PD - SIN 377C Heavy Duty Low Floor Transit Bus HEV 04.23.2021.docx

BUS-TRANSIT-HEAVY DUTY-LOW FLOOR-40 FT.-34 PASSENGER –DIESEL ELECTRIC HYBRID

FEDERAL PURCHASE DESCRIPTION

BUS-TRANSIT-HEAVY DUTY-LOW FLOOR-40 FT.-34 PASSENGER –DIESEL ELECTRIC HYBRID

1.0 Scope and Classification

1.1 Scope

This specification defines requirements for heavy duty, 40 foot-long, minimum 34 passengers, low floor, diesel-electric hybrid buses. The bus shall be low floor design, be a maximum of 102 inches wide, have a left-hand operator location, and be fully ADA-compliant.

In addition, the bus shall have a minimum expected life of 12 years/500,000 miles and be intended for the widest possible spectrum of passengers, including children, adults, the elderly, and persons with disabilities. The bus shall meet other design goals, including long cycle life, low life-cycle cost, safety, maintainability, durability, and robust diagnostics.

This Purchase Description does not include all varieties of the commodity indicated by the title, but is intended to cover those vehicles generally acquired by the Government. Buses with standardized components and equipment are highlighted in this Standard. A selection of coded optional additional systems and equipment are included for agencies’ divergent geographic and operational related needs.

1.2 Classification

The individual bus configuration classifications are referred to by a Standard Item Number (SIN) The SINs covered by this specification are as follows:

377C-Bus-Transit-Heavy Duty-Low Floor-40 Ft.-34 Passenger-Diesel Electric Hybrid

2.0 Applicable Documents

The vehicles shall conform to the latest revision of the following:

Federal Regulations and Standards:

Federal Motor Carrier Safety Regulations (FMCSR), 49CFR 393 Federal Motor Vehicle Safety Standards (FMVSS), 49CFR 571 Americans with Disabilities Act, 49 CFR 38 FTA Docket 90-A, October 20, 1993

Application for copies of DOT publications should reference the code of Federal Regulations, 49 CFR, and the Federal Register and should be addressed to the Superintendent of Documents, U.S. Government Printing Office, Washington, DC 20402. They may also be accessed on the Internet through GPO Access at http://www.access.gpo.gov.

The body of this Purchase Description (PD) contains requirements relative to the following standards and recommended practices, and the offeror’s proposed vehicles shall conform to all such requirements.

State Regulations and Standards

California Air Resources Board (CARB) http://www.arb.ca.gov/homepage.htm

CARB requirements may be obtained from:

California Air Resources Board 1001 “I” Street PO Box 2815 Sacramento, CA 95812 Phone: (916) 322-2990

Society of Automotive Engineers (SAE) Standards and Recommended Practices:

J10 Automotive and Off-Highway Air Brake Reservoir Performance and Identification Requirements

Applications

Purpose Vehicles

Application for copies of SAE publications should be addressed to:

SAE World Headquarters http://www.sae.org/ 400 Commonwealth Drive Warrendale, PA 15096-0001

Industry Standards

National Fire Protection Association (NFPA) http://www.nfpa.org/

NFPA 70 (National Electrical Code-NEC) NFPA Standard 17 (Dry Chemical Fire Suppression Systems) NFPA 52 Vehicular Fuel Systems Code NFPA standards may be obtained from:

National Fire Protection Association 1 Batterymarch Park Quincy, MA 02169-7471

American Society for Testing and Materials (ASTM) http://www.astm.org/

D-6751 Standard Specification for Biodiesel Fuel Blend Stock (B100) for Middle Distillate Fuels

ASTM standards may be obtained from:

ASTM International 100 Barr Harbor Drive West Conshohocken, PA 19428-2959 Phone 610-832-9585

American Public Transportation Association (APTA) http://www.apta.com/Pages/default.aspx

APTA recommendations may be obtained from:

APTA

1666 K Street, NW Suite 1100 Washington, DC 20006 Telephone: (202) 496-4800

National Institute for Automotive Service Excellence (ASE) http://ase.com/

ASE requirements may be obtained from:

National Institute for Automotive Service Excellence 101 Blue Seal Drive, S.E.

Suite 101 Leesburg, VA 20175 Phone 703-669-6600

Underwriters Laboratory, Inc. (UL) http://www.ul.com/

UL Standard 1254 UL Standard for Safety for Pre-Engineered Dry Chemical Extinguishing System Units

Underwriters Laboratory standards may be obtained from:

2600 N.W. Lake Rd.

Camas, WA 98607-8542 Telephone: 1.877.UL.HELPS (1.877.854.3577) or http://ulstandardsinfonet.ul.com/catalog/stdscatframe.html

3.0 Overall Requirements

The bus shall comply with all applicable federal, state, and local regulations. These shall include, but not be limited to, the Federal Americans with Disabilities Act (ADA), Federal Motor Vehicle Safety Standards and Regulations 49CFR 571 (FMVSS), 49CFR 393 (FMCSR), National Fire Protection Association (NFPA), United States Environmental Protection Agency (USEPA), California Air Resources Board (CARB) regulations, as well as state and local accessibility, safety and security requirements.

