July 21, 2026

Dear Proposers:

Attached is Addendum No. 9 to SEPTA's Request for Proposal No. 25 - 00300 - AMJP

- Silverliner VI Rail Cars.

The proposal due date and time scheduled for Friday, August 28th, 2026, at 04:30 PM has been postponed until Friday, October 30th, 2026, at 04:30 PM. 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. 9

Request for Proposal No. 25- 00300 - AMJP

Silverliner VI Rail Cars Addendum No. 9

To All Bidders:

The following constitutes Addendum No. 9 to SEPTA's 25-00300-AMJP –Silverliner VI Rail Cars.

Addendum No. 9 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. The proposal due date and time scheduled for Friday, July 10th, 2026, at 04:30 PM has been postponed until Friday, October 30th, 2026, at 04:30 PM.

2. The Due Date for questions has been extended from Friday, July 17th, 2026, to by no later than the close of business at 04:30 PM to Friday, September 25th, 2026, by no later than the close of business at 04:30

PM.

3. Question and Answers (169-207) are attached.

ADDENDUM NO. 9

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. 9 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. 9 includes:

1. Question and Answers (169-207) are attached.

2. Proposal Due Date Extension.

3. Question Period Due Date Extension.

No. Reference Question Answer

Contract Document XX. Contract Security

According to "Paragraph A. Performance Bond", the Contractor may substitute a Maintenance (or Warranty) Bond.

Our understanding is that no additional Warranty Bond shall be furnished by contractor if the Contractor execute Performance Bond and maintain 5% of the contract sum until the completion of the three year warranty.

Please confirm that the Proposer will only need one security obtained either 5% remaining performance bond in A. Performance Bond or 5% maintenance bond (warranty bond) in B. Maintenance Bond, annd not obtainniig both securities.

The Carbuilder's understanding is correct.

Contract Document and Specification

XX A. Performance Bond XXXVIII. Contract Option for Additional Siverliner VI Rail

Cars

It will be desirable for the Contractor to maintain performance bond and maintenance bond for Option Rail Cars each such as 1B (46 cars) and 1C (46 cars) separately from base (234 cars) considering the complexity of combining bond between base cars and option rail cars. Based on XXXVIII, it is understood that the required bonds for Option Rail Cars will be performance bond (15% of the Option-specific Total Price from acceptance of first Option Rail Car(s) and until acceptance of the last Option Rail Cars) and maintenance bond (5% of Option-specific Total Price from acceptance of conditional acceptance of the final Option Rail Car(s) and until expiration of warranty coverage and completion of all modification work on all items, including publication changes for Option Rail Cars.).

Please confirm whether our understanding is correct.

The Carbuilder's understanding is correct. The Contract will be revised to separate performance bond requirements for the base order and option orders.

25.15.2.5

Due to intellectual property protection from equipment suppliers, it will be extremely difficult to obtain their detailed drawings down to the LLRU level.

Therefore, instead of submiting the drawings for LLRUs, we suggest that the illustrations (figures) down to LLRU level should be included in the IPC (Illustrated Parts Catalog), along with part number of each LLRU for SEPTA orders.

Drawings shall be detailed to facilitate replacement of the LLRU but detailed drawings of the LLRU itself may not be required for all systems. Should a proposer require additional clarification on this topic, their compliance matrix should indicate any deviations from the specification requirements for SEPTA's review. SEPTA does not intend to request circuit board drawings and the Technical Specification will be updated accordingly. Components where repair by SEPTA is not possible without detailed drawings shall be identified as part of the proposal in order for SEPTA to purchase an appropriate amount of spare parts, and the Contractor will be required to provide an obsolescence plan in conjunction with their recommended spare parts deliverable.

NR 4. Questions

We would like to inquire whether it is permissible to submit a Request for Information (RFI) on a confidential basis to SEPTA. Specifically, we are considering raising certain questions that may contain commercially sensitive or proprietary information, and we would appreciate your guidance on whether such inquiries can be treated as confidential.

