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APPENDIX AKey FRA Regulations (Affecting Joint Use)

The following is a listing of key FRAregulations taken from the Code of FederalRegulations (49 CFR 200-299), FederalRailroad Administration, that may affectjoint operation of light rail transit or dieselmultiple unit vehicles with railroads. Theselected regulations concern operationalprocedures, standards, and certain design

specifications. This listing is intended as ageneral identification of the operative codesections, along with a general descriptionof the requirements. This identificationcode section should not imply or imputethat the code provision will need to bemodified to operate light rail transit orDMU with railroads.

Regulation Number and Section Comment

§209: Railroad Safety EnforcementProcedures

Policy procedures for assessingpenalties and for appealing penalties.Also includes, fitness-for-duty andfollow-up on FRA recommendations.

§210: Railroad Noise EmissionCompliance Regulations

Covers total sound emitted by movingrail cars and locomotives. Does notapply to:

• Steam engines;• Street, suburban, or interurban

electric railways, unless operated asa part of the general railroad systemof transportation;

• Sound emitted by warning devicessuch as horns, whistles, or bellswhen operated for the purpose ofsafety;

• Special-purpose equipment that maybe located on or operated from railcars.

§211: Rules of Practice Subpart C -Waivers

Rules of practice that apply torulemaking and waiver proceedings,review of emergency orders issued

§211.41: Processing of petitions forwaiver of safety rules

under 45 U.S.C. 432, and miscellaneoussafety-related proceedings and informalsafety inquiries.

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Regulation Number and Section Comment

§212: State Safety ParticipationRegulations

Establishes standards and procedures forState participation in investigative andsurveillance activities under Federalrailroad safety laws and regulations. FRAencourages State agencies to participateand contribute to the national railroadsafety program. Implications to jointoperation of light rail transit or DMUvehicles with the railroad may requirecoordination between safety oversightagencies.

§217: Railroad Operating Rules Requires each railroad to provide FRAwith its operating rules and practices andrequires each railroad to instruct itsemployees in operating practices.

§218: Railroad Operating Practices Prescribes minimum requirements forrailroad operating practices. This partincludes minimum requirements forprotection of railroad employees engagedin inspection, maintenance, and operationof rolling equipment.

§219: Control of Drug and Alcohol Use Minimum Federal safety standards forcontrol of alcohol and drug use, such asdrug and alcohol prohibitions and testing.

§220: Radio Standards and Procedures Minimum Federal requirements foroperation of radio communications inconnection with railroad operations. Theserequirements govern basic railroadoperating rules, radio communications,record-keeping, and transmission of trainorders by radio.

§221: Rear End Marking Devices –Passenger, Commuter, and FreightTrains

Minimum Federal requirements for rearend marking devices for passenger,commuter, and freight trains.

§223: Safety Glazing Standards Minimum Federal requirements forglazing materials to protect railroademployees and railroad passengers frominjury as a result of objects strikingwindows of locomotives, caboose, andpassenger cars.

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Regulation Number and Section Comment

§225: Railroad Accidents/Incidents:Reports, Classification, andInvestigations

Requirements governing provision ofaccident/incident reports to FRA. §225.23:Joint Operations is of particular relevanceto TCRP A-17.

§228: Hours of Service of RailroadEmployees

Federal requirements for reporting andrecord-keeping with respect to hours ofservice for certain railroad employees andstandards and procedures concerningconstruction or reconstruction of employeesleeping quarters.

§229: Railroad Locomotive SafetyStandards

Minimum Federal requirements forlocomotives, excluding steam-poweredlocomotives. This part includes inspectionand testing procedures and safetyrequirements of the various systems of thelocomotive—brake, draft, gear, buffstrength/crashworthiness, suspension, andelectrical systems, as well as cabequipment. Design requirements for MU"locomotives" are also included.

§231: Railroad Safety ApplianceStandards - (Passenger Cars)

Requirements dictating various"appliances" in a railroad car, such as thenumber of handholds, hand-brakes, and sillsteps.

