SOW MRC-23-022-MT CONFORMED 9.19.23.pdf

Maryland Department of Transportation Maryland Transit Administration

Appendix 3 MDOT MTA MARC IV Railcar Truck Overhaul Scope of Work

CONFORMED SEPTEMBER 19, 2023

MDOT MTA MARC IV Truck Overhaul Scope of Work Appendix 3

Page ii

TABLE OF CONTENTS

1.0 General

1.1 General Information

1.2 General System Description

1.3 Physical Characteristics

1.4 Design Considerations

1.5 Weight Criteria

1.6 Strength Requirements

1.7 Flammability, Smoke Emission, and Toxicity

1.8 Environmental Requirements

1.9 Vibration and Noise

1.9.1 Interior Noise Levels (Passenger Areas)

1.9.2 Exterior Noise Levels

1.9.3 Vibration Criteria

1.10 Compatibility with Existing Cars

1.11 Interface and Compatibility

1.11.1 Electromagnetic Interference

1.11.2 Interference Compatibility

1.12 Material Storage

1.13 Overhaul Scope of Work

1.14 Definitions

2.0 Truck and Suspension Overhaul

2.1 Truck Frame Overhaul

2.1.1 General Information

2.1.2 Truck Frame Overhaul Scope of Work

2.2 Wheel and Axle Assembly

2.2.1 General Information

2.2.2 Wheel and Axle Assembly Overhaul Scope of Work

2.3 Primary Suspension Assembly

2.3.1 General

2.3.2 Primary Suspension Assembly Overhaul Scope of Work

2.4 Secondary Suspension Assembly

2.4.1 General Information

2.4.2 Secondary Suspension Assembly Overhaul Scope of Work

2.5 Lifting Hook Assembly

2.6 Ground Cable Assembly

2.6.1 General Information

2.6.2 Ground Cable Assembly Scope of Work

Page iii

2.7 Horizontal King Pin

3.0 Adjustment and Testing

3.1 Adjustment and Testing Scope of Work

3.1.1 Adjusting and Levelling

3.1.2 Testing

4.0 Materials, Workmanship, and Standards

4.1 General

4.2 Quality

4.3 Standards

4.4 Joining and Fastening

4.5 Fasteners

4.5.1 General

4.5.2 Threaded Fasteners

4.5.3 Metric Fasteners

4.5.4 Torquing

4.5.5 Washers and Lock Washers

4.5.6 Rivets and Lock Pins

4.5.7 Rivet and Bolt Holes

4.5.8 Swage-Locking Fasteners

4.5.9 Locking Compounds and Sealants

4.5.10 Cleaning

4.6 Stainless Steel

4.7 Low Allow High Tensile Steel

4.8 Steel Castings

4.9 Aluminum

4.9.1 Protection of Contact Surfaces

4.10 Elastomers

4.10.1 Properties and Tests

4.10.2 Metal Parts

4.10.3 Truck Parts

4.10.4 Bonding

4.11 Piping and Tubing

4.12 Pressure Vessels

4.13 Wire and Cable

4.13.1 Cleating of Cables

4.13.2 Terminals

4.14 Ground Connections

4.15 Conduit

4.15.1 Fittings and Junction Boxes

4.15.2 Wire Splicing

4.15.3 Marking

Page iv

4.15.4 Solder

4.16 Welding and Brazing

4.16.1 Welder Qualifications

4.16.2 Test Welds

4.16.3 Weld Preparation

4.16.4 Weld Penetration

4.16.5 Welding Process

4.16.6 Heat Treatment

4.16.7 Inspection

4.16.8 Contractor Documentation

4.16.9 Welding Rod or Wire

4.16.10 Special Welding

4.16.11 Resistance Welding

4.16.12 Brazing and Soldering

4.17 Coatings and Application

4.17.1 Painting

4.17.2 Corrosion Protection

4.17.3 Lettering and Decals

4.18 Flammability, Smoke Emission, and Toxicity

4.19 Electrical Standards

4.20 Lubrication

5.0 Management and Support Systems

5.1 General

5.2 Contract Management

5.3 Project Management Plan

5.3.1 Organizational Chart

5.3.2 Project Control Methodology

5.3.3 Compatibility with Quality Assurance and Testing Section Requirements

5.3.4 Baseline Project Schedule

5.3.5 Completion of Work Schedule

5.3.6 Configuration and Data Management

5.3.7 Shipping Plan

5.3.8 Release of Trucks to the Contractor

5.3.9 Delivery of Trucks

5.3.10 Trucks Out of Service

5.4 Progress Reviews and Reports

5.4.1 Monthly Progress Report

5.4.2 Monthly Progress Schedule

5.5 Change Orders, Delays, and Time Extensions

5.6 Initial Activities Meeting (Project Kick-Off Meeting)

5.7 Design and Configuration Control

5.7.1 System Overhaul Process Reviews

5.7.2 Design Review

5.7.3 Design Review Requirements

Page v

5.8 Drawing Requirements

5.9 Specifications for Final Record

5.10 Configuration Verification and Documentation

5.11 Existing Equipment Configuration Verification Audit

5.12 Reliability

5.12.1 Reliability Estimate

5.12.2 Failure Classifications

5.12.3 Reliability Requirements

5.13 Maintainability

5.13.1 Modular Design

5.13.2 Adjustments

5.13.3 Accessibility

5.13.4 Interchangeability

5.13.5 Maintainability Design Checklist

5.14 System Support Plan

5.15 Technical On-Site Support

5.16 Manuals

5.16.1 Manual Submissions

5.16.2 Revisions

6.0 Quality Assurance/Quality Control

6.1 General Quality Systems

6.2 Quality System Manual

6.3 Quality Plan

6.3.1 General Requirements

6.3.2 Audits

6.4 Quality Plan – Detailed Quality Requirements

6.4.1 Management Responsibility

6.4.2 Design Control

6.4.3 Document and Data Control

6.4.4 Purchasing

6.4.5 Control of MDOT MTA – Supplied Product

6.4.6 Product Identification and Traceability

6.4.7 Process Control

6.4.8 Inspection

6.4.9 Inspection, Measuring, and Test Equipment

6.4.10 Inspection and Test Status

6.4.11 Non-Conforming Material

6.4.12 Corrective and Preventive Action

6.4.13 Handling, Storage, Packaging, Preservation, and Delivery

6.4.14 Records

6.4.15 Truck Overhaul History Books

6.4.16 Field Modification Instructions

6.4.17 Quality Audits

6.4.18 Personnel Qualifications and Certifications

Page vi