If confidential RFIs are allowed, we would be grateful if you could also advise on the appropriate submission process, including any specific labeling, format, or procedures required to ensure that the information is handled accordingly. The Carbuilder's request is denied.

16.24.2.4.A.3

"c.(2) It shall be the Contractor's responsibility to perform any tests required by SEPTA and to provide all data requested by SEPTA." The terms "any tests" and "all data" in above sentence create an open-ended, unbounded contract scope (Blanket Clause).

Therefore, in order to clarify, it is proposed as follows: "c. (2) It shall be the Contractor's responsibility to perform tests mutually agreed upon and practicable, and to provide relevant data as reasonably requested by SEPTA."

The requirement will be reworded as follows: " (2) It shall be the Contractor's responsibility to perform any tests required by SEPTA to ascertain contact performance and endurance in the intended circuit applications and to provide all relevant contact data requested by

SEPTA."

16.26.1.A.1 This conflicts with the voltage range in Section 9.5, and since nominal 37.5V is used, the voltage range follows Section 9.5. Low Voltage Power Supply.

SEPTA recognizes the discrepancy in TS 16.26.1.A.1 and will delete this section from TS. Additionally, SEPTA will be amending the TS to shift towards a higher LVPS voltage.

26.1.6.2.3 Part III: Car

Schematic Diagrams

Applying the phrase "The Schematic Diagrams shall contain all electrical schematics for the car and its subsystems down to the LLRU level." uniformly is excessive because it is difficult to include the parts corresponding to the subsystems supplier's intellectual property rights.

Therefore, it needs to be clarified that the parts corresponding to the supplier's intellectual property (IP) is not included in The Schematic Diagrams.

Drawings shall be detailed to facilitate replacement of the LLRU but detailed drawings of the LLRU itself may not be required for all systems. Should a proposer require additional clarification on this topic, their compliance matrix should indicate any deviations from the specification requirements for SEPTA's review. SEPTA does not intend to request circuit board drawings and the Technical Specification will be updated accordingly. Components where repair by SEPTA is not possible without detailed drawings shall be identified as part of the proposal in order for SEPTA to purchase an appropriate amount of spare parts, and the Contractor will be required to provide an obsolescence plan in conjunction with their recommended spare parts deliverable.

10.9.4 A

The truck would be designed so that the motor is supported resiliently truck frame. And, the gear unit is mounted not only the wheelset shaft but also resiliently on the truck frame. And, the torque would be transmitted from the motor to the gear unit through the flexible gear coupling, which accommodates any resilience and assembly misalignment. Through this drive configuration, unsprug mass could be minimized and the motor is not affected by shock and vibration loads from wheel-rail interaction in accordance with TS requirement.

We kindly understand the proposed drive configuration comply still with TS requirement. Please advise.

TS 10.9.4 will be amended as follows: A. Each motor shall be resiliently mounted relative to the axle and shall drive through a purpose-designed traction gear drive.

1. The motor shall be supported resiliently by the truck or by the gear unit on elastomer cushioned trunnions, or rigidly by a gear unit that is resiliently supported by its quill on the axle.

20.1

Based on Section 20.1, the ATC/PTC system requires a designated supplier to ensure compatibility with existing wayside infrastructure. According to this supplier, the existing and proven SEPTA PTC system will be used without any modifications or additional testing, other than adjustments specifically for the Silverliner VI.

Please confirm whether SEPTA agrees with the supplier’s position. If SEPTA does not agree, we would like to request SEPTA to procure the ATC/PTC system directly as a Owner-Furnished equipment and provide it to the carbuilder.

Supplier's suggested approach is reasonable. They should be cautioned that adjustments for correct operation of the SL-VI may be necessary, and adjustments may also be necessary to ensure that integration of the SL-VI vehicles do not affect the operation of other fleets. Essentially, they may provide same as existing equipment, but it must still be validated on this program, both as acceptable operation for S-LVI, and to have no adverse effects on other vehicles that SL-VI may share the RoW with.