§233: Signal Systems ReportingRequirements

Prescribed reporting requirements withrespect to methods of train operation,block signal systems, interlockings, trafficcontrol systems, automatic train stop, traincontrol, and cab signal systems, or othersimilar appliances, methods, and systems.

§234: Grade Crossing Signal SystemSafety

Minimum standards for maintenance,inspection, and testing of highway-railgrade crossing warning systems.

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Regulation Number and Section Comment

§235: Instructions GoverningApplications for Approval of aDiscontinuance or MaterialModification of a Signal Systemor Relief from the Requirementsof Part 236

"Prescribes application for approval todiscontinue or materially modify blocksignal systems, interlockings, trafficcontrol systems, automatic train stop, traincontrol, or cab signal systems, or othersimilar appliances, devices, methods, orsystems, and provides for relief from part236 of this title."

§236: Rules, Standards, and Instructions Governing Installation, Inspection,Maintenance, and Repair of Signal andTrain Control Systems, Devices, andAppliances.

Includes requirements concerning roadwaysignals, cab signals, track circuits,automatic block signal systems,interlockings, automatic train stop, andtrain control systems.

§240: Qualification and Certification ofLocomotive Engineers

Minimum Federal requirements foreligibility, training, testing, certification,and monitoring of locomotive engineers.This part requires each railroad to have aFRA-approved certification program andincludes criteria for the certificationprocess, as well as implementation andadministration of the program.

§245: Railroad User Fees Implements §216 of the Federal RailroadSafety Act of 1970 (45 U.S.C. 446) thatrequires the Secretary of Transportation toestablish a schedule of fees to be assessedequitably to railroads to cover costsincurred by FRA in administering theSafety Act. Each railroad subject to thispart shall pay an annual user fee to FRA.

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APPENDIX BWAIVER CONDITIONS FOR NON-COMPLIANT DMU

(FRA Waiver #H-96-2)

It is important to note that this particularwaiver was for a completely non-conforming vehicle operating on thegeneral railroad system. As an example ofthe type of waiver and types of conditionsapplicable to the waiver, the followingconditions (listed below) were attached toFRA waiver #H-96-2. This waiver allowedfor the operation of the SiemensT r a n s p o r t a t i o n S y s t e m s , I n c . ,"RegioSprinter" DMU (a non-conformingvehicle) during a demonstration tourthroughout the United States and Canada.This waiver provides that Amtrak willassume responsibility for the RegioSprintertour and for adherence to conditions setforth in the waiver. (Note that theseconditions have been abbreviated from theoriginal letter.)

The waiver applies only to demonstrationruns and has a set expiration date (May 1,1997).

• Amtrak will provide a copy of thewaiver to Siemens and all otherrailroads and transit authorities overwhich the vehicle will operate.

• Amtrak will provide the FRA with aschedule and final agenda for thevehicle no later than 15 days prior toits operation.

• Amtrak will identify to the FRA thesingle individual responsible for theplanning and implementation ofsafety measures necessary to assure asafe demonstration.

• Amtrak must use a systematicapproach to identify significantsafety risks at each location wherethe vehicle will operate.

• Amtrak will develop a safety plan foreach location where the vehicle willoperate, and submit said plan to theFRA at least 15 days prior tooperation. The plan must identify thesteps to be taken to eliminate ormitigate each safety risk, identify theresponsibility of each organizationinvolved in the demonstration, andidentify the daily safety process to beimplemented. It also must describe indetail the positive steps to be taken –derails, positive blocks, or someother physical barrier – to assure thatno opportunity will exist for thevehicle to share the right-of-way withconventional heavy freight orpassenger rail equipment.

• All personnel involved withoperation of the vehicle shall beinformed that it is operating under aFRA waiver for: glazing material,lack of handholds, automaticcouplers, uncoupling lever, andmagnetic track brake being less than2-1/2 inches above the top of rail.

• Amtrak shall coordinate all activitiesregarding operation of the vehiclewith participating transit authoritiesand railroads.

