1a Diesel Locomotive Requirements Document, At the end of the sentence of the seventh The Diesel-Electric Passenger Locomotive Technical Passenger Section 1.2, seventh bullet: bullet, add a new sentence, a roof Specification and the NGEC Executive Board’s “Clearance “If Locomotive profile to meet PRIIA’s clearance mounted aerodynamic fairing is needed for Requirements Document must be consistent and Requirements diagram 305-800, latest revision.” specific application, the fairing must be not in conflict. Document removable so as to not permanently affect the clearance envelope of the locomotive. All roof mounted fairings shall comply with the PRIIA Bi-level Clearance Diagram 2 Ch. 9, Sec. 9.2, 9th bullet: kW HEP load Modify the 9th bullet sentence as follows: The NGEC, in its July 2012 RFI clarification noted “600 Locomotive for train set” KW HEP load capability, with a that a 350 kW continuous HEP load should be used “600 Propulsion continuous duty cycle of 45 kW per car” for the 8 car train. During the RFP, IDOT used System, Sec. 9.2, 45kW/car as a continuous duty cycle load for all of Service and the simulations, thus creating a 360 kW continuous Performance HEP load for the 8 car train. Requirements 3 Ch. 10, AC Power Note: In the original Technical Change Sec. 10.6 to: Digital Train Line The DTL is now a standard for the bi-level car and “10.6 Distribution, Specification this section was (DTL)” DTL should be included in the locomotive technical Communications intentionally left pending future specification. Trainline and MU development of specification for data Trainline, Sec. cable trainline. The Section heading 10.6, Data Cable was: Data Cable Trainline” “ Trainline 4 Ch. 12, None Add a new sentence to the end of Sec. 12.1, The locomotive engineer should be able to Locomotive to Overview as follows: locomotive communicate with the crew via trainline “Two-way Train to car intercommunications and PA intercom. This feature exists now, uses dedicated Communications, functionality that utilizes the 27 pin trainlines assigned for this function, and safety and Sec. 12.1, communication trainline be included. It security may require that the engineer and train Overview will have interoperability with existing crew communicate via an intercom and not via intercity passenger cars and the final design radio channels. shall be subject to Customer approval.”
1a Diesel Passenger Locomotive Requirements Document Locomotive Requirements Document, Section 1.2, seventh bullet: “Clearance profile to meet PRIIA’s clearance diagram 305-800, latest revision.” At the end of the sentence of the seventh bullet, add a new sentence, “If a roof mounted aerodynamic fairing is needed for specific application, the fairing must be removable so as to not permanently affect the clearance envelope of the locomotive. All roof mounted fairings shall comply with the PRIIA Bi-level Clearance Diagram The Diesel-Electric Passenger Locomotive Technical Specification and the NGEC Executive Board’s Requirements Document must be consistent and not in conflict. 2 Ch. 9, Locomotive Propulsion System, Sec. 9.2, Service and Performance Requirements Sec. 9.2, 9th bullet: “600 kW HEP load for train set” Modify the 9th bullet sentence as follows: “600 KW HEP load capability, with a continuous duty cycle of 45 kW per car” The NGEC, in its July 2012 RFI clarification noted that a 350 kW continuous HEP load should be used for the 8 car train. During the RFP, IDOT used 45kW/car as a continuous duty cycle load for all of the simulations, thus creating a 360 kW continuous HEP load for the 8 car train. 3 Ch. 10, AC Power Distribution, Communications Trainline and MU Trainline, Sec. 10.6, Data Cable Trainline Note: In the original Technical Specification this section was intentionally left pending future development of specification for data cable trainline. The Section heading was: “ Data Cable Trainline” Change Sec. 10.6 to: “10.6 Digital Train Line (DTL)” The DTL is now a standard for the bi-level car and DTL should be included in the locomotive technical specification. 4 Ch. 12, Locomotive to Train Communications, Sec. 12.1, Overview None Add a new sentence to the end of Sec. 12.1, Overview as follows: “Two-way locomotive to car intercommunications and PA functionality that utilizes the 27 pin communication trainline be included. It will have interoperability with existing intercity passenger cars and the final design shall be subject to Customer approval.” The locomotive engineer should be able to communicate with the crew via trainline intercom. This feature exists now, uses dedicated trainlines assigned for this function, and safety and security may require that the engineer and train crew communicate via an intercom and not via radio channels.