III. Extension of Time, not Waiver of Timley

Performance

We would like to propose an amendment to this clause. The objective is to align termination rights with actual culpability (Paragraph A) and prevent the unfair forfeiture of time extension rights due to minor, non-prejudicial delays in notice (Paragraph B), thereby establishing a more balanced and commercially reasonable risk allocation. Please confirm if this proposed amendment is acceptable to SEPTA.

A. Any extension of time granted by SEPTA pursuant to Paragraph VII above shall operate only to mitigate liquidated damages contained in Paragraph VI, no such extension of time shall be deemed a waiver by SEPTA of its right to terminate the Contract for delay attributable to by the Contractor, nor shall such extension relieve the Contractor from full responsibility for performance of its obligations hereunder.

B. If the Contractor desires to apply for an extension of time pursuant to Paragraph VII above, the Contractor shall notify SEPTA in writing within fourteen (14) days after becoming aware of the possibility occurrence of delay and any reasons for the delay and its estimated duration. Failure to notify within the fourteen (14) days shall not invalidate the Contractor's claim for an extension of time unless SEPTA demonstrates material prejudice resulting from such failure. The Carbuilder's request is denied.

VII. Delay in Completion beyond Contractor's Control and

We would like to propose an amendment to this clause. The proposed revision consolidates the definition of a 'Force Majeure Event' to eliminate structural redundancies, clarifies that schedule extensions for non-fault delays are mandatory ('shall') based on the actual duration of the delay, and ensures a balanced risk allocation by protecting the Contractor’s right to financial compensation solely for delays caused directly by SEPTA or its other contractors. Please confirm if this proposed amendment is acceptable to

SEPTA.

If the Contractor is delayed in the completion and performance under the Contract due to unforeseeable causes beyond its reasonable control and without its contribution, neglectfault fault or negligence (each a "Force Majeure Event"), including but not restricted to acts of God, acts of neglect of SEPTA, act of neglect of any other contractor fires, floods, epidemics, quarantines, strikes, or freight embargoes, or acts/omissions of SEPTA or other contractors, the time herein specified for the completion of Contract performance may shall be extended without penalty, at the reasonable discretion of SEPTA. by Such extension as shall be mutually agreed upon or fixed by SEPTA in writing based on the actual delay duration.

The Contractor shall not be entitled to any damages, compensation, or adjustment from SEPTA on account of any delay or delays, including delays in payment to Contractor, resulting from any of the aforesaid causes Force Majeure Events, except for delays caused directly by the acts, omissions, or negligence negligent acts of SEPTA or and the acts, omissions, or negligent acts of any SEPTA contractors. For delays caused by SEPTA or any SEPTA contractors, the Contractor shall be entitled to an equitable adjustment of the Contract sum, and any applicable price adjustment caps shall be waived. If any Force Majeure Event persists continuously for more than 180 days either Party

The contract remains unchanged at this time. SEPTA notes this clause may be addressed during negotations.

XXIV. Compliance with Federal, State, and Local

Laws

We would like to propose an amendment to this clause. This revision aims to protect the Contractor from regulatory risks that are outside its reasonable control. Specifically, it ensures that the Contractor is not penalized for new manufacturing or transport regulations if they take effect during Owner-caused delay periods (Proviso 1) or result in an unforeseen, material cost increase (Proviso 2). Furthermore, it allows for an equitable adjustment for laws signed prior to the BAFO but whose financial impacts could not have been reasonably quantified at that time.Please confirm if this proposed amendment is acceptable to SEPTA.

SEPTA, after the date of the Best and Final Offer, shall issue a Change Order for any Applicable Laws enacted after the date of the Best and Final Offer that actually modifies the Materials and/or Equipment, or the Rail Cars themselves but will not issue any Change Order for any Applicable Law that affects method or means of manufacture, including but not limited to OSHA regulations, and/or that affects the transport of Rail Cars from the place of final assembly to SEPTA’s property, and any cost relating to such Applicable Laws shall be borne solely by the Contractor.,as well as for any Applicable Laws that affect the method or means of manufacture (including but not limited to OSHA regulations) or the transport of Rail Cars from the place of final assembly to SEPTA’s property, provided that such Applicable Laws (1) are enacted or become effective during any period of delay, disruption, or suspension caused in whole or in part by SEPTA or any SEPTA contractor's failure, breach, act, or omission , or (2) result in a material and unforeseen increase in the Contractor's cost of performance. Applicable Laws signed into law or issued prior to the date of the Best and Final Offer but with an effective date after the date of the Best and Final Offer which could not have been reasonably anticipated or quantified by the Contractor as of the Best and Final Offer date shall be considered as having been enacted prior to the date of the Best and