• The vehicle will only be operated indemonstration runs on secondarybranch lines and lightly-usedswitching lines where other railtraffic is physically blocked fromentering the segment of tracks overwhich the vehicle is operating.

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• If the vehicle is to be used on arailroad's main track, Amtrak shallarrange to halt all other traffic withinthe limits of the demonstration,including adjacent tracks, untilcompletion of the demonstrationruns.

• The vehicle will be operated at aspeed not to exceed 35 mph on lineswith highway/rail grade crossings.

• Where grade crossings equipped withautomatic warning devices are to betraversed by the vehicle, Amtrak willascertain at each location that thevehicle will shunt the track circuitprior to passing over them.

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APPENDIX CSAMPLE STATE REGULATIONS

The Pennsylvania Department of Transportation RailSafety Review Program

The PennDOT Rail Transit Safety ReviewProgram (RTSRP) is an on-going statesafety oversight program that fallsapproximately in the middle betweenminimum FTA requirements and atraditional regulatory program.

The RTSRP, instituted by the PennsylvaniaDepartment of Transportation (PennDOT),is a comprehensive safety analysis of thefixed guideway systems in theCommonwealth of Pennsylvania. Fixedguideway systems constitute rapid transit,light rail, busway, and inclined planes inthe Commonwealth. The program does notinclude commuter rail systems underjurisdiction of the Federal RailroadAdministration. It has been formulated andintended as a review of operational,administrative, and support functions thatimpact the safety of rail systems.Objectives of this effort are to increaseawareness of safety, assess safety programsand practices, and implement efforts toreduce potential for accidents andincidents. The program is in its sixth yearof operation and is also the entityauthorized by the Commonwealth tooperate as the designated State SafetyOversight agency.

Transit systems included in this effort arethe Southeastern PennsylvaniaTransportation Authority (SEPTA) inPhiladelphia, the Port Authority ofAllegheny County (PAT) in Pittsburgh,and the Cambria County Transit Authority(CCTA) in Johnstown. The City ofPhiladelphia, which is owner of the fixedguideway concourse network inPhiladelphia, while not an operating transitauthority, is also covered under theauspices of the RTSRP.

The PennDOT RTSRP preceded FTA-mandated programs by five years. As such,and based upon the needs of theCommonwealth, the PennDOT Program ismuch more extensive in both its scope andmethodology. To give one example, whileFTA requires an independent "on-site"review of the transit system at least onceevery three years, the PennDOT programutilizes a continuing on-site presencethroughout the year. In addition, there arecontinuing independent assessments on awide variety of operational andmaintenance issues.

The PennDOT RTSRP is similar, however,to the FTA-mandated "minimum" styleprogram in that it also does not promulgatesafety or operational regulations. It relieson transit systems to develop reasonableand appropriate rules and procedures, andfor the most part evaluates actualcompliance with these rules. In rareinstances where rules may not exist or aredeemed to be "inappropriate" forconditions, transit systems are chargedwith completing appropriate corrections.As with the FTA-style program, under thePennDOT approach it is highly unlikelythat the state would issue regulationscovering design, operation, andmaintenance of rail transit systems. Thissituation would also apply to operation ofany LRT/DMU service. Each transitsystem that utilized this technology wouldbe required to develop its own rules, andwould be evaluated based upon compliancewith these rules.

The Public Utilities Commission of theState of California Program

The State of California Public UtilitiesCommission (the California PUC) ischarged with FTA safety oversight of non-

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FRA rail transit agencies in the State ofCalifornia. Unlike the previous example ofstate safety oversight programs, theCalifornia PUC approach is a more"traditional" safety regulatory approachwherein the agency (the PUC) promulgatessafety rules and regulations for some railtransit services, and has been engaged inthis activity since prior to the FTArequirement. For purposes of this report,the study team examined the CaliforniaPUC Safety Rules and RegulationsGoverning Light-Rail Transit (GeneralOrder 143-A).

