Appendix A - APTA Standadrd Bus Specification.pdf

APPENDIX A

APTA STANDARD BUS SPECIFICATIONS

GENERAL

TS 1. Scope Technical specifications define requirements for heavy-duty transit buses and commuter coaches, which, by the selection of specifically identified alternative configurations, may be used for both suburban express service and general service on urban arterial streets. Buses shall have a minimum expected life of twelve (12) years or 500,000 miles, whichever comes first, and are intended for the widest possible spectrum of passengers, including children, adults, the elderly and people with disabilities.

TS 2. Definitions Agency Operating Profile: The operational requirements under Agency-specific operating conditions that the bus must be able to achieve.

Alternative: An alternative specification condition to the default bus configuration. The Agency may define alternatives to the default configuration to satisfy local operating requirements. Alternatives for the default configuration will be clearly identified.

Ambient Temperature: The temperature of the surrounding air. For testing purposes, ambient temperature must be between 16 °C (50 °F) and 38 °C (100 °F).

Analog Signals: A continuously variable signal that is solely dependent upon magnitude to express information content.

NOTE: Analog signals are used to represent the state of variable devices such as rheostats, potentiometers, temperature probes, etc.

Audible Discrete Frequency: An audible discrete frequency is determined to exist if the sound power level in any 1/3-octave band exceeds the average of the sound power levels of the two adjacent

1/3-octave bands by 4 decibels (dB) or more.

Battery Compartment: Low-voltage energy storage, i.e. 12/24 VDC batteries.

Battery Management System (BMS): Monitors energy, as well as temperature, cell or module voltages, and total pack voltage. The BMS adjusts the control strategy algorithms to maintain the batteries at uniform state of charge and optimal temperatures.

Battery Pack: An electrical equivalent of a collection of cells or modules or physical sub-packs forming the highest-level energy storage system. Often multiple physical sub-packs are connected in series, and these may also be connected in parallel.

Braking Resistor: Device that converts electrical energy into heat, typically used as a retarder to supplement or replace the regenerative braking.

Burst Pressure: The highest pressure reached in a container during a burst test.

Capacity (fuel container): The water volume of a container in gallons (liters).

Cell: Simplest discrete component of the battery storage system, such as a battery or a capacitor.

Charging Equipment: The equipment that encompasses all the components needed to convert, control and transfer electricity from the grid to the vehicle for the purpose of charging batteries. May include chargers, controllers, couplers, transformers, ventilation, etc. See Electric Vehicle Supply

Equipment (EVSE).

Charging Interface: The equipment and/or coupler used to create a connection between the charging equipment and the vehicle for the purpose of recharging a vehicle’s batteries.

Charging Station: The location that houses the charging equipment connected to a utility’s electric service to provide electricity to a vehicle’s battery system through a charging interface.

Code: A legal requirement.

Combination Gas Relief Device: A relief device that is activated by a combination of high pressures or high temperatures, acting either independently or together.

Composite Container for CNG: A container fabricated of two or more materials that interact to facilitate the container design criteria.

Compressed Natural Gas (CNG): Mixtures of hydrocarbon gases and vapors consisting principally of methane in gaseous form that has been compressed for use as a vehicular fuel.

Container: A pressure vessel, cylinder or cylinders permanently manifolded together, used to store

CNG.

Container Appurtenances: Devices connected to container openings for safety, control or operating purposes.

Container Valve: A valve connected directly to a container outlet.

Curb Weight: Weight of vehicle, including maximum fuel, oil and coolant; and all equipment required for operation and required by this Specification, but without passengers or driver.

dBA: Decibels with reference to 0.0002 microbar as measured on the “A” scale.

DC to DC Converter: A module that converts a source of direct current from one voltage level to another.

Default Configuration Bus: The bus described if no alternatives are selected. Signing, colors, the destination sign reading list and other information must be provided by the Agency.

Defueling: The process of removing fuel from a tank.

Defueling Port: Device that allows for vehicle defueling, or the point at which this occurs.

Design Operating Profile: The operational requirements under standard operating conditions that the bus must be able to achieve.

Destroyed: Physically made permanently unusable.

Discrete Signal: A signal that can take only pre-defined values, usually of a binary 0 or 1 nature, where 0 is battery ground potential and 1 is a defined battery positive potential.

DPF: Diesel particulate filter.

Driver’s Eye Range: The 95th-percentile ellipse defined in SAE J941, except that the height of the ellipse shall be determined from the seat at its reference height.

Electrical Pack: See “Battery Pack”

Electric Vehicle Supply Equipment (EVSE): The conductors, including the ungrounded, grounded and equipment grounding conductors, the electric vehicle connectors, the attachment plugs, and all other fittings, devices, power outlets or apparatuses installed specifically for the purpose of delivering energy from the premise’s wiring to the electric vehicle.

End of Life: A condition reached when an energy storage system fails to meet specified capacity, power or function in specified use conditions.

Energy Density: The relationship between the weight of an energy storage device and its power output in units of watt-hours per kilogram (Wh/kg).

Energy Storage System (ESS): A component or system of components that stores energy and for which its supply of energy is rechargeable by the on-vehicle system(engine/regenerative braking/ generator)or an off-vehicle energy source.

Fill Pressure for CNG: The pressure attained at the actual time of filling. Fill pressure varies according to the gas temperatures in the container, which are dependent on the charging parameters and the ambient conditions. The maximum dispensed pressure shall not exceed 125 percent of service pressure.