The contract remains unchanged at this time. SEPTA notes this clause may be addressed during negotations.

XIII. Payment B. Economic Price Adjustment

We would like to propose an amendment to this clause. This revision ensures that Change Orders are subject to Economic Price Adjustment.Given the multi-year nature of this project, excluding Change Orders from escalation would force the Contractor to absorb unexpected inflationary risks on all modified scopes of work. By establishing the price adjusted through a Change Order as the new Base Price for applicable progress payments, this amendment ensures consistent pricing protection and maintains a commercially fair risk allocation against market fluctuation.Please confirm if this proposed amendment is acceptable to SEPTA.

II. The Base Price for each progress payment related to line 1A through 1C of the price form shall be escalated or deescalated as follows:

i. Only progress payments associated with material delivery to SEPTA are subject to Economic Price Adjustment. As identified in Exhibit II, the following progress payments are applicable: 8.1, 9.1, 9.2, 19.3, and all progress payments beginning with 10, 11, 13, and 16.

ii. Change Orders are not subject to Economic Price Adjustment. Change Orders shall be subject to Economic Price Adjustment. The price adjusted through a Change Order shall be the Base Price for the applicable progress payments and shall be further adjusted based on the Base Month determined for such Change Order under Paragraph B.I.i..

The contract will be amended to clarify that while change orders must be a fixed firm price, the cost of the change order may include costs associated with projected escalation. This will be separate from the Economic Price Adjustment as described in the contract.

2.1.8.A.2

The requirement appears to mix energy and power units. While it refers to average auxiliary energy consumption (kWh), it also specifies a value of 45.89 kW, which represents power rather than energy.

Please clarify the requirement by explicitly defining both the average auxiliary energy consumption (in kWh) and the maximum auxiliary power demand (in kW).

TS 2.1.8 #A2 will be modified to clarify that the average power of all auxiliary loads shall not exceed 45.895 kW.

2.9.1.3

Requirement E of Section 2.9.1.3 specifies that the equipment shall be resilient to, and able to operate with, up to 40% total harmonic distortion (THD) in the catenary voltage. This level of distortion is outside conventional limits.

We understand that the stated 40% value may be a typographical error. Could you please confirm whether this understanding is correct?

TS 2.9.1.3.E will be amended as follows: 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 2.7, concerning catenary voltage characteristics evaluation .

21.1.6.2.1

Please provide the "existing SEPTA SIM Manual" mentioned below.

4. The SIM Manual shall be arranged and formatted similar to the existing SEPTA SIM Manual. A sample manual will be provided in a new specification appendix.

21.1.6.2.1

Please clarify what is meant by the "chekclist" mentioned below? Do we need to select major inspection procedure and submit a checklist for them?

6. The manual shall include a checklist for each inspection procedure. A sample manual will be provided in a new specification appendix.

CDRL 25-15 Spare Parts Control Numbering System is required to comply SEPTA's VMIS.

Please provide detailed information about SEPTA's VMIS.

SEPTA will revise the specification to clarify VMIS compatability and numbering requirements.

Silverliner-VI-RFP- Instructions-to-Proposers/

Silverliner-VI-RFP-Contract

VI.C

/TS 15.8.8.8

/TS 2.1.8

Regarding the Energy Consumption item under Tab 2(5) of IP 11. Technical Proposal Format in the Silverliner-VI-RFP-Instructions-to-Proposers document, it is required to perform the simulation based on EN 50591.