In many regards, General Order 143-A issimilar to FRA regulations, both in termsof scope and methodology. It exerts astrong influence over management of thenew generation of light rail properties inCalifornia. In addition to covering accidentreporting requirements and othermiscellaneous mandates, the Ordercontains mandatory regulatory languageregarding:

• Equipment of Light Rail Vehicles(LRVs)

• Brakes on LRVs• Lighting on LRVs• Operating Speeds• Train Protection Requirements• Right-of-Way Standards• Traction Power Requirements• Operating Rules• Inspection Requirements

This type of state safety oversight programis structured in a similar fashion to theFRA, in that it is the oversight agency (thePUC) that decides the rules and regulationsand then monitors compliance. While thePUC's methodology utilized to assess andenforce compliance with the rules maydiffer from FRA's, they are closer in stylethan the other two state oversight modelsdescribed above. In addition, under theCalifornia model, the PUC has authority toissue specific financial penalties (similar toFRA) for rule infractions. The other two

state safety oversight models, asenvisioned by FTA or operated byPennDOT, do not explicitly provide forfinancial penalties. However, regardless ofthe absence of specific regulatorylanguage, severe and continuing violationof oversight rules under the twopreviously-described state oversightprograms would result in some form ofnegative financial impact, most likely theloss of state funding or specific fundingprograms.

The California oversight program is theonly one of the 19 FTA-mandated statesthat operates in this particular regulatorymanner. While it is likely that some otherstates will designate their own PublicUtilities Commissions to manage rail transitsafety oversight efforts (as Oregon hasdone), whether they will utilize the sameform of regulatory process as the CaliforniaPUC is unknown. Discussions with railtransit safety oversight offices in severalstates (Ohio, New Jersey, Pennsylvania,Illinois, and New York) indicate a generalreticence to operate a traditional regulatoryprogram analogous to FRA. While therationale for this thinking varies from stateto state, one recurrent theme is the beliefthat a non-traditional regulatory approachmay be more appropriate, especially giventhe unique operational and physicalcharacteristics of older rail transit systems.

Another important note is that while theCalifornia PUC has promulgated rules andregulations for Light Rail Transit, it has notdone so for heavy rail rapid transit. Assuch, what rules and regulations wouldapply if the California PUC were toaddress the issue of DMU operation in alight rail setting are uncertain. Thisdistinction between light and heavy railsuggests that light rail is more intimatewith its environment (grade crossings,operating in mixed traffic, andpedestrians). In contrast, heavy rail isisolated and therefore perhaps less in needof regulation.

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A review of General Order 143-A suggeststhat its rules and regulations would also beapplicable to DMU operation, with someexceptions or modification requiredrelative to brakes and traction power; itmight well develop a set of rulesspecifically for DMU.

Again, as with the other forms of statesafety oversight efforts identified above,the California PUC does not exertjurisdiction over railroad operations thatare under FRA jurisdiction. As such, ajoint operation of DMU/LRT with a railline connected to the "general railroadsystem" would fall under FRA jurisdiction.

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APPENDIX DTWO EXAMPLES OF JOINT RAIL OPERATIONS PRACTICE IN THE U.S.

Conrail and Baltimore MTA LRT (BCLR)

There are two distinct operating scenariosthat define Conrail's access to the BCLR.The first situation involves the necessityfor a Conrail freight switcher to simplycross over the BCLR line in order toprovide service to the Flexiflo operation onthe opposite side near the North AvenueStation in Baltimore. The Agreement ofSale between BCLR and Conrail providesConrail with unlimited access to thisFlexiflo facility. Since the freight trainmovement across the BCLR main track iseffectively an "interlocking move" andonly consumes five minutes or less, thistype of freight movement can be madeduring the period of time that the BCLRsystem is operating revenue service. Thissimple freight train move normally takesplace without delaying light rail service.Train separation between the light railtrains and the freight train is accomplishedby electrically-operated unlocks on theConrail trackage and interlocking signalson the BCLR trackage.