Fire Resistant: Materials that have a flame spread index less than 150 as measured in a radiant panel flame test per ASTM-E 162-90.

Fireproof: Materials that will not burn or melt at temperatures less than 2000 °F.

Flow Capacity: For natural gas flow, this is the capacity in volume per unit time (normal cubic meters/minute or standard cubic feet per minute) discharged at the required flow rating pressure.

Free Floor Space: Floor area available to standees, excluding the area under seats, area occupied by feet of seated passengers, the vestibule area forward of the standee line, and any floor space indicated by manufacturer as non-standee areas, such as the floor space “swept” by passenger doors during operation. Floor area of 1.5 sq. ft. shall be allocated for the feet of each seated passenger protruding into the standee area.

Fuel Line: The pipe, tubing or hose on a vehicle, including all related fittings, through which natural gas passes.

Fusible Material: A metal, alloy or other material capable of being melted by heat.

Fuel Management System: Natural gas fuel system components that control or contribute to engine air fuel mixing and metering, and the ignition and combustion of a given air-fuel mixture. The fuel management system would include, but is not limited to, reducer/regulator valves, fuel metering equipment (e.g. carburetor, injectors), sensors (e.g., main throttle, waste gate).

GAWR (Gross Axle Weight Rated): The maximum total weight as determined by the axle manufacturer, at which the axle can be safely and reliably operated for its intended purpose.

Generator (Electric): A device that converts mechanical energy into electrical energy.

Gross Load: 150 lb for every designed passenger seating position, for the driver, and for each 1.5 sq.

ft. of free floor space.

GVW (Gross Vehicle Weight): Curb weight plus gross load.

GVWR (Gross Vehicle Weight Rated): The maximum total weight as determined by the vehicle manufacturer, at which the vehicle can be safely and reliably operated for its intended purpose.

High Pressure: Those portions of the CNG fuel system that see full container or cylinder pressure.

High Voltage (HV): Greater than 50 V(AC and DC).

Hose: Flexible line.

Hybrid: A vehicle that uses two or more distinct power sources to propel the vehicle.

Hybrid System Controller (HSC): Regulates energy flow throughout hybrid system components in order to provide motive performance and accessory loads, as applicable, while maintaining critical system parameters (voltages, currents, temperatures, etc.) within specified operating ranges.

Hybrid Drive System (HDS): The mechanical and/or electromechanical components, including the engine, traction motors and energy storage system, which comprise the traction drive portion of the hybrid propulsion system.

Intermediate Pressure: The portion of a CNG system after the first pressure regulator, but before the engine pressure regulator. Intermediate pressure on a CNG vehicle is generally from 3.5 to 0.5 MPa

(510 to 70 psi).

Inverter: A module that converts DC to and from AC.

Labeled: Equipment or materials to which has been attached a label, symbol or other identifying mark of an organization, which is acceptable to the authority having jurisdiction and concerned with product evaluation, which maintains periodic inspection of production labeled equipment or materials, and by whose labeling the manufacturer indicates compliance with appropriate standards or performance in a specified manner.

Leakage: Release of contents through a Defect or a crack. See Rupture.

Line: All tubes, flexible and hard, that carry fluids.

Liner: Inner gas-tight container or gas container to which the overwrap is applied.

Local Regulations: Regulations below the state level.

Low-Floor Bus: A bus that, between at least the front (entrance) and rear (exit) doors, has a floor sufficiently low and level so as to remove the need for steps in the aisle between the doors and in the vicinity of these doors.

Low Voltage (LV): 50 V or less (AC and DC).

Lower Explosive Limit: The lowest concentration of gas where, given an ignition source, combustion is possible.

Maximum Service Temperature: The maximum temperature to which a container/cylinder will be subjected in normal service.

Metallic Hose: A hose whose strength depends primarily on the strength of its metallic parts; it can have metallic liners or covers, or both.

Metering Valve: A valve intended to control the rate of flow of natural gas.

Module: A collection of cells forming a physical and electrical subassembly contained within an enclosure.

Motor (Electric): A device that converts electrical energy into mechanical energy.

Motor (Traction): An electric motor used to power the driving wheels of the bus.

Nameplate Capacity (or Nominal Capacity): The total amount of energy available between 0%

State of Charge (SoC) and 100% SoC.

Operating Pressure: The varying pressure developed in a container during service.

Pack: A collection of cells or modules described on the basis of electrical or physical attributes, to include Battery Pack and Physical Pack.

Physical Layer: The first layer of the seven-layer International Standards Organization (ISO) Open

Systems Interconnect (OSI) reference model. This provides the mechanical, electrical, functional and procedural characteristics required to gain access to the transmission medium (e.g., cable) and is responsible for transporting binary information between computerized systems.

Physical Pack: An enclosure consisting of a collection of cells or modules at a location or multiple locations. Physical packs differ from battery packs, as they are defined by layout rather than electrical equivalent.

Pipe: Nonflexible line.

Pressure Relief Device (PRD): A pressure and/or temperature activated device used to vent the container/cylinder contents and thereby prevent rupture of an NGV fuel container/cylinder, when subjected to a standard fire test as required by fuel container/cylinder standards.

Power: Work or energy divided by time

Power Density: Power divided by mass, volume or area.