6.4.19 Statistical Techniques

6.5 Quality System Procedures

6.6 Inspection Requirements

6.6.1 Primary Spring Installation Verification

6.6.2 First Article Inspections (FAIs)

6.6.3 Receiving Inspection

6.6.4 In-Process Inspection

6.6.5 Hold-Point Inspection

6.6.6 Pre-Shipment Final Inspection

6.6.7 Post-Shipment Inspection

6.7 Subcontractor Inspection

6.8 On-site Inspector

7.0 Safety and Security Certification

7.1 General

7.2 Safety and Security Certifiable Elements

7.3 Request for Variance

7.4 System Safety Program Plan (SSPP)

7.5 Preliminary Hazard Analysis (PHA) and Hazard Tracking Log (HTL)

7.5.1 Preliminary Hazard Analysis (PHA)

7.5.2 Hazard Tracking Log (HTL)

7.6 Failure Modes, Effects, and Criticality Analysis (FMECA)

7.7 Operating and Support Hazard Analysis (O&SHA)

7.8 Fault Tree Analysis

7.9 General Safety Design Criteria

7.10 Safety and Security Certification Conformance Checklists

7.11 Flammability, Smoke Emission, and Toxicity Testing

7.11.1 Flammability and Smoke Emission Test Procedures and Performance Criteria

7.11.2 Toxicity Test Procedures and Performance Criteria

7.11.3 Material Compliance Matrix

7.11.4 Materials Exempt from Testing Requirements

7.11.5 Materials Requested for Waiver or Deviation

7.11.6 Electrical Fire Safety

8.0 Warranty

8.1 General

8.2 Warranty Period

8.3 Engineering Support

8.4 Safety Defects

8.5 Corrective Work Requirements

Page vii

8.6 Failure to Perform Corrective Work

8.7 Timeliness

8.8 Other Legal Rights

Attachment A – Reference Figures

1.0 General

1.1 General Information

1.2 General System Description

1.3 Physical Characteristics

1.4 Design Considerations

1.5 Weight Criteria

1.6 Strength Requirements

1.7 Flammability, Smoke Emission, and Toxicity

1.8 Environmental Requirements

1.9 Vibration and Noise

1.9.1 Interior Noise Levels (Passenger Areas)

1.9.2 Exterior Noise Levels

1.9.3 Vibration Criteria

1.10 Compatibility with Existing Cars

1.11 Interface and Compatibility

1.11.1 Electromagnetic Interference

1.11.2 Interference Compatibility

1.12 Material Storage

1.13 Overhaul Scope of Work

1.14 Definitions

2.0 Truck and Suspension Overhaul

2.1 Truck Frame Overhaul

2.1.1 General Information

2.1.2 Truck Frame Overhaul Scope of Work

2.2 Wheel and Axle Assembly

2.2.1 General Information

2.2.2 Wheel and Axle Assembly Overhaul Scope of Work

2.3 Primary Suspension Assembly

2.3.1 General

2.3.2 Primary Suspension Assembly Overhaul Scope of Work

2.4 Secondary Suspension Assembly

2.4.1 General Information

2.4.2 Secondary Suspension Assembly Overhaul Scope of Work

2.5 Lifting Hook Assembly

Page viii

2.6 Ground Cable Assembly

2.6.1 General Information

2.6.2 Ground Cable Assembly Scope of Work

2.7 Horizontal King Pin

3.0 Adjustment and Testing

3.1 Adjustment and Testing Scope of Work

3.1.1 Adjusting and Levelling

3.1.2 Testing

4.0 Materials, Workmanship, and Standards

4.1 General

4.2 Quality

4.3 Standards

4.4 Joining and Fastening

4.5 Fasteners

4.5.1 General

4.5.2 Threaded Fasteners

4.5.3 Metric Fasteners

4.5.4 Torquing

4.5.5 Washers and Lock Washers

4.5.6 Rivets and Lock Pins

4.5.7 Rivet and Bolt Holes

4.5.8 Swage-Locking Fasteners

4.5.9 Locking Compounds and Sealants

4.5.10 Cleaning

4.6 Stainless Steel

4.7 Low Allow High Tensile Steel

4.8 Steel Castings

4.9 Aluminum

4.9.1 Protection of Contact Surfaces

4.10 Elastomers

4.10.1 Properties and Tests

4.10.2 Metal Parts

4.10.3 Truck Parts

4.10.4 Bonding

4.11 Piping and Tubing

4.12 Pressure Vessels

4.13 Wire and Cable

4.13.1 Cleating of Cables

4.13.2 Terminals

4.14 Ground Connections

4.15 Conduit

Page ix

4.15.1 Fittings and Junction Boxes

4.15.2 Wire Splicing

4.15.3 Marking

4.15.4 Solder

4.16 Welding and Brazing

4.16.1 Welder Qualifications

4.16.2 Test Welds

4.16.3 Weld Preparation

4.16.4 Weld Penetration

4.16.5 Welding Process

4.16.6 Heat Treatment

4.16.7 Inspection

4.16.8 Contractor Documentation

4.16.9 Welding Rod or Wire

4.16.10 Special Welding

4.16.11 Resistance Welding

4.16.12 Brazing and Soldering

4.17 Coatings and Application

4.17.1 Painting

4.17.2 Corrosion Protection

4.17.3 Lettering and Decals

4.18 Flammability, Smoke Emission, and Toxicity

4.19 Electrical Standards

4.20 Lubrication

5.0 Management and Support Systems

5.1 General

5.2 Contract Management

5.3 Project Management Plan

5.3.1 Organizational Chart

5.3.2 Project Control Methodology

5.3.3 Compatibility with Quality Assurance and Testing Section Requirements

5.3.4 Baseline Project Schedule

5.3.5 Completion of Work Schedule

5.3.6 Configuration and Data Management

5.3.7 Shipping Plan

5.3.8 Release of Trucks to the Contractor

5.3.9 Delivery of Trucks

5.3.10 Trucks Out of Service

5.4 Progress Reviews and Reports

5.4.1 Monthly Progress Report

5.4.2 Monthly Progress Schedule

5.5 Change Orders, Delays, and Time Extensions

5.6 Initial Activities Meeting (Project Kick-Off Meeting)

5.7 Design and Configuration Control

Page x

5.7.1 System Overhaul Process Reviews

5.7.2 Design Reviews

5.7.3 Conceptual Design Review (CDR)

5.7.4 Preliminary Design Review (PDR)

5.7.5 Final Design Review (FDR)

5.8 Drawing Requirements

5.9 Specifications for Final Record

