CABLE CAR CONCEPTS Download PDF Report
Cable Car Concepts submitted a model 208" WB Maxi Duel Fuel Trolley, gasoline/CNG-fueled, 32 seat/32-foot bus, for a 7 yr/200,000 mile STURAA test. The odometer reading at the time of delivery was 1,382.0 miles. Testing started on January 15, 2002 and was completed on April 22, 2002. 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 January 15, 2002 and was completed on April 12, 2002.
The interior of the bus is configured with seating for 32 passengers including the driver. Free floor space will accommodate 21 standing passengers resulting in a potential capacity of 53 persons. At 150 lbs per person, this load results in a measured gross vehicle weight of 24,280 lbs. In order to avoid exceeding the GAWR (14,500 lbs) of the rear axle, the ballast for all 21 standing passengers was removed. This reduction in passenger weight resulted in an adjusted GVW of 21,220 lbs. The middle seated load weight segment was performed at the same 21,220 lbs. The final segment of the test was performed at a curb weight of 16,670 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.
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 2 failures. Of the 19 reported failures, 14 were Class 3 and five were Class 4.
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 27.55 seconds.
The Shakedown Test produced a maximum final loaded deflection of 0.482 inches with a permanent set ranging between -0.001 to 0.006 inches under a distributed static load of 19,875 lbs. The Distortion Test was completed with all subsystems, doors and escape mechanisms operating properly. The only water leakage observed was around the plastic curtains in the “open air” section. All subsystems operated properly.
The test vehicle 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-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 5.2 inches.
A Fuel Economy Test was run on simulated central business district, arterial, and commuter courses. The results were 0.82 M/lb, 0.95 M/lb, and 1.46 M/lb respectively; with an overall average of 0.98 M/lb.
A series of Interior and Exterior Noise Tests was performed. These data are listed in Section 7.1 and 7.2 respectively.