CABLE CAR CONCEPTS Download PDF Report
Cable Car Concepts, a Division of Great American Trolley Company, Inc., submitted a model MIDI, gasoline/CNG powered 23 seat/26-foot bus, for a 4 yr/100,000 mile STURAA test. The odometer reading at the time of delivery was 1,440.0 miles. Testing started on July 14, 1998, and was completed on September 4, 1998. 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 was started on July 22, 1998 and was completed on August 26, 1998.
The first segment of the Structural Durability Test was performed with the bus loaded to a GVW of 17,800 lb. The middle segment was performed at a SLW of 16,510 lb. and the final segment was performed at a CW of 12,380 lb. Durability driving resulted in unscheduled maintenance that consisted of a variety of subsystem failures. These unscheduled maintenance breakdowns can be found in a complete and detailed listing of scheduled and unscheduled maintenance, which is provided in the Maintainability section of this report.
Accessibility, in general, was adequate, 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. Failures are classified according to the severity as defined in Section 2. The test bus encountered no Class 1 or Class 2 failures. Of the fourteen reported failures, eight were Class 3 and six were Class 4.
A Double-Lane Change (obstacle avoidance) Test was safely performed 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 26.46 seconds.
The Shakedown Test produced a maximum final loaded deflection of 0.148 inches with a permanent set ranging between 0.000 to 0.004 inches under a distributed static load of 12,600 lb. The Distortion Test was completed with a small amount of water dripping from the top and bottom corners of the heavy plastic curtains. All subsystems operated properly. The test bus was not equipped with any type of tow eyes or tow hooks; therefore, the Static Towing Test was not performed. The Dynamic Towing Test was performed by means of a front lift tow. The bus was towed using a heavy-duty wrecker equipped with a hydraulic wheel lift. A tow was performed with no interface problems noted. Rear towing is not recommended. No problems, deformation, or damage was noted during testing.
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 5.70 inches.
A Fuel Economy Test was run on simulated central business district, arterial, and commuter courses. The results were 1.15 M/lb, 1.01 M/lb, and 1.87 M/lb respectively; with an overall average of 1.24 M/lb.
A series of Interior and Exterior Noise Tests was performed. These data are listed in section 7.1 and 7.2 respectively.