Attachment_B_-_Down_and_Under_Technical_Specifications.pdf

Washington Metropolitan Area Transit Authority

Technical Specifications Down and Under Crane Vehicle

ATTACHMENT B

TABLE OF CONTENTS

1 SCOPE

2 REQUIREMENTS

GENERAL

SERVICE PROVEN DESIGN

TOP LEVEL REQUIREMENTS

PERFORMANCE REQUIREMENTS

NOISE AND VIBRATION

SUBSYSTEM REQUIREMENTS

ENVIRONMENTAL CONDITIONS

WMATA FIXED FACILITY DESCRIPTION

CLEARANCES

RELIABILITY

MAINTENANCE

REVIEW, INSPECTION & ACCEPTANCE TESTING

WARRANTY

APPLICABLE DOCUMENTS

3 PROJECT MANAGEMENT

VEHICLE DELIVERY SCHEDULE

PROJECT MANAGEMENT PLAN (PMP)

DESIGN REVIEWS

CONTRACT DELIVERABLES

4 WORKMANSHIP REQUIREMENTS

WORKMANSHIP AND MATERIALS

WELDING

5 TECHINCAL REQUIREMENTS

TOP LEVEL SUBSYSTEMS

SAFETY FEATURES

FIXED POINT CLEARANCES

FRAME

BOGIES

BRAKES

DRIVETRAIN

ENGINE

EXHAUST SYSTEM

FUEL SYSTEM

HYDRAULIC SYSTEM

PNEUMATIC SYSTEM

DC ELECTRICAL SYSTEM

AC ELECTRICAL SYSTEM

DOWN AND UNDER INSPECTION CRANE

OPERATING CABIN

COMMUNICATIONS AND EMERGENCY STOP STATIONS

RADIO

VIDEO SYSTEMS

VEHICLE MONITORING AND DIAGNOSTIC SYSTEM

PAINT

PLACARDS, LABELS AND DECALS

INITIAL PREPARATION AND SERVICING

SHIPPING

REPAIR PARTS AND SERVICE

6 INSPECTION AND ACCEPTANCE TESTING

MANUFACTURER

WMATA

7 WARRANTY

VEHICLE AND OEM PARTS

WARRANTY PLAN

8 DRAWING PACKAGE

9 MANUALS

DRAFT MANUALS

OPERATION MANUAL

PREVENTIVE MAINTENANCE MANUAL

SERVICE AND OVERHAUL MANUAL

PARTS CATALOG

BUILD DATA BOOK

FINAL MANUALS

10 TRAINING

TRAINING PLAN

COURSES

INSTRUCTOR GUIDE

STUDENT MANUAL

FORMAT

FUNCTIONAL MOCKUP

MAINTENANCE TRAINING

OPERATIONS TRAINING

11 DELIVERY LOCATION

12 APPENDICES

LOADING

CLEARANCE

TOW BAR

1 SCOPE

These specifications are for the manufacture and delivery of two (2) down and under prime mover vehicles with a down and under inspection crane to be utilized throughout WMATA’s Systems. These Technical Specifications establish and control both the specific and general design parameters for the down and under vehicle used primarily for aerial structure inspection and maintenance on WMATA’s track system. The down and under vehicle must have performance capability to meet, all the requirements as defined in these Technical Specifications.

This project includes the design, production, delivery, and commissioning of a down and under vehicle with all accessories and appurtenances as described by this specification and approved by WMATA as well as the delivery of manuals, special tools, test equipment, spare parts and training of WMATA personnel.

WMATA anticipates award of a firm fixed price contract, using low price technically acceptable evaluation criteria. All equipment provided under this Contract must be new. Rebuilt or refurbished equipment is prohibited. New equipment damaged during execution of this Contract may be restored to new condition only where approved by WMATA on a case-by-case basis, and the original equipment manufacturer (OEM) shall perform all restorations.

2 REQUIREMENTS

General

2.1.1 The term “down and under vehicle” will be used in these specifications to identify the vehicle. It is not intended to limit offerors to a particular type of vehicle configuration beyond stated requirements.

2.1.2 These specifications establish the functions, performance, and general design requirements for a down and under vehicle including requirements for configuration, capacity, dimensions, performance, operating environment or environmental parameters, weight and other requirements that impact system design. Detailed system requirements are further defined in the sections explicitly covering those systems.

2.1.3 These specifications are generally complete and comprehensive, but they are not intended to describe all work details to be performed and therefore must be supplemented by the Contractor's experience in building heavy rail vehicles, on its examination of the WMATA system, and on its detailed design, manufacturing and testing capabilities. The specific and general design parameters outlined within these specifications must be met, unless specifically noted or approved by WMATA.

2.1.4 All requirements identified herein must be met. If questions or conflicts with respect to the specifications arise during design or production, WMATA must be notified so that these issues can be resolved without impact to functionality and delivery schedules.

2.1.5 Basic and specific guidelines and requirements are provided for a competent, experienced Contractor to design, manufacture, test, furnish, and deliver the vehicle described herein.

2.1.6 The Contractor is responsible for the selection, application, and integration of equipment and materials, after contract award, and as necessary to comply with the specified requirements.

2.1.7 The Contractor shall be responsible for the design and integration of all vehicle systems, such that all specified requirements are achieved, without conflict or error within or between systems.

2.1.8 All Contractor's submittals to WMATA concerning the down and under vehicle’s design data, estimated weights, bills of material, schedules, and the submittals required by these Specifications must be approved prior to manufacturing.

2.1.9 The Contractor shall ensure that all designers, suppliers, and subcontractors are informed of all specified requirements and that engineering management tools are utilized to ensure that coordination and communication occurs between the designers of inter-related systems.