According to EN 50591, the simulation conditions stipulate a design mass of AW0.5 (design mass in working order plus 50% of seated passenger capacity) and explicitly exclude passenger HVAC from the calculations.

However, individual sections within Section 15.8.8.8/2.1.8 of the Technical Specification (TS) and Contract documents present conflicting weight and operating condition criteria, while also requiring the inclusion of HVAC loads.

Realistically, satisfying the target of 3.1125 kWh/mile per car specified in the Contract documents and the 7.3 kWh per mile per married pair in TS Section

2.1.8 while including all of these loads is virtually unachievable.

Therefore, we propose to apply the EN50591 standard uniformly for all LD (Liquidated Damages) calculations and TS energy consumption criteria.

Additionally, we propose that LDs be imposed only if the actual energy consumption exceeds the newly established target energy consumption (the simulation value to be specified in Tab 2 (5) of IP 11. Technical Proposal Format) by more than 5%.

The specification and contract will be amended to describe a process for the carbuilder to instrument and test a SLV married pair to establish baseline criteria to compare against the SLVI and revalidate.

7.1.1.2.A

Fresh Air : 7.5 CFM (12.7 M3/hr) per passenger at AW2 loading.

Considering an AW2 passenger load of 190, the fresh air rate per persons is

12.7 CMH, resulting in a total fresh air volume of 2,413 CMH per car.

SEPTA Silverliner 5 Technical Specification : Fresh air requirement per car is

900 CFM (1,529 CMH)

Based on the aforementioned conditions, the required fresh air volume increases by approximately 60% compared to SEPTA 5, which leads to an excessive increase in cooling capacity, unit size, and power consumption.

Therefore, we would like to inquire if the fresh air volume can be applied variably according to temperature, in compliance with EN 14750 Category S.

SEPTA is in agreement that EN 14750 may be used to modulate the fresh air volumes only at extreme conditions such as cooling or winter modes. There are concerns regarding humidity build up during excessive door cycling and the carbuilder must propose methods to moderate humidity levels such as having the HVAC system work in reheat at design review.

6.4.10.6.B

6.4.10.6 Detection Sensitivity

B. The obstruction sensitivity shall be future adjustable to profiles other than the above setting within Contractor authorized limits by SEPTA through the PTU interface, with suitable password protection.

Question) Please define which parameters should be taken into account to adjust the obstruction sensitivity? This requirement was removed in addendum #4.

TS 13.8.2.A.4

Bluetooth LE data channels are limited to a 31-byte payload, which is insufficient to fully deliver operation-related services to passengers via Bluetooth LE alone. Accordingly, please clarify how the content relay server for passenger devices is intended to be used to convert the received codes into messages. If SEPTA has a specific system in mind for this purpose, please describe it.

The requirement for Bluetooth LE will be removed. Only Bluetooth Auracast is required.

TS 13.3.A.6

TS 13.3.A.6

Live news, Live weather

Live News provides a public RSS feed; however, providing this service to passengers through a third party may incur licensing costs. Live weather can use an RSS feed from NOAA. Please advise whether SEPTA currently has any RSS service in use for these feeds.

The carbuilder is not required to provided RSS feed licenses, only the capability to display this data on the car.

TS 13.18.A.3.a

In order for crew members to control the announcement/display devices and to conduct calls/broadcasts through the Contractor-supplied API, the crew handheld devices must be connected to the same Communication network as those devices. The specification does not specify the connection medium for the crew handheld devices. Please describe the intended connection path.

The requirement for crew applications will be removed in an upcoming revision to the specification.

TS 18.3.1.A.4 Please provide the Information regarding the "existing devices on SEPTA's computer network".

The contractor may assume SEPTA has an existing Security Information Management system to receive security log files and an existing video survielance system wayside system to receive video data.

Details of these systems can be provided during design review.

Silverliner-VI-RFP-Contract

VI.C

/TS 2.1.8

Could you please provide the source of the energy consumption requirements:

3.1125 kWh/mile averaged per car (Contract) and 7.3 kWh per mile per married pair (TS 2.1.8)?

