GLAVAL BUS Download PDF Report
Glaval Bus Corporation submitted a model Concord, diesel powered, 32 seat/33-foot bus, for a 7 year/200,000 mile, STURAA test. The odometer reading at the time of delivery was 2,139.0 miles. Testing started on March 21, 2000, and was completed on August 22, 2000. The Check-In section of the report provides a description of the bus and specifies its major components.
The primary part of the test program is the Structural Durability Test, which also provides the information for the Maintainability and Reliability results. The Structural Durability Test started on May 3, 2000 and was completed on August 15, 2000.
The interior of the bus is configured with seating for 32 passengers including the driver. Free floor space will accommodate 15 standing passengers resulting in a potential load of 47 persons. At 150 lbs per person, this load results in a GVW of 21,790 lbs. The middle segment was performed at SLW of 19,440 lbs and the final segment was performed at a CW of 14,730 lbs. Durability driving resulted in several failures that required unscheduled maintenance. A description of failures, and a complete and detailed listing of scheduled and unscheduled maintenance, is provided in the Maintainability section of this report.
The components covered in Section 1.3 (Repair and/or Replacement of Selected Subsystems) along with all other components encountered during testing were found to be readily accessible and no restrictions were noted.
The Reliability section compiles failures that occurred during structural durability testing. Breakdowns are classified according to subsystems. The data in this section are arranged so that those subsystems with more frequent problems are apparent. The problems are classified by severity as defined in Section 2. The test bus encountered no Class 1 or Class 2 failures. Of the ten reported failures, eight were Class 3 and two were Class 4.
The Safety Test, a double-lane change maneuver was completed in both right-hand and left-hand directions up to a maximum test speed of 45 mph. Fish-tailing and body-roll were experienced during both 45 mph runs. The performance of the bus is illustrated by a speed vs. time plot. Acceleration and gradeability test data are provided in Section 4, Performance. The average time to obtain 50 mph was 22.71 seconds.
The Shakedown Test produced a maximum final loaded deflection of 0.421 inches under a distributed static load of 18,000 lbs. The test resulted in essentially no permanent deflection of the structure. The Distortion Test was completed with all subsystems, doors and escape mechanism operating properly. Water leakage observed during the test at the first exit window on the left side and the second window on the right side. The test bus was not equipped with tow eyes or tow hooks; therefore, the Static Towing Test was not performed. The Dynamic Towing Test was performed using a front lift tow. The towing interface was accomplished by incorporating a heavy-duty wrecker equipped with a hydraulic under lift. The bus was towed without incident and no damage resulted from the test. The manufacturer does not recommend towing the bus from the rear; therefore, a rear test was not performed. The Jacking and Hoisting Tests were performed without incident. The bus was found to be stable on the jack stands. The minimum jacking clearance (measured with a tire deflated) was 4.9 inches.
A Fuel Economy Test was run on simulated central business district, arterial, and commuter courses. The results were 4.19 mpg, 4.84 mpg, and 9.18 mpg respectively; with an overall average of 5.19 mpg.
A series of Interior and Exterior Noise Tests was performed. This data is listed in Section 7.1 and 7.2 respectively.