The offeror shall certify to the Government that the vehicle platform complies with 49 CFR, Bus Testing Rule. The offeror shall test the bus platform proposed at the Altoona (PA) Testing Facility and provide copies of all testing results, forms, and documentation as part of the proposal offer. The bus vehicle platform proposed shall be tested in accordance with the Altoona testing category requirements for heavy-duty large buses (minimum service life of 12 years or 500,000 miles). If the bus platform proposed by the offeror has already been tested successfully at the Altoona Testing Facility, the offeror shall provide verification of the successful testing with the offer.

The offeror shall explicitly and completely identify any and all exceptions taken to the requirements of this specification. Drawings, literature, and any other information submitted with an offer shall not constitute a stated or implied exception unless specifically identified in writing as an exception and accepted and implemented by an amendment to the solicitation or modification to the contract. Any exception deemed acceptable by the Government shall only apply to the specific item, requirement, etc. cited, and shall not extend to any other requirement.

Materials shall be as specified herein. When materials are not specified, the vehicles and all parts thereof shall be furnished to provide the intended function, durability, safety, and maintain good long-term appearance. All materials shall be new, shall be suitable for the intended purpose, and shall be free of any characteristics or defects in material and workmanship, which may affect the performance, function, durability, and serviceability of the finished vehicle, or detract from its appearance. The Government reserves the right to make the final determination of the suitability of all components and their arrangement on and in the vehicle.

The offeror responding to this solicitation shall be a bus body and chassis OEM- Original Equipment Manufacturer (see Paragraph 4.2 Definitions), or an OEM authorized dealer. The offeror shall have demonstrated the commercial manufacture and sale of low floor diesel-electric hybrid transit buses of designs equal to or of greater complexity than the requirements herein. Commercial order and sales data shall be submitted with the offer.

The offeror is encouraged to submit with its offer value engineering information (refer to Federal Acquisition Regulation [FAR] Part 48) in areas of vehicle design, construction, space utilization, etc. which will improve the quality, function, durability, and performance of the vehicle and/or provide a cost savings to the Government. Adoption of these submissions will be determined by the Government, and will only be implemented by an amendment to the solicitation or modification to the contract.

The offeror shall submit with its offer drawings that show the following:

· Interior plan view of the proposed bus, including seating arrangement, wheelchair locations, and dimensions verifying compliance with the requirements herein.

· Exterior front, rear, and side view with overall dimensions.

· Estimated curb weight and maximum GVW with total seated and standee passengers plus driver as required in Section 4.2-Definitions for the gross load to utilize in determining minimum GVWR and GAWR. The total number of seated and standee passengers based on this definition of gross load shall be furnished with the offer.

· Estimated weight distribution at front and rear axles at maximum GVW.

The offeror shall ensure that the application and installation of major bus subcomponents and systems are compliant with subcomponent vendors’ requirements and recommendations. Components used in the vehicles shall be of heavy-duty design and proven in transit service.

3.0.1 Dimensions

3.0.1.1 Physical Size

With the exception of exterior mirrors, marker and signal lights, bumpers, fender skirts, and rub rail, the buses shall have the following overall dimensions (as illustrated in Figure 1 below).

Bus Overall Dimensions:

• Length (excluding bumpers) 40 feet (± 6 inches)

• Width (exterior, excluding mirrors) 102 inches (+ 0/- 1 inches)

• Overall Height 135 inches (max.)

Figure 1: Bus Overall Dimensions

3.0.1.2 Underbody Clearance

The bus shall maintain the minimum clearances shown in Figure 2 regardless of load up to the gross vehicle weight rating. All components under the bus (including the oil pan) shall be protected from any impact with foreign objects.

• Wheel Area Clearance - Wheel area clearance, shall be 8 inches (minimum) for parts fixed to the bus body and 5 inches (minimum) for parts that move vertically with the axles.

• Ramp Clearances - Approach angle shall be 8 degrees (minimum). Breakover angle shall be 8 degrees (minimum). Departure angle shall be 8 degrees (minimum). Any encroachment into the approach or departure angle area shall encounter a structural member before any operating component or subsystem.

• Axle Zone Clearance - Axle zone clearance, which is the projected area between tires and wheels on the same axial centerline, shall be as great as possible within the confines of overall vehicle width.

• Ground Clearance - Ground clearance shall be 9 inches (minimum), except within the axle zone and wheel area.

3.0.1.3 Weight

3.0.1.3.1 Curb Weight

Curb weight of the bus shall be minimized to the greatest extent practicable while maximizing its integrity and durability.

Weight distribution shall be such that no axle shall be loaded past its GAWR at maximum gross vehicle weight with the gross load weight distribution in accordance with all applicable State and Federal requirements.

The Contractor shall submit to the Government during vehicle delivery, a certified weight slip for the curb weight of each axle and total vehicle weight.

3.0.1.3.2 GVWR and Capacity

The Gross Vehicle Weight Rating of the bus shall exceed the curb weight of the bus plus the capacity of passengers and driver. Total passenger capacity shall be the number of people (combination seated/standing) considering a minimum of 34 passenger seats that can be carried with the offeror’s maximum rated (gross axle weight rating) front and rear axle, using 215 lbs./passenger and driver. See also Section 4.2-Definitions for the gross load. The GVW and axle loadings shall not exceed the GVWR and front and rear GAWR at maximum capacity. For purposes of calculations, the standee passengers may be considered to be equally distributed on the bus in the area allowed for standees.