Propulsion System: System that provides propulsion for the vehicle proportional to operator commands. Includes, as applicable, engine, transmission, traction motors, the hybrid drive system,(HDS), energy storage system (ESS), and system controllers including all wiring and converter/inverter.

Real-Time Clock (RTC): Computer clock that keeps track of the current time.

Regenerative Braking: Deceleration of the bus by switching motors to act as generators, which return vehicle kinetic energy to the energy storage system.

Rejectable Damage: In terms of NGV fuel containers/cylinders, this is damage as outlined in CGA

C-6.4, “Methods for External Visual Inspection of Natural Gas Vehicle Fuel Containers and Their

Installations,” and in agreement with the manufacturer’s recommendations.

Retarder: Device used to augment or replace some of the functions of primary friction based braking systems of the bus.

Rupture: Sudden and unstable damage propagation in the structural components of the container resulting in a loss of contents. See Leakage.

Seated Load: 150 lb for every designed passenger seating position and for the driver.

Seated Load Weight (SLW): Curb weight plus seated load.

Serial Data Signals: A current loop based representation of ASCII or alphanumeric data used for transferring information between devices by transmitting a sequence of individual bits in a prearranged order of significance. .

Service Pressure: The settled pressure at a uniform gas temperature of 21 °C (70 °F) and full gas content. It is the pressure for which the equipment has been constructed, under normal conditions.

Also referred to as the nominal service pressure or working pressure.

Settled Pressure: The gas pressure when a given settled temperature, usually 21 °C (70 °F), is reached.

Settled Temperature: The uniform gas temperature after any change in temperature caused by filling has dissipated.

Solid State Alternator: A module that converts high-voltage DC to low-voltage DC (typically

12/24 V systems).

Sources of Ignition: Devices or equipment that because of their modes of use or operation, are capable of providing sufficient thermal energy to ignite flammable compressed natural gas-air mixtures when introduced into such a mixture, or when such a mixture comes into contact with them.

Special Tools: Tools not normally stocked by the Agency.

Specification: A particular or detailed statement, account or listing of the various elements, materials, dimensions, etc. involved in the manufacturing and construction of a product.

Standard: A firm guideline from a consensus group. Standards referenced in “Section 6: Technical

Specifications” are the latest revisions unless otherwise stated.

Standee Line: A line marked across the bus aisle to designate the forward area that passengers may not occupy when the bus is moving.

State of Charge (SoC): Quantity of electric energy remaining in the battery relative to the maximum rated amp-hour (Ah) capacity of the battery expressed in a percentage. This is a dynamic measurement used for the energy storage system. A full SoC indicates that the energy storage system cannot accept further charging from the engine-driven generator or the regenerative braking system.

Stress Loops: The “pigtails” commonly used to absorb flexing in piping.

Structure: The basic body, including floor deck material and installation, load-bearing external panels, structural components, axle mounting provisions and suspension beams and attachment points.

Thermally Activated Gas Relief Device: A relief device that is activated by high temperatures and generally contains a fusible material.

Useable Capacity: Nameplate Capacity x Allowable Depth of Discharge (for example, 95%)

Warrantable End of Life (WEOL): A measure of battery degradation determined as the point at which the batteries can no longer provide the energy or power required to meet the design operating profile. It is expressed as a percentage of remaining battery capacity as compared with gross capacity at the beginning of useful life. For purposes of this specification, WEOL shall be a measure of the useful and intended life of the energy storage device.

Wheelchair: A mobility aid belonging to any class of three- or four-wheeled devices, usable indoors, designed for and used by individuals with mobility impairments, whether operated manually or powered. A “common wheelchair” is such a device that does not exceed 30 in. in width and 48 in. in length measured 2 in. above the ground, and does not weigh more than 600 lb when occupied.

Zero-Emission Vehicle (ZEV): A vehicle that emits no tailpipe emissions from the onboard source of power.

TS 3. Referenced Publications The documents or portions thereof referenced within this specification shall be considered part of the requirements of the specification. The edition indicated for each referenced document is the current edition, as of the date of the issuance of this specification. The Contractor is responsible for complying with current referenced documents.

Any inconsistency in compliance with this Technical Specification and its referenced documents shall be resolved by giving precedence in the following order:

1. Federal requirements (Title 49, FMVSS, etc.)

2. State requirements (in California, for example, it would be Title 13 Vehicle Code)

3. Local requirements

4. Referenced standards, practices and codes (SAE, ASTM, UL, ISO, etc.)

5. Technical content of this Technical Specification section

As an attachment to this RFP, CER 9.3 identifies the specifications, standards, regulations and references used within the RFP. The form must be returned with a proposal and requires an indication of the state of compliance and an opportunity for listing other pertinent references. Please indicate “compliance” as full, partial or N/A (not applicable). If “partial” or “N/A,” please describe.

TS 4. Legal Requirements The Contractor shall comply with all applicable federal, state and local regulations. These shall include but not be limited to the Americans with Disabilities Act (ADA), as well as state and local accessibility, safety and security requirements. Local regulations are defined as those below the state level.

Buses shall meet all applicable Federal Motor Vehicle Safety Standards (FMVSS) regulations and shall accommodate all applicable Federal Motor Carrier Safety Administration (FMCSA) regulations in effect at the location of the Agency and the date of manufacture.

In the event of any conflict between the requirements of these specifications and any applicable legal requirement, the legal requirement shall prevail. Technical requirements that exceed the legal requirements are not considered to conflict.

