August 11, 2026

Dear Proposers:

Attached is Addendum No. 10 to SEPTA's Request for Proposal No. 25 - 00300 - AMJP

- Silverliner VI Rail Cars.

The proposal due date and time scheduled for Friday, October 30th, 2026, at 04:30 PM remains unchanged. All proposals must be delivered to my attention by the closing date and time to be considered for the award. The proposals must be sent to SEPTA’s General Offices, 1234 Market Street, 11th Floor, Philadelphia, PA 19107.

Any inquiries regarding this proposal must be directed to Michael Piselli of the Procurement and Supply Chain Management Department at (215) 580-8364 or mpiselli@septa.org.

Thank you for your interest in the Authority.

Sincerely, Michael Piselli Manager, Contract Administration Procurement & Supply Chain Management mailto:mpiselli@septa.org

Addendum No. 10

Request for Proposal No. 25- 00300 - AMJP Silverliner VI Rail Cars

Addendum No. 10

To All Bidders:

The following constitutes Addendum No. 10 to SEPTA's 25-00300-AMJP –Silverliner VI Rail Cars.

Addendum No. 10 must be acknowledged by inserting the date of the Addendum on the Addenda Response Form. Failure to do so may render a bid as non-responsive.

General:

1. None.

Specifications:

1. Remove Technical Specifications issued with Invitation to Propose dated November 6, 2025 And replace with Technical Specification released with Addendum #10

a. Included with Addendum #10:

• Updated Technical Specification (clean version)

• Redlined Technical Specification

• Change Matrix

ADDENDUM NO. 10

ADDENDUM ACKNOWLEDGEMENT SHEET

SEPTA’s RFP No. 25-00300- AMJP Silverliner VI Rail Cars.

The attached addendum to the Contract Documents is hereby part of the same and is incorporated in full as part of the Project. Proposer shall acknowledge Addendum No. 10 by completing and returning the Addendum Acknowledgment Sheet with the Technical Proposal.

FIRM NAME: (typed or printed)

AUTHORIZED SIGNATURE:

TITLE:

NAME: (typed or printed)

DATE:

Addendum No. 10 includes:

1. Updated Technical Specifications (clean version

2. Redlined version

3. Change Matrix

SEPTA Silverliner VI Railcars RFP August 2026

All When necessary, "should" or "must" replaced with "shall."

All Technical Specification Section referenes and names corrected.

All Metric equivalents for dimensions added where relevant.

All Specific due dates for CDRLs added or clarified.

All Missing table numbers and names added.

All Applicable Standards alphabetized.

All Misspelled words corrected.

Section September 2025 Version August 2026 Version

1.2.B

3.Flow specified requirements down to all subcontractors and subsuppliers, regardless of their tier, and ensure that designers, subcontractors, suppliers, and subsuppliers are informed of specified requirements, and that appropriate engineering management tools are used to ensure that coordination and communication occurs between the designers of interrelated subsystems.

3. Flow specified requirements down to all subcontractors and subsuppliers, regardless of their tier, and ensure that designers, subcontractors, suppliers, and subsuppliers are informed of specified requirements, and that appropriate engineering management tools are used to ensure that coordination and communication occurs between the designers of interrelated subsystems. Contractor shall provide all subcontractors and suppliers with the complete Technical Specifications, not just the sections relevant to their system or component.

1.6.A N/A

5. Where conflicting requirements occur within the Specification or between standards and the Specifications, the more restrictive requirement shall govern.

1.11 A-Car: The odd-numbered car of a married pair that houses the Positive Train Control (PTC) apparatus. A-Car: The oddeven -numbered car of a married pair that houses the Positive Train Control (PTC) apparatus.

1.11 N/A A-End: The end of either an A-car or a B-car opposite of the F-end.

1.11 Active Cab: The cab in which the control lock is set to Run, providing control of the train, normally the cab at the front of the train.

Active Cab: The cab in which the cab control key lock is set to Run any position other than "Off" , thereby providing control of the train, normally the cab at the front of the train.

1.11 N/A

Activation, Key: The process of energizing an electronic component (e.g., control panel, crew switch) by inserting the associated key and selecting any position other than "Off".

1.11 B-Car: The even-numbered car of a married pair. B-Car: The odd even-numbered car of a married pair.

1.11 N/A

Fault, Lockout: A fault that requires a deliberate action to reset it, in order to avoid cumulative damage or an immediate hazard; it does not reset automatically.

1.11 N/A Heavy Duty: In excess of the usual or normal quantity, quality, or capacity that is supplied or manufactured.

1.11 N/A

Low Voltage Distribution Network (LVDN): The LVPS powered and Battery backed low voltage network distributing power at 72 Vdc U n per EN 50155.

1.11 Schedule Speed: The average speed of a car, from terminal to terminal, obtained by dividing the distance between these points by the time taken to make the trip, including time for intermediate station stops.

Schedule Speed: The average speed of a car, from terminal to terminal, obtained by dividing the distance between these points by the time taken to make the trip, including time for intermediate station stops. For the purposes of reliability calculations, an average speed of 27.5 mph shall be utilized.