5.10 Configuration Verification and Documentation

5.11 Existing Equipment Configuration Verification Audit

5.12 Reliability

5.12.1 Reliability Estimate

5.12.2 Failure Classifications

5.12.3 Reliability Requirements

5.13 Maintainability

5.13.1 Modular Design

5.13.2 Adjustments

5.13.3 Accessibility

5.13.4 Interchangeability

5.13.5 Maintainability Design Checklist

5.14 System Support Plan

5.15 Technical On-Site Support

5.16 Manuals

5.16.1 Manual Submissions

5.16.2 Revisions

6.0 Quality Assurance/Quality Control

6.1 General Quality Systems

6.2 Quality System Manual

6.3 Quality Plan

6.3.1 General Requirements

6.3.2 Audits

6.4 Quality Plan – Detailed Quality Requirements

6.4.1 Management Responsibility

6.4.2 Design Control

6.4.3 Document and Data Control

6.4.4 Purchasing

6.4.5 Control of MDOT MTA – Supplied Product

6.4.6 Product Identification and Traceability

6.4.7 Process Control

6.4.8 Inspection

6.4.9 Inspection, Measuring, and Test Equipment

6.4.10 Inspection and Test Status

6.4.11 Non-Conforming Material

6.4.12 Corrective and Preventive Action

Page xi

6.4.13 Handling, Storage, Packaging, Preservation, and Delivery

6.4.14 Records

6.4.15 Truck Overhaul History Books

6.4.16 Field Modification Instructions

6.4.17 Quality Audits

6.4.18 Personnel Qualifications and Certifications

6.4.19 Statistical Techniques

6.5 Quality System Procedures

6.6 Inspection Requirements

6.6.1 Primary Spring Installation Verification

6.6.2 First Article Inspections (FAIs)

6.6.3 Receiving Inspection

6.6.4 In-Process Inspection

6.6.5 Hold-Point Inspection

6.6.6 Pre-Shipment Final Inspection

6.6.7 Post-Shipment Inspection

6.7 Subcontractor Inspection

6.8 On-site Inspector

7.0 Safety and Security Certification

7.1 General

7.2 Safety and Security Certifiable Elements

7.3 Request for Variance

7.4 System Safety Program Plan (SSPP)

7.5 Preliminary Hazard Analysis (PHA) and Hazard Tracking Log (HTL)

7.5.1 Preliminary Hazard Analysis (PHA)

7.5.2 Hazard Tracking Log (HTL)

7.6 Failure Modes, Effects, and Criticality Analysis (FMECA)

7.7 Operating and Support Hazard Analysis (O&SHA)

7.8 Fault Tree Analysis

7.9 General Safety Design Criteria

7.10 Safety and Security Certification Conformance Checklists

7.11 Flammability, Smoke Emission, and Toxicity Testing

7.11.1 Flammability and Smoke Emission Test Procedures and Performance Criteria

7.11.2 Toxicity Test Procedures and Performance Criteria

7.11.3 Material Compliance Matrix

7.11.4 Materials Exempt from Testing Requirements

7.11.5 Materials Requested for Waiver or Deviation

7.11.6 Electrical Fire Safety

8.0 Warranty

8.1 General

8.2 Warranty Period

Page xii

8.3 Engineering Support

8.4 Safety Defects

8.5 Corrective Work Requirements

8.6 Failure to Perform Corrective Work

8.7 Timeliness

8.8 Other Legal Rights

Attachment A – Reference Figures

1.0 General

1.1 General Information

A. The MARC IV Multi-level railcars are due for the first 2,208-day (6 year) overhaul of their trucks. This specification will cover the requirements for this truck overhaul for one hundred sixteen (116) trucks. This overhaul will be conducted in two stages. In the Stage 1 the trucks will be removed from service, have just the primary suspension springs replaced, and be returned to service. MARC will free-issue these springs to the overhaul contractor. Once the primary suspension springs on all the trucks have been replaced, and the remaining overhaul components are on-hand, the trucks will be scheduled for the remainder of the overhaul as

Stage 2.

B. If material availability is such that all work for both Stages 1 and 2 of the overhaul can be completed at the Contractor’s facility at the same time, and this results in a more favorable schedule for MDOT MTA, the Contractor shall do so.

1.2 General System Description

A. This section defines the requirements for the overhaul of the trucks for the MARC IV Multi-level railcars, including the operational parameters, structural performance, vibration, acoustical, and environmental requirements. The overhauled trucks and components will meet all OEM requirements, unless otherwise specified, to functionally restore them to their as-built

OEM condition.

B. Each MARC IV Multi-level railcar is equipped with two outboard bearing trucks with truck bolsters. Braking is provided by four tread brake units and four disc brake units. There are three different types of trucks, “F”, “A” and “B”, however the equipment covered by the truck and suspension overhaul will be identical for all three truck types.

C. The trucks use a radius arm type primary suspension system, with double-nested coil springs and vertical shock absorbers. The secondary suspension system consists of two airbags installed between the truck bolster and the carbody bolster. An antiroll bar assembly is present to limit carbody roll in curves. Lateral shock absorbers help to absorb rotational and lateral jolts. The truck bolster is positioned below the secondary suspension. Rotation of the truck assembly is achieved by means of the truck bolster center tube going through the truck frame cross member, and by the truck bolster sliding on the side bearings (located between the truck bolster and the truck frame).

