Cable Car Classics, Inc. Download PDF Report
Cable Car Classics, Inc. submitted a model Golden Gate Trolley, diesel-powered, 36 seat/34-foot bus, for a 10 yr/350,000 mile STURAA test. The odometer reading at the time of delivery was 2,944.0 miles. Testing started on November 6, 2000 and was completed on May 30, 2001. 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 November 15, 2000 and was completed on May 21, 2001.
The interior of the bus is configured with seating for 36 passengers including the driver. Additionally, free floor space will accommodate 29 standing passengers resulting in a potential load of 65 persons. At 150 lbs per person, this load results in a measured gross vehicle weight of 29,725 lbs. The SLW segment of testing was performed at 25,350 lbs. and the final segment was performed at a curb weight of 20,000 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 is arranged so that those subsystems with more frequent problems are apparent. Problems are also listed by class as defined in Section 2. The test bus encountered no Class 1 or Class 2 failures. Of the 9 reported failures, 8 were Class 3 and 1 was a Class 4.
The Safety Test, a double-lane change (obstacle avoidance) test was performed safely in both right-hand and left-hand directions up to a maximum test speed of 45 mph. 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 49.55 seconds.
The Shakedown Test produced a maximum final loaded deflection of 0.149 inches under a distributed static load of 24,375 lbs. The test resulted in essentially no permanent deflection of the structure. The Distortion Test was completed with all subsystems, doors and escape mechanisms operating as designed. Water leakage was observed during the test at the top window frames of the 2nd right side and 3rd left side windows.
The Static Towing Test was performed using a target load (towing force) of 24,000 lbs. All four front and rear upward pulls were completed to the full target test load with no damage of deformation observed. The Dynamic Towing Test was performed by means of a rear lift tow. The towing interface was accomplished with a hydraulic lift wrecker. The bus was towed without incident and no damage resulted from the test. The Jacking and Hoisting Tests were also performed without incident. The bus was found to be stable on the jack stands, and the minimum jacking clearance observed with a tire deflated was 7.2 inches.
A Fuel Economy Test was run on simulated central business district, arterial, and commuter courses. The results were 3.30 mpg, 3.82 mpg, and 6.68 mpg respectively; with an overall average of 4.04 mpg.
A series of Interior and Exterior Noise Tests were performed. This data is listed in Section 7.1 and 7.2 respectively.