1.12 ECAIS Electric Coupler Advance Inhibit Switch ECAIS Electric Coupler Advance Inhibit Switch

1.12 E-TCDN Ethernet Train Communication and Diagnostic Network E-TCDN Ethernet Train Communication and Diagnostic Network

1.12 E-TCN Ethernet Train Control Network E-TCN Ethernet Train Control Network

1.12 TCDN Train Communication and Diagnostic Network TCDN Train Communication and Diagnostic Network

1.12 N/A TEFC Totally Enclosed internal Fan Cooled traction motor

1.12 N/A WMDS Wayside Monitoring and Diagnostic System

August 2026 VersionSection September 2025 Version

2.1.4 D. Door closing signals shall be provided at the individual door opening to provide an audio guide for passengers with reduced vision acuity.

D. Door closing signals shall be provided at the individual door opening to provide an audio guide for passengers with reduced vision visual acuity.

2.1.8

A. The design of the vehicles shall permit operation to be as efficient as possible. Several sections of this document contain requirements for equipment efficiency. These shall be regarded as minimum requirements, and efforts shall be made to improve efficiency wherever practicable.

1. The net energy usage per mile shall be no greater than 7.3kWh per mile per married pair. This value shall be the average net energy usage over the complete SEPTA system during a one year test. Refer to Section 15, Test Program, for further details.

2. The average energy consumption of all auxiliary loads per car shall not exceed 45.895kW. This value shall be the average net energy usage over the complete SEPTA system during a one year test. Refer to Section 15, Test Program, for further details.

3. Should the energy usage values obtained during the one year test be different to the specified values, the Contractor may propose alternate energy consumption requirements for approval. Any proposal to amend the energyconsumption requirements shall be accompanied by a thorough justification.

4. The values for energy usage per mile, and energy usage for the auxiliary system, are based on those for the SEPTA Silverliner V car. Following the completion of the one year energy consumption test, and should the Contractor so request, SEPTA will make available a married pair of SEPTA Silverliner V cars so that the Contractor may measure and verify the average energy usage of those car.

A. The design of the vehicles shall permit operation to be as efficient as possible. Several sections of this document contain requirements for equipment efficiency. These shall be regarded as minimum requirements, and efforts shall be made to improve efficiency wherever practicable.

1. The net energy usage per mile shall be no greater than 7.3kWh per mile per married pair. This value shall be the average net energy usage over the complete SEPTA system during a one year test. Refer to Section 15, Test Program, for further details.

2. The average energy consumption of all auxiliary loads per car shall not exceed 45.895kW. This value shall be the average net energy usage over the complete SEPTA system during a one year test. Refer to Section 15, Test Program, for further details.

3. Should the energy usage values obtained during the one year test be different to the specified values, the Contractor may propose alternate energy consumption requirements for approval. Any proposal to amend the energy consumption requirements shall be accompanied by a thorough justification.

4. The values for energy usage per mile, and energy usage for the auxiliary system, are based on those for the SEPTA Silverliner V car. Following the completion of the one year energy consumption test, and should the Contractor so request, SEPTA will make available a married pair of SEPTA Silverliner V cars so that the Contractor may measure and verify the average energy usage of those car.

2.1.8

B. During each design phase, the Contractor shall update and submit the energy consumption simulations and predictions initially provided as part of the proposal package, as detailed in EN 50591.

C. The vehicle, including but not limited to the propulsion equipment (as detailed in Section 10, Propulsion and High Voltage System), shall be equipped with suitable energy measurement equipment.

D. Sufficient and suitable measurement and recording equipment (as detailed in Section 18, Diagnostics) shall be provided to permit a direct comparison between the recorded data and the submitted energy consumption simulations and predictions.

E. During vehicle and equipment qualification testing, the results of actual energy measurements shall be recorded. The energy measurement results shall be analyzed and compared by the Contractor with the submitted simulations.

B. During each design phase, the Contractor shall update and submit the energy consumption simulations and predictions for operation over SEPTA Regional Rail System lines initially provided as part of the proposal package, as detailed in EN 50591.

C. The vehicle, including but not limited to the propulsion equipment (as detailed in Section 10, Propulsion and High Voltage System), shall be equipped with suitable energy measurement equipment.

D. Sufficient and suitable measurement and recording equipment (as detailed in Section 18, Monitoring and Diagnostics) shall be provided to permit a direct comparison between the recorded data and the submitted energy consumption simulations and predictions.

E. During vehicle and equipment qualification testing, the results of actual energy measurements shall be recorded. The energy measurement while operating over the entire Regional Rail System line results shall be analyzed and compared by the Contractor with the submitted simulations.

2.1.9

A. The vehicle shall be designed and manufactured to perform satisfactorily for a minimum of 40 years.

B. The carbody and all its structural elements, including trucks and running gear, shall have a minimum design life of 40 years of operation at AW2 load.

C. The design and the selection of materials shall prevent corrosion damage, including the effects of winter station and grade crossing ice/snow melting products, carwash solutions, and commonly used cleaning agents (see Section 16, Materials and Workmanship), during the 40-year design life.

D. Identify individual components (e.g. video screens) that are desirable for their technology, but do not meet a minimum design life of 20 years, for possible Approval. These components shall be listed at the kickoff meeting in a dedicated list and updated during the design review phases as needed.

A. The vehicle shall be designed and manufactured to perform satisfactorily for a minimum of 40 years. Annual average mileage is estimated to be 61,000 mi (98,170 km) per car.

B. The carbody and all its structural elements, including trucks and running gear, shall have a minimum design life of 40 years of operation at AW2 load.

C. The design and the selection of materials shall prevent corrosion damage, including the effects of winter station and grade crossing ice/snow melting products, carwash solutions, and commonly used cleaning agents (see Section 16, Materials and Workmanship), during the 40-year design life.