D. Each truck is made up of the following subsystems (See Figure 1 "Truck Assembly"):

1. Truck Frame

2. Wheel and Axle Assemblies

3. Primary Suspension Assemblies

4. Secondary Suspension Assembly

5. Traction Rod Assembly

6. Lifting Hook Assemblies (See Figure 3-13 "Lifting Hook Assemblies")

7. Ground Cables (See Figure 3-14 "Ground Brush Assembly")

8. Horizontal King Pin. (See Figure 3-15 "Horizontal King Pin").

1.3 Physical Characteristics

A. The vehicle’s physical characteristics are specified in this section for reference only. Any changes to the existing dimensions, when applicable, will be approved by MDOT MTA. Actual dimensions and tolerances are shown in the vehicle as-built documentation and will be made available by the MDOT MTA.

B. The carbody, trucks, and equipment are designed so that under the most extreme combinations of broken and deflated springs, lateral and vertical motion, and roll permitted by the suspension system, the maximum possible outline shown in the current Amtrak Clearance Drawing is not exceeded.

C. Basic Dimensions

1. Distance, Truck Center to Truck Center on Each Car: 714”

2. Floor Height from Top of Rail, Nominal: 51”

3. Truck Wheelbase: 102”

4. Wheel Diameter (New): 36”

5. Lateral Distance Between Primary Suspension Seats: 79.5”

6. Lateral Distance Between Secondary Suspension Seats: 72”

D. Truck Suspension Displacements, Maximum (At AW0 with Airbag Inflated)

1. Nominal truck frame rotation (horizontal curve of 250 feet with nominal condition) with respect to the carbody: 6.8°

2. Maximum truck frame rotation to solid stop relative to the truck bolster: 7.8°

3. Maximum downward displacement of the primary suspension to bumper contact: 1.75 in

4. Maximum upward displacement of the primary suspension to solid stop: 1.550 in

(Note: This displacement was 1,200” as originally designed but was increased to

1.550” per the Primary Suspension High Stop Modification, BTS 087-32-0048.)

5. Maximum upward displacement between truck frame and truck bolster: 2 in

6. Maximum upward displacement of the secondary suspension to solid stop: 1 in

7. Maximum lateral displacement of the secondary suspension to bumper contact: 0.5 in

8. Maximum lateral compression of the secondary lateral bumper to solid stop: 1 in

9. Maximum downward vertical displacement of the secondary suspension at solid stop:

2 in

1.4 Design Considerations

A. The following data are provided to assist the Contractor with the overhaul of MARC IV Multi-level railcars. If any of this data is critical to the design, the Contractor will request MDOT

MTA to reconfirm the specific data. If any other data not provided here is essential for the required overhaul, the Contractor will submit a written request to MDOT MTA to provide the necessary additional data.

B. The carbody, trucks, and equipment are designed so that under the most extreme combinations of broken and deflated springs, lateral and vertical motion, and roll permitted by the suspension system, the maximum possible outline shown in the current Amtrak Clearance Drawing is not exceeded. It is the purpose of this section to ensure that the overhauled car can operate at-speed, unrestricted in the Northeast Corridor.

C. A clearance of at least 1-1/2 inches, exclusive of positive stops provided between truck parts, and carbody parts under the most unfavorable condition of track curvature, wheel wear, lateral and vertical motion and roll, and broken and deflated springs, must be maintained. No part of the trucks, except wheels, will be less than 2-3/4 inches above the plane of the tops of the rails under any combination of conditions including fully worn wheels and primary and secondary spring deflection.

D. Under the most restrictive combination of track conditions, curves, switches, etc., the clearance between adjacent coupled cars (except at the buffers, diaphragms, and couplers) will be a minimum of 3 inches under maximum buff conditions. Car end angles are designed to provide this clearance.

1.5 Weight Criteria

The Contractor will maintain the weight of the trucks in accordance with OEM specifications.

1.6 Strength Requirements

A. The truck will be capable of resisting, without permanent deformation or failure, the loads inherent in the type of service for which it is intended.

B. The truck will not deform in a manner that would impair system function under normal static and dynamic loads and operating conditions.

C. Any structural modifications made to the critical parts of the truck subject to possible fatigue, will be specifically designed, subject to MDOT MTA’s approval, for the repeated loads, specified service life and environment for which the car is designed. Any such modifications will have the approval of the MDOT MTA before installation.

1.7 Flammability, Smoke Emission, and Toxicity

Compliance will be demonstrated for all new equipment and upgraded components by meeting the applicable U.S. standards and tests and the requirements of 49CFR238.103, as specified by the truck OEM. The Contractor may submit prior test results within the last 3 years of identical materials that have met these standards and tests for MDOT MTA approval.

1.8 Environmental Requirements

A. The cars are capable of being operated at specified performance levels or stored without equipment degradation under environmental conditions specified below. They are designed to serve in the geographic area bounded by Cumberland (Maryland), Richmond (Virginia), and

New York (New York). The following are generalizations of the climate extremes in the bounded area:

1. Ambient Temperature: -5 degrees F (-21 degrees C) to 105 degrees F (41 degrees C)

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

3. Maximum Rainfall: 8 inches in 24 hours

4. Maximum Snowfall: 15 inches in 24 hours

5. Maximum Wind Speed: 140 mph (operational), 120 mph (storage)

6. Glaze or Freezing Rain: Two to Three times per year

B. The temperatures shown only represent ambient temperature conditions. The effects of increased temperatures due to solar radiation on the carbody and heat produced during operation of equipment under the environmental extremes specified above will not result in degradation of equipment performance or equipment reliability.

C. The operating environment will be considered to be a subtropical marine environment. It will be considered to actively support the growth of fungi and various corrosion reactions on metals.

1.9 Vibration and Noise

The Contractor will ensure that new and upgraded equipment is designed and built and that the equipment to be overhauled is properly rebuilt so that the noise and vibration limits specified by the

OEM are not exceeded. The Contractor has no responsibility for the noise and vibration of existing equipment that is not overhauled.