The specification and contract will be amended to describe a process for the carbuilder to instrument and test a SLV married pair to establish baseline criteria to compare against the SLVI and revalidate.

Silverliner-VI-RFP-Contract

_VI. LIQUIDATED

DAMAGES_D. Reliability, Availability, and Maintainability g p y Availability (R&A) Demonstration Test is evaluated using a 12-month cumulative average to confirm long-term fleet stability. The bidder understands and supports the objective of achieving sustained reliability performance. To maintain a collaborative focus on corrective action, reliability growth, and long-term fleet performance the bidder respectfully requests that the contractual remedy for failure to meet the applicable R&A targets be limited to the warranty program, including continued corrective action and any required warranty extension, rather than the assessment of Liquidated Damages (LDs) based on the following reasons:

1. Warranty Program Remedy is Appropriate:

The Technical Specification already establishes a remedy through the warranty program if the Contractor does not meet the specified R&A targets. Under this approach, the Contractor remains responsible for investigating root causes, implementing corrective actions, demonstrating reliability growth, and supporting SEPTA through the applicable warranty obligations. This remedy directly addresses SEPTA’s operational objective by requiring the Contractor to correct performance issues and sustain fleet reliability and availability over time.

2. Avoidance of Overlapping Remedies:

Applying LDs in addition to the warranty program would create overlapping remedies for the same performance issue. The bidder’s position is that the warranty program should serve as the sole contractual remedy for not meeting the reliability and availability targets because it requires the Contractor to resolve the underlying technical issues, while LDs impose a financial penalty without directly improving fleet performance. Furthermore, assessing LDs based solely on a single month's performance fluctuation—while a warranty program is already in place—is not customary among major North American transit authorities. The bidder therefore respectfully requests that SEPTA confirm that failure to meet the applicable R&A targets will be addressed through the warranty program, including corrective actions and any required warranty extension, and that monthly LDs will not be assessed for the same condition.

The contract item VI.D Liquidated Damages - Reliability, Availability, and Maintainability will be removed. SEPTA notes that the contract will also be amended to clarify the contractor's responsibility to return vehicles to service in a timely manner.

Silverliner-VI-RFP-Contract

_VI. LIQUIDATED

DAMAGES_D. Reliability, Availability, and Maintainability

According to TS Section 21.7.2.3, SEPTA will monitor vehicle maintainability performance and determine the required scope of corrective actions. We respectfully requests that this corrective-action and warranty-based process also be the sole remedy for maintainability performance shortfalls. MTTR values may be affected by a limited number of failed parts or service events, which can result in small sample sizes and may not provide a reliable basis for assessment.

The contract item VI.D Liquidated Damages - Reliability, Availability, and Maintainability will be removed. SEPTA notes that the contract will also be amended to clarify the contractor's responsibility to return vehicles to service in a timely manner.

Technical Specification 21.1.1.4

1. Clarification on Maintenance Cycles (TS. 21.1.1.4 & 21.5.1) According to Section 21.5.1, it is stated that preventive maintenance tasks shall be scheduled in multiples of 92 days. However, TS 21.1.1.4 mentions a minimum period of 184 days between periodic maintenance servicing.

Could you please clarify the exact distinction between these two requirements?

Is our understanding correct that the minimum maintenance cycle scheduling is 92 days, while periodic servicing(including the replacement of consumables such as Lubricator or filters) is expected to have a minimum replacement cycle of 184 days?

Additionally, we would like to know if exceptions to the 184 day servicing interval can be granted for other specific items besides the HVAC filter. (For instance, the inlet filter for the converter may require replacement on a 92-day cycle due to its technical characteristics. Please let us know if such exceptions are acceptable)

2. Query regarding "Programmed Car Interior Cleaning" (Section 21.1.1.4-1) We have a question regarding the "Programmed Car interior Cleaning" mentioned in Section 21.1.1.4-1, as it does not seem to align with the above 92-day minimum maintenance period. Could you please elaborate on what this entail?

Does this refer to routine Saloon and Cab cleaning performed independently by SEPTA's own personnel, separate from the technical component cleaning required during 92 days maintenance cycle?

