TESTS AND ADJUSTMENTS: S1.08 (Cont'd)

(o) Trainline Test

The Contractor shall verify the accuracy of the car's trainline connections by the use of a test panel which is connected to the coupler's electric head and indicates, by the illumination of lights, or other appropriate means, that the proper trainline wires are energized when the various car controls (master controller, door controller, P.A. systems, etc.) are operated. This test shall be made on each two-car unit, at both ends.

(p) Weighing

The Contractor shall weigh each complete car at shipment. In addition, both trucks of at least one car shall be weighed separately. Weight tickets shall be submitted to the Contracting Officer and copies thereof included in the Car History Book.

The scale used in weighing cars shall be maintained within the tolerances set forth in Chapter 14, Part 5, Section C, of the A.R.E.A. Manual.

(q) Drift Test

To verify the coefficients used in performance calculations, the Contractor shall perform drift tests of trains of one, two and four two-car units. Sufficient tests shall be made to secure dependable data; coefficients shall be calculated from these data by the Contractor and the data and calculations shall be submitted to and become the property of the Authority.

(r) Communication System Tests

Communication System Tests shall be pe.formed by the Contractor as described in S13.09.

(s) A.T.C. Tests

The installation and installation testing of the carborne ATC systems shall be performed by the Contractor in accordance with the directions furnished by the A.T.C. Contractor. The A.T.C.. Contractor will be responsible for compliance with the specifications and for the proper operation of the equipment and systems furnished by him. The A.T.C. Contractor will make available, at the Contractor's factory, the full-time service of one qualified field service engineer to provide guidance, direction and assistance to the Contractor, as required, during the installation and installation testing of the carcome equipment. The installation tests will be designed to verify the proper installation of the equipment in accordance with the drawings and instructions provided by the A.T.C. Contractor. The tests will include sufficient operational tests to detect any equipment damage incurred in shipment, handling, or installation. One test fixture will be provided for . conducting the tests. The test fixture will be delivered to the Contractor with the delivery of the first set of carborne ATC equipment. The Contractor shall deliver the test fixture to the Authority with delivery of the last pair of cars.

Addendum No. 7

TESTS AND ADJUSTMENTS: S1.08 (Cont'd)

(t) Noise Tests

1.

Test Conditions: Conformance with the specifications is to be based on measurements taken in essentially a free-field environment such as outdoors, away from any reflecting surfaces other than the ground on which the car is resting, except for transmission loss measurements. All measurements shall be made at locations where reflected sound, such as reflections from nearby walls, floor or other equipment, will not influence the directly radiated sound from the equipment measured by more than 2 dB. All measurements shall be made with an ambient sound level in the vicinity of the test measurement locations of not less than 10 dB below the noise produced by the equipment being measured, when evaluated using the same weighting or octave band. Where auxiliary methods of driving or loading equipment such as motors or dynamometers, are required, these devices shall be temporarily enclosed or baffled to eliminate their effect on the equipment noise being measured. For equipment noise measurements with the car stationary or on jacks, the car shall be located outdoors on a ballast-and-tie, at-grade trackbed in an area. free of barriers, third rail coverboards, or other sources of interference. Car body section transmission loss measurements may be performed outdoors or indoors. Car interior and exterior noise level tests with the car moving shall be done at a section of clean, smooth rail on a ballast-and-tie at-grade track with no sound barriers or third rail coverboard on the measurement side.

2. Equipment Noise Test Procedures: Using sound level meter and analysis equipment as specified in $16.01, the Contractor shall measure the Sound Level produced by equipment in the operating mode at the distances and directions specified and using the scales and frequency ranges specified in S16.02.

3. In-Vehicle Noise Test Procedures: Using sound level meter and analysis equipment as specified in S16.01, the Contractor shall measure the Sound levels inside the vehicle with all equipment energized and all components operating except the propulsion motors, shall measure the noise levels inside the vehicle with each individual equipment system energized, and.shall measure the sound levels inside with the vehicle moving at speeds up to 70 mph on ballast-and-tie at-grade track. The sound readings shall be obtained at sufficient locations in the car to determine that the noise level limits are not exceeded at any point in the passenger

4.

5.

1-28

space.

Tests of First A-Car and B-Car Sets of Equipment: Noise level measurements shall be performed on the first car sets of equipment before and after installation on the car to verify that the noise generated is within the limits indicated in S16.02. The tests shall include measurements to determine the noise levels produced by the traction motors and propulsion system gearing for one car and the noise levels produced by the compressor, motors, blowers and other noise generating components of the first two cars.

Tests of First Completed A-Car and B-Car: Noise level and transmission loss tests shall be performed on the first completed car to verify performance within the limits indicated in S16.02 (e), (f), and (g). Noise level tests shall be performed on the first completed A-car and B-car to verify performance within the limits indicated in S16.02 (b), (c), (d), and (h). These tests shall include measurements to determine the exterior noise levels from the vehicle equipment and the complete vehicle both stopped and moving, the car interior noise levels from the vehicle equipment and with the car moving, and the transmission loss of the vehicle body sections.

Addendum No. 7

6.