1.9.1 Interior Noise Levels (Passenger Areas)

The overhauled trucks will not cause interior noise levels of the car to exceed OEM specifications.

1.9.2 Exterior Noise Levels

The overhauled trucks will not cause exterior noise levels of the car to exceed OEM specifications.

1.9.3 Vibration Criteria

The overhauled trucks will not cause the vibrations levels of the car to exceed OEM specifications.

1.10 Compatibility with Existing Cars

The trucks will be overhauled and adjusted to operate as installed in MARC IV Multi-level railcars while maintaining their pre-overhaul compatibility.

1.11 Interface and Compatibility

The Contractor will not make any changes to the truck which affect the design, apparatus or equipment that may have an impact on Electromagnetic Compatibility (EMC).

1.11.1 Electromagnetic Interference

The Contractor will not make any changes to the truck which affect the design, apparatus or equipment that may have an impact on electromagnetic interference.

1.11.2 Interference Compatibility

The Contractor will not make any changes to the truck which affect the design, apparatus or equipment that may have an impact on interference compatibility.

1.12 Material Storage

A. The Contractor will provide appropriate storage methods to protect material removed from

MARC IV Multi-level railcars during overhaul of equipment specified herein.

B. While in storage, all holes and penetrations should be plugged, and fluids should be completely drained.

C. The equipment should be stored indoors in an area with limited risk of damage caused by the environment. Damage incurred as a result of failure to do so will be repaired at the

Contractor’s sole expense.

1.13 Overhaul Scope of Work

A. The requirements for the overhaul of the MARC IV Multi-level railcar trucks will be specified in the subsequent technical sections. Detailed overhaul instructions for the truck will be found in the OEM Maintenance Instructions Manual, Section 02 – Truck.

B. The trucks will be overhauled per OEM procedures, qualifications, and criteria unless otherwise specified.

C. All parts of the trucks and related assemblies not described herein will be thoroughly cleaned and overhauled. The Contractor will perform the preventive maintenance procedure commonly known as COT&S in compliance with Federal Railroad Administration (FRA) regulations, including 49 CFR 229 and 49 CFR 238. COT&S date will be stenciled on the truck bolster and will be recorded and tracked. Trucks will be re-assembled in accordance with OEM requirements and performance criteria.

D. With the exception of all equipment associated with Positive Train Control (PTC), ATC, and

ERS, overhauled trucks will be complete with all equipment. The Contractor will furnish all labor and unless specified, all material required, including the repair and replacement of all damaged or missing parts.

E. The Contractor is responsible for ensuring the overhauled truck system and suspension system complies with the latest OEM specifications and requirements. The Contractor will revise the appropriate As-Built drawings and documentation (as required in TS Section 05, Management and Support Systems within this Specification) to ensure configuration control; and that the proper documentation reflects all changes made to the As- Built configuration. This may include, but is not limited to OEM equipment/components, design modifications/upgrades, and approved modification/upgrades performed during this overhaul.

F. The Contractor will develop and submit a Truck Overall Overhaul Plan (CDRL 1001) to

MDOT MTA for review and approval, prior to beginning any work. The Plan will organize the truck overhaul into two stages, as follows:

1. Stage 1: Replacement of Primary Suspension Springs on all trucks

2. Stage 2: Remainder of 2,208-day overhaul of all trucks

G. The Truck Overall Overhaul Plan will prioritize getting all trucks through Stage 1 - replacement of the primary suspension springs - as quickly as possible. The most recent OEM specification and procedures will be used for the primary suspension spring replacement. See Section 2.3.4, below.

H. The remainder of the 2,208-day truck overhaul (Stage 2) will include all procedures for repair and subsequent stress relieving of the truck frame. The Truck Overall Overhaul Plan will include all procedures to repair welds and cracks. Cracks will be unacceptable, regardless of size or location. All weld repairs will be in accordance with OEM requirements and applicable

AWS codes.

I. The Contractor will submit a Detailed Bill of Materials [CDRL 1002] to MDOT MTA for review and approval, prior to beginning any work.

J. The Contractor will submit a Configuration of Overhauled Trucks [CDRL 1003] to MDOT

MTA for review and approval, prior to beginning any work.

K. For all changes made to the as-built configuration of the trucks, and for all repairs made, The

Contractor will submit a Certification of Professional Engineer for Changes [CDRL 1004] to MDOT MTA for review and approval.

1.14 Definitions

ACCEPTANCE – The act of a formal written acceptance by MTA that work, or legal obligations, or a specific portion thereof, under the Contract has been satisfactorily completed.

ACCESS (Individual Truck) – Begins after the successful completion of the outbound inspection when the Administration determines that the truck is considered ready for shipment to the Contractor’s facility to be overhauled. Otherwise known as the moment when the

Contractor is considered to be in possession of the truck and the completion of work schedule specified in section 5.3.5 begins.

ADDENDUM – A written interpretation, revision, supplement, or addition to any of the contract documents.

ADHESION, PERCENT – During rolling contact, the maximum value of the ratio between the longitudinal tangential force and the normal force at the wheel-rail interface.

ADMINISTRATION – The Maryland Transit Administration of the State of Maryland

Department of Transportation, including its duly authorized representative, the Procurement

Officer and/or the Contract Monitor.

ADMINISTRATION-FURNISHED EQUIPMENT (AFE) – Equipment furnished by the

Administration to the Contractor for installation in or on the vehicle.

ADVANCE POSSESSION – Prior to final acceptance of a truck, MTA, by written notice to the

Contractor, may take possession and use of a truck or any other item of Work if, in its sole discretion, MTA determines that its possession and use has become essential in meeting revenue services operations. Upon receipt of such notice, the Contractor will be relieved of his responsibilities for maintenance and risk of loss, except those that result from the Contractor’s own operations and negligence. The Contractor will remain responsible for completion of any item or correction of any defect in accordance with the Contract requirements and will still be responsible for timely performance. If a major defect (one which is not correctable within 72 hours or in the judgment of the MTA prevents the safe and reliable operation of the truck in service) is found during the initial thirty (30) calendar days the truck is available for revenue service after acceptance or advance possession, that 30-day period will be extended by as many days as required to correct the major defect to the satisfaction of the MTA.