Another operating scenario involves aConrail local freight train entering uponBCLR trackage at North Avenue andproceeding north approximately 12.4 milesto Timonium, MD, serving freight shippersto that point and beyond. The Agreementof Sale provides Conrail with the right toperform such service three days per weekbetween 11:50 p.m. and 4:25 a.m. Duringthis period, the BCLR is not operating anycommuter service.

Cooperating toward the goal of bettercoordination between their jointoperations, local BCLR and Conrailmanagers have modified the formalagreement. The BCLR servicerequirements have now extended beyond

the 11:50 p.m. starting time to 1:00 a.m.Although this further restriction shortensConrail's available "time window," Conrailhas advised that this modification has notadversely impacted service to their currentfreight customers (but might hamperexpansion of freight service).

In an effort to better understand the facilitysharing agreement between Conrail and theBCLR, control procedures pertaining to thefreight train operation were reviewed.Freight train operations take place underthe jurisdiction of a BCLR supervisorstationed at the light rail control center.Through the use of two-way radio, freighttrain crews must verbally requestpermission to occupy the BCLR and obtainthe necessary paper clearances andoperating authorities from light rail control.The attached operating authorities are usedto insure that freight trains are properlydispatched over the BCLR.

In addition to formally granting the freighttrain crew permission to operate over theBCLR main tracks, the above operatingauthorities also convey essentialinformation pertaining to BCLR operatingrules and physical characteristics from lightrail control to the freight train's crew.

Therefore, Conrail freight trains operateaccording to BCLR operating and safetyrules. These rules are tailored to fit specificconditions pertaining to the BCLR physicalcharacteristics, such as track speeds, signalindication, grade crossing locations, andother safety considerations.

When the freight train has reached itsdestination at Timonium, the crew reportsclear of the BCLR to light rail control. Itthen proceeds further beyond the LRTterminal. When the train is ready to return,

Page D-2

the crew must again request permission tore-enter the BCLR from the supervisor atlight rail control. The supervisor on dutymaintains a radio log, which makes note ofthe time, the locomotive number, and themessages pertinent to all radiocommunications with the freight trains.

San Diego and Imperial ValleyRailroad(SD&IV RR) and San Diego Trolley,Inc.(SDTI)

The SDTI operates over a former SouthernPacific Railroad-owned San Diego &Arizona Eastern line that is now owned byMetropolitan Transportation DevelopmentBoard, the SDTI parent. The San Diegoand Imperial Valley Railroad, a short linecarrier in the area, assumed freight trainoperating rights.

The operating agreement initially providedfor freight trains to co-mingle with lightrail service. Since the initial operatingheadways for light rail service was every30 minutes, the co-mingling of freighttrains and light rail operations was feasiblefrom an operations standpoint. This 30-minute headway created a "designatedwindow" in which freight was permitted tooperate. Limitations were imposed, such asthe freight trains could not perform anymid-route switching, their runs beingrestricted to nonstop terminal-to-terminaloperation.

The SD&IV RR operates freight trainsover most of two different lines that havelight rail service: the South Line and theEast Line. The intensity of freightoperation is greater on the 19.1-mileNorth-South (Blue) Line for six nights aweek, as compared to two or three 3 nightsper week on the 21.6-mile East (Orange)Line. However, freight train operations areseparated from light rail operations by timeof day in the same way as the Baltimoresystem. The SD&IV Railroad is limited tooperating freight trains during the hoursfrom 1:30 a.m. to 4:00 a.m. As demands

for more services are imposed on bothoperators, the freight and passenger trackoccupancy windows are adjusted. As trackcapacity is reached, capital measures tohandle increased demand become morefeasible.

Although some field automationestablishes routes at the points wherefreight trains enter and leave the light railline, permission to enter the system ismade by radio communication and isformalized using paper authorities andclearance forms, in a nearly identicalmanner as in the BCLR system. When afreight train exits the light rail system, itmust report to the "controller" at the lightrail control center, who keepscommunication logs of the conversations.

The San Diego Trolley is a double-trackoperation on both the Blue Line and theOrange Line, making it somewhat easier tocoordinate the operation of freight trainsand maintenance of activities during the1:30 a.m. to 4:00 a.m. period.