The offeror shall furnish, with the offer, the maximum front and rear GAWR, the GVWR, and the maximum number of passengers (seated and standee) the bus can carry without exceeding the GAWR and GVWR at the 215 lb. /passenger and driver requirement.

3.0.1.3.3 Passenger Capacity Decal

An instruction decal shall be applied to the forward bulkhead visible to all passengers and driver. The lettering shall be not less than 1-1/2 inch in height and in strong contrast to the interior background color. The message can be in a single line or two lines and must state “Maximum Passenger Capacity XX” or “Capacity XX Passengers”. The two X’s shall represent the total seated and standee passenger capacity based on 3.0.1.3.2 above.

3.0.1.4 Life Expectancy

The bus shall be designed to operate in transit service for at least 12 years and/or 500,000 miles.

3.0.1.5 Maintainability Requirements

Routine, scheduled maintenance or inspection tasks as specified by the Contractor shall require an ASE (National Institute for Automotive Service Excellence) technician skill level of 3M or less (target). To facilitate ease of maintenance, the vehicle design shall maximize the use of line replaceable units (LRUs). All LRUs shall allow expedient replacement.

Readily accessible test ports shall be provided for routinely checked functions on-board the proposed vehicle (such as air intake, exhaust, hydraulic, pneumatic, charge-air, and engine cooling system(s)).

3.0.1.6 Material Selection/Interchangeability

The bus shall be designed using commercially available (off-the-shelf) components and materials to the greatest extent possible. For economy in maintenance, it is essential that all parts and units be arranged so that rapid assembly and disassembly will be possible for the vehicles being provided. The dimensions of all parts, unless particularly specified, shall be in accordance with current standards of the Society of Automotive Engineers (SAE), or the metric equivalent. All units or parts not specified shall be Contractor's standard units or parts and shall conform in material, design and workmanship to industry standards and shall meet or exceed all federal and state motor vehicle safety standards.

Components with identical functions shall be interchangeable to the extent possible. These components shall include passenger lamps (and components), window hardware, trim, interior components, seat assemblies and other components considered to be consumable. Components with non-identical functions shall not be, or appear to be, interchangeable. All parts shall be new and in no case will used, reconditioned, or obsolete parts be accepted. No advantages shall be taken by the manufacturer in the omission of any parts or details that make the vehicles complete and ready for service, even though such parts or details are not mentioned in these specifications.

3.0.1.7 Ambient Operation Requirements

The bus shall be engineered for operation in an ambient temperature range of -30 degrees to +115 degrees Fahrenheit (at relative humidity levels between 5 and 100 percent, and at altitudes up to 7,000 feet above sea level). Speed, gradeability, and acceleration performance requirements shall ideally be met at, or corrected to, 77 degrees Fahrenheit, 29.31 inches Hg, dry air per SAE J1995.

Performance degradation is expected and allowed below -10 degrees Fahrenheit, ordering activities shall consider optional auxiliary heater (GSA option AH). Performance degradation is expected and allowed at elevations above 3000 feet above sea level. Ordering activities shall request, review, and consider OEM performance data prior to selection.

3.0.1.8 Elderly and Disabled Passenger Accessibility

The Contractor shall comply with all applicable Federal requirements defined in the Americans with Disabilities Act, 49 CFR Part 38, and all state and local regulations regarding mobility-impaired persons. Local regulations are defined as those below the state level.

3.0.2 Audible Noise Emission Control

Since noise levels are of a primary concern to the Government, the Government strongly prefers that each vehicle have a low level of exterior/interior noise and, as a design target, that each vehicle be significantly quieter than stated herein. If the offeror has optional sound deadening capability, the maximum sound deadening materials and insulation shall be furnished. The combination of inner and outer panels, plus any material used between them, and engine compartment insulation shall provide sufficient sound insulation so that sound levels do not exceed the values in sections 3.0.2.1 and 3.0.2.2 below.

3.0.2.1 Interior Noise Emissions

The interior noise shall be tested in accordance with Altoona Bus Testing interior noise test procedure 7.1.

A. With the left exterior of the bus exposed to a “white” noise minimum level of 83 dB(A), and the bus engine and all accessories “off”, the noise transmitted to the interior of the bus shall not exceed 75 dB(A).

B. Under full throttle acceleration from 0-35 MPH, and all accessories operating, the bus generated interior noise levels shall not exceed the values below:

· 85 dB(A) at any passenger seat location

· 78 dB(A) at the driver’s seat

3.0.2.2 Exterior Noise Emissions

The exterior noise shall be tested in accordance with Altoona Bus Testing exterior noise test procedure 7.2.

Airborne noise generated by the bus and measured from either side shall not exceed 83 dB(A) under full power acceleration when operated at or below 35 mph at curb weight and just prior to transmission upshift. The maximum noise level generated by the bus pulling away from a stop at full power shall not exceed 83 dB(A). The bus-generated noise, with bus stationary, from either side at low or high idle, with accessories and air conditioning “on” shall not exceed 65 dB(A). All noise readings shall be taken 50 feet from, and perpendicular to, the centerline of the bus. The pull away test shall begin with the front bumper even with the microphone. The stationary idle test shall be conducted with the rear bumper even with the microphone.