ALIGNMENT, HORIZONTAL – The horizontal location of a track as described by curves and tangents.

AMTRAK – National Railroad Passenger Corporation.

APPROVED/APPROVAL – Approved by MTA unless otherwise stated.

APPROVED EQUAL OR EQUIVALENT – An item, material, or method offered as a substitute for that designated herein, for which approval in writing has been obtained from

MTA. The burden of proof that a substitute is, in fact, equal, shall rest with the Contractor.

BRAKING, EMERGENCY – An irretrievable braking effort to fully stop a vehicle at a higher retardation rate than is obtained with a full service brake application.

BRAKING, FULL SERVICE –The normal maximum braking effort employed to stop a vehicle in the absence of an emergency stop signal.

CONDITIONAL ACCEPTANCE – Acceptance on MDOT MTA property of an individual truck at Stage 1 or Stage 2 of the Overhaul, or other contract-related work by the

Administration, subject to certain conditions and obligations that the Contractor is responsible for. The truck shall then be subject to a 30-day Run Period of operation prior to Final

Acceptance. If a major defect (one which is not correctable within 72 hours or in the judgment of the MTA prevents the safe and reliable operation of the truck in service) is found during the initial thirty (30) calendar days the vehicle is available for revenue service after conditional acceptance or advance possession, that 30-day period will be extended by as many days as required to correct the major defect to the satisfaction of the MTA. (Also see Advance

Possession.) A truck which has received conditional acceptance for Stage 1 of the overhaul

Work still requires conditional acceptance of Stage 2 of the overhaul work.

CONSIST – The quantity and specific identity of vehicles that make up a train.

CONTRACTS – The written agreements executed by MTA and the Contractor, covering the performance of the Work and furnishing of labor, materials, equipment, and tools, including work incidental to the procurement.

CONTRACT DATA REQUIREMENTS LIST (CDRL) – A matrix listing data, such as drawings, catalogs, reports, notices, and samples, required to be submitted by the Contractor.

CORRECTIVE MAINTENANCE – Those actions performed, as a result of a failure, to restore an item to OEM-specified operating condition.

COT&S – Clean, Oil, Test & Stencil

COUPLER – A device for mechanically coupling vehicles together.

CSX – CSX Transportation, the legal successor to the B&O Railroad.

DAYS – Unless otherwise designated, means Calendar Days.

DRAFT GEAR – The energy-absorbing mechanism that attaches the coupler to the anchorage.

FAIL-SAFE – Equipment configurations that are implemented in hardware where each component has a known set of predictable failure modes that may be individually analyzed for their effect on equipment performance and function. Any failure or set of failures resulting from a single causative event must cause the equipment to revert to a state that is known to be safe with visual or audible warning devices displayed.

FAILURE – The inability of a system, subsystem, assembly, or component to perform its required function.

FAILURE RATE (l)– The reciprocal of Mean Time Between Failures (MTBF).

FINAL ACCEPTANCE (Contract Work) – Upon due notice from the Contractor of completion of the Work except for warranty requirements, MTA will make an inspection. If at such inspection all Work provided for, and contemplated by, the Contract is found completed such inspection shall constitute the final inspection and MTA will make the Final Acceptance as of that date and the Contractor will be notified of such acceptance in writing. After Final

Acceptance, MTA will assume responsibility for materials and equipment, except where otherwise provided by the warranty.

FINAL ACCEPTANCE (Individual Trucks) - Upon delivery and satisfactory completion of

Acceptance Testing of each truck and the successful completion of the 30-day Run Period as defined under Conditional Acceptance and Advance Possession, the Contractor may present the truck to MTA for acceptance. If MTA finds upon inspection that the truck has been satisfactorily completed in compliance with the Contract, it may accept that truck as being completed. A truck which has received final acceptance for Stage 1 of the overhaul Work still requires final acceptance of Stage 2 of the overhaul work.

GAUGE, TRACK – The distance between the inside face of rails, usually measured 5/8-inch below the top of the centerline of heads of running rails and at a right angle thereto.

GENERAL TERMS – Whenever the words “acceptable,” “approved,” “submitted,”

“designated,” “established,” “permitted,” “required,” “satisfactory,” or “unsuitable”

“unacceptable,” “unsatisfactory,” or “unsuitable” are used they shall be understood to imply

“by the Administration” or “to the Administration” unless the context clearly indicates a different meaning. Whenever the verbs “submit,” “designate,” “notify,” “bear,” “use,”

“furnish,” “install,” “comply,” and other like verbs are used, without being preceded by a subject, it shall be understood that the subject is the responsibility of the Contractor unless the context clearly indicates a different meaning.

INDICATED – As described in the specifications, as-built drawings or as required by the other

Contract documents.

INTERFACE – The point at which one system component or subsystem comes into physical or functional contact with another.

INTERLOCK – A condition whereby one function is dependent on the operation of another function.

JERK – The rate of change of acceleration or deceleration, normally measured in miles per hour per second per second.

L-10 LIFE – Rating life of anti-friction bearings, specified in millions of revolutions, during which 10 percent of the bearings in a bearing population will have failed. Conversely, the bearing life which 90 percent of the bearings in a population will achieve.

LATENT DEFECT – A defect that exists at the time of acceptance but cannot be discovered by a reasonable inspection.

LEAD CAR – In the direction of travel, the forward- most vehicle of the consist.

LOW VOLTAGE – The voltage used for auxiliary systems on the vehicle, is the nominal 72

VDC.

MEAN TIME BETWEEN FAILURES (MTBF) – The MTBF of an item is the ratio of the total operating time, t, accumulated by the total population of identical items to the total number of relevant failure, F, occurring within the population of identical items during time t. It is expressed quantitatively by the following equation:

MTBF = __t__

F (t)

NON-RELEVANT FAILURE –

a. A failure caused by malfunctions of other equipment.

b. A failure caused by human error, except resulting from incorrect documentation.

c. A failure caused by accidents not associated with the normal operation of the item, such as collision, or striking a foreign object on the right-of-way.

d. A failure caused by operating the item outside of design or environmental limits.

