refers to the standard passenger seating area, while the lower level is the vestibule area, located on the mid curbside of the coach, where the wheelchair restraints are found. There is a height difference of over 21 inches between the upper and lower decks, which is standard for this coach model. | APPROVED. | ||
| 44 | ALL MODELS | 58 | 13.2 | Design and Construction (Transit Coach) | Interference between the tires and any portion of the bus must not be possible in maneuvers up to the limit of tire adhesion with weights from curb weight to GVWR. Wheel housings must be adequately reinforced where seat pedestals are installed. Wheel housings must have sufficient sound insulation to minimize tire and road noise and meet all noise requirements of this specification. |
Design and construction of front wheel housings must allow for the installation of a radio or electronic equipment storage compartment on the interior top surface, or its use as a luggage rack.
The finish of the front wheel housings must be scratch-resistant and complement interior finishes of the bus to minimize the visual impact of the wheel housing. If fiberglass wheel housings are installed, then they must match interior finishes. The lower portion extending to approximately 10 to 12 in. above floor must be equipped with scuff-resistant coating or stainless-steel trim.
Wheel housings, as installed and trimmed, must withstand impacts of a 2 in. steel ball with at least 200 lbs. of energy without penetration.
| Wheel housings not equipped with seats or equipment enclosure must have a horizontal assist mounted on the top portion of the housing no more than 4 in. higher than the wheel well housing. | MCI request approval to provide the following spec: Wheel housings shall be constructed of stainless steel. Wheel housing, as installed and trimmed, shall withstand impacts of a 2-inch (51 mm) steel ball with at least 200 foot- pounds (271 Nm) of energy without penetration. MCI would also like to clarify that specs as requested are applicable to transit buses but not to over-the-road coaches as the wheel wells are located under the passenger compartment of the vehicle. | APPROVED. | |||||||
| 45 | ALL MODELS | 59 | 14.4 | Damping | . Damping must be sufficient to control coach motion to three cycles or less after hitting road perturbations. | MCI request approval to provide the following: Damping shall be sufficient to control coach motion to four cycles or less after hitting road perturbations. This is inherent to the design of our vehicles. | APPROVED. | ||
| 46 | ALL MODELS | 59 | 14.5 | Lubrication - Standard Grease Fittings | All elements of steering, suspension and drive systems requiring scheduled lubrication must be installed with grease fittings conforming to SAE Standard J534. These fittings must be located for ease of inspection and must be accessible with a standard grease gun from a pit or with the bus on a hoist. Each element requiring lubrication must have its own grease fitting with a relief path. | MCI requests approval to provide ZF axles with DIN grease fittings in lieu of SAE fittings. ZF axles require model specific grease, in lieu of standard lubricant for all standard fittings. | P/N 23-01-0044 | APPROVED. | |
| 47 | ALL MODELS | 59 | 14.6 | Kneeling | The bus must kneel at a maximum rate of 1.25 in. per second at essentially a constant rate. | MCI requests approval to provide a coach that shall kneel and rise at a maximum rate of 1.5 inches per second at essentially a constant rate. This | |||
| is inherent to the design of the coach. | APPROVED. | ||||||||
| 48 | ALL MODELS | 60 | 15.4 | Steering | Engine driven hydraulic pump must be installed for power steering. Electrically assisted steering must be installed as an option to reduce steering effort. An option for using TranSynd in the power steering pump and system may be made available. A remote mounted fluid sampling port, for the KP Series Pushbutton Sampling Valve or similar, must be installed for the hydraulic system. | MCI requests approval to equip coaches with the existing standard engine- driven hydraulic pump for power steering. Please note that electric- assisted steering is not available currently. Currently, there are no options for utilizing TranSynd in the power steering pump. However, we can offer an optional remote-mounted fluid sampling port for the KP series pushbutton sample valve or a similar alternative. This can be further discussed during the pre-production process. | APPROVED. | ||