3.0.3 Back Up Alarm

The bus shall be furnished with an audible alarm that sounds whenever the ignition switch is in the “on” position and the drive is in reverse gear.

3.0.4 Electromagnetic Radiation (EMI)

Electrical and electronic sub-systems and components on all bus shall comply with FCC regulations.

Electrical and electronic sub-systems on the vehicles shall not be affected by external sources of RFI/EMI. This includes, but is not limited to, radio and TV transmission, portable electronic devices including computers in the vicinity of or onboard the bus, AC or DC power lines and RFI/EMI emissions from other vehicles.

Electronic components that are subject to RFI/EMI shall have shielded power and data cabling. Deviations from this requirement shall require Government approval. On-board equipment can include but is not limited to automatic passenger counters, two-way radio, electronic engine and transmission controls, automatic vehicle locating equipment, and destination signs and associated wiring.

If one vehicle and/or component is susceptible to RFI/EMI, it will be assumed that all vehicles suffer the same defect. Design corrections shall be made on a fleet basis. The Government reserves the right to review and approve proposed solutions.

Upon the request of the Government, the Contractor shall submit test data or other evidence that all of the above requirements are met.

3.0.5 Responsibility for Design

The contractor shall assume total and overall responsibility for the design and satisfactory operation of the vehicle and vehicle subsystems or component parts. The contractor’s responsibility includes, but is not limited to, ensuring that the design and manufacture of the vehicle and its component parts are appropriate, coordinated, compatible, and perform correctly throughout the life of the vehicle (either together or individually).

3.0.6 OEM Requirements and Recommendations

The proposed bus vehicle is an assembly of components that may be sourced from several different original equipment manufacturers (OEMs) or suppliers. The Contractor shall obtain and adhere to the requirements and recommendations of the OEMs for the application and installation of components that are installed. In the absence of specific OEM requirements and/or recommendations, the Contractor shall obtain the OEM’s approval for their installation. Components utilized in the vehicle shall be of heavy-duty design and proven in transit service.

When delivered the bus shall be in a ready-to-use condition. Lubricants, fuel, anti-freeze, and any other fluids utilized shall be of the type specified by the OEMs and installed at the levels recommended by the OEMs.

3.0.7 Technology Upgrades

The offered bus vehicle shall blend service-proven design principles and equipment with the latest technological advancements without sacrificing reliability, maintainability, safety or performance.

The successful Contractor shall provide the Government with written notification (including a complete description of upgrade/advancement, trade-off analysis, and commercial implications) of viable technology upgrades and advancements throughout contract duration.

3.0.8 Operating Profile

The operating profile for design purposes shall consist of simulated transit type service. The duty cycle is described in the figure “Transit Bus Duty Cycle.” The duty cycle consists of three phases to be repeated in sequence: a central business district (CBD) phase of 2 miles with 7 stops per mile and a top speed of 20 mph, an arterial route phase of 2 miles with 2 stops per mile and a top speed of 40 mph, and a commuter phase of 4 miles with 1 stop and a maximum speed of 55 mph and a 5 minute idle phase.

(mph)

4580 ft.

Total

Average Speed - 17.8 mph

3.1 Propulsion System and Chassis

3.1.1 Top Speed

The bus vehicle shall be capable of a top speed of 55 mph on a straight, level road at GVWR with all accessories operating. The maximum top speed shall be governed to not exceed 65 MPH.

3.1.2 Diesel Electric Hybrid Drive

The hybrid drive system shall a BAE Systems TB200 HybriDrive series hybrid drive system.

The hybrid drive system shall provide power to enable the proposed buses to meet the defined acceleration, top speed, gradeability, operate all propulsion driven accessories, while still maintaining passenger comfort and providing a smooth ride. Hybrid drive input torque rating shall exceed engine output torque. The hybrid drive shall be rated to operate at the GVWR of the bus.

The engine and hybrid drive combination shall incorporate electronically infinitely variable gear ratios that automatically optimize engine performance and economy during operation on all grades and operating conditions, and assure that all performance requirements herein are met. The hybrid drive and its push-button shift select control head shall be designed or interlocked so the possibility of damage or uncontrolled acceleration due to driver misuse of the shift select control head is minimized. The electronic control shall be able to utilize full electronic diagnostic techniques with an industrial grade testing instrument.

The electronically controlled hybrid drive shall have on-board diagnostic capabilities, be able to monitor functions, store and time stamp out-of-parameter conditions in memory, and communicate faults and vital conditions to service personnel. The hybrid drive shall contain built-in protection software to guard against severe damage. A diagnostic reader device connector port, suitably protected against dirt and moisture, shall be provided in the operator’s area.

An oil fill location accessible from the rear of the engine compartment shall be furnished. The drive unit shall also be furnished with a Titan Laboratories brass Probalyzer, or equal, fluid sampling plug installed in a location easily accessible for obtaining an oil sample.