OVERHAUL – Shall mean the restoration of items to an “as new” condition, or reconditioned functionally, as the case may be, per specification requirements. Overhaul shall include the complete disassembly of a subsystem, assembly or subassembly into its component parts and/or subassemblies. Overhaul shall include the cleaning, inspection, testing, adjustment, and lubrication; overhaul shall also include the repair or renewal of failed and/or worn component parts and/or subassemblies, with procedures and parts recommended by the OEM, and their reassembly into complete and functional assemblies. Component parts and/or subassemblies that cannot be repaired must be replaced with a new OEM part (unless otherwise noted).

Component parts and/or subassemblies that can be repaired shall be repaired in accordance with procedures recommended by the OEM with no less than 30% of the original wear limit maintained, unless otherwise noted in the Specifications.

PERFORMANCE – The measure of output or results obtained by a component, system, person, team, and so forth, as specified.

RAILROAD – The term “railroad” or “railroads” refers to any common carrier with whom the

MTA has a contract, or other arrangement, providing the operation of its trains, or the maintenance of its equipment (presently Amtrak and CSX Transportation).

RELEVANT FAILURE –

a. A fault in the item while operating within its design and environmental specification limits.

b. Improper operation, maintenance, or testing of the item as a result of contractor supplied documentation.

RELIABILITY – The probability of performing a specified function, without failure and within design parameters, for the period of time intended under actual operating conditions.

RENEW – Provide a new component or material that is identical to the existing component or material.

REPLACE – Provide an OEM-approved or Administration-approved substitute for an existing component or material.

REQUIREMENTS – The criteria that must be met in designing the vehicle.

REVENUE SERVICE – Service on established routes for use by the public, as distinct from preacceptance testing.

ROLL, BODY – The number of degrees in an arc, having its base at top-of-rail height and at the centerline of the track, swept by a point in the center of the roof as the vehicle sways from side to side during normal running at any speed on level tangent track.

SERVICE FAILURE - Any relevant failure occurring during revenue service operations, simulated revenue operations, or during equipment status checkouts to determine availability for revenue service, which results in one of the following:

a. Unavailability of a truck to start revenue service after successful completion of pre-departure checkout.

b. Removal of a truck from revenue service.

c. A schedule delay.

SERVICE PROVEN – The equipment shall offer a demonstrated history of satisfactory performance under duty cycle and equipment conditions similar to those encountered in the

Administration’s operations.

SINGLE FAILURE MODE – A single failure that inhibits the ability of a system, subsystem or component to perform its required function.

SLIDE, WHEEL – The condition is which the equivalent linear velocity of the wheel is less than the linear velocity of the vehicle.

SPECIFICATIONS – The directions, provisions, and requirements contained or referred to herein, together with all written agreements made, or to be made, that pertain to the product or process of performing the Work, or the quantities of Work and materials, to be provided under the Contract.

SPIN, WHEEL – The condition in which the equivalent linear velocity of the wheel is greater than the linear velocity of the vehicle.

STANDARD TRAIN – For performance test purposes, a specific consist size, configuration, and load.

SUBCONTRACTOR – Any individual, partnership, firm, or corporation who undertakes performance on the Contract, the partial or total design, manufacture, furnishing any material, or performance of any items of work required for the performance of the Prime Contract. As used herein, the terms subcontractor and subsupplier are synonymous.

SUBSYSTEM – A system that comprises functional elements interconnected within a system to perform a specific function.

SUPERELEVATION – On a curve, the vertical distance, measured in inches, that the outer rail is above the inner rail.

TIME, REACTION – Time from the initiation of a step change of control signal to the first attainment of the new steady-state value of the controlled variable, within the designed accuracy.

TIME, RECOVERY – The time required for a system or condition to return to its original state

(or some stated percentage of its original value) after being disrupted or de-stabilized.

TRAINLINE – The means of sending a signal or electrical power to all vehicles in a consist via a continuous electrical or fluid circuit connected through appropriate coupling devices.

TRAM – A condition of ideal truck geometry in which the axles are perfectly parallel and the wheels are longitudinally in perfect alignment. The centers of the journal bearings represent the corners of a perfect rectangle.

UPGRADE – Replacement of an existing component (or system) with a new component (or system) that has an improved design configuration and/or performance characteristics.

VITAL – A function or a unit which is critical to overall system safety.

WARP, TRACK – The vertical distance between the plane of any three of four rail head contact points (two on each rail) forming a rectangle, and the remaining point.

WEIGHTS, ACTUAL – The measured weights of finished trucks ready to run.

ZERO SPEED – Vehicle velocity of less than 2 mph for more than 1 second.

2.0 Truck and Suspension Overhaul

2.1 Truck Frame Overhaul

2.1.1 General Information

A. Each truck assembly includes a truck frame, consisting of two welded side members joined by a welded cross member. (See Figure 3 "Truck Frame".) The truck frame is made of ASTM A-572

Gr. 50 steel plate. The truck frame is heat treated after welding and before machining. All trucks use the same truck frame, though there are variations in brackets, etc. between trucks intended for “F”, “A”, and “B” ends which make them not interchangeable.

B. The cross member includes mounting supports for the disc brake units. The side members include mounting supports for the tread brake units. The tread brake unit supports and primary suspension arm anchor castings, made of ASTM A352 grade LCC steel, are welded to the truck frame. The truck frame also includes a center tube in the cross member, used to interface with the truck bolster.

C. The truck frames include tram marks, located on the primary suspension arm anchors, drilled at the final stage of the truck machining process. These tram marks are used as reference points for measuring the truck frame squareness

2.1.2 Truck Frame Overhaul Scope of Work

A. The entire frame will be cleaned thoroughly using a cleaning agent. A degreasing agent may be used if needed. Loose or flaking paint will be scraped off. Remove rust with a steel bristle brush. Mounting brackets will be checked for cracks, damage, or signs of rust, and repaired as required.