| 49 | ALL MODELS | 61 | 15.6 | Steering and Tag Axles Commuter Coach | The front and tag axles must be a solid beam or independent suspension, non-driving with a load rating sufficient for the bus loaded to GVWR and must be equipped with unitized grease type wheel bearings and seals. | MCI requests approval to provide an independent, wishbone-type axles from ZF as part of the standard configuration. This configuration allows for greater control and flexibility in steering and handling, as well as a more comfortable ride to operators and passengers. | APPROVED. | ||
| 50 | ALL MODELS | 61 | 15.7 | Steering Wheel - Turning Effort | Steering effort must be measured with the bus at GVWR, stopped with the brakes released and the engine at normal idling speed on clean, dry, level, commercial asphalt pavement and the tires inflated to recommended pressure. | ||||
| Under these conditions, the torque required to turn the steering wheel 10 degrees must be no less than 5 ft-lbs. and no more than 10 ft-lbs. Steering torque may increase to 70 ft-lbs. when the wheels are approaching the steering stops, as the relief valve activates. | MCI requests approval to provide steering effort measured with the coach at SLW, stopped with the brakes released on dry / level commercial asphalt pavement and the tires inflated to recommended pressure. Steering torque applied by the driver shall not exceed 10-foot-pounds (13.6 Nm) with the front wheels straight ahead to turned 10 degrees. Steering torque may increase to 70-foot-pounds (95 Nm) when the wheels are approaching the steering stops. | APPROVED. | |||||||
| 51 | ALL MODELS | 62 | 15.9 | Steering Column - Tilt | The steering column must have full tilt capability with an adjustment range of no less than 40 degrees from the vertical and easily adjustable by the driver. | MCI requests approval to provide a standard tilt and telescopic steering column manufactured by Douglas Autotech with an angle limit of 21 degrees. | Ref P/N 11-02-1129 | APPROVED. | |
| 52 | ALL MODELS | 62 | 15.10 | Steering Wheel - Telescopic Adjustment | The steering wheel must have full telescoping capability and have a minimum telescopic range of 2 in. and a minimum low-end adjustment of 29 in., measured from the top of the steering wheel rim in the horizontal position to the cab floor at the heel point. | MCI requests approval to provide a steering column with 48mm (1.9") of telescopic travel. | APPROVED. | ||
| 53 | ALL MODELS | 62 | 15.10 | TABLE 5 | TABLE 5 |
Steering Wheel Height1 Relative to Angle of Slope At Minimum Telescopic Height Adjustment (29 in.)At Maximum Telescopic Height Adjustment (5 in.)
Angle of SlopeHeightAngle of SlopeHeight 0 degrees29 in.0 degrees34 in 15 degrees26.2 in15 degrees31.2 in 25 degrees24.6 in25 degrees29.6 in 35 degrees22.5 in35 degrees27.5 in
1. Measured from bottom portion closest to driver. MCI requests approval to provide the following values applicable to the D4520, D45 CRT, D45 CRT Charge, D45 CRT LE and D45 CRT LE Charge:
Minimum Telescopic Height Adjustment 0 deg 34.32 in 7 deg33.61 in 14 deg32.48 in 21 deg31.25 in Maximum Telescopic Height Adjustment 0 deg41.79 in 7 deg40.56 in 14 deg39.03 in
| 21 deg37.18 in | APPROVED. | ||||||||
| 54 | ALL MODELS | 62 | 16 | Drive Axle | The bus must be driven by a heavy-duty axle with a load rating sufficient for the bus loaded to GVWR. The drive axle must have a design life to operate for not less than 300,000 miles on the design operating profile without replacement or major repairs. The lubricant drain plug must be magnetic type. If a planetary and/or reduction gear design is employed, the oil level in the planetary gears must be easily checked through the plug or sight gauge. The axle and driveshaft components must be rated for both propulsion and retardation modes with respect to duty cycle. |
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