TS 5. Overall Requirements The Contractor shall ensure that the application and installation of major bus subcomponents and systems are compliant with all such subcomponent vendors’ requirements and recommendations. Contractor and

Agency shall identify subcomponent vendors that shall submit installation/application approval documents with the completion of a pilot or lead bus. Components used in the vehicle shall be of heavy-duty design and proven in transit service.

TS 5.1 Weight

It shall be a design goal to construct each bus as light in weight as possible without degradation of safety, appearance, comfort, traction, longevity or performance.

Buses at gross vehicle weight (GVW) shall not exceed the tire factor limits, brake test criteria, structural design criteria or the gross vehicle weight rating (GVWR).

TS 5.2 Capacity

The vehicle shall be designed to carry the gross vehicle weight, which shall not exceed the bus GVWR and shall not exceed the GAWR.

TS 5.3 Service Life

The minimum useful design life of the bus in transit service shall be at least 12 years or 500,000 miles. It shall be capable of operating at least 40,000 miles per year, including the 12th year.

TS 5.4 Maintenance and Inspection

Scheduled maintenance tasks for buses shall be related and shall be in accordance with the manufacturer’s recommended preventive maintenance schedule (along with routine daily service performed during the servicing). The overall PM schedule for buses shall be based upon a minimum of a 6000 mi interval and/or multiples of same.

The manufacturer is responsible for providing a written comprehensive 52-week and long-term rehab/replacement maintenance plan encompassing buses for their entire useful life. The plan should include times (in hours) to complete the jobs.

Test ports or connectors, as required, shall be provided for commonly checked functions on the bus, such as hydraulic, pneumatic, cooling, temperature, voltage, current and state of charge (SoC).

The Offeror shall give prime consideration to the routine problems of maintaining the vehicle. All vehicle components and systems, both mechanical and electrical, that will require periodic physical work or inspection processes, shall be installed so that a minimum of time is consumed in gaining access to the critical repair areas. It shall not be necessary to disassemble portions of the bus structure and/or equipment, such as seats and flooring under seats, in order to gain access to these areas. Each bus shall be designed to facilitate disassembly, reassembly, servicing or maintenance, using tools and equipment normally available as standard commercial items.

Requirements for the use of unique or specialized tools shall be minimized. The body and structure of the bus shall be designed for ease of maintenance and repair. Individual panels or other equipment that may be damaged in normal service shall be repairable or replaceable. Ease of repair shall be related to the vulnerability of the item to damage in service.

The Contractor shall provide a list of all special tools and pricing for maintaining this equipment as a supplement to the Pricing Schedule.

TS 5.5 Interchangeability

Unless otherwise agreed, all units and components procured under this Contract, whether provided by

Suppliers or manufactured by the Contractor, shall be duplicates in design, manufacture and installation to ensure interchangeability among buses in each order group in this procurement. This interchangeability shall extend to the individual components, as well as to their locations in the buses. These components shall include, but are not limited to, passenger window hardware, interior trim, lamps, lamp lenses and seat assemblies. Components with non-identical functions shall not be, or appear to be, interchangeable.

Any one component or unit used in the construction of these buses shall 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 changes in components or unit construction provided within a Contract.

In the event that the Contractor is unable to comply with the interchangeability requirement, the

Contractor must notify the Agency and obtain the Agency’s prior written approval, including any changes in pricing.

Agency shall review proposed product changes on a case-by-case basis and shall have the right to require extended warranties to ensure that product changes perform at least as well as the originally supplied products.

TS 5.6 Operating Environment

DEFAULT

The bus shall be capable of satisfying the requirements of this specification while operating in ambient temperature ranges of 10 °F to 115 °F, at relative humidity between 5 and 100 percent, and at altitudes up to 3000 ft above sea level. Degradation of performance due to atmospheric conditions shall be minimized at temperatures below 10 °F, above 115 °F or at altitudes above 3000 ft. Altitude requirements above

3000 ft. will need separate discussions with propulsion/drive system manufacturer to ensure that performance requirements are not compromised. Speed, gradeability and acceleration performance requirements shall be met at, or corrected to, 77 °F, 29.31 inHg, dry air per SAE J1995.

ALTERNATIVE

Agency will define operating environment.

TS 5.7 Noise

The Contractor is expected to meet interior and exterior noise requirements specified in Section 5.8.1 and

Section 5.8.2. Furthermore, it shall be a design goal to minimize noise. Component layout and packaging, material selection, and build quality shall reflect that goal.

TS 5.7.1 Interior Noise

The combination of inner and outer panels and any material used between them shall provide sufficient sound insulation so that a sound source with a level of 80 dBA measured at the outside skin of the bus shall have a sound level of 65 dBA or lower at any point inside the bus. These conditions shall prevail with all openings, including doors and windows, closed and with the propulsion/drive system and accessories switched off.

Maximum internal noise level shall not exceed 75 dBA in the operator’s area near normal operator ear level and 80 dBA in all other areas in the interior of the vehicles under all normal operating conditions at locations inside the bus in adherence with the standards of ISO 5128.

TS 5.7.2 Exterior Noise

Airborne noise generated by the bus and measured from either side shall not exceed 80 dBA under full-power acceleration when operated at 0 to 35 mph at curb weight. The Contractor shall comply with the exterior noise requirements defined in local laws and ordinances identified by the Agency and SAE J366.

DEFAULT

Noise level should be as stated.

Agency to state what noise level should be required.