All electronic assemblies shall have a minimum design life of 20 years. Identify individual electronic components (e.g., video screens) that are desirable for their technology, but do not meet a minimum design life of 20 years, for possible Approval. These components shall be listed at the kickoff meeting in a dedicated list and updated during the design review phases as needed.

2.1.10.A.3 b. Test and Inspection married pair (details are described in Section 28, Test and Inspection Vehicle, if selected). b. Test and Inspection married pair (details are described in Section 28, Test and Inspection Vehicle, if selected).

2.1.10

B. Both cars of each married pair shall have a full-width cab installed at the “F” End.

C. The Operator's console shall be offset to the right side of the car.

D. The cab shall be separated from the passenger compartment by a wall with a hinged lockable door.

1. When the cab is occupied, the door shall separate the entire front end from the passenger compartment.

2. When the cab is not occupied, the door shall lock the operator console and allow passenger or crew access to the end door.

E. The married pair shall be capable of independent operation, and it shall be possible to couple together other married pairs at either end to obtain the desired train consist length (see Section 2.1.11 regarding maximum consist lengths).

F. The cab end of each car of the married pair shall be designated as the "F" end.

G. The opposite end of each car shall be designated as the "A" end.

H. Wheels and door leaves shall be numbered starting from the "F" end, with all odd-numbered components on the same side of the car.

I. Traction motors, gear units, axles and trucks shall be numbered starting from the "F" end.

B. The married pair shall be capable of independent operation, and it shall be possible to couple together other married pairs at either end to obtain the desired train consist length (see Section 2.1.12, Train Consist Operational Compatibility, regarding maximum consist lengths).

C. The cab end of each car of the married pair shall be designated as the "F- end”.

D.The opposite end of each car shall be designated as the "A-end”.

E. Wheels and door leaves shall be numbered starting from the F-end, with all odd-numbered components on the same side of the car.

F. Traction motors, gear units, axles and trucks shall be numbered starting from the F- end.

B. G . Both cars of each married pair shall have a full-width cab installed at the “F” -End.

C.H. The Operator's console shall be offset to the right side of the car.

D.I. The cab shall be separated from the passenger compartment by a wall with a hinged lockable door.

1. When the cab is occupied, the door shall separate the entire front end from the passenger compartment.

2. When the cab is not occupied, the door shall lock the operator console and allow passenger or crew access to the end door.

E. The married pair shall be capable of independent operation, and it shall be possible to couple together other married pairs at either end to obtain the desired train consist length (see Section 2.1.11 regarding maximum consist lengths).

F. The cab end of each car of the married pair shall be designated as the "F" end.

G. The opposite end of each car shall be designated as the "A" end.

H. Wheels and door leaves shall be numbered starting from the "F" end, with all odd-numbered components on the same side of the car.

I. Traction motors, gear units, axles and trucks shall be numbered starting from the "F" end.

2.1.11 A. Car numbers shall be assigned as Approved.

B. Odd numbers shall be assigned to A-cars (the car containing the ATC/PTC unit), with the next higher even number being assigned to the B-car in the married pair.

A. Car numbers shall be four digits and assigned as Approved.

B. Odd numbers shall be assigned to AB -cars (the car containing the ATC/PTC unit), with the next higher even number being assigned to the BA -car in the married pair.

2.2.1.A Table 2-1

Average annual mileage per car: 61,000 mi.: 98,170 km. Average annual mileage per car: 61,000 mi.: 98,170 km.

2.2.2.D Table 2-2

Minimum Lateral Radius: 220 feet(67.06 m) Minimum Lateral Radius:2520 feet (76.2 67.06 m)

2.2.2.D Table 2-2

Maximum vertical gradient: 1 in 20 Maximum vertical gradient: 1 in 20 5%

2.4.1 N/A

F. All exterior facing windows and doors shall be leak-free in car operation and be capable of withstanding the external and internal pressure differentials caused by head-on pressures of 150 miles/hour (100 miles/hour car speed and 50 miles/hour wind speed) and passing train speeds of 100 miles/hour.

2.4.2 Environmental Conditions Not Used

2.5.2

A. Each car shall be balanced laterally and longitudinally. The calculated lateral unbalance shall not exceed 40,000 inch-pounds (4,518.39 N-m).

B. The truck-to-truck weight difference within a car shall not exceed 2,000 pounds (907.18 kg).

C. The load on each axle of a car with AW0 load in a ready to run condition shall be between 24 and 26 percent of the car weight.

D. The use of additional ballast weight is not allowed to compensate for imbalance conditions.

E. Balance shall be obtained through equipment placement without compromising maintenance access.

A. Each car shall be balanced laterally and longitudinally.

B. The calculated lateral unbalance shall not exceed 40,000 inch-pounds (4,518.39 N-m).

B. The truck-to-truck weight difference within a car shall not exceed 2,000 pounds (907.18 kg).

C. The load on each axle of a car with AW0 load in a ready to run condition shall be between 24 and 26 percent of the car weight.

D. The truck-to-truck weight difference within a car shall not exceed 2,000 pounds (907.18 kg).

E. Balance shall be obtained through equipment placement without compromising maintenance access.

D. F. The use of additional ballast weight is not allowed to compensate for imbalance conditions.

E. Balance shall be obtained through equipment placement without compromising maintenance access.

2.6.4

A. Where more onerous or conflicting requirements are contained in these vibration requirements, more onerous requirements shall supersede any less onerous requirements.All car components shall be designed and mounted to have structural integrity and be operationally reliable for the vibration environment at the point of attachment and shall prevent unacceptable vibration inputs to the attachment structure.