2.1.10 The Contractor shall provide adequate documentation and training for WMATA to maintain the equipment per Section 8, 9 and 10.

Service Proven Design

Except as otherwise specified, the vehicle and all vehicle systems must be service- proven or evolved from a service- proven design. The Contractor must describe and submit during the Design Review specific details of the application history.

Top Level Requirements

2.3.1 The Contractor shall design and manufacture the down and under vehicle to operate successfully within WMATA’s environment. The down and under vehicle, fitted with all specified equipment, must be capable of negotiating all of WMATA’s tracks, tunnels, and aerial structures; while staying within the dynamic envelope; and conforming to all WMATA restrictions regarding height, width, and weight. Refer to Section 12 for the basic WMATA vehicle dimensions, standard design and clearance drawings.

2.3.2 The down and under vehicle must be designed to APTA standard PR-M-S-014-06, Wheel Load Equalization of Passenger Railroad Rolling Stock , Class G.

2.3.3 The down and under vehicle must be self-sufficient, generating all power necessary for system travel, work functions, peripheral equipment and lighting.

2.3.4 The down and under vehicle must be designed according to fail-safe principles. Safety critical systems must inherently respond to failure in a manner that causes no harm to personnel or equipment.

2.3.5 The Contractor shall design the down and under vehicle for a minimum service life of 20 years with 2,000 hours of annual average operating time.

2.3.6 The down and under vehicle must be of the latest type in production at the time of delivery.

Production parts and components must not be obsolete, nor near the end of their planned production life. The design life of the vehicle and its components must be consistent with a useful life stated in Section 2.3.5.

2.3.7 All appurtenances must be positively stowed and locked to permit movement in travel mode.

Vehicle movement at reduced speed with appurtenances unlocked is permitted in work mode.

2.3.8 The down and under vehicle must have a backup system to normalize the crane in the event the main engine power is unavailable.

2.3.9 For rescue purposes, the down and under vehicle must be capable of mechanically coupling to WMATA’s existing work vehicles as passive rolling stock.

2.3.10 The down and under vehicle must have Lock-Out/Tag-Out (LOTO) capability and features to render the vehicle safe for maintenance.

2.3.11 The down and under vehicle must be capable of full travel in the forward and reverse directions.

The down and under vehicle must have tractive effort and braking effort, in both directions to meet, at a minimum, the performance parameters described in Section 2.4.

2.3.12 The down and under vehicle’s inspection platform must be capable of reaching underneath aerial structures from the near wall, with or without fencing, whether on the right or left side of the vehicle.

Performance Requirements

2.4.1 Travel Mode

The down and under vehicle must be operationally limited to a maximum speed of 30 miles per hour.

The vehicle must have tractive effort to, at least, meet and maintain the speeds defined in Table 2.1, in both directions, fully laden with an assumed 0.25 coefficient of friction.

Table 2.1

Grade % Speed (mph) 0 30 1 25 3 15 5 5

The Prime Mover must be able to accelerate from a standstill to operating speeds stated in Table 2.1 in both directions, fully laden, with an assumed 0.25 coefficient of friction.

2.4.2 Work Mode

The down and under vehicle must operate under the conditions stated in 2.4.1 but be limited to a maximum speed of 5 miles per hour. Speed control in Work mode must be finely controlled and smooth under all track conditions stated in Section 2.9.

2.4.3 Braking

The down and under vehicle must be equipped with a Service brake for stand-alone operation.

The Service brake must be capable of reducing the speed of the fully loaded vehicle on level, tangent track with a 0.25 coefficient of friction from the top speed of 30 mph at a rate of three miles per hour per second (3.0 mph/s) or greater.

The vehicle must have a parking brake capable of holding itself, as a fully loaded stand-alone unit, on a 5% grade.

Weight

Total loaded vehicle weight must not exceed 15 tons per axle. Equipment and payloads must be distributed along the vehicle such that the load on each axle falls within the range of 25%±5% of the total dead and live load. Lateral imbalance must not exceed 5% of the total dead and live load. Refer to Figure 12.1-1, the “Crane Car Design Loading” drawing in the appendices for the basic vehicle weight and truck spacing.

Noise and vibration

Equipment must not exceed OSHA defined permissible exposure for operators, assistants, and workmen for a continuous eight-hour work day. Noise sources and machine cabin must be treated to bring about total compliance of the following conditions:

Less than 90 dBA at 7 feet from the power plant housing and less than 84 dBA at 50 feet from the centerline of the track and comply with MIL-STD-1472, Human Engineering Design.

Interior Cabin noise must never exceed 84 dB with cabin doors and windows closed. The Cab shall be designed to mitigate low frequency standing waves and tonal noise between 10 to 200Hz.

Per definitions and measurements defined in MIL-STD-1472, Human Engineering Design, excessive vibration, wobble, or eccentric action must not occur at any speed for which the Prime Mover is intended. Equipment mounted at any location on the carbody or trucks must not cause objectionable or damaging vibrations or audible resonance anywhere on the vehicle floor, walls, ceiling panels, or seat frames, at any specified operating speed, under any acceleration or braking condition, except emergency braking.

Subsystem Requirements

2.7.1 All human interfaces must be designed in accordance with the requirements of MIL-STD-1472, Human Engineering Design, latest revision.

2.7.2 All equipment must be designed for ease of use.

2.7.3 Equipment boxes must be mounted to allow space for maintenance. Regular maintenance items must have easy access and full clearance for removal and replacement.

2.7.4 Components must be arranged by function and grouped to simplify diagnostic procedures and facilitate replacement.

2.7.5 Components at all levels of assembly and subassembly must be mounted so that the mounting hardware is completely accessible with standard tools.