TS 5.8 Fire Safety

The bus shall be designed and manufactured in accordance with all applicable fire safety and smoke emission regulations.

TS 5.8.1 Materials

DEFAULT

All materials used in the construction of the passenger compartment of the bus shall be in accordance with the Recommended Fire Safety Practices defined in FMVSS 302.

All materials used in the construction of the passenger compartment of the bus shall be in accordance with the Recommended Fire Safety Practices defined in FTA Docket 90-A, dated Oct. 20, 1993. Materials entirely enclosed from the passenger compartment, such as insulation within the sidewalls and sub-floor, need not comply. In addition, smaller components and items, such as seat grab rails, switch knobs, small light lenses, door seals, window seals, steering wheel, steering column and escape hatches shall be exempt from this requirement.

TS 5.9 Fire Suppression

DEFAULT (DIESEL, CNG, HYBRID)

The bus shall have a fire suppression system in areas requested by the Agency and installed per manufacturer’s recommendations.

DEFAULT (BATTERY ELECTRIC)

No fire suppression system needed

Fire Suppression/Gas Detection

The bus shall be equipped with a suitable means of automatically detecting and extinguishing fires and/or overtemperature situations that may cause unreliable or unsafe operation. If the energy storage device is capable of releasing combustible gas, then this same system shall incorporate an integrated gas detection and alarm feature. This system shall employ intrinsically safe detectors capable of reliable operation, alert and shutdown to ensure safe operation. Alert shall occur at approximately 25 percent lower flammability limit (LFL), and shutdown shall occur at approximately 50 percent LFL. This system shall include an uninterruptable power supply (UPS) capable of sustaining operation for a period of at least 72 h regardless of the primary energy source SoC and remain uninterrupted regardless of “run”/“ign” position.

The quantity, location and technology for sensors, suppression, agents, etc. shall be best practice for the intended application and environment. Sensors shall be of the linear type, capable of measuring temperature and programmable at the controller. Fire suppression piping located in the immediate area(s) being protected shall be fireproof and capable of surviving gross thermal events. The subject piping shall include the flow path between the fire suppression bottle and nozzles, with metalized rigid/flexible stainless steel preferred. The system shall include a means to automatically monitor fire suppression storage container pressure and to provide low-pressure alerts to the integrated system controller/display.

TS 5.10 Respect for the Environment

In the design and manufacture of the bus, the Contractor shall make every effort to reduce the amount of potentially hazardous waste. In accordance with Section 6002 of the Resource Conservation and

Recovery Act, the Contractor shall use, whenever possible and allowed by the specifications, recycled materials in the manufacture of the bus.

The Contractor shall provide a plan for reuse or recycling of replaced battery cells, modules and/or physical packs.

DIMENSIONS

TS 6. Physical Size With exceptions such as exterior mirrors, marker and signal lights, bumpers, fender skirts, washers, wipers, ad frames, cameras, object detection systems, bicycle racks, feelers and rubrails, the bus shall have the following overall dimensions as shown in Figure 1 at static conditions and design height.

FIGURE 1

Transit Bus Exterior Dimensions

Commuter Coach Exterior Dimensions

TS 6.1 Bus Length

For ease of use, the following tolerances will be allowable for each given bus length. Bus length is determined as the measurement from bumper to bumper.

• 30 ft bus: 29 ft, 11 in. to 34 ft, 11 in.

• 35 ft bus: 35 ft to 39 ft, 11 in.

• 40 ft bus: 40 ft to 44 ft, 11 in.

• 45 ft bus: 45 to 47 ft

• 60 ft (articulated) bus: 59 to 65 ft

TS 6.2 Bus Width

TS 6.2.1 Transit Coach

DEFAULT

102 in. Width Bus

Body width shall be 102 in. (+0, -1 in.).

96 in. Width Bus

Body width shall be 96 in. (+0, -1 in.).

TS 6.2.2 Commuter Coach

DEFAULT

102 in. Width Bus

Body width shall be 102 in. (+0, -1 in.).

96 in. Width Bus

Body width shall be 96 in. (+0, -1 in.).

TS 6.3 Bus Height

Maximum Overall Height

Maximum overall height shall be 140 in., including all rigid, roof-mounted items such as A/C, exhaust, fuel system and cover, etc.

Maximum Height

Maximum height shall be specified by Agency.

TS 6.4 Step Height

TS 6.4.1 Transit Coach

The step height shall not exceed 16.5 in. at either doorway without kneeling and shall not exceed 15.5 in.

at the step. A maximum of two steps are allowed to accommodate a raised aisle floor in the rear of the bus.

TS 6.4.2 Commuter Coach

The step height shall not exceed 16.5 in. at doorway without kneeling and shall not exceed 15.5 in. at the step.

TS 6.4.3 Articulated Coach

The step height shall not exceed 16.5 in. at either doorway without kneeling and shall not exceed 15.5 in.

at the step.

TS 6.5 Underbody Clearance

The bus shall maintain the minimum clearance dimensions as defined and shown in Figure 2 of SAE

J689, regardless of load up to the gross vehicle weight rating.

TS 6.6 Ramp Clearances

The approach angle is the angle measured between a line tangent to the front tire static loaded radius arc and the initial point of structural interference forward of the front tire to the ground.

The departure angle is the angle measured between a line tangent to the rear tire static loaded radius arc and the initial point of structural interference rearward of the rear tire to the ground.