A. Where more onerous or conflicting requirements are contained in these vibration requirements, more onerous requirements shall supersede any less onerous requirements.All car components shall be designed and mounted to have structural integrity and be operationally reliable for the vibration environment at the point of attachment and shall prevent unacceptable vibration inputs to the attachment structure.

2.6.4 F. Truck components located above the primary suspension shall be designed to withstand continuous vibrations of at least 6 g at frequencies up to 100 Hertz in all directions, as well as randomly orientated shock loads of 8 g.

F. Truck components located above the primary suspension shall be designed to withstand continuous vibrations of at least 6 g at frequencies up to 100 Hertz in all directions, as well as randomly orientated shock loads of 8 g. These components shall also meet all the requirements of Section 11, Trucks.

2.8.2 H. Cellular (wireless) telephones, typical farecards, credit/debit cards, laptop computers, PDAs, and other magnetic storage media such as floppy disks shall not be adversely affected by EMI fields at any location inside and outside the vehicle, including the floor, ceiling, Operator's cab, or in proximity of equipment cabinets.

H. Cellular (wireless) telephones, typical farecards, credit/debit cards, laptop computers, PDAs, and other magnetic storage media such as floppy disks shall not be adversely affected by EMI fields at any location inside and outside the vehicle, including the floor, ceiling, Operator's cab, or in proximity of equipment cabinets.

2.8.3 A. Where more onerous or conflicting requirements are contained in these limitations, more onerous requirements shall supersede any less onerous requirements.

A. Where more onerous or conflicting requirements are contained in these limitations, more onerous requirements shall supersede any less onerous requirements.

2.8.3.G.2 Table 2-4

Track signals in this frequency range will be used by NJ TRANSIT for Train Control and other signal system components.

Harmonic emissions in this range must be stable, predictable, and fully documented.

Track signals in this frequency range will be used by NJ TRANSIT for Train Control and other signal system components.

Harmonic emissions in this range must be stable, predictable, and fully documented.

2.8.5.A.1

d. For any consist length from 1 to 12 cars, the simulated or calculated combined emissions in SEPTA's worst-case combination of Section 2.3, Wayside Signal System.

d. For any consist length from 1 2 to 12 cars, the simulated or calculated combined emissions in SEPTA's worst-case combination of Section 2.3, Wayside Signal System.

2.9.1.3 E. The equipment shall be resilient to, and able to operate with up to 40% total harmonic distortion in the catenary voltage.

Note the details and requirements of TS 2.7, concerning catenary voltage.

E. The equipment shall be resilient to, and able to operate continuously with up to 40% total harmonic distortion up to 25% higher than that present in the catenary voltage. Note the details and requirements of TS Section 2.7, Catenary Power Supply , concerning catenary voltage characteristics evaluation .

2.9.3

E. The full-service braking stop distance from 50 miles/hour (80.47 km/hour) with an AW3 load shall not exceed 1,290 feet (393.19 m), measured from the point of initial movement of the brake handle into a braking command.

F. With a car weight of AW0 to AW2 load, and the presence or absence of catenary line voltage, the service braking system shall produce a load-weighed nominal net full-service braking rate of 3.0 miles/hour/second (4.83 km/hour/second), at the conclusion of jerk limiting, at all speeds from 50 miles/hour (80.47 km/hour) to zero miles/hour (0 km/hour) when measured with an inertial accelerometer.

G. The net rate shall decrease linearly from 3.0 miles/hour/second (4.83 km/hour/second) at 50 miles/hour (80.48 km/hour) to 2.0 miles/hour/second (3.22 km/hour/second) at 100 miles/hour (161 km/hour).

The full-service braking stop distance from 50 miles/hour (80.47 km/hour) with an AW3 load shall not exceed 1,290 feet (393.19 m) measured from the point of initial movement of the brake handle into a braking command. This distance shall be measured from the time of initial movement of the brake handle. Activation of the master controller into full-service brake shall be applied at the maximum allowable rate.

F. With a car weight of AW0 to AW3 2 load, and the presence or absence of catenary line voltage, the service braking system shall produce a load-weighed nominal net full-service braking rate of 3.0 miles/hour/second (4.83 km/hour/second), at the conclusion of jerk limiting, at all speeds from 50 miles/hour (80.47 km/hour) to zero miles/hour (0 km/hour) when measured with an inertial accelerometer.

G. The net rate shall decrease linearly, at all car weights, from 3.0 miles/hour/second (4.83 km/hour/second) at 50 miles/hour (80.48 km/hour) to 2.0 miles/hour/second (3.22 km/hour/second) at 100 miles/hour (161 km/hour).

2.11

A. Three types of standard keys shall be used on the car, a coach (Conductor's) key, a cab control key, and an ATC/Cab Signal locker key.

B. The coach key (referred to in this Specification as the standard key), except as otherwise specified, shall be used as the general key for door control and to open all doors and car interior access covers.

1. All coach key locks shall be the standard SEPTA coach key, J.L. Howard and Co. No. 2383.

2. This key shall operate the Conductor door control panels, side door mechanical locks, end doors, cab door, side window locks, PA/IC system, equipment and storage lockers, crew lockers, and the like.

3. Wherever a switch is operated by the standard door key, the tumbler shall be set back at least 0.5 inch (1.27 cm) from the face and protected by a fixed keyway spacer to prevent operation by a screwdriver or similar device.