2.7.6 Wire harnesses, conduit, plumbing, support brackets and other appurtenances must not obstruct mounting hardware.

2.7.7 To the extent practical, replaceable components must not be "stacked" in such a way that one component must be removed to access another.

Environmental Conditions

The down and under vehicle must be capable of being operated and stored without equipment degradation under the following environmental conditions:

Ambient Temperature: -30°F to 120°F Maximum Design Temperature Above

Running Rail:

140°F (60°C)

Relative Humidity: 20% to 100%, including conditions of condensation

Maximum Rainfall: 12 inches in 24 hours Maximum Snowfall: 24 inches in 24 hours

Maximum Wind Speed: 80 mph (operational), 120 mph (storage) Ice or Freezing Rain: 10 - 12 times per year

The down and under vehicle must be able to operate successfully under the above conditions with no entry of moisture or other contaminants into any compartment, component, or device that could cause equipment on the vehicle to malfunction or be damaged; that could increase maintenance requirements; or that could cause premature wear or failure.

WMATA Fixed Facility Description

The WMATA track system is based on the following dimensional criteria:

Feature Dimension/Criteria

Rail 115 RE Canted 1:40 Minimum radius of track curve 225 Feet Minimum length of tangent between reverse curves See Note 1

Shape of vertical curves Parabolic Length of vertical curves See Note 2 Maximum grade 5% Most restrictive crossover No. 6 with 14 ft. track centers Maximum super elevation 6 in.

Gauge, tangent track and curves with radii of 1,425 feet and greater 4 ft. 8-1/4 in.

Gauge, tangent track and curves with radii of between 350 and 1,425 feet 4 ft. 8-1/2 in.

Radius less than 350 feet with restraining rail 4 ft. 9-1/4 in.

Note 1: The most severe reverse-curve situation occurs when two No. 6 turnouts (of the same hand) face each other with 13.53 feet of tangent track between the points and 250-foot radius curves (in the same direction as the turnout) that continue beyond both frogs.

Note 2: The minimum length of vertical curve is determined by the formula L = (G1 - G2) 100 where L = Length in feet and (G1 - G2) = Algebraic difference in grade in percent. No vertical curve will be less than 200 feet long.

Clearances

With maximum allowable wheel and rail wear, the down and under vehicle and all mounted equipment must be capable of negotiating all of WMATA’s track (Including 225 foot restrained loop tracks with 1- 7/8 inch restraining rail gap), tunnels, and structures; stay within the dynamic envelope; and conform to all WMATA restrictions regarding height, width, and weight, per the Standard Clearance Drawings in Section 12.

The down and under vehicle, trucks, and attached equipment in the stowed position must be designed so that the maximum possible Dynamic Outline shown in Figure 12.2-1 and Under Floor Car Clearance shown in Figure 12.2-2, must not be exceeded under the most extreme combinations of wheel diameter, worn suspension components, lateral and vertical motion, and roll permitted by the suspension system.

Under the most restrictive combination of track and vehicle conditions, all components must be no less than 3 inches above the plane extending from the ball of one rail to the ball of the other rail.

Reliability

The down and under vehicle design, construction, and materials used must ensure that it will function reliably and efficiently in sustained operations under harsh and extreme conditions in adverse railway environments. The design life of the car and its components must be consistent with a useful life of 20 years.

All components must be readily available from distributors in the US for a minimum of ten years from date of delivery. Critical items such as valves, switches, pumps and hydraulic motors and cylinders must have a lead time no greater than 30 days.

Maintenance

The down and under vehicle must incorporate a design which allows ease of access (minimum per MIL- STD-1472 Human Engineering), service, replacement, and adjustment by maintenance and operational personnel including filters, fluids, and other components.

All components and sub-components must have a service interval of at least 300 hours.

All subassemblies, valves, pumps, critical components and test ports must have permanent, etched labels (see Section 5.22) attached proximate to them that correspond to the prints. All compartments or cabinets housing components must have layout placards affixed inside that show the location and name of the components within.

All fluid reservoirs throughout the machine must have remote drains in locations along the centerline of the underside of the down and under vehicle that allow for ease of maintenance. All drain lines must terminate with ball valves and threaded caps.

Review, Inspection & Acceptance Testing

The Contractor shall perform Design Reviews throughout the contract to ensure adherence to these Specifications in their entirety. The Design Review schedule must be a WMATA- approved Master Program Schedule. The Contractor shall make the equipment available for periodic inspections at the manufacturing facility by WMATA personnel during the manufacturing process. Pre-delivery acceptance testing must be conducted at Contractor’s facility prior to shipping the down and under vehicle. Final acceptance testing will be performed on WMATA property. All acceptance testing must be per WMATA approved Test Plans.

Warranty

The Contractor shall offer a one (1) year warranty, from date of final acceptance, on all manufactured components of the down and under vehicle. Pre-manufactured items installed on the down and under vehicle as well as spare parts may be covered by the OEM manufacturers’ warranties unless the warranty is less than one year. If the OEM warranties are one year or longer, the Contractor shall pass those warranties on to WMATA. The Contractor shall comply with the warranty provisions, as stated in the Terms and Conditions Section of this Contract document. Refer to Section 7.0 for more detailed Technical Warranty requirements.