Heaters and pumps requiring engine coolant shall have quarter-turn ball valves on each side of the device.

3.1.2.1 Top Speed

The bus vehicle shall be capable of a top speed of 55 mph on a straight, level road at GVWR with all accessories operating. The maximum top speed shall be propulsion system governed to not exceed 62 MPH.

3.1.2.2 Gradeability

Gradeability requirements shall be met on grades with a dry commercial asphalt or concrete pavement at GVWR with all accessories operating. The propulsion system shall enable the bus to maintain a speed of 44 mph on a 2-1/2 percent grade and 7 mph on a 16 percent grade. At a minimum, while in reverse, the buses shall be able to climb a 16 percent grade.

3.2.1.3 Acceleration

The acceleration rate shall meet the requirements below and be sufficiently gradual and smooth to prevent throwing standing passengers off-balance. Acceleration measurement shall commence when the accelerator is depressed. The minimum acceleration rates shall be as follows:

Speed (MPH) Maximum Elapsed Time (Seconds)

10 5.0

20 10.1

30 19.0

40 31.0

3.1.2.4 Operating Range

The operating range of the proposed bus vehicle shall be a minimum of 360 miles with a full tank of diesel fuel, based on a combination of CBD, Arterial, and Commuter cycles, as developed by the FTA/Altoona.

3.1.2.5 Hybrid System Controller

The hybrid system controller shall monitor system inputs and execute outputs as appropriate to control the operation of all hybrid devices. This controller shall directly control power electronics necessary for operation of the engine, generators/electric motors, energy storage and other related hybrid devices.

3.1.2.6 Bus Interface

The system controller shall be the point of interface to the bus electrical platform and the preferred communication path shall be serial data (J-1939, CAN). The system controller shall also be capable of communication to a variety of on-board device controllers, including but not limited to, ABS, engine, and other.

3.1.2.7 Reserved

3.1.2.8 Reserved

3.1.2.9 Operator Interface

Operator interface shall include selection of desired direction, throttle, and visual indicators of faults. Alarms requiring immediate or indicating planned automatic shutdown shall also be audible. All interfaces shall be ergonomically designed.

3.1.2.10 Energy Storage

The traction energy storage system shall be composed of nickel-metal-hydride or lithium ion batteries along with associated power electronics interface and controls, diagnostic systems, and environment controls of a commercial design for transit duty. This system shall be designed to provide a load-leveling function in the hybrid propulsion system. The energy storage devices used, and their arrangement shall be selected and sized to meet bus performance specifications and design goals, including: reduced vehicle exhaust emissions, improved vehicle fuel economy, long cycle life, low life-cycle cost, safety, maintainability, durability, and simple, robust diagnostics.

The energy storage system shall be roof mounted.

The storage system shall include a management system to monitor and control the operating conditions within each energy storage system module, including voltage, current, and temperature. This system shall include over-current and over-temperature protection features that disconnect current to and from the energy storage modules in the event of an over-temperature or over-current condition and also derates performance (limits current) in the case of an over temperature condition.

3.1.2.11 Thermal Management

If necessary to maintain thermal management of the energy storage system under the ambient operating conditions required herein, the energy storage system shall be furnished with a self-contained, hybrid drive manufacturer approved, refrigerated cooling system dedicated only to the thermal management of the energy storage system. A warning light shall be supplied on the driver’s panel indicating abnormal operational conditions (i.e.: excessive battery compartment temperature, loss of airflow, loss of power) within the energy storage device cooling system. This cooling system shall be rated to provide the required thermal management under the ambient operating conditions required herein and shall be manufactured and installed in compliance with the specifications and requirements of the hybrid drive manufacturer.

3.1.2.12 Electrical Safety System

A high voltage interlock monitoring and activation system shall be used to determine intentional or unintentional opening of high voltage circuits or enclosures and automatically neutralize all devices capable of or producing high voltage power. This system shall be fully compliant with SAE J1673, and other applicable standards, and shall be active when the master run switch is in the OFF/CL/ID position and shall monitor all components and associated cabling within the hybrid system. When the master run switch is in the RUN/NITE position, the monitoring system shall provide an audible and visual warning on the operator’s panel and provide for automatic shutdown of the high voltage system if a shutdown event occurs. The high voltage system includes all bus platforms operating above 50 VDC or 25 VAC and any variety of modulated currents to/from power electronic converters.

In addition, an electrical isolation fault detecting system shall monitor the level of isolation between the high voltage system (positive and negative) and the bus chassis and be fully compliant with SAE J1766, and all other applicable standards. Further, the vehicle’s designed safety characteristics shall be supplemented by the use of properly labeled and located safety tags and plates in accordance to SAE J1654 and J1673.

3.1.2.13 Energy Storage System Battery Charging

Charging shall come from on-board or regenerative charging only. The propulsion system shall be designed so that external charging is not necessary. The energy storage unit shall be isolated from the passenger compartment so as to prevent any intrusion of liquids or gasses relating to the energy storage unit into the passenger compartment.

3.1.2.14 Diesel Engine

Each bus vehicle shall be powered by an in-line 6 cylinder diesel engine with a minimum rating of 280 BHP and meeting the requirements below.