A. Three types of standard keys shall be used on the car, a coach (Conductor's) key, a cab control key, and an ATC/Cab Signal locker key.

B. The coach key (referred to in this Specification as the standard key), except as otherwise specified, shall be used as the general key for door control and to open all doors and car interior access covers.

1. All coach key locks shall be the standard SEPTA coach key, J.L. Howard and Co. No. 2383.

2. This key shall operate the Conductor door control panels, side door mechanical locks, end doors, cab door, side window locks, PA/IC system, equipment and storage lockers, crew lockers, and the like.

3. Wherever a switch is operated by the standard doorcoach key, the tumbler shall be set back at least 0.5 inch (1.27 cm) from the face and protected by a fixed keyway spacer to prevent operation by a screwdriver or similar device.

2.14

CDRL 02-12

1. The Contractor shall submit for approval for Preliminary Design Review a matrix of the key type used in each lock or key switch.

2. The matrix shall be updated with any changes through the end of the warranty period.

1. Prepare and The Contractor shall submit for approval for at Preliminary Design ReviewPDR and FDR a matrix of the key type used in each lock or key switch, as well as their locations on the car.

2. The matrix shall be updated with any changes through the end of the warranty period.

3.3.1.3 B. The carbody shall be designed to be watertight for a service life of at least 40 years, without maintenance.

B. The carbody shall be designed to be watertight at minimum 0.1 in-water (25 Pa) positive internal static pressure and for a service life of at least 40 years, without maintenance.

3.3.1.5 A. The carbody strength shall be sufficient to permit operation with up to AW3 loading for the design life of the car without structural damage including fatigue cracks.

A. The carbody strength shall be sufficient to permit operation with up to AW2 3 loading for the design life of the car without structural damage including fatigue cracks.

3.3.2.1.1 D. Center sills and side sills, if used, shall be of one-piece members extending between body bolsters to the greatest extent possible.

D. Center sills and side sills, if used, shall be of one-piece members extending between body bolsters to the greatest extent possible. Side sill shall be of one-piece members extending between the corners of the vehicle.

3.3.3.5

C. A report with cross -sections of the fully assembled vehicle shall be provided at the emergency roof access locations to validate the entire cut-zone has uniform cutting thickness and the space below, is free from all obstructions and secondary structure. The Emergency Roof Access report shall be updated during each design review phase. (CDRL 03-06, Emergency Roof Access Zone Design)

C. A report with cross -sections of the fully assembled vehicle shall be provided at the emergency roof access locations to validate the entire cut-zone has uniform cutting thickness and the space below, where practicable , is free from all obstructions and secondary structure. The Emergency Roof Access report shall be updated during each design review phase.

(CDRL 03-06, Emergency Roof Access Zone Design Report )

3.3.4

3.3.4 Structural Side Frame Posts

3.3.4.1 Loads

3.3.4 Structural Side Frame Posts

3.3.4.1 Loads Side Frame Posts

3.3.4.2

A. Car ends which do not utilize semi-permanent couplers and utilize collision posts to meet telescoping regulations shall meet the following requirements:

1. The components used to meet the shear requirements shall be fully welded to the bottom and top of the underframe and shall extend 18 inches above the top of the underframe connection, then gradually taper to a point not less than 30 inches above the top of the underframe connection.

B. If used, the components used to meet the shear requirements of the cab end reinforcement shall be continuous from the bottom of the end sill up to at least 30 inches above the top of the underframe connection, then gradually taper to a point not less than 42 inches above the top of the underframe connection.

A. Car ends which do not utilize semi-permanent couplers and utilize collision posts to meet telescoping regulations shall meet the following requirements:

1. The components used to meet the shear requirements shall be fully welded to the bottom and top of the underframe and shall extend 18 inches above the top of the underframe connection, then gradually taper to a point not less than 30 inches above the top of the underframe connection.

If used, the components used to meet the shear requirements of the cab end reinforcement shall be continuous from the bottom of the end sill up to at least 30 inches above the top of the underframe connection, then gradually taper to a point not less than 42 inches above the top of the underframe connection.

3.4

3.4.1 General

A. Adequate stainless-steel handrails and stanchions shall be provided at each side of each doorway to permit ease of ingress and egress when using the lower-level steps and are detailed in Section 14, Interior and Exterior Appointments B. Low level boarding doors shall be located either at each end of the car, or at approximate quarter point positions adjacent to high level boarding doors.

C. High level boarding doors shall be located at approximate quarter point positions inboard of the trucks. A single high level boarding door at the center of the car is not allowed

3.4.1.1 Side Door Framing

3.4.1.2 High-level Boarding Conversion Kit

3.4.1 General

A. Adequate stainless-steel handrails and stanchions shall be provided at each side of each doorway to permit ease of ingress and egress when using the lower-level steps and are detailed in Section 14, Interior and Exterior Appointments.

B. Low level boarding doors shall be located either at each end of the car, or at approximate quarter point positions adjacent to high level boarding doors.

C. High level boarding doors shall be located at approximate quarter point positions inboard of the trucks. A single high level boarding door at the center of the car is not allowed.

3.4.1.12 Side Door Framing

3.4.1.23 High-level Boarding Conversion Kit

3.5.4.6 C. The dynamic factor shall be determined by the Contractor but shall not be less than ±20% vertically, ±20% laterally and ±10% longitudinally. The allowable fatigue stress range shall be based on a calculated car shell lifetime of 10 million cycles.