Applicable Documents

a) Society of Automotive Engineers (SAE) J429: Mechanical and Quality Requirements for Externally Threaded Fasteners, Grade 8

b) SAE J995: Mechanical and Quality Requirements for Internally Threaded Fasteners, Grade 8

c) American Association of Railroads (AAR), Manual of Standards and Recommended Practices

(MSRP)

d) Design Criteria Standard, MIL-STD-1472, Human Engineering

e) WMATA’s Safety and Security Certification Plan

f) Federal Transit Administration’s Handbook for Transit Safety and Security Certification, FTA MA- 90-5006-02-01, Final Report, November 2002

g) American Railway Engineering and Maintenance-of-Way Association (AREMA), Chapter 27, MOW Work Equipment

h) American Public Transportation Association (APTA) standard PR-M-S-014-06, Standard for Wheel Load Equalization of Passenger Railroad Rolling Stock

i) Code of Federal Regulations (CFR), Title 49, Subtitle B, Chapter II

3 PROJECT MANAGEMENT

Vehicle Delivery Schedule

Delivery of the down and under vehicle to WMATA’s property must take place 390 days after Notice to Proceed (NTP).

Project Management Plan (PMP)

The Contractor shall submit a PMP (CDRL 301) for WMATA’s approval. The Contractor shall designate a Project Manager to the Down and Under Vehicle Program. The Contractor shall update the PMP, if significant changes occur. The PMP must include, a Master Program Schedule, a Quality Management Plan, and a Configuration Control Plan.

3.2.1 Master Program Schedule (MPS)

The Contractor shall submit a detailed MPS for WMATA approval (CDRL 302). The MPS must identify all contractual milestones including deliverables per CDRL. This schedule must be the Contractor’s intended working schedule and must be used to plan, organize, and execute the work; record and report actual performance and progress; and forecast remaining work.

The MPS must be prepared using MS Project or alternate WMATA- approved software.

The Contractor shall revise the MPS monthly to reflect actual completion dates, revised estimated completion dates, corrections or task additions.

3.2.2 Quality Management Plan (QMP)

The Contractor shall submit a detailed QMP for WMATA’s approval (CDRL 303). The Contractor shall assure delivery of a quality product under the terms of this Contract. The Contractor shall ensure contract compliance by subcontractors and suppliers.

The Contractor shall appoint a QA Manager who has qualifications to oversee the QA process, and the authority to accept or reject and stop work and who will serve as the single point of coordination for all Project Quality issues including ones between the Contractor and its suppliers.

The QMP must identify inspection and hold points for WMATA’s approval, as well as a final inspection prior to approval for delivery of the down and under vehicle. Shipment approval is contingent upon successful completion of the final inspection, factory testing and operational demonstration. Any items that remain open per agreement between WMATA and the Contractor will be documented in the official approval for shipment document.

The Contractor shall be responsible for ensuring that all supplies and services procured to design, manufacture or build the down and under vehicle conform to this Contract’s requirements. The Contractor shall inspect purchased materials to verify conformance.

Contractor personnel performing work, inspections, and tests shall be qualified for such activity by virtue of prior experience and training, and verified by testing where applicable.

The Contractor shall submit its Quality Assurance Manual for WMATA’s review. It may be used as a reference by WMATA when performing inspections, assessments, and audits.

3.2.3 Configuration Management Plan (CMP)

As part of the PMP the Contractor must submit a CMP (CDRL 304). The CMP addresses approval for and communication of changes before and after Final Design Review approval. At a minimum, it details the Contractor’s procedures as indicated in this section.

Requests for deviations to or exemptions from the Technical Specifications must be submitted in writing to the COTR. Requests must include all technical documentation and cost information necessary to fully evaluate the request.

Changes to the design after Final Design Review approval must be controlled by the processing of Engineering Change Proposals (ECPs). All ECPs must be submitted in writing to WMATA for review and approval. The ECP must include all technical documentation and cost information necessary to fully evaluate the change.

A proposed engineering change will be submitted when one or more of the following is affected:

a) Safety;

b) Form, fit, function or interchangeability of parts;

c) Weight;

d) Delivered drawings;

e) Delivered manuals;

f) Schedule or price.

Design Reviews

Design reviews will be held to assess progress of the design and evaluate its technical adequacy with the performance requirements of the Contract. Prior to each review, the Contractor shall submit a review package that includes the drawings, technical data, analyses, CDRL and other items required for the review. These review packages must be received by WMATA no later than 15 working days before the scheduled design review. The Contractor shall prepare and distribute minutes of review meetings.

3.3.1 Conceptual Design Review (CDR)

Below is a summary of the Technical Evaluation Criteria for the submitted Down and Under Vehicle proposals:

3.3.1.1 Layout

Prospective Contractor’s proposals must include layout sketches of overall dimensioning, vehicle weight, axle spacing and loading, and include proposed locations of the following major subsystems:

a) a main engine for motive power; See section 5.8

b) two bogies with two axles each-in accordance with section 5.5.5.

c) a fully enclosed cabin for one operator and four personnel

d) a down and under inspection crane

e) a stand-alone diesel powered AC generator set

3.3.1.2 Structural Stability

Submittal must include worst-case scenario stability analysis and frame stress FEA with safety factors.

3.3.1.3 Specification Compliance

Prospective Contractor’s proposals must demonstrate compliance with each section of this Technical Specification.

3.3.1.4 Past Performance

Prospective Contractors shall demonstrate at least two contracts of similar nature within the last ten years and submit list of references. Overview of the Contractor’s abilities and its demonstrated execution of the services set forth in these Specifications, grade of workmanship and performance demonstrated on past contracts will be considered.

