EXECUTIVE SUMMARY
ARBOC Specialty Vehicles submitted a
model 3400 Liberty, diesel-powered 34 seat (including the driver) 35-foot bus,
for a 7 yr./200,000 mile STURAA test.
The odometer reading at the time of delivery was 547 miles. Testing started on January 30, 2015 and was
completed on July 29, 2015. 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 February 16, 2015 and was
completed on July 6, 2015.
The interior of the bus is configured
with seating for 34 passengers including the driver. Note: this test bus is not designed to accommodate
standing passengers; therefore, GVW and SLW are the same. At 150 lbs. per person, this load results in
a measured gross vehicle weight of 23,970 lbs.
The first segment of the Structural Durability Test was performed with
the bus loaded to a GVW of 23,970 lbs.
The middle segment was performed at a seated load weight of 23,970 lbs.
and the final segment was performed at a curb weight of 18,930 lbs. Durability driving resulted in unscheduled
maintenance and failures that involved a variety of subsystems. A description of failures, and a complete and
detailed listing of scheduled and unscheduled maintenance are provided in the
Maintainability section of this report.
Effective January 1, 2010 the Federal
Transit Administration determined that the total number of simulated passengers
used for loading all test vehicles will be based on the full complement of
seats and free-floor space available for standing passengers (150 lbs. per
passenger). The passenger loading used
for dynamic testing will not be reduced in order to comply with Gross Axle
Weight Ratings (GAWR’s) or the Gross Vehicle Weight Ratings (GVWR’s) declared
by the manufacturer. Cases where the loading
exceeds the GAWR and/or the GVWR will be noted accordingly. During the testing program, all test vehicles
transported or operated over public roadways will be loaded to comply with the
GAWR and GVWR specified by the manufacturer.
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. The problems are also listed
by class as defined in Section 2. The
test bus encountered no Class 1, 2 or 4 failures. All six reported failures were Class 3.
The Safety Test, (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 26.53
seconds. Top speed obtained on the
dynamometer was 63.5
mph.
The Stopping Distance phase of the Brake Test was completed with the
following results: for the Uniform High
Friction Test average stopping distances were 29.51’ at 20 mph, 61.26’ at 30
mph, 106.95’ at 40 mph and 137.92’ at 45 mph.
The average stopping distance for the Uniform Low Friction Test was 30.23’. There was no deviation from the test lane
during the performance of the Stopping Distance phase. During the Stability phase of Brake Testing,
the test bus experienced no deviation from the test lane during both approaches
to the Split Friction Road surface. The
Parking Brake phase was completed with the test bus maintaining the parked
position for the full five minute period with no slip or roll observed in both
the uphill and downhill positions.
The Shakedown Test produced a maximum
final loaded deflection of 0.128 inches with a permanent set ranging between -0.004
to 0.004 inches under a distributed static load of 12,750 lbs. The Distortion Test was completed with all
subsystems, doors and escape mechanisms operating properly. No water leakage was observed throughout the
test. The handicap ramp was inoperable
during the test. All other subsystems
operated properly.
The test bus submitted for testing 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 towing interface was accomplished using a
hydraulic under-lift wrecker. 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 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 4.6 inches.
A Fuel Economy Test was run on
simulated central business district, arterial, and commuter courses. The results were 4.37 mpg, 4.99 mpg, and 8.71
mpg respectively; with an overall average of 5.32 mpg.
A series of Interior and Exterior
Noise Tests was performed. These data
are listed in Section 7.1 and 7.2 respectively.
The Emissions Test was performed. These results are available in Section 8 of
this report.
Number: |
1502 |
Model: |
3400 Liberty |
Manufacturer: |
ARBOC SPECIALTY VEHICLES |
Vin Number: |
4UZAEJDU6FCGJ3044 |
|