C. The dynamic factor shall be determined by the Contractor but shall not be less than ±20 25 % vertically, ±20% laterally and ±10 15 % longitudinally. Additionally, the Contractor shall submit relevant fatigue load combination load cases that may be experienced by the carbody structure, based on the operating conditions of the overall vehicle structure during its service life utilizing EN 12663 or VDV 152. The allowable fatigue stress range shall be based on a calculated car shell lifetime of 10 million cycles. This stress range must be within the design fatigue stress range obtained from one of the following sources as Approved:

3.5.4.6 D. The fatigue analysis section of the stress analysis report shall include table(s) showing the minimum static and fatigue strengths of single and multiple layered spot welds. Values shall be given for each material, temper, weld size, and thickness combination used in the carbody. The source of the data shall be provided.

D. Values obtained during the Ride Quality Test (refer to Section 15, Test Program) shall be used to validate the dynamic factor values considered.

E . The fatigue analysis section of the stress analysis report shall include table(s) showing the minimum static and fatigue strengths of single and multiple layered spot welds. Values shall be given for each material, temper, weld size, and thickness combination used in the carbody. The source of the data shall be provided.

3.6.1 K. A design description outlining the diaphragm design, materials, installation and servicing requirements shall be provided to the Engineer for review.

K. A design description outlining the diaphragm design, materials, installation and servicing requirements shall be provided to the Engineer for review.submitted (CDRL 03-17, Diaphragm Details)

3.8 N/A

CDRL 03-17 Diaphragm Details

1. A design description shall be provided at all Design Reviews outlining the diaphragm design, materials, construction, installation method, attachment details, sealing features, floor plate arrangement, wear components, and maintenance requirements.

3.9 N/A EN 12663 Railway applications - Structural requirements of railway vehicle bodies

3.9 N/A VDV 152 Recommendations on the Design for Strength of Urban Rail Rolling Stock

September 2025 Version August 2026 VersionSection

4.2.1 A. The Automatic Couplers, consisting of mechanical coupler heads, shanks, operating mechanisms, coupler heaters, wear plates, bushings, yokes with replaceable bushings, pneumatic couplings, and electric coupler mounting

A. The Each end of a married pair shall be equipped with an Aa utomatic Cc oupler, consisting of mechanical coupler heads, shanks, operating mechanisms, coupler heaters, wear plates, bushings, yokes with replaceable bushings, pneumatic couplings, and electric coupler mounting.

4.2.2 F. The Contractor shall supply, for approval, calculations which demonstrate the tensile, buff, lateral, and vertical load capability of the coupler system. (CDRL 04-02, Coupler Load Analysis)

F. The Contractor shall supply, for approval, calculations which demonstrate the tensile, buff, lateral, and vertical load capability of the coupler system. (CDRL 04-02, Coupler/Drawbar Load and Coupling Analysis) G. At a minimum, the lateral stops shall be able to withstand the force of the coupler swinging from one lateral stop to the other under the worst-case acceleration load with a factor of safety of 3.

H. Provide coupling analyses for the coupler/drawbar system to withstand the worst-case coupling loads for all speeds up to the maximum hard coupling speed. (CDRL 04-02, Coupler/Drawbar Load and Coupling Analysis).

4.2.3

A. The gathering range of the coupler shall be sufficient for two cars with correctly adjusted couplers, one in new condition and one in fully worn condition, to automatically couple on tangent track. In no case shall the coupler gathering range be less than the existing SEPTA car coupler ability of 3.75 inches of radial misalignment between opposing coupler centerlines.

B. The cars, when coupled and with up to 6 inches of vertical misalignment due to equipment conditions, shall be capable of negotiating SEPTA's under worse-case curve conditions identified in Section 2, Design and Performance Criteria curves as well as track irregularities permitted for Class 1 track by FRA regulations without hitting the coupler stops or damaging any elastomeric components.

A. The gathering range of the coupler shall be sufficient for two cars with correctly adjusted couplers, one in new condition and one in fully worn condition including suspension failure , to automatically couple on tangent track. In no case shall the coupler gathering range be less than the existing SEPTA car coupler ability of 3.75 inches of radial misalignment between opposing coupler centerlines. The couplers shall be capable of coupling outside of the required gathering range by disconnecting the centering devices and manually maneuvering the couplers when coupling on a curve.

B. The cars, when coupled and with up to 6 inches (152.4 mm ) of vertical misalignment due to equipment conditions, shall be capable of negotiating SEPTA's under worse-case curve conditions identified in Section 2, Design and Performance Criteria curves as well as track irregularities permitted for Class 1 track by FRA regulations without hitting the coupler pocket or coupler stops or damaging any elastomeric components causing permanent damage to the coupler and its components.

4.3.1.2 B The draft gear shall be of the double acting, single cushion type such as Wabtec Passenger Transit part number 0D09639- 3001, or approved equal.

B. The draft gear shall be of the double acting, single cushion type such as Wabtec Passenger Transit part number 0D09639- 3001, or approved equal. The load deflection curve of any approved equal draft gear shall be submitted for Approval.

4.3.2 G. Hoses shall be secured in a manner that prevents fowling through all range of motion and suspension conditions.

G. Hoses shall be secured in a manner that prevents fowling through all range of motion, for all possible wheel wear and suspension conditions.

4.3.3.3 A. Contacts shall be individually spring loaded to provide positive pressure against opposing coupler contacts. The contact spring shall be stainless steel and isolated from the current conduction path.