The engine shall be in compliance with US EPA requirements for transit buses, and shall be capable of operation with B20 biodiesel meeting ASTM D-6751 without voiding any portions of the engine OEM’s required material and workmanship warranty (see section 3.54 Warranty Requirements).

The engine shall be furnished with electronic controls and diagnostic system to protect the engine from serious damage due to high temperatures, or loss of lubrication or coolant.

• Piping or hoses containing fuel, oil, and other flammable liquids shall not be routed through wheel-housings or bundled with electric wires;

• Provisions for monitoring engine oil pressure and coolant temperature shall be provided in the engine compartment for ease of maintenance. All oil pressure and coolant temperature sensors must not have Teflon tape or any other liquid or paste sealer on the threads which may cause electrical resistance;

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. An on-board diagnostic system shall trigger a visual and audible alarm to the operator whenever the engine control system detects a malfunction and the engine protection system is activated. Automatic shutdown shall occur when, at a minimum, parameters established for the following functions are exceeded:

Low coolant level High coolant temperature Low oil pressure

3.1.2.15 Engine Compartment

The engine compartment shall be furnished with the following:

· All fluid locations accessible with standard funnels, pour spouts, and automatic dispensing equipment.

· Engine compartment lights, controlled by a manual switch located at the rear of the compartment and accessible from the ground.

· Ready access to engine compartment for servicing and routine maintenance of engine and engine components.

· Hinged engine compartment cover(s) or door(s) with a positive hold open device for servicing. Taillight, stoplight, etc. wires running to hinged doors from the body shall have a flex loop, secured at both ends, to allow for normal opening of cover without damaging wires. A positive ground wire shall be used, not the hinges, for grounding components.

· The engine dipstick shall be routed to and easily accessible from the rear of the bus.

· The engine compartment, including the transmission housing area, shall be furnished with thermal and sound insulation applied to the top and sides of the engine/transmission compartment to minimize sound and heat transfer to the passenger side of the compartment.

3.1.2.16 Engine High-Idle Speed Control

An engine OEM high-idle speed control shall be furnished and meet the following requirements:

· Operate the engine at 950-1100±100 RPM RPM to sustain the bus’s total continuous electrical load and maximum heating/air conditioning output.

· Operate only when engaged by a driver operated two-way switch mounted on the dash or side console and activated only when switched to the “ON” position, the parking brakes are applied, the transmission is in “NEUTRAL” or “PARK”. The high idle speed shall be attained automatically by the engine ECM high-idle control with no manual intervention.

· The high-idle shall disengage when the transmission is placed in gear. The transmission shall not be allowed to engage in gear until the engine has returned to its low-idle speed setting.

3.1.2.17 Alternator

If low voltage 24/28 volt DC is furnished by the hybrid drive system in lieu of a separate, mechanically driven, alternator, the following alternator is not required.

If low voltage 24/28 volt DC is not furnished by the hybrid drive system, the alternator shall be a 24 Volt Leese-Neville, Niehoff, or Delco...

3.1.2.18 Engine Cooling System

As a result of potential high relative altitude, temperature/seasonal extremes, and operating reliability demands, ordinary water-based cooling systems, which offer marginal performance in lower altitude, warmer climates are not acceptable. The contractor shall provide verifiable documentation from the proposed engine manufacture that the proposed cooling system has been designed and installed according to the engine manufacturer's recommendations demonstrating that it will meet performance requirements as defined in this specification.

As evidenced by the engine manufacturer’s application engineering acceptance tests, the cooling system shall maintain the engine coolant at a temperature not exceeding the engine OEM requirements when loaded to GVW and operated at an altitude of 7,000 feet above sea level in an ambient air temperature of not less than 109 degrees F.

Cooling system coolant shall be a 50/50 low silicate, ethylene glycol coolant mixture. The Government requires de-ionized water or soft water versus regular (hard) tap water to be mixed with the antifreeze. A coolant recovery tank shall also be provided which can be visually verified to determine the level of the fluid in the tank. In addition, the proposed radiator air inlet area shall be sufficiently large and unrestricted. If utilized, a proposed radiator door shall not have bumper guards, louvers, or thick screen(s) that restricts air from entering the radiator.

Engine manufacturer supplied hoses are acceptable. Any hose that is near (within 12 inches) of the radiant heat of the turbo charger and exhaust manifold will require a shield to prevent the hose from heat deterioration. A shield may be a split rubber hose covering the coolant hose and held in place with metal clamps. Split plastic loom is not acceptable.

The contractor shall provide a high capacity, high efficiency, thermostatically controlled coolant fan. The engine charge air cooling system shall provide maximum air intake temperature reduction with minimal pressure loss. The charge air radiator shall be sized and positioned to meet engine manufacturer’s requirements. The charge air radiator shall not be stacked ahead or behind the engine radiator. Air ducting and fittings shall be protected against heat sources, and shall be configured to minimize restrictions and maintain sealing integrity.

All low points in the cooling system shall be equipped with drain cocks. All high points in the cooling system shall be vented from the surge tank.

The Contractor shall provide detailed cooling system analysis verifying cooling system capabilities to the Government for review and acceptance (see Section 3.56).