TS 21.1.4.A will be amended to allow other filter types to be replaced at a 92 day interval subject to approval. Such approval requires demonstration that the filter would be easily replaceable in a yard environment.

TS 7.1.1.2. A

Ambient Temperature : 125 degrees F (51.7 degrees C) air entering the condensers

The combination of a 125°F condenser entering temperature and a 12.7 CMH/passenger fresh air rate results in excessive HVAC sizing. This creates critical non-compliances with the vehicle's structural gauge and Auxiliary Power Supply (APS) capacity.

Operating Environment : The SEPTA network operates predominantly outdoors, where ambient temperature closely aligns with the condenser inlet. A sustained 125°F condition is highly unrealistic. While there are underground tunnel sections, their lengths are very short (approx. 1.7 miles).

To optimize the design within gauge and power limits, we respectfully request approval to adjust the HVAC calculation criteria as follows:

- Condenser Air Entering Temperature: Reduce from 125°F to 100°F

- Fresh Air Rate: Reduce from 12.7 CMH to 10 CMH per passenger (per EN 14750)

TS 7.1.1.2.A will be modified to change the condensor air entering temperature to 110F and the Fresh air rate to 5 CFM (8.5 CMH) when ambient temperature is either below 5F or in excess of 100F. The nominal fresh air rate of 7.5 CFM (12.7 CMH) is unchanged. TS 15.7.7.7.A.1 will be modified to align with these requirements.

TS 3.3.3.5 (C)

We kindly request that SEPTA reflect the "where practicable" wording of FRA 49 CFR Part 238.123 (d) Obstructions, and update this requirement to state: "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)" Agreed, TS 3.3.3.5.C will be modified accordingly.

Silverliner-VI-RFP-Technical- Specifications

Q1. To accurately plan our field execution budgets and personnel deployment, please provide the current operational status, track configurations, and capacity limitations of the specific SEPTA maintenance shops and stabling/storage yards (e.g., Frazer Shop, Wayne Electric Car Shop, or Powelton Yard) where the Silverliner VI Rail Cars under this contract will be assigned, maintained, and stabled.

Q2. Please advise the exact delivery point(s) and specific addresses for the Silverliner VI Rail Cars, Spare Parts, Special Tools, and Diagnostic & Test Equipment (BTE).

Q3. Please advise the exact depot/shop locations where the Contractor’s on-site Testing & Commissioning (T&C) and Warranty support teams are required or allowed to be stationed.

Furthermore, to ensure clear cost boundaries in our proposal, please confirm whether our understanding is correct that SEPTA will provide the following operational supports and facilities to the Contractor at no cost:

- Adequate office/work spaces and utility connections (electricity, internet, etc.)

for T&C and Warranty personnel.

- Secure, dedicated storage and warehouse space for spare parts and tools & equipment.

- Track access, shunting/switching locomotives, and certified crews/drivers required for vehicle movements and dynamic testing within SEPTA network.

The carbuilder will be provided with power connection but the carbuilder must provide office trailers for their use at SEPTA's commissioning site. At no cost, SEPTA will provide:

1. Space for two carbuilder provided trailers and contractor provided storage boxes for tools and equipment.

2. Space for the storage of spare parts.

3. Track access and crews for vehicle movements and dynamic testing.

The carbuilder should assume all delivery locations and commissioning activities will be primarily based at Wayne Electric Car Shop unless otherwise noted in the Specification or Contract. Yard track charts for Wayne Electric Car Shop will be provided in an upcoming addendum.

The carbuilder may assume warranty support teams will primarily be based Wayne Junction Electric Car Shop but must be able to travel to all other shop facilities upon request.

TS 15.6.14.A.1.e

Regarding to the VMDS Network Laboratory for Combined Subsystem(TS 15.6.14.A.1.e), the Technical Specifications require a test setup consisting of "1 MP of network devices and end units, plus A COMPLETE TRAIN of simulated equipment." Since TS 2.1.12.B.1 defines a maximum operational train consist (a complete train) as 6 cars comprising 3 Married Pairs, we understand that the laboratory test configuration should represent a total of 6 cars, which is made up of 1 physical Married Pair (2 cars) and 2 simulated Married Pairs (4 cars) to fulfill the full train environment.