An important note is that since the SD&IVfreight train crews operate six days perweek on the Blue Line, it is not possible tosimply restrict the freight train fromoperating on any given night. However, thefact that the SDTI is a double-track systemmakes it possible for track or catenarymaintenance crews to work on one trackwhile freight trains pass on the other track.This is a much more flexible arrangementthan the BCLR system, where the singletrack requires that freight trains changetheir nights of operation to accommodatethe maintenance work whenever trackoutage is required.

Comparisons

As in the BCLR system, the SDTI has noformal FRA "waiver" that officiallysanctions the operation. At the time ofsystem start-up in 1981, the SDTI wasoperating on 30-minute headways, whichallowed the co-mingling of freight trains

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with light rail operations. Although theFRA allowed this practice, they hadsignificant concerns as to the overall safetyof the co-mingled operation.

Both the BCLR and the SDTI systems usean overhead catenary or trolley wiresystem for traction power. These tractionpower systems create limits on the verticalclearances for operation of railroad freightcars with excessively high dimensions.

The SDTI system features 22' high contactwires over all locations having jointoperations. This provides total clearancefor all standard railroad equipment moves.Almost any variation of equipment can bemoved, except special high and wide loads.Although overhead electric traction powersystems restrict the maximum height offreight trains, this has not proven to be anoperating impediment to either Conrail orthe SD&IV Railroads.

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APPENDIX E

Illustrations of Overseas Joint Use

Sapporo, Japan Diesel LRVs in Street - Illustration E1

Odakyu Ry. and Hakone - Tozan Ry. Contrasting Gauge & DimensionIllustration E2

Page E-2

Sapporo, Japan Diesel LRVs in Street

Illustration E1

Diesel electric (note: absence of poles or pantographs) LRVs of twogenerations operating on Sapporo streets in mixed traffic. Thesewere not dual power but were laterconverted to all-electric LRVs

(Above - T. Unoguchi/Rail #21)(Below - Y. Nakata/Romendensha)

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Odakyu Ry. and Hakone - Tozan Ry. Contrasting Gauge & Dimension

Illustration E2

This portrays the diagram in Figure 8.8. The 3.6' gauge Okakyawide dimension train on the left operates in several operatingenvironments including rapid transit. The standard gauge (but)narrow body) Hakone Ry. train on right is the host property. Thegauge difference provides, in effect, a continuous gauntlet railfor wide and narrow rail cars. (H. Kageyama/Tetsudo Fuan.)

Page F-1

Detailed DMU and LRV Vehicle Compliance Matrix Appendix F

VEHICLE TYPE/CATEGORY A = HIGH FLOOR DIESEL VEHICLE, B = LOW FLOOR DIESEL VEHICLE, C = ELECTRIC LIGHT RAIL VEHICLE

COMPLIANCE EVALUATION H = MEETS MOST REQUIREMENTS, M = MARGINALLY MEETS MOST REQUIREMENTS , L = DOES NOT MEET MOST REQUIREMENTS

Page G-1

DMU VEHICLE DETAILED DATA - BAH/EK Appendix G

Page G-2

DMU VEHICLE DETAILED DATA - BAH/EK Appendix G

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APPENDIX H

DIESEL MULTIPLE UNIT (DMU) ANDLIGHT RAIL VEHICLE (LRV) RAIL CAR

EXHIBITS

(Examples of rail car design proposals or produced offerings by car builders, current andhistoric)

Dimensional Contrasts (fig. 4-1) Locomotive, LRV, DMU categories 1,2,3

Category 1 DMU (railroad derivatives)

! Flexliner IC-3 (ADtranz)! Diesel Multiple Unit* (Bombardier)! Diesel Rail Car* (Nippon Sharyo)! Type VT-628/610 (Siemens)! North American DMU* (Siemens)! "RDC" (historic)* (Budd)

Category 2 and 3 DMU (light rail derivatives)

! GTW 2/6 (ADtranz/Stadler/SLM)! Regio Shuttle (ADtranz)! Talent (Bombardier-Eurorail/Talbot)! RegioSprinter (Siemens)! Brel Railbus (historic)* (Leyland)! Futuro (SLM/Sulzer)

Light Rail LRVs Used in Co-mingled (transit and freight) Service

! Saarbrücken 8 Axle, dual voltage (Bombardier-Eurorail/Kiepe Elektrik)! North Shore "Electroliner" (historic)* (Pullman)

* denotes not in current production

Note: Not all vehicles discussed in text are illustrated.

Page H

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DIMENSIONAL CONTRASTS -LOCOMOTIVE, LRV, DMU

JOINT USE OF TRACK RESEARCHH-2

Page H-3

Flexliner Demonstration Train Information

(ADtranz)

Page H

-4

Rail Diesel Car(Nippon Sharyo)Category 1 DMU

Page H

-5

(Courtesy of Siemens)

Page H-6

(Courtesy of Siemens)

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RD

C E

volu

tiona

ry P

hase

s

Rail Diesel Car"RDC" (Budd)Category 1 DMU

(Budd Car - The RDC Story, C. Crouse)

Page H-8

Art

icul

ated

Pow

er c

ar G

TW

2/6

GTW 2/6(ADtranz/Stadler/SLM)Category 2/3 DMU

Page H-9

GTW 2/6(ADtranz/Stadler/SLM)Category 2/3 DMU

note high/low platform station

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"RegioShuttle"(ADtranz)Category 2 DMU

Page H-11

"Talent"(Bombardier-Eurorail/Talbot)Category 2/3 DMU

"Regio Sprinter"(Courtesy of Siemens)Category 2 DMU

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Page H-13

Railbus (bus derivative technology(British Leyland)Category 2 DMU

Page H-14

Saarbrucken Dual Voltage LRV(Bombardier-Eurorail)LRV

General dataTrack gauge 1.435 mLength 37.070 mWidth 2.650 mHeight 3.500 mFloor height 0.400 m/0.595 m/0.800 mWheel diameter 0.660 mTare 53.8 tSeated 108Standees (6 pers./m2) 198Total capacity 306Doors: number per side 4 (double) + 1 (single)

type sliding plugwidth double doors 1.300 m

PerformancesMaximum speed 100 km/hAcceleration 1.1 m/s2

Service brake 1.6 m/s2

Emergency brake 2.8 m/s2

Minimum curve radius 25 mMaximum gradient 8%

TractionAsynchronousGTO controlled inverterDuo voltage: 750 Vdc and 15 kVacMotor power: 8 × 120 kW/80 HzAuxiliaries: 24 Vdc

Bogies BM (bi-motor)• 2 asynchronous motors totally suspended• Suspension: - primary: rubber/steel

- secondary: coil springwith hydraulic levelling

CarbodyModular stainless steel and aluminiumconstruction with customizable panelling.

A dual voltage light metro capable of running on tramway networks of 750Vdc electrical supply and on "heavy" rail 15 kVac suburban systems, the changeover betweenthe electrical supplies being totally unnoticed by both the passenger and the operating staff.This vehicle can be adapted to utilise voltage supplies and signalisation system required bythe individual European networks (e.g. SNCF, SNCB, British Rail) or alternatively it can utilisean on-board diesel motor to generate its own traction supply. This new flexible conceptrealises the valuable infrastructure economy and provides a smooth seamless transitionbetween the town centre and suburban area, independent of different system voltages.15 vehicles are on order for the Stadtbahn Saar GmbH.

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North Shore "Electroliner"(St. Louis Car Co.)LRV/Interurban

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Diesel Multiple Unit(Bombardier)Category 1 DMU

Page H-17

FuturoSLM/SulzerCategory 2/3 DMU

The following illustrations explain the modullarity of the Futuro concept. They show insuccession the 3- to 6- car variations as well as the layout drawings of a diesel- and anelectrical vertsion of the Futuro.

Subject to change