A. Contacts shall be individually spring loaded to provide positive pressure against opposing coupler contacts. The contact spring shall be stainless steel and isolated from the current conduction path. Alternate contact type may be proposed for Approval.

4.3.3.3 F. Contact tips shall be replaceable from the front face of the coupler and shall be secured to prevent loosening by a suitable means.

F. Contact tips shall be replaceable from the front face of the coupler and shall be secured to prevent loosening by a suitable means. Alternate contact type may be proposed for Approval.

4.3.3.6 D. The gasket shall be one piece mechanically attached to the housing and provide water and snow entry resistance when either coupled or uncoupled. The gasket shall be replaceable without requiring disassembly of the electric coupler head.

D. The gasket shall be one piece mechanically attached to the housing and provide water and snow entry resistance to ingress of dust, water, and snow when either coupled or uncoupled. The gasket shall be replaceable without requiring disassembly of the electric coupler head.

4.3.3.6 H. The cover shall withstand normal coupling cycles without damage.

H. The cover shall withstand normal coupling cycles without damage which may result in the need to replace the covers before overhaul .

4.3.3.7 F. Cables shall be secured in a manner that prevents fowling through all range of motion and suspension conditions.

F. Cables shall be secured in a manner that prevents fowling through all range of motion for all possible wheel wear and suspension conditions.

4.4.1 B. Coupler control shall be enabled with a standard key. Pressing the uncouple pushbutton in a cab shall cause electrical and pneumatic trainline connections to be interrupted, and opening the locking mechanism of the mechanical coupler so cars can be separated.

B. Coupler control shall be enabled with a standard the coach key. Pressing the uncouple pushbutton in a cab shall cause electrical and pneumatic trainline connections to be interrupted, and opening the locking mechanism of the mechanical coupler so cars can be separated.

4.6

CDRL 04-02

Coupler Load Analysis

1. It shall be submitted prior to Preliminary Design Review and must be approved by Final Design Review.

2. It shall provide analysis and calculations which demonstrate the load carry capacity in the following conditions:

a. Tensile

b. Buff

c. Lateral

d. Vertical

Coupler/Drawbar Load and Coupling Analysis

1. It shall be submitted prior to Preliminary Design Review and must be approved by Final Design Reviewat PDR and FDR .

2. It shall provide analysis and calculations which demonstrate the load carry capacity in the following conditions:

a. Tensile

b. Buff

c. Lateral

d. Vertical

3. It shall provide analysis and calculations which demonstrate the capacity of the coupler/drawbar to withstand coupling up to the worst-case scenario for weight, speed, and configuration.

a. AW0; Contractor to submit analyses identifying the capacity of the coupler/drawbar system to withstand coupling at all speeds above 0 up to the maximum hard coupling speed without any permanent damage to the coupler/drawbar system

i. 3 SL-VI MP coupling 3 SL-VI MP @ 5 mph, .

ii. 3 SL-VI MP coupling 3 SL-V MP; @ the maximum SL-V hard coupling speed

iii. 3 SL-VI MP coupling locomotive @ 5mph

b. AW3; Contractor to submit analyses identifying the capacity of the coupler/drawbar system to withstand the maximum achievable coupling speed without any permanent damage to the coupler/drawbar system.

i. 3 SL-VI MP coupling 3 SL-VI MP

ii. 3 SL-VI MP coupling 3 SL-V MP

iii. 3 SL-VI MP coupling locomotive

4.7 N/A IEC 61373 Railway applications - Rolling stock equipment - Shock and vibration tests

5.1.1.1 C. The operating cab shall be a full-width design. If a low level boarding door at the F-end is provided, a trap door shall fully cover the stairwell.

C. The operating cab shall be a full-width design. If a low level boarding door at the F-end is provided, a trap door shall fully cover the stairwell.

5.1.1.1

O. Upon preliminary approval of a layout, a Cab Soft Mock-up of the layout of the complete cab shall be provided by the Contractor per Section 25, Program Management and Commissioning to ensure proper apparatus fit and ergonomics. After design approval, the mock-up shall be delivered at no cost to SEPTA for use as a training tool. The final layout shall be Approved prior to any production.

O. Upon preliminary approval of a layout, a Cab Soft Mock-up of the layout of the complete cab shall be provided by the Contractor per Section 25, Program Management and Commissioning to ensure proper apparatus fit and ergonomics. After design approval, the mock-up shall be delivered at no cost to SEPTA for use as a training tool. The final layout shall be Approved prior to any production.

5.1.3 H. These partitions shall be constructed of aluminum honeycomb faced with integrally colored FRP covered with Tedlar composite laminate, or other approved materials:

H. These partitions shall be constructed of aluminum honeycomb panels faced with integrally colored FRP covered with Tedlar composite laminate, melamine-faced plymetal covered with Tedlar composite laminate , or other approved materials:

5.1.3.I

I. If offered, the left side of the cab shall include a low level door panel, stairwell, and doorway for passenger ingress and egress, as described in Section 6, Passenger Doors, and shall meet the following requirements:

1. The left side doorway shall have a hinged trap door that will be latched in the down position when the cab is in the full width configuration to fully cover the stairwell and latched in the up position when configured for passenger use. It shall automatically latch and lock in the up position and require the use of the standard coach key to unlock. The latches shall be standard J.L. Howard trap door holders and locking devices.