The breakover angle is the angle measured between two lines tangent to the front and rear tire static loaded radius and intersecting at a point on the underside of the vehicle that defines the largest ramp over which the vehicle can roll.

Refer to Table 2a.

Table 2a Default Breakover Angle

Angle 30 to 45 ft Bus 60 ft Bus

Approach 8.6 deg (min.) 8.6 deg (min.)

Front breakover 8 deg (min.) 10.2 deg (min.)

Rear breakover (articulated only) N/A 8.7 deg (min.)

Departure 8.6 deg (min.) 8.6 deg (min.)

Refer to Table 2b.

TABLE 2b Alternative Breakover Angle

Angle 30 to 45 ft Bus 60 ft Bus

Approach 8.6 deg (min.) 8.6 deg (min.)

Front breakover 7.5 deg (min.) 10.2 deg (min.)

Rear breakover (articulated only) n/a 8.7 deg (min.)

Departure 7.5 deg (min.) 8.6 deg (min.)

TS 6.7 Ground Clearance

Ground clearance shall be no less than 9 in., (8 in. at jacking pad) except within the axle zone and wheel area.

Axle zone clearance, which is the projected area between tires and wheels on the same axial centerline, shall be no less than 5.4 in.

Wheel area clearance shall be no less than 8 in. for parts fixed to the bus body and 6 in. for parts that move vertically with the axles.

– FIGURE 2

Transit Bus Minimum Road Clearance

TRANSIT BUS MINIMUM ROAD CLEARANCE

REAR FRONT

½ WHEEL BASE

18” 24”

24”18” o o

WHEEL

AREA

WHEEL

AREA

o o

DEPARTURE

ANGLE

APPROACH

ANGLE

BREAKOVER

ANGLE

AXLE

ZONE

AXLE

ZONE

TRANSIT BUS MINIMUM ROAD CLEARANCE

REAR FRONT

½ WHEEL BASE

18” 24”

24”18” o o

WHEEL

AREA

WHEEL

AREA

o o

DEPARTURE

ANGLE

APPROACH

ANGLE

BREAKOVER

ANGLE

AXLE

ZONE

AXLE

ZONE

TS 6.8 Floor Height

TS 6.8.1 Transit Coach

Height of the step above the street shall be no more than 16 in. measured at the centerline of the front and rear doorway. All floor measurements shall be with the bus at the design running height and on a level surface and with the standard installed tires. A maximum of two steps are allowed to accommodate a raised aisle floor in the rear of the bus.

TS 6.8.2 Commuter Coach

Height of the step above the street shall be no more than 16 in. measured at the centerline of the doorway.

All floor measurements shall be with the bus at the design running height and on a level surface and with the standard installed tires.

TS 6.9 Interior Headroom

Headroom above the aisle and at the centerline of the aisle seats shall be no less than 76.75 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 shall 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 shall 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 shall be provided on the overhead paneling.

VEHICLE PERFORMANCE

TS 7. Power Requirements The system shall be sized to provide sufficient power to enable the bus to meet the defined acceleration, top speed, route, mileage, GVWR and gradeability requirements, while operating all accessories. This shall be verified using actual road test results and/or simulated vehicle performance data.

A loss of power to the bus shall not cause the driver to lose control of the bus or to lose steering or braking. The bus shall be able to be safely brought to a controlled stop.

TS 7.1 Top Speed

DEFAULT

The bus shall be capable of achieving a top speed of 65 mph on a straight, level road at GVWR with all accessories operating. The bus shall be capable of safely maintaining the vehicle speed according to the recommendations by the tire manufacturer. The top speed and speedometer revolution should meet SAE

J678. Manufacturer shall supply Agency with data if there is a variance between peak performance and sustained vehicle performance.

Agency to specify top speed limit. The bus shall be capable of safely maintaining the vehicle speed according to the recommendations by the tire manufacturer. Values are assumed to be sustained.

Manufacturer shall supply Agency with data if there is a variance between peak performance and sustained vehicle performance.

NOTE: Increasing top speed in combination with more aggressive gradeability requirements may lead to higher design and operating costs and possibly have adverse effects on performance.

TS 7.2 Startability and Gradeability

Startability and gradeability requirements shall be met on grades with a dry commercial asphalt or concrete pavement at GVWR with all accessories operating.

DEFAULT

The propulsion system shall enable the bus to start from a full stop and achieve and maintain a speed of

40 mph on a 2.5 percent ascending grade continuous and 10 mph on a 10 percent ascending grade continuous.

The propulsion system shall enable the bus to start from a full stop and achieve and maintain a speed of

40 mph on a 2.5 percent ascending grade continuous, 10 mph on a 10 percent ascending grade continuous, and 7 mph on a 16 percent ascending grade for a minimum of 60 seconds.

Agency will provide startability and gradeability requirements to the Contractor.

NOTE: INCREASING GRADEABILITY REQUIREMENTS IN COMBINATION WITH HIGHER TOP SPEED

REQUIREMENTS MAY LEAD TO HIGHER DESIGN AND OPERATING COSTS AND POSSIBLY HAVE

ADVERSE EFFECTS ON OTHER PERFORMANCE CHARACTERISTICS.

NOTE: Unless otherwise noted, values are assumed to be sustained. Manufacturer shall supply

Agency with data if there is a variance between peak performance and sustained vehicle performance.