3.3.2 Preliminary Design Review (PDR)

The PDR (CDRL 305) must be held when approximately 60% of the total engineering effort required for the down and under vehicle has been completed. Completion of PDR authorizes the fabrication process and purchase of items with long lead times. The PDR package will include the following as a minimum:

a) CAD drawings (to scale) showing the vehicle’s dimensions and location of major components on the down and under vehicle (CDRL 306).

b) List of major components (CDRL 307).

c) A dynamic outline and calculations for the down and under vehicle, including under worst-case conditions of wear (CDRL 308).

d) Down and under vehicle weight, frame FEA, load case calculations (e.g., static, overload), anti-tipping stability throughout the full range of arm motion with fully loaded workstation and wheel load analysis (CDRL 309).

e) Braking effort calculations (CDRL 310).

f) Brake system design (CDLR 311).

g) Engine selection, propulsion design and traction calculations (CDRL 312).

h) Hydraulic, pneumatic and electrical system design (CDLR 313).

i) Description of the Down and Under Vehicle Monitoring and Diagnostic System

(VMDS) (CDRL 314).

j) Cabin Control Layout (CDRL 315).

k) Description of test devices and special tools (CDRL 316).

3.3.3 Final Design Review (FDR)

The FDR (CDRL 317) must represent approximately 90% completion of the total engineering effort required for the down and under vehicle. Completion of the FDR authorizes completion of fabrication. The FDR package will include the following as a minimum:

a) Latest revisions of the drawings and documentation submitted in PDR (CDRL 318).

b) Complete vehicle layout including the location of all major components (CDRL 319).

c) Electrical schematic drawings, down to the individual signal or wire level, electric control references and conductor size for each electrical circuit (CDRL 320).

d) Schematics for each fluid circuit with parts list, (CDRL 321).

e) Details of the vehicle’s diagnostic system and software (CDRL 322).

Contract Deliverables

Table 3-1 is the list of the Contract Deliverables (CDRL) including the submission due dates. Specific requirements for each deliverable are contained in the referenced specification section and are noted by the CDRL number after the requirement. Dues dates must be incorporated into the Master Program Schedule.

The Final Acceptance Milestone is complete once all CDRLs have been approved by WMATA.

Table 3-1 Contract Deliverables (CDRLs)

CDRL NO. TITLE DUE DATE

301 Program Management Plan NTP + 20 days

302 Master Program Schedule NTP + 20 days

303 Quality Management Plan NTP + 20 days

304 Configuration Control Plan NTP + 20 days

305 Preliminary Design Review Package NTP + 60 days

306 Top Level Layout PDR – 15 days

307 Major Component List PDR – 15 days

308 Clearance Outline Calculations PDR – 15 days

309 Weight, FEA, Stability and Wheel Load Analysis PDR – 15 days

310 Braking effort calculations PDR – 15 days

311 Brake system design PDR – 15 days

312 Engine, Propulsion and Traction Calculations PDR – 15 days

313 Hydraulic, Pneumatic and Electrical system design PDR – 15 days

314 Description of the VMDS PDR – 15 days

315 Cabin Control Layout PDR – 15 days

316 Test Devices and Special Tools PDR – 15 days

317 Final Design Review Package FDR + 60 days

318 Updated Drawing Package FDR – 15 days

319 Complete Vehicle Layout FDR – 15 days

320 Detailed Electrical Schematic FDR – 15 days

321 Detailed Hydraulic and Pneumatic Schematics FDR – 15 days

322 Vehicle Diagnostic System and Software FDR – 15 days

501 Axle Press Records Production + 5 days

502 Air Reservoir Certifications FDR

503 Video System FDR – 15 days

CDRL NO. TITLE DUE DATE

504 Field Diagnostic Equipment Vehicle Delivery

505 Spares, Consumables and Maintenance Parts Lists Delivery – 30 days

601 Test Plans Delivery – 10 days

602 Test Reports for 6.1.2 (a) through (k) Delivery + 30 days

701 Warranty Plan Delivery – 30 days

801 As-Built Drawings Delivery + 30 days

901 Draft Manuals Delivery – 60 days

902 Final Manual Delivery Vehicle Delivery

1001 Training Plan Delivery – 60 days

1002 Draft Training Course Materials Delivery –30 days

1003 Final Training Course Materials Vehicle Delivery

1004 Maintenance Training Delivery +30 days

1005 Operations Training Delivery +30 days

4 WORKMANSHIP REQUIREMENTS

Workmanship and Materials

4.1.1 Defects

The down and under vehicle must be free from defects such as corrosion, incorrectly applied coatings, loose or improper fasteners, leaks, contamination, and any other defects that would impair or limit the operation or serviceability.

4.1.2 Steel

All steel plates, shapes, bars, and sheets must be of a quality that has good weldability, high impact resistance and meets Izod impact toughness at low temperatures (0°F to 40°F). Steel items must be of alloys and grades normally used for maintenance of way equipment and railway rolling stock. Design of structural members subject to normal working loads must have a minimum design safety factor of 2 to

1. Structural members must be designed to withstand impact stresses with a minimum safety factor of 3 to 1. It is generally recognized that this is only a minimum recommended guideline and greater design safety factors may be required as necessary.

Unless otherwise approved by WMATA, the primary structural members must be fabricated of welded high-strength-low-alloy (HSLA) steel.

4.1.3 Non-Ferrous Metal

All non-ferrous metals must be of alloys having strength and corrosion resistance suitable for the service and operating environment intended. Dissimilar metals must be insulated from one another using WMATA approved methods.

4.1.4 Fasteners

Structural fasteners must meet requirements of SAE J429 AND J995 for grade 5 or 8 assembly hardware.

Non-structural fasteners may be 18-8 stainless steel or better.

Certified fasteners must be used. Manufacturer or Contractor shall be aware of the high possibility of counterfeit fasteners. All fasteners must be plated to avoid corrosion and galvanic reaction to the mating surfaces.

The Contractor shall submit all fastener certifications to the COTR for inspection by WMATA until all warranty periods have expired.

All fastener- joined connections must be designed to the strength values of the hardware used with a safety factor of 2 based on proof or shear load of the bolt. Clamping force friction must be ignored in the design and analysis of these connections.

Wherever possible, equipment attachments must transfer loads using brackets bearing directly on the structural members to avoid bolts loaded in tension or shear.