2. The top of the trap shall be covered with flooring that matches the interior flooring or other approved anti-skid material. The bottom of the trap shall have a handhold similar in design to that used on the SEPTA Silverliner V vehicle traps and subject to Approval.

3. When the lowered trap door is unlatched for raising, it shall be supported by an adjustable torsion spring so that the outer edge will rise approximately 10 inches, for ease of grasping. The design of the trap door and latching shall not present a tripping hazard.

I. If offered, the left side of the cab shall include a low level door panel, stairwell, and doorway for passenger ingress and egress, as described in Section 6, Passenger Doors, and shall meet the following requirements:

1. The left side doorway shall have a hinged trap door that will be latched in the down position when the cab is in the full width configuration to fully cover the stairwell and latched in the up position when configured for passenger use. It shall automatically latch and lock in the up position and require the use of the standard coach key to unlock. The latches shall be standard J.L. Howard trap door holders and locking devices.

2. The top of the trap shall be covered with flooring that matches the interior flooring or other approved anti-skid material. The bottom of the trap shall have a handhold similar in design to that used on the SEPTA Silverliner V vehicle traps and subject to Approval.

3. When the lowered trap door is unlatched for raising, it shall be supported by an adjustable torsion spring so that the outer edge will rise approximately 10 inches, for ease of grasping. The design of the trap door and latching shall not present a tripping hazard.

5.1.3.K

1. This locker shall be solidly constructed and lined with stainless steel, and have a hinged door secured by a slam lock operated by the standard key.

1. This locker shall be solidly constructed and lined with stainless steel, and have a hinged door secured by a slam lock operated by the standardcoach key.

5.1.4.1.K

1. Closing off the Operator's control station when not in use to permit passenger movement from car to car and provide access to the Observer's side of the cab for the low level doorway, if provided.

1. Closing off the Operator's control station when not in use to permit passenger movement from car to car and provide access to the Observer'sleft side of the cab for the low level doorway, if provided.

5.1.4.3 C. The size of the grille shall be approximately 7 inches vertically by 9 inches horizontally and located on the centerline of the door, at least 12 inches above the floor.

The size of the grille shall be approximately 7 inches vertically by 9 inches horizontally sized to meet the requirements of Section 7, Heating, Ventilating, and Air Conditioning and located on the centerline of the door, at least 12 inches (30.48 cm) above the floor.

5.1.4.4

A. The cab door shall have an Approved J.L. Howard snap-type deadbolt lock to preclude any unauthorized entry into the cab by forcing the latch head back, which shall hold the door closed and can only be opened from the aisle side, when either closing off the right side operator controls or in the full-width cab configuration, by the standard key identified in Section 2, Performance and Design Criteria.

A. The cab door shall have an Approved J.L. Howard snap-type deadbolt lock to preclude any unauthorized entry into the cab by forcing the latch head back, which shall hold the door closed and can only be opened from the aisle side, when either closing off the right side operator controls or in the full-width cab configuration, by the standardcoach key identified in Section 2, Design and Performance and Design Criteria.

5.1.8.3 C. As part of the Design Review efforts, the Contractor shall present an ergonomic analysis and report of the seating system.

D. One sample seat shall be submitted by the Contractor for approval following completion of testing. (CDRL 05-04, Sample Operator’s Seat)

C. As part of the Design Review efforts, the Contractor shall present an ergonomic analysis and report of the seating system.

D. One sample seat shall be submitted by the Contractor for approval following completion of testing. (CDRL 05-04, Sample Operator’s Seat)

5.1.10.A

10. A cupholder to retain a coffee cup or soft drink container shall be mounted on the side wall forward of the right side window drop sash and forward of the Operator's seat, or other Approved location. It shall be a rugged design with a bottom drain hole, designed for ease of cleaning. The inside diameter shall be 3.25 +/- 0.03 inches and have a depth of 3.00 +/- 0.03 inches.

10. A cupholder to retain a coffee cup or soft drink container shall be mounted on the side wall forward of the right side window drop sash and forward of the Operator's seat, or other Approved location. It shall be a rugged design with a bottom drain hole, designed for ease of cleaning. The inside diameter should shall be 3.25 +/- 0.03 inches and have a depth of 3.00 +/- 0.03 inchesproposed for Approval.

5.1.10.A

13. A two-position key switch operated by the standard key shall be included in the cab console in an Approved location, for use by the train crew in a trailing cab of the train.

13. A two-position key switch operated by the standard coach key shall be included in the cab console in an Approved location, for use by the train crew in a trailing cab of the train.

5.1.10.A

14. A flag holder and a fireproof closed metal container for fusees shall be provided in accordance with 49 CFR Part 229.119 (f), and as Approved. It shall be lockable using the standard Key.

14. A flag holder and a fireproof closed metal container for fusees shall be provided in accordance with 49 CFR Part 229.119 (f), and as Approved. It shall be lockable using the standard KeyCAT 30 key .

5.1.10.A

17. A blue flag key switch shall be provided on the Upper Left Console Control Panel to turn the blue flag light on and off. It shall operate using the standard SEPTA derail key, The key switch shall have two positions: ON and OFF, per Section 8, Lighting. The key shall be removable in both positions. And this information shall be sent to the event recorder.

Additional information of the key will be provided after NTP.

17. A blue flag key switch shall be provided on the Upper Left Console Control Panel to turn the blue flag light on and off. It shall operate using the standard SEPTA derail key,. The key switch shall have two positions:, ON and OFF, per Section 8, Lighting.