TS 7.3 Acceleration

The acceleration shall meet the requirements in Table 3 and shall be sufficiently gradual and smooth to prevent throwing standing passengers off-balance. Acceleration measurement shall commence when the accelerator is depressed.

TABLE 3

Maximum Start Acceleration Times on a Level Surface1

Speed (mph) Maximum time

(seconds)

10 5

20 10

30 18

40 30

50 60

Top speed

1. Vehicle weight = GVWR

NOTE: The system shall be programmable to allow optimization of acceleration. Performance may be affected when reprogramming. The manufacturer shall supply the new performance data.

TS 7.3.1 Acceleration (Hybrid or Battery Electric Coach)

The propulsion and braking systems shall meet the performance requirements of the duty cycle.

Braking application and performance shall remain consistent across the highest possible range of battery system state of charge (SoC) or other variances related to regenerative braking. At very high or very low

SoC, or at other conditions such as very cold or very hot battery temperatures, the application and performance of regenerative braking can be reduced but this must be done in a smooth and predicable manner. At no time should the application and performance of the mechanical friction brakes be affected by these conditions.

The system shall be programmable to allow optimization of acceleration and deceleration rate.

Performance may be affected when reprogramming. The manufacturer shall supply the new performance data.

TS 7.3.2 Acceleration (Commuter Coach)

The Contractor shall provide performance scans to the Agency based on the Agency’s specific drivetrain configuration.

TS 7.4 Operating Range

The operating range of the coach shall be designed to meet the operating profile as stated in the “Design

Operating Profile” section.

TS 7.4.1 Diesel (Transit Coach)

DEFAULT

The operating range of the coach when run on the FTA ABD cycle shall be at least 350 miles (560 km) or

20 hours with full fuel capacity.

Agency to designate operating range.

TS 7.4.2 Diesel (Commuter Coach)

A fuel tank with a minimum capacity 165 gallons shall be installed.

TS 7.4.3 CNG

DEFAULT

The operating range of the coach when run on the FTA ABD cycle shall be at least 350 miles or 20 hours with an initial gas-settled pressure of 3600 psi at 70 °F.

TS 7.4.4 Hybrid

DEFAULT

The operating range of the coach when run on the design operating profile “Design Operating Profile” shall be at least 350 miles on a full tank of fuel.

TS 8. Fuel Economy/Range (Design Operating Profile) The bus must be able to achieve operational requirements under standard operating conditions and in

Agency-specific conditions. These conditions make up the design operating profile. The standard operating conditions are defined by the Bus Research Testing Center at Altoona, Pennsylvania

(“Altoona”), and are used as a benchmark and as a means to compare the performance of various buses across a set standard. The Agency-specific conditions are established to ensure that the bus will be able to meet the unique operational requirements of the Agency.

TS 8.1 Altoona Fuel Economy Tests

The Altoona Energy Economy and Range Test for buses is an energy consumption and range test for battery electric buses under Altoona’s pass/fail procedures. Buses are tested using the Manhattan cycle (a low average speed, highly transient urban cycle), the Orange County cycle (consists of urban and highway driving segments), and the EPA HD-UDDS cycle test results from the Energy Economy and

Range Test or other applicable test procedures. Results shall include vehicle configuration and test environment information. Energy economy data shall be provided for each duty cycle.

TS 8.1.1 Diesel (Transit Coach)

DEFAULT

The operating range of the coach when run on the combined cycle shall be at least 350 miles or 20 hours with full fuel capacity.

TS 8.1.2 Diesel (Commuter Coach)

A fuel tank with a minimum capacity of 165 gallons shall be installed.

TS 8.1.3 CNG

DEFAULT

The operating range of the coach when run on the combined cycle shall be at least 350 miles or 20 hours with an initial gas-settled pressure of 3600 psi at 70 °F.

TS 8.1.4 Hybrid

DEFAULT

The operating range of the coach when run on the design operating profile shall be at least 350 miles on a full tank of fuel.

TS 8.1.5 Battery Electric

Agency shall define minimum operating range and time between charges.

OEM-provided solution to Agency to respect Agency operation profile (range and time between charges).

NOTE: Charging can be on-route or depot.

TS 8.2 Agency Operating Profile (Battery Electric Bus)

In addition to the Altoona-defined profile, the bus must also be able to meet the Agency operating profile addressing the needs presented below. The Proposer must validate that the proposed bus will meet the

Agency operating profile using sound mathematical modeling and simulation or empirical methods.

Proposers must demonstrate the agreement of their mathematical models and methods against Altoona results using the Manhattan cycle, the Orange County cycle and the EPA HD-UDDS cycle test results from the Energy Economy and Range Test.

The Agency operating profile must be met under maximum auxiliary loads and at GVWR. It is assumed that buses will start daily duty cycle at maximum standard operating SoC. Batteries shall not be depleted below minimum standard operating SoC during operations. Minimum standard operating SoC shall allow for reserve battery capacity that the bus can draw upon to return to the closest charging point in degraded mode. Charging of the batteries during normal operations shall not exceed maximum standard operating

SoC at any time during charging.

Nominal conditions

• Ambient temperature: 68 °F

• Bus weight: SLW

Worst-case conditions

• Ambient temperature: [Agency to define worst-case heating and cooling loads when operating in local Agency environmental conditions (summer or winter depending on location) as defined by NOAA.com, weather.gov, or other website as specified by the Agency.]

• Bus weight: GVWR

Agency block information and route number(s) or name(s) are to be used as representatives of the

Agency’s operating profile.

