EXECUTIVE SUMMARY
Collins Bus Corp. d.b.a. World Trans
submitted a model World Trans T24, diesel-powered 17 seat/24-foot bus, for a 7
yr/200,000 mile STURAA test. The
odometer reading at the time of delivery was 19 miles. Testing started on July 11, 2016 and was
completed on December 7, 2016. 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 13, 2016 and was
completed on November 9, 2016.
The interior of the bus is configured
with seating for 17 passengers including the driver plus 1 wheelchair position. This test bus is not designed to accommodate
standing passengers. At 150 lbs per person
and 600 lbs per wheelchair position the load results in a measured gross
vehicle weight of 11,260 lbs. This
measured GVW exceeds the rear axle rating by 385 lbs. and the vehicle GVWR by
900 lbs. Ballast for 6 rear seating
positions was removed to comply with the axle ratings and GVWR. The adjusted GVW is 10,360 lbs. The first segment of the Structural
Durability Test was performed with the bus loaded to a GVW of 10,360 lbs. Due to no standees the middle segment was
performed at a seated load weight of the same 10,360 lbs and the final segment
was performed at a curb weight of 8,070 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 is 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 or Class 4 failures. Of the 3 reported failures, two were Class 3
and one was a Class 2.
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 15.92
seconds. The Stopping Distance phase of
the Brake Test was completed with the following results; for the Uniform High
Friction Test average stopping distances were 20.05’ at 20 mph, 40.99’ at 30
mph, 70.27’ at 40 mph and 90.45’ at 45 mph.
The average stopping distance for the Uniform Low Friction Test was 22.32’. 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. 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 0.215 inches with a permanent set ranging between 0.000
to 0.004 inches under a distributed static load of 6,975 lbs. The Distortion Test was completed with all
subsystems, doors and escape mechanisms operating properly. No water leakage was observed throughout the
test. All 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 3.8 inches.
A Fuel Economy Test was run on simulated
central business district, arterial, and commuter courses. The results were 9.99 mpg, 10.74 mpg, and 19.92
mpg respectively; with an overall average of 11.93 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: |
1613 |
Model: |
T24 |
Manufacturer: |
COLLINS BUS CORP. D.B.A. WORLD TRANS |
Vin Number: |
1FDES8PVAGKA54721 |
|