TransitStop Posted December 11, 2010 Share #1 Posted December 11, 2010 here is just something i thought you guys might find interesting i found a website where a university reviews buses in safety and ect. so i think this thread should be for posting summaries of buses (Please only actual summaries ) EXECUTIVE SUMMARY New Flyer Industries, Ltd., submitted a model D 40 Invero, diesel-fueled, 42 seat/40-foot bus, for a 12 yr/500,000 mile STURAA test. The odometer reading at the time of delivery was 8,884 miles. Testing started on December 13, 2001 and was completed on July 12, 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 December 21, 2001 and was completed on June 11, 2002. The interior of the bus is configured with seating for 42 passengers including the driver. Free floor space will accommodate 45 standing passengers resulting in a potential capacity of 87 persons. At 150 lbs per person, this load results in a measured gross vehicle weight of 41,380 lbs. In order to avoid exceeding the GAWR (26,000 lbs) of the rear, ballast for 10 standing passengers was removed. This reduction in passenger weight resulted in an adjusted GVW of 40,090 lbs. The middle segment was performed at a seated load weight of 34,690 lbs and the final segment was performed at a curb weight of 28,200 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 fifty-six reported failures, thirty-six were Class 3 and twenty 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 39.34 seconds. The Shakedown Test produced a maximum final loaded deflection of 0.168 inches with a permanent set ranging between -0.004 to 0.002 inches under a distributed static load of 32,250 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 Static Towing Test was performed using a target load (towing force) of 33,840 lbs. The front up, down and right pulls were performed to the full target test load with no damage or deformation observed. The front test was terminated during the 20° left pull at approximately 24,900 lbs of force when the right tow eye weld failed. 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 3.9 inches. A Fuel Economy Test was run on simulated central business district, arterial, and commuter courses. The results were 3.39 mpg, 3.83 mpg, and 7.02 mpg respectively; with an overall average of 4.14 mpg. A series of Interior and Exterior Noise Tests was performed. These data are listed in Section 7.1 and 7.2 respectively. Number: 0203 Model: D40 INVERO Manufacturer: NEW FLYER Vin Number: 2FYD3LP00YP000004 Link to comment Share on other sites More sharing options...
TransitStop Posted December 11, 2010 Author Share #2 Posted December 11, 2010 EXECUTIVE SUMMARY New Flyer of America submitted a model D40i Invero, diesel-powered 42 seat (including the driver) 41-foot bus, for a 12 yr/500,000 mile STURAA test. The odometer reading at the time of delivery was 29,938 miles. Testing started on June 12, 2003 and was completed on February 25, 2004. 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 3, 2003 and was completed on January 13, 2004. The interior of the bus is configured with seating for 42 passengers including the driver. Free floor space will accommodate 42 standing passengers resulting in a potential load of 84 persons. At 150 lbs per person, this load results in a measured gross vehicle weight of 40,470 lbs. The first segment of the Structural Durability Test was performed with the bus loaded to a GVW of 40,470 lbs. The middle segment was performed at a seated load weight of 34,230 lbs and the final segment was performed at a curb weight of 28,140 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 failures. Of the 26 reported failures, one was a Class 2, 11 Class 3 and 14 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 35.12 seconds. The Shakedown Test produced a maximum final loaded deflection of 0.263 inches with a permanent set ranging between -0.003 to 0.004 inches under a distributed static load of 31,500 lbs. The Distortion Test was completed with all subsystems, doors and escape mechanisms operating properly. Water leakage was observed during the test at the second window behind the driver, the second and third windows on the right side and through the overhead compartment above the driver. The Static Towing Test was performed using a target load (towing force) of 33,768 lbs. All four front pulls were completed to the full test load with no damage or deformation observed. The manufacturer does not recommend towing the bus from the rear, therefore, a rear 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 4.2 inches. A Fuel Economy Test was run on simulated central business district, arterial, and commuter courses. The results were 3.40 mpg, 4.11 mpg, and 7.39 mpg respectively; with an overall average of 4.27 mpg. A series of Interior and Exterior Noise Tests was performed. These data are listed in Section 7.1 and 7.2 respectively. Number: 0316 Model: D40I INVERO Manufacturer: NEW FLYER Vin Number: 2FYD3LL113P025422 Link to comment Share on other sites More sharing options...
TransitStop Posted December 11, 2010 Author Share #3 Posted December 11, 2010 Alexander Dennis Inc. submitted a model Enviro 500, diesel-powered 82 seat (including the driver) 39-foot bus, for a 12 yr/500,000 mile STURAA test. Testing started on February 1, 2005 and was completed on August 25, 2005. 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 March 3, 2005 and was completed on August 22, 2005. The interior of the bus is configured with seating for 82 passengers including the driver. Free floor space will accommodate 40 standing passengers resulting in a potential capacity of 122 persons. At 150 lbs per person, this load results in a measured gross vehicle weight of 54,670 lbs. In order to avoid exceeding the GAWR of all three axles, ballast for 26 standing passengers was eliminated. This reduction from full capacity resulted in an adjusted measured gross vehicle weight of 50,980 lbs and was used for all dynamic testing. The middle segment was performed at a SLW of 48,890 lbs and the final segment was performed at a CW of 36,560 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. 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 80 reported failures, 53 were Class 3 and 27 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 43.62 seconds. The Shakedown Test produced a maximum final loaded deflection of 0.102 inches with a permanent set ranging between -0.002 to 0.004 inches under a distributed static load of 45,750 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 Static Towing Test was performed using a target load (towing force) of 43,872 lbs. All four front pulls and all four rear pulls were completed to the full test load with no damage or deformation observed. The Dynamic Towing Test was performed by means of a front-flat tow. The towing interface was accomplished by incorporating the manufacturer supplied towing apparatus. 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 4.0 inches. A Fuel Economy Test was run on simulated central business district, arterial, and commuter courses. The results were 2.26 mpg, 2.55 mpg, and 4.59 mpg respectively; with an overall average of 2.75 mpg. A series of Interior and Exterior Noise Tests was performed. These data are listed in Section 7.1 and 7.2 respectively. Number: 0504 Model ENVIRO 500 Manufacturer: ALEXANDER DENNIS INC. Vin Number: SFET222184GN11721 Link to comment Share on other sites More sharing options...
TransitStop Posted December 11, 2010 Author Share #4 Posted December 11, 2010 North American Bus Industries, Inc. submitted a model 40C LFW CNG, CNG powered 40 seat/40-foot bus, for a 12 yr/500,000 mile STURAA test. The odometer reading at the time of delivery was 183.0 miles. Testing started on January 21, 2000 and was completed on November 3, 2000. 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 10, 2000 and was completed on September 9, 2000. The first segment of the Structural Durability Test was performed with the bus loaded to a GVW of 36,930 lbs. The middle segment was performed at a SLW of 30,850 lbs and the final segment was performed at a curb weight of 24,950 lbs. 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. 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 sixty-one reported failures, forty-nine were Class 3 and twelve 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 33.07 seconds. The Shakedown Test produced a maximum final loaded deflection of 0.261 inches with a permanent set ranging between -0.002 to 0.005 inches under a distributed static load of 31,125 lbs. The Distortion Test was completed with all subsystems, doors and escape