The following are general operating profile data: [insert desired Agency profile]

Average route speed (nominal) _______________ mph

Average route speed (worst case) _______________ mph

Average distance between stops _______________ miles

Maximum required trip duration _______________ minutes

Average required trip duration _______________ minutes

Distance from depot to start of route _______________ miles

Longest distance from depot _______________ miles

Average miles per bus per day _______________ miles

Longest miles per day for a bus _______________ miles

Minimum layover time for charging during day _______________ minutes

Average layover time for charging during day _______________ minutes

Available depot charge time _______________ hours

Minimum depot charge time required for full charge _______________ hours

Maximum number of buses required to operate daily _______________ buses

The Agency will supply [alternatively, “Proposers shall collect”] second-by-second route and duty cycle data for a bus on the actual route(s) for modeling purposes only. The data should include time (seconds), speed (mph), and grade (%) or elevation (ft) and may be collected with a GPS data logger and noise filtered. The GPS data may use or be augmented with elevation data from the U.S. Geological Survey and

NASA to determine grades. [Insert desired Agency profile.]

Maximum required trip duration _______________ minutes

Average required trip duration _______________ minutes

Distance from depot to start of route _______________ miles

Furthest distance from depot _______________ miles

Average miles per bus per day (local) _______________ miles

Longest miles per day per bus _______________ miles

Minimum layover time for charging during day _______________ minutes

Average layover time for charging during day _______________ minutes

Maximum number of buses required to operate daily _______________ buses

The Agency will provide a percentage of each standard duty cycle (Manhattan cycle, Orange County cycle, and EPA HD-UDDS) that is representative of its service.

The Contractor shall provide the following narratives with its Technical Proposal:

• Narrative description of the methods used to validate that the proposed system will meet the

Agency operating profile under nominal and worst-case conditions. Detailed results should include, at a minimum, the following for both nominal and worst-case conditions:

• expected bus range (miles)

• fuel economy (kWh/mile)

• auxiliary loads (kW)

• Projected performance on the Agency operating profile when the battery reaches end-of-life

(EOL) state. The Proposer will provide specific details on EOL criteria. Detailed results should include, at a minimum, the following:

• expected battery life from factory delivery under normal operating conditions (months)

• EOL battery capacity (kWh)

• EOL bus range (miles)

• Description of any required or recommended charge strategies or other bus operation strategies that are necessary to meet the Agency operating profile. Note that the Agency requires that operational impacts be minimized.

• Description of the flexibility and considerations necessary to place the proposed bus and its charging solution on any Agency route at the Agency’s discretion.

• Description of any required charge strategies, on-route charge requirements, bus blocking requirements or other bus operational requirements necessary to meet the Agency operating profile. Note that the Agency requires that operational impacts be minimized.

• Description of the flexibility and considerations necessary to place the proposed bus and its charging solution on any Agency route at the Agency’s discretion.

POWERPLANT

TS 9. Engine

TS 9.1 Engine (Diesel and CNG)

The engine shall comply with applicable local, state and/or federal emissions and useful life requirements.

The engine shall have a design life of not less than 300,000 miles without replacement or major service.

The lifetime estimate is based on the design operating profile.

NOTE: For commuter coaches, minimum rating horsepower of 400 and minimum torque rating of

1400 ft-lb shall be installed.

The engine shall be equipped with an electronically controlled management system, compatible with either 12 or 24 V power distribution. The engine control system shall be capable of transmitting and receiving electronic inputs and data from other drivetrain components and broadcasting that data to other vehicle systems. Communication between electronic drivetrain components and other vehicle systems shall be made using the communications networks. The engine’s electronic management system shall monitor operating conditions and provide instantaneous adjustments to optimize both engine and bus performance. The system shall be programmable to allow optimization of programmable features.

The engine starting system shall be protected by an interlock that prevents its engagement when the engine is running. Special equipment or procedures may be employed to start the bus when exposed to temperatures lower than 30 °F (−1 °C) for a minimum of 4 hours without the engine in operation. All cold-weather starting aids, engine heating devices and procedures shall be of the type recommended by the engine manufacturer and approved by the Agency. The integration of all systems on the vehicle relative to engine idle speed shall be the responsibility of the vehicle manufacturer to meet the requirements of the transit property.

The engine control system shall protect the engine against progressive damage. The system shall monitor conditions critical for safe operation and automatically derate power and/or speed and initiate engine shutdown as needed.

Automatic Engine Protection/Shutdown Override Feature

A control shall be available to the operator/driver that when constantly depressed and released will delay the engine shutdown or allow the bus to be moved. Override action shall be recorded. This data shall be retrievable by the Agency.

No requirement for an automatic engine protection/shutdown override feature.

TS 9.2 Engine (CNG)

The engine shall meet all regulatory requirements when operating on fuel equal to CARB Specifications for Compressed Natural Gas #2292.5. The four predominant characteristics that must be met are methane, ethane, butane and propane.

TS 9.3 Propulsion System (Hybrid or All Electric)

TS 9.3.1 Propulsion System Description (Hybrid)

The bus shall be powered by a hybrid propulsion system. The OEM shall ensure that the bus structure can successfully accept the installation of the propulsion system and be operated on the stated duty cycle for a period of 12 years without a structural failure. At a minimum, the propulsion system shall comply with applicable local, state and/or federal emissions and useful life requirements.