Please confirm if our understanding is correct, or clarify if "a complete train" in the context of the VMDS laboratory test requirements implies a different consist length. Confirmed.

TS 14.1.10.1

14.1.10.1 Doorways

A. Two types of doorways shall be used for passengers to board the train. Door requirements can be found in Section 6, Passenger Doors.

1. One door type is for high level platforms and allows entry straight from the platform to the car (and vice versa for egress) without the use of steps or ramps.

Q) According to the response to Question No. 37 in Addendum 8, it is understood that on-board ramps for low-level platform accessibility are not required, as they will be provided on the platforms instead. We would like to request clarification on whether the same rule applies to high-level platforms, meaning that on-board ramps are also not required for high-level platform operation Confirmed.

15.8.10

Noise & Vibration Test In this requirement, noise test protocol and its corresponding pre-requisite is not defined.

So, ISO 3381 and 3095 is kindly requested to perform noise test.

1) 3381:2021 Railway applications — Acoustics — Noise measurement inside railbound vehicles

2) 3095:2025 Railway applications — Acoustics — Noise measurement inside railbound vehicles In these standards, noise test procedure, environmental condition, track condition, wheel condition, sensor requirement and so on are provided.

Noise is affected by rail roughness and track decay rate. ISO 3381 and 3095 supply its reference criteria and correction philosophy of measured noise caused by the rail characteristics.

As clarification, TS Section 15.8.10.A references back to Section 2 where testing protocols and threshold levels are defined in TS 2.6.

Track characteristics are defined in TS 2.6.2.C and 2.6.3.D.

TS 11.4.2.F

Ground brush must be removed to access axle center in the outboard bearing structure bogie. Could proposer have exemption on the clause or have ground feature installed on the driving gear side.

TS 10.10.10 explicitly requires gear unit mounted ground brush system, therefore axle end ground brush is not expected.

TS 11.6.2.F

Shims are not welded but confined after the installation. There is no way shim escaping the installation. Permanantly welding shim would result in increase of the MH and maintenance cost.

Exceptions may be considered to this requirement on an individual basis given detailed justification can be sufficiently provided.

TS 11.7.F The material for side wear plate is built to last 10 years without noticeable wear.

Therefore inscribed wear limit is not applicable on the material.

The inscribed wear limits are needed for inspection and maintenance purposes and are required

Contract Documents and Specification XV.

Termination for Clause propose establishing reciprocal rights regarding contract termination and payment delays. Introducing an interest accrual mechanism for late payments and a corresponding termination right for prolonged non-payment is standard commercial practice. This amendment is critical to maintaining a stable financial cash flow required for the continuous production of the rolling stock and mitigating severe supply chain disruptions.

XV. TERMINATION FOR CAUSE; LATE PAYMENT

A. If the Contractor fails to make delivery of acceptable Material and/or Equipment or to perform the services within the time specified or any extension thereof and/or fails to remedy or does not take reasonable diligent steps towards remedy, to SEPTA’s satisfaction, the material breach or default of any of the terms, covenants, or conditions of this Contract within thirty (30) calendar days after receipt by Contractor of written notice from SEPTA setting forth the nature of said material breach or default, SEPTA shall have the right to terminate the Contract without any further obligation to Contractor other than payment for work satisfactorily performed. Any termination for cause shall not in any way operate to preclude SEPTA from also pursuing all available remedies against Contractor and its guarantors and/or sureties for said material breach or default, including recovery of any additional costs incurred by SEPTA in obtaining replacement Material and/or Equipment and services B. In the event that SEPTA elects to waive its remedies for any breach by the Contractor of any covenant, term or condition of the Contract, such waiver by SEPTA shall not limit SEPTA's remedies for any succeeding breach of that or of any other term, covenant, or condition of the Contract. The contract remains unchanged.