Coolant and heater hoses shall be chemically resistant silicon or EPDM hoses, Gates Green Stripe, Manuli, or equal, utilizing constant tension type hose clamps.

Offering: Coolant Hoses

Manufacturer: ___________________________________________________

Model: ________________________________________________________

All hoses shall be as short as possible but shall not be stressed.

All fluid lines shall be rigidly supported with rubber covered, corrosion resistant, metal hanger clamps to prevent chafing damage, fatigue failures, and tension strain a maximum of every 18”.

All fluid lines shall be rigidly supported with rubber covered, corrosion resistant, metal hanger clamps to prevent chafing damage, fatigue failures, and tension strain a maximum of every 35”.

3.1.2.19 Engine Coolant Heater

The engine shall be furnished with one 750 watt block coolant heater, with electrical cord(s) enclosed in a split nylon loom. The heater(s) shall be connected to weather proof plug(s). To help prevent corrosion on the plug prongs, a suitable anti-corrosion spray shall be applied to the plug connection (tangs). The block heater cavity shall be filled with appropriate dielectric grease before screwing the electrical cord onto the block heater. If a block heater is mounted in a coolant pipe/hose, the block heater shall have a separate ground wire to the engine block.

3.1.2.20 Oil Filter

The engine shall be furnished with an engine OEM approved oil filter.

3.1.2.21 Power Steering

A power steering system shall be provided. The steering gear shall be either axle-mounted or frame-mounted. The steering column shall have telescoping and tilt column adjustments. The steering columns shall be an integral type with the number and length of flexible lines minimized.

Fatigue life of all mechanical steering components shall exceed the service life of the bus. No element of the mechanical steering system shall fail before suspension system components when one of the tires strikes a severe road hazard. The mechanical steering system shall be considered as part of the basic body structure.

Turning effort:

Steering torque applied by the operator shall not exceed 10 foot-pounds with the front wheels straight ahead to turned 10 degrees. Steering torque may increase to 70 foot-pounds when the wheels are approaching the steering stops. Steering effort shall be measured with the bus at GVWR, stopped with the brakes released, and the engine at normal idling speed on clean, dry, level, commercial asphalt pavement and tires inflated to recommended pressure. Power steering failure shall not result in loss of steering control. With the bus in operation, the steering effort shall not exceed 55 pounds at the steering wheel rim, and perceived free play in the steering system shall not materially increase as a result of power assist failure. Gearing shall require no more than 7 turns of the steering wheel lock-to-lock.

Caster angle shall be set to provide a tendency for the return of the front wheels to the straight position with minimal assistance from the operator.

Turning Radius:

The outside body corner turning radius shall not exceed 44±1.0 feet with the bus at seated load weight (SLW).

Offering: Power Steering System

Manufacturer: ______________________________________________________________

Model: ____________________________________________________________________

3.1.2.22 Air Compressor

An engine driven air compressor and air system shall be furnished that meets the following requirements:

· Minimum 18.0 CFM

· Engine flange mounted and gear driven

· Integral unloader The compressor discharge hose shall be SAE 100R14A PTFE, stainless steel braid covered hose routed to a point isolated from compressor vibration and movement (i.e. to a bulkhead). Zinc plated steel, or stainless steel, tubing is acceptable if run to a component on the engine assembly.

Copper tubing of any type is not acceptable as discharge tubing directly off the compressor discharge head.

See section 3.7 for air system requirements

Regardless of the system's air pressure, idle up to the rated engine speed shall be available to the operator with the transmission in neutral and the parking brake applied

3.1.2.23 Air Filter

The air filter shall be dry type, single or two-stage, engine OEM approved air cleaner with service indicator mounted on the dashboard of the bus or in the engine compartment in the engine air intake piping. If mounted in the engine compartment, the service indicator shall be easily observable by maintenance personnel standing on the ground.

3.1.3 Reserved

3.1.4 Fuel Tank(s)

The fuel tank(s) shall be equipped with an external, square or hex head, stainless steel drain plug. It shall be at least a 3/8-inch size and shall be located at the lowest point of the tank(s). The tank(s) shall be baffled internally to prevent fuel-sloshing noise regardless of fill level. The baffles or fuel pickup location shall assure continuous full power operation on a 6 percent upgrade for 15 minutes starting with no more than 25 gallons of fuel over the unusable amount in the tank(s). The bus shall operate at idle on a 6 percent downgrade for 30 minutes starting with no more than 10 gallons of fuel over the unusable amount in the tank(s).

The fuel tank(s) shall be securely mounted to the bus to prevent movement during bus maneuvers, but shall be capable of being removed and reinstalled by a 2M mechanic for cleaning or replacement in 8 hours or less.

The capacity, date of manufacture, manufacturer name, location of manufacture, and certification of compliance to Federal Motor Carrier Safety Regulation shall be permanently marked on the fuel tank(s). The markings shall be readily visible and shall not be covered with an undercoating material.

3.1.4.1 Fuel Capacity

The fuel tank(s) shall have a total minimum working capacity of 95 gallons.