D. The following areas will be visually inspected for cracks, damage, or signs of rust, and repaired as required:

1. Center Tube

2. Disc Brake Supports

3. Tread Brake Supports

4. Side Member Radii

5. Primary Suspension Arm Anchors

6. High Stop Pin Supports

7. Primary Suspension Vertical Shock Absorber Mounting Points

8. Coil Spring Pockets

E. All cracks, damage, or signs of rust will be noted and reported to MDOT MTA. The damaged areas will be repaired per OEM specifications or new parts will be welded in, as required. All repairs will be noted and reported to MDOT MTA.

F. After inspection and repair any areas of missing paint will be painted in accordance with the

OEM’s process and paint specification. Paint color will match the existing truck paint color.

G. All critical dimensions of each truck frame will be measured and recorded. The recorded dimensions will be included as part of the Vehicle Overhaul History Book.

H. Mounting holes will be cleaned and repaired as required.

I. Threads in tapped holes will be repaired as required.

J. Spring pockets or spring suspension counter bores and mounting holes requiring repair will be built up with weld. Reamed holes and seats will be restored.

K. Tramming marks will be restored, if required.

L. Center tube will be measured to ensure dimensions are within OEM tolerances and repaired if required.

M. The Contractor will submit a Truck Frame Repair Plan [CDRL 2001] to MDOT MTA for review and approval, prior to beginning any work.

2.2 Wheel and Axle Assembly

2.2.1 General Information

A. The wheel and axle assembly comprises the axle, two wheels, two journal bearings and two brake discs. (See Figure 2 "Wheel and Axle Assembly".) The unbalance marks (heaviest points) of each wheel are mounted 180° apart from each other. Brake disc unbalance marks are mounted 180° from its adjacent wheel.

B. The back-to-back wheel dimension is 53 3/8 in. + 0 / -1/8 in. Journal bearings, wheel and brake discs are press-fitted on the axle following AAR rules and manufacturer recommendations.

C. Each axle is equipped with one ground brush assembly and one wheel slide detector (SS1 or

SS2). (See Figure 7 "Ground Brush Assembly".)

D. Each wheel and axle assembly includes two wheels. The MWL Wheel B-36 S-Plate has a nominal diameter of 36 in. and is a multiple-wear type with the AAR RP-633, Figure 4.37, narrow flanged 1:40 tapered tread contour, APTA 340 profile.

E. Each wheel and axle assembly includes one axle. It is manufactured of grade F steel according to AAR Specification M-101. Each axle is double normalized and tempered and given a sub-critical quench heat treatment. The axle has two-wheel seats, two journal bearing seats and two disc brake hub seats. These seats are ground to tight tolerances in order to ensure a secure fit between the axle and the press-fitted components. One end of the axle will be stamped with the following information:

1. Name of Manufacturer

2. Date Produced (Month and Year)

3. Heat Number

4. Serial Number

F. Each end of the axle is equipped with a center hole, used for inserting the wheel truing machine center when reprofiling wheels. There are also three threaded holes on the axle ends for the journal bearing end cap mounting fasteners.

G. The wheels are press-fitted onto the wheel seats on the axle. Wheels should be installed in matched sets according to tape size, which is marked on each wheel. The wheel design allows reprofiling down to a diameter of 33 in.

H. Journal Bearings

1. Each Timken journal bearing is a No Field Lubrication (NFL) type fully enclosed

Class G bearing (7 in. x 12 in.) The bearings support the axle ends in the primary suspension arms and are press-fitted onto the axle ends using a hydraulic press.

2. Two types of bearing end caps are provided: one for the speed sensing application and one for the ground brush application. On the speed sensor end cap, there is a plug that must be removed to allow the wheel truing machine centers to engage in the axle centers when reprofiling the wheel tread. On the ground brush side, the ground brush assembly and the end cap must be removed in order to engage the machine centers in the axle centers.

I. Brake Disk and Hub Assembly

1. The brake disc and hub assembly are press-fitted to the axle. There are two disc and hub assemblies on each wheelset. The split brake discs are mounted to the hub assemblies.

2. There are eight 27.5" axle-mounted friction brake discs per car, two discs per axle.

The discs are mounted on the axle between the wheels

2.2.2 Wheel and Axle Assembly Overhaul Scope of Work

A. All wheel and axle sets will be replaced with newoverhauled.

1. All journal bearings will be overhauled. All bearings unable to be reused will be replaced with new. The Contractor shall bid on replacing 20% of bearings with new.

Any additional bearings will be either free-issued by MDOT MTA, or covered under a

Change Order or Miscellaneous Work Allowance, at MDOT MTA’s sole discretion.

2. All axles will be requalified. All axles unable to be reused will be replaced with new.

The Contractor shall bid on replacing 10% of axles with new. Any additional axles will be either free-issued by MDOT MTA, or covered under a Change Order or

Miscellaneous Work Allowance, at MDOT MTA’s sole discretion.

3. All brake discs will be requalified. Brake discs worn by more than half the thickness between a new disc and the condemning thickness shall be scrapped and replaced with new. All other brake discs unable to be reused due to cracks or other damage will be replaced with new. The Contractor shall bid on replacing 25% of brake discs with new.

Any additional brake discs will be either free-issued by MDOT MTA, or covered under a Change Order or Miscellaneous Work Allowance, at MDOT MTA’s sole discretion.

1.4. All wheels will be replaced with new.

B. Wheel pressing must be performed at an AAR certified facility.

C. Each wheel will be dynamically balanced to within six ounces at the outside diameter of the rim. The amount of imbalance will be painted on the inside face of the rim, at the heavy point.

D. All journal bearings will be replaced with new.

E. All brake discs will be replaced with new.

F. All journal bearings will be replaced with new

G.D. All brake discs will be replaced with new.

2.3 Primary Suspension Assembly

2.3.1 General

A. The truck primary suspension consists of four primary suspension arms, each with a set of double-nested primary suspension springs. (See Figure 4 "Primary Suspension Assembly".) The axle journal bearings are held onto the primary suspension arms by tie-straps. The primary suspension arms are attached to the truck frame by means of a swing arm articulation. This enables the primary suspension arm to move around the swing arm articulation, allowing primary suspension deflection due to weight variation and track irregularities. The downward force exerted by the weight of the car and truck frames is resisted by the coil spring assemblies, which are mounted between the truck frame and primary suspension arm.