All bolt applications must have at least two full threads and no more than six full threads protruding beyond the nut after the fastener has been torqued.

Readily available fasteners must be used. Use of special fasteners requires WMATA approval.

Welding

4.2.1 AWS

All welding must be in accordance with the requirements of the American Welding Society’s (AWS) Specifications, including AWS D1.1, AWS D1.2, AWS D1.3, AWS D14.1 and AWS C1.1. The Contractor shall ensure that welders are qualified to operate welding equipment and produce the specified welds by having met the conditions of Section IX of the American Society of Mechanical Engineers (ASME) Boiler and Pressure Vessel Code or American Welding Society (AWS). All welds must comply with the associated and established American Welding Society (AWS) standards. Contractor’s welding procedures must be included in the QMP (CDRL 303).

4.2.2 Drawings and Procedures

Welds must conform to the as-built fabrication drawings (CDRL 801) and be free from defects such as incomplete penetration, lack of fusion, excess metal, undercut, porosity, overlap and cracks.

4.2.3 Materials and Welding Practice

Aluminum-Welding rod, wire or filler material must be chosen with respect to make, type, size, composition and in accordance with Chapter 94 of the AWS Handbook. Welding electrodes for steel and manual shielded metal-arc welding must conform to E60 or E70 series. The welding of aluminum must conform to the provisions and recommendations of the AWS publication, Welding Aluminum.

Stainless Steel. The materials for welding stainless steel must conform to the provisions and recommendations of Section IX of the ASME Boiler and Pressure Vessel Code. All parts to be joined by welding must be adequately supported during the welding operation to ensure minimal distortion.

Sealing compounds must be used between surfaces of the joint to ensure protection from environmental elements. All welding must produce complete and adequate fusion with the basic material throughout the weld.

Resistance Welds. Resistance welding operations must accurately control cleanliness, current, time, electrode size and shape, and tip force to produce uniform welds of specified strength, that are not subject to surface corrosion. For each type of metal joint or built-up assembly to be resistance welded, a prior sample of the joint must first be welded with the prescribed settings of current, time and tip pressure, and then either static tested for shear strength or tested to destruction by tearing to ensure that a weld nugget is pulled out of one of the plates.

Defect Repair Welding or Special Cases. Welding to repair defects must be accomplished in accordance with a Contractor supplied procedure that is approved by WMATA.

4.2.4 Non-Destructive Testing

Non-destructive testing must be accomplished in accordance with the following:

a) Magnetic Particle Inspection. Magnetic particle inspection must be performed in accordance with either American Society for Testing and Materials (ASTM) E 109 or ASTM E 138. After magnetic particle inspection, parts must be sufficiently demagnetized so that the residual field will not interfere with future processing or operation of the part.

b) Penetrant Inspection. Penetrant inspection, both fluorescent and dye penetrant must be performed in accordance with ASTM E-165.

c) Radiographic Inspection. Radiographic inspection, must be performed in accordance with ASTM E 142. Sensitivity must be 2% (2-2T hole visible in the appropriate penetrometer). Film density must be between 3.0 and 5.0 for areas being inspected.

5 TECHINCAL REQUIREMENTS

Top Level Subsystems

The down and under vehicle must include:

a) a main engine for motive power;

b) two bogies with two axles each. At least one axle per bogie must be powered;

c) a down and under inspection crane driven by the main engine;

d) a backup system to normalize the crane without main engine power;

e) a fully enclosed cabin for one operator and four personnel;

f) a stand-alone, diesel- powered, AC generator set;

g) an onboard diagnostics system;

h) emergency towing features;

i) Communication (radio, intercom, camera/video and event recording);

Safety Features

5.2.1 Emergency Stop Stations

The down and under vehicle must have emergency shutdown buttons at all four frame corners and at all operator stations. The buttons must be illuminated mushroom-style, push to lock and pull to unlock.

The shutdown control must stop the engine and apply brakes at a reduced pressure to prevent locking of wheels at maximum pressure to avoid wheel slide until unit comes to a complete stop. The shutdown control must stop all hydraulic functions. Frame mounted buttons must be easily accessible from the track bed. Operator station mounted buttons must be easily accessible to the operator. The Emergency Stop buttons must be a 40 millimeter mushroom type head pushbutton that is UL listed, IEC, 22 millimeter, maintained push/turn to release action and illuminated when activated.

5.2.2 Vigilance Device

The down and under vehicle must have a vigilance device (deadman’s switch) per Section 5.16.14.

5.2.3 Safety marking

The down and under vehicle must have reflective tape on front, rear and sides. Tape must be 8 mil thickness D.O.T. certified, ASTM D4956 class III Red/White Reflective Tape.

All danger and clearance areas on the vehicle must be affixed with the appropriate labeling to denote the hazard in accordance with OSHA guidelines.

Fluid names and the words "CHECK DAILY" must be stenciled on each fluid tank in 1 inch tall letters.

Total machine weight with all tanks filled must be plainly marked on both sides of the machine in 1-1/2 inch letters: WEIGHT _________ lbs. (Contractor to fill in the blank).

A four to six character designation must be provided by WMATA for the down and under vehicle. An eight- inch black decal of this designation must be affixed to each side of the down and under vehicle as high on the Down and Under Vehicle as possible. Locations must be approved by WMATA, after contract award.

All markings must conform to Section 5.22.

5.2.4 Boarding steps and ladders

A set of steps must be provided on the right and left sides of the down and under vehicle for embarking and disembarking.

The lowest step must be located as low as possible without violating the dynamic envelope when measured with fully worn wheels.

Steps must be at least 5 inches deep and 12 inches wide.