3.2 Fire Detection/Suppression System

The contractor shall furnish a fully automatic and integrated Amerex Vehicle Safety Net fire detection and dry chemical (ABC rated) fire suppression system consisting of the following:

· Amerex V25 fire detection and suppression system with a minimum of three (3) detectors and four (4) discharge nozzles. A manual actuator shall be furnished at the driver’s station The system, integration, and installation shall be First Article Approved by Amerex Corporation.

3.3 Fluid Lines, Fittings and Clamps, and Charge Air Pipework

All fluid lines and air pipework shall be rigidly supported to prevent chafing damage, fatigue failures, and tension strain. All support clamps shall be rubber covered to prevent chafing and cutting.

Cooling piping shall be stainless steel or brass tubing.

Fuel, oil, and hydraulic lines shall be compatible with the fluid they carry. The lines shall also be compatible with potentially damaging elements of the surrounding environment including heat. Lines shall be capable of withstanding maximum system pressures.

Flexible fuel and oil lines shall be kept at a minimum and shall be as short as practicable. Flexible lines shall be routed or shielded so that failure of a line shall not allow fuel or oil to spray or drain onto any component operable above the auto-ignition temperature of the fluid.

Flexible hoses and fluid lines shall be individually supported and shall not touch one another or any part of the bus.

Fuel lines shall be rated and sized to prevent freezing and plugging due to condensation and/or fuel gelling in extreme winter. Flexible hoses shall be in conformance with SAE Standard J100R5 in SAE J517.

Charge air pipework and fittings shall be designed to minimize air restrictions and leaks. Pipework shall be as short as possible and the number of bends minimized. Bend elbows shall have smooth contours and shall be maximized to meet the pressure drop and temperature rise requirements of the engine manufacturers. The cross section of all charge air pipework shall not be less than the cross section of the intake manifold inlet. Any changes in pipework diameter shall be gradual to ensure a smooth passage of air and to minimize restrictions. Pipework shall be routed away from exhaust manifolds and other heat sources, and shall be insulated and shielded from these sources to protect inlet air from heat radiation.

Charge air pipework shall be seamless, constructed of stainless steel, aluminum, or aluminized steel. Connections between all charge air pipework sections shall be sealed with a short Section of reinforced hose and stainless steel, constant tension clamps that provide a complete 360 degree seal.

3.4 Suspension

3.4.1 General

All axle suspensions shall be of the pneumatic type and shall have a load rating equal to or exceeding that of the axles. The basic elements of the suspension system shall last the life of the bus without major overhaul or replacement. Suspension beams, weldments, and structural members shall be considered as parts of the basic body structure. Items such as bushings and air springs shall be easily and quickly replaceable by a 3M mechanic in 30 minutes or less. Suspension pivots shall be replaceable. Bushings shall be permanently lubricated or require no lubrication. Adjustment points shall be minimized and shall not be subject to a loss of adjustment in service.

Front and rear axle sway bars may be utilized if necessary.

3.4.2 Damping

Vertical damping of the suspension system shall be accomplished by hydraulic shock absorbers mounted to the suspension arms or axles and attached to an appropriate location on the chassis. Damping shall be sufficient to control coach motion to 3 cycles or less after hitting road perturbations. Shock absorbers shall maintain their effectiveness for at least 50,000 miles of the service life of the bus. Each unit shall be replaceable by a 2M mechanic in less than 1 hour.

3.4.3 Lubrication

All elements of steering, suspension, and drive systems requiring scheduled lubrication shall be provided with grease fittings conforming to SAE Standard J534. These fittings shall be located for ease of inspection, and shall be accessible with a standard grease gun without flexible hose end from a pit or with a bus on a hoist. Each element requiring lubrication shall have its own grease fitting with relief path. Lubricant specified shall be standard for all elements on the bus serviced by standard fittings.

3.4.4 Travel

The suspension system shall permit a minimum wheel travel of 3 inches jounce-upward travel of a wheel when the bus hits a bump (higher than street surface), and 3 inches rebound-downward travel when the bus comes off a bump and the wheels fall relative to the body. Elastomeric bumpers shall be provided at the limit of jounce travel. Rebound travel may be limited by elastomeric bumpers or hydraulically within the shock absorbers. Suspensions shall incorporate appropriate devices for automatic height control so that regardless of load the bus height relative to the centerline of the wheels does not change more than ± ½ inch at any point.

3.4.5 Kneeling

A full front kneeling system shall lower the entrance(s) of the bus a minimum of 2.5 inches during loading or unloading operations regardless of load up to GVWR, measured at the longitudinal centerline of the entrance door(s), by the driver using a three position, spring loaded to center switch. Downward direction will lower the bus. If the rear door platform height, in an unkneeled position, is no greater than 14±1.0 inches from the ground, there is no requirement for rear kneeling. Otherwise, a right rear kneeling system shall be furnished. Release of switch at anytime will completely stop lowering motion and hold height of the bus at that position. Upward direction of the switch will allow the system to go to floor height without the driver having to hold the switch up.

Brake and throttle interlocks shall prevent movement when the bus is kneeled. The kneeling control shall be disabled when the bus is in motion. The bus shall kneel at a maximum rate of 2 inches per second at essentially a constant rate. After kneeling, the bus shall rise within 4seconds to a height permitting the bus to resume service and shall rise to the correct operating height within 7 seconds regardless of load up to GVWR.

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