TESTS AND ADJUSTMENTS: S1.08 (Cont'd

Vehicle Body Transmission Loss: The supplier shall, using the procedures outlined in AST! E336-67T, Tentative Recommended Practice for Measurement of Airborne Sound Insulatio in Buildings, perform tests to detetmine the sound transmission loss of the vehicle bod sections. Evaluation of the sound transmission loss of each characteristic Section of th completed car body shall be done using one or a combination of the following procedures:

1. With the car located outdoors on bailast-and-tie, at-grade trackbed or indoors in a spac where reflected sound from nearby walls or floors will not influence the sound radiate from the car body by more than 2dB, the Contractor shall, using portable loudspeakers in manner approved by the engineer, create a random noise of constant level, for th frequency range encompassing the 250 Hz to 2000 Hz center frequency octave bands, wit sufficient Sound pressure Level inside the car that the noise transmitted through the ca body is a least 10 dB higher than the outside ambient SPL in each octave band and wit sufficient diffusion or distribution that the sound level in the car is uniform within 3 dB a 12 inches or more from any body surface. (Achieving a uniform sound field over the ca floor will require removal of the seats.) Using this procedure the car body section soun insulation can be evaluated by using a sound level meter and octave band analyzer t measure the space average SPL inside the car in the 250, 500, 1000 and 2000 Hz cente frequency octave bands and by also measuring the exterior SPL for each of these octay bands at a distance of 12 inches from all car surfaces at a sufficient number of locations t determine the average noise reduction for each characteristic body section, such as th floor, walls, roof and doors. The measurements must include the influence of any soun leakage such as at ducts, seals or openings and the influence of flanking sound transmissio paths at locations such as the floor/wall juncture. The difference between the interior spac average Sound Pressure Level and the average exterior Sound Pressure Level at each sectio is the Noise Reduction provided by the car body sections. Noise Reduction measured i this manner is 6 dB greater than the transmission loss. The measurements must be correcte: to transmission loss in accordance with procedures given in ASTM 336-67T in order t determine compliance with the specified minimum sound insulation of each car body section.

2. With the car located near highly reflective surfaces, such as over a maintenance and inspection pit, the transmission loss may be measured in accordance with the two-roon reverberant sound field methods indicated in ASTM 336-67T. To create a satisfactor reverberant condition outside the car, and to define the boundaries of the space, temporar baffles or barriers approved by the engineer shall be placed between the car body exteric and the reflecting surfaces, such as cetween the car body exterior walls at the floor leve and the edges of a maintenance pit, to define a closed space beneath the car for testing th car floor transmission loss. The temporary baffles both define the space exterior to the ca and prevent flanking paths outside the car from influencing the measurements, for example by preventing sound transmitted through the car walls or doors from bypassing the floo during a test of the floor.

November 24, 1975 Request

GAO HEARING

Submission #2

QUESTION 11

In the May 8th report to Senator Byrd the GAO identified possible increases and decreases on various route realignment possibilities. Please provide a description of the current status of these routes and your latest estimates of the possible cost consequences of the various locations possibilities now under consideration.

GAO's May 8th report to Senator Byrd addressed possible adjustments to the Authority's November 1974 capital cost estimate of $4,453.7 million due to probable realignments of six routes (B, E, F, H, J and K). At this time, the alignments for Routes B, E and F are still questionable.

Routes

J and H were the subject of a resolution adopted by the Authority's Board of Directors on December 4, 1975. The location of the K Route in the median of a highway along the I-66 corridor is still a possibility. current status of the six routes discussed in the GAO report is detailed below:

B ROUTE

The

The ARS Glenmont Route between the Silver Spring and the Glenmont Stations was planned to be constructed in earth tunnel. However, the accrued geologic data indicated that the quality of soil was not suitable for tunneling. A number of alternatives were developed of which two were considered to be feasible. One was Scheme A-1 which varied from the ARS plan in two respects. The running lines were placed lower in rock suitable for tunneling and the stations were placed higher to permit cut-andcover construction. The second alternative, Scheme B was similar to the

ARS in that both line and stations were to be tunneled but the profile was lowered to avoid the weathered and fractured rock characteristic of the

ARS profile.

Coordination with the local government and the public has

-2

QUESTION 11 (Continued)

revealed their interest in a combination of alternatives, i.e., deep tunnel

construction for all the line and the Forest Glen Station; the Wheaton Station

Station and Glenmont would be constructed by cut-and-cover method.

The Glenmont Storage Yard has also been a great concern to the residents in the proximity of the yard site. Their concern has been reconciled through an extensive degree of community and local government coordination. A number of revisions are being considered for the purpose mitigating the impact of the yard on the community. The revisions include enclosing the lead tracks, eliminating the loop tracks and contouring the earth to attenuate yard noises.

If a combination of the A-1 and B alternatives is chosen by Montgomery County and adopted by the Authority's Board of Directors, the increase in cost may be considered an add-on funded by the County, as determined by the Board.

E ROUTE

Several different alignments have been considered for the E Route within the District of Columbia. Between Columbia Heights and Fort Totten Stations the Alternative C alignment has been widely regarded as the most desirable alignment. Outbound of Columbia Heights the Alternative C alignment separates the running lines, the cutbound on Park Road, the inbound on Monroe Street. The lines merge inbound of Georgia Avenue and follow New Hampshire Avenue to Rock Creek Cemetery. The alignment crosses under Rock Creek Cemetery

and continues to the Fort Totten Station. The running lines are planned to be constructed in earth tunnels while the stations will be constructed by cut-and-cover, except for Fort Totten Station which is in retained cut. Outbound of the Fort Totten Station some 2000 feet of the line is on

the surface and aerial structure.

Thereafter, it is subsurface in a twin