The distance between rungs or steps must not exceed 12 inches and must be as uniform as possible throughout the length of the ladder or step. The rungs or steps must be designed so that the foot cannot slide off the side.

5.2.5 Handrails

Handrails or grab irons must be installed wherever it is intended that personnel will embark and disembark the down and under vehicle. Any area that is more than 3 feet above the top of the running rail (where persons are expected to walk or pass) must be protected by rigid tubular handrails. The handrails must be no less than 1-1/4 inch outer diameter, 42 inches high, with a secondary rail 24 inches high. A 3 inch kick board must be provided to prevent entry into potentially hazardous areas. All floor walking areas must be of diamond plate and screwed (not welded) to the frame.

5.2.6 Decking

Any area where personnel are expected to walk must be decked. All decking must be constructed of steel diamond plate coated with a durable non-skid coating. The primary deck height must be 40 inches above the top of the rail with fully worn wheels.

5.2.7 Fall protection

All areas not secured with hand rails such as the cabin roof must have fall protection anchorage in the center per OSHA regulations, 49 C.F.R. § 1910.140.

Six complete fall protections harnesses and fall arrestors shall be provided with the vehicle.

5.2.8 Shields

All components that may present a hazard to the operator, assistant or bystanders must be protected with shields or safety devices.

5.2.9 Horns

A two- tone air horn pair must be affixed at each end of the down and under vehicle. Each horn pair must comply with 49 C.F.R § 229.129.

A single tone 90 - 110 dB electric yard horn must be affixed at each end of the down and under vehicle.

5.2.10 Directional Alarm

The down and under vehicle must be outfitted with a directional alarm system which is compliant with 49 CFR § 214.511 - Required audible warning devices for new on-track roadway maintenance machines.

5.2.11 Beacon light

The top of the cabin must be equipped with pulsing amber beacon light. The light must be visible 360 degrees around the vehicle or additional beacon lights must be added. An example of an acceptable pulsing beacon light would be ECCO7460.

5.2.12 Rescue

The down and under vehicle must have the ability to be rescued in the event that motive power is lost.

A step by step instruction placard for towing operations must be installed inside the operator’s cab. The placard must conform to Section 5.22. For rescuing, the braking sytem must conform to Sections 5.6.5 and 5.6.6. The down and under vehicle must have the following mechanical devices in order to be compatible with WMATA’s rescue vehicles:

Frame mounted tow padeyes conforming to figure 12.3-1, Drawing WDT000918, RMM Tow Bar Drawing (Figure 12.3-1) provided at each end of the Down and Under Vehicle. The tow padeyes must be 14 inches, ±1/2 inch from centerline of tow eye to the top of rail as measured with maximum diameter wheels. A placard conforming to Section 5.22 stating “FOR RESCUE ONLY” must be placed near each tow padeye.

One tow bar, conforming to Drawing WDT000918, RMM Tow Bar Drawing (Figure 12.3-1) with 2 inch diameter pins of a strength equal to 200% of the draw bar force required to tow the down and under vehicle must be provided. Tow bar must be positively stowed in an easily accessible area of the down and under vehicle.

One set of brake cylinder caging bolts to be stowed in the operator’s cabin.

5.2.13 Wheel Chocks

Two sets of steel wheel chocks that withstand at least 25,000lbs of drawbar pull must be securely stowed on the vehicle in a location where they can easily be accessed from the ground. At least one chock of each set must include a flag.

Fixed Point Clearances

5.3.1 Derail Guards

Derail guards must be incorporated near each wheel to cover the inboard and outboard rail area, so that, the machine will not leave the tracks in the event of derailment. The derail guards must be designed to prohibit any part of the down and under vehicle from touching the electrified contact rail, at any time. Reference figures 12.2-1 and 12.2-2 clearance drawings for dimensions.

5.3.2 Derail Tangs

Derail tangs must be 3 inches above the ball of the rail with full wheel cut (minimum diameter) at maximum operating weight. Components other than wheels must not extend below the derail guards.

5.3.3 Mechanical Lock

Components that could violate the dynamic envelope when extended, must have positive mechanical locks to secure these components in a safe position for travel. Exceptions must be submitted to WMATA for approval.

5.3.4 Panels

All access panels, doors, or other accessories that may violate the dynamic envelope when extended, must be secured with positive mechanical locks/latches.

Frame

5.4.1 Members

The design of members, and the assembly thereof, must withstand all stresses imposed by continuous dead and live loads, without bending more than 1/8 inch in a span of 12 feet.

The Frame must be of sufficient strength to allow movement of equipment, fully loaded, without deformation or bending.

Frame must be of sufficient strength to allow utilization of the crane without permanent deformation or bending.

Hollow frame members with sealed ends must have drain holes located at the lowest point. Drain holes must be self-cleaning and resist insect intrusion.

5.4.2 Vehicle Lifting

The frame must provide a means to lift the down and under vehicle with a crane hook, without damage to any equipment. Lifting points and balance points must be clearly marked and labeled. Spreader bar(s), strongback(s) or special slings, if required, must be WMATA approved and provided at delivery of the vehicle.

5.4.3 Jacking Pad

Frames must be equipped with jacking pads to accept Neuero Model R05/32 located in such a manner as to distribute the dead load equally during jacking operations. Jacking Pads must be installed in locations between 16 and 27 inches above the ball of the rail with minimum diameter wheel.

To account for uneven jacking, the carbody structure must be designed to allow lifting at any one pad to a point where it bears 40% of the weight of the down and under vehicle without permanent deformation.

5.4.4 Truck Securing

For maintenance jacking purposes, backup means to secure the truck assembly and axles must be incorporated into the frame design. Any hardware required such as rigging must be provided.

Bogies

Contractor shall follow APTA, AAR, wheel and axle design guidelines and recommended practices.

5.5.1 Suspension

Suspension must provide for damage-free operation under maximum foreseeable operating stresses.

The entire machine must withstand a free drop of 6 inches on to a non-resilient surface without permanently impairing normal travel or operating functions.

The axles must be suitably sprung to achieve safe travel at maximum operating conditions of FRA Class 3 track profile.

A suspension lockout device must be provided that automatically engages in work mode and disengages in travel mode. See additional suspension lockout specifications in Section 5.15.12.

Bogie suspension must be sufficiently flexible so that any wheel can drop below the plane established by the other wheels. The amount of drop in inches must be equal to, or more than the wheelbase of the machine in inches divided by 96.

Clearance between components and connections must be provided during normal, maintenance and jacking operations.

5.5.2 Jacking

Bolster blocks for jacking operations must be provided to fix the truck bolster position and must be constructed from aluminum and have a handle for ease of use.

5.5.3 Truing

All parts of the equipment, including but not limited to bogie frame, journal bearings, wheel flange thicknesses, wheel back-to-backs and wheel base (axle to axle on the same bogie), must be compatible with WMATA’s existing wheel truing operations on all equipment listed below, to any wheel size diameter from new to condemned.

Simmons/Hegenscheidt – MFD 106T

Simmons/Hegenscheidt – MFD U2000

Simmons/Hegenscheidt – MFD U2000-400

5.5.4 Wheels

Wheels must:

a) be between 30 and 33 inches when new, with a condemnable diameter at least 2 inches below the new diameter.

b) be machined from non-porous steel castings machined at AAR Specification M-107-77, Class B.

c) be of multi-wear type.

d) be Association of American Railroad (AAR) G-4-76, tapered tread.

e) have the AAR 1B Wide Flange profile.

f) have a groove identifying wheel size condemning limits machined into the outer face.

g) not be converted from an insulated design by bonding across insulating parts.

5.5.5 Axles

Axles must:

a) Conform to AAR M-101.

b) be of solid design and continuous in length from wheel-to-wheel and of AAR Grade C or better.

c) be cold stamped with ¼ inch markings as per AAR Wheel and Axle Manual, latest Edition.

5.5.6 Wheel-Axle Assemblies

Wheel-Axle assemblies must:

a) Conform to AAR M-107

b) be in alignment and gauge, with the AAR guidelines or following allowable tolerances, whichever is more stringent:

• Tram: ±1/8 inch

• Diagonal measurement: ±3/16 inch

• Back to back dimensions: 53 – 53 3/32 inch

c) be pressed in accordance with Section C, AAR, Wheel and Axles Manual, latest edition. All press records must be submitted to WMATA (CDRL 501).

d) have a torque arm of adequate design and size for the imposed loads on each axle.

Torque arms must be equipped with safety straps.

e) have an impedance less than 0.2 ohms when measured with a 100 volt source over the frequency range of 1 to 10 kilohertz.

5.5.7 Axle Bearings

Axle bearings must:

a) have a radial load capacity of 20,000 hours, L-10 life at 50 rpm to exceed static wheel load of the machine.

b) be an L10 design life of 1,000,000 mile service life and must be of sealed maintenance free design.

c) utilize double-row, tapered roller type axle bearings. Where pillow block bearings are used, they must be self-aligning, double-row, non-expansion, roller type axle bearings, and must have cast steel or ductile iron housings and their location must be fixed to avoid movement.

5.5.8 Electrical Bonding

Bogies must be electrically bonded to the frame using a dedicated ground path capable of handling the amperage from a direct 3rd rail to frame contact.

Wheels must be electrically bonded to the bogies using a dedicated ground path capable of handling the amperage from a direct 3rd rail to frame contact. Axle bearings are not an acceptable ground path.

Brakes

5.6.1 Design

Contractor shall follow APTA, AAR and AREMA brake design guidelines and recommended practices.

Brake system design must be submitted for WMATA approval at PDR (CDRL 311). As an option, a disc system may be proposed. Disc design must be submitted to WMATA for approval.

Brake applications must not result in bent axles, support structures, or vehicle frames. A single shoe at the top of the wheel may apply downward pressure along a line passing through the wheel center within 15° of vertical. Double shoes applying equal opposing forces may be used in any position.

The service and parking brake system must have independent pressure regulators and pressure gauges located on the regulators.

Brake air leakage must comply with 49 C.F.R.§ 229.59.

Brake shoes must be of AAR high friction composition type.

5.6.2 Service Brake

The down and under vehicle must be equipped with a service brake that is operated by a progressive hand operated pneumatic valve or alternate design approved by WMATA.

The service brake must be capable of reducing the speed of the down and under vehicle, fully laden/loaded, at rate equal to, or greater than 3 mphps through the entire speed range.

Service brakes must be pilot operated and designed to provide rapid response.

The service brakes must comply with the following:

a) The service brake must be progressive in force application;

b) Brake application must be proportional to the handle position;

c) The service brake valve must not be the “notched” type but rather move with roughly the same force throughout its travel. The handle must not be sprung or have a feature to return it to its normal position but must stay in the position it was placed.

d) Control of the brakes and traction must be independent (i.e. simultaneous engagement of traction and braking must be available).

e) Dynamic braking must not factor into service brake requirements.

5.6.3 Parking/Emergency Brake

The parking brake must be capable of holding the down and under vehicle on a 6% grade faced in either direction.

The parking brake must be a fail-safe, spring-applied and power-released design provided on all wheels.

The parking/emergency brake system must be activated by a standard truck- type hand-operated, “pull to release,” control valve, and one truck type quick release valve for each truck.

Emergency brake operations must not cause wheel slide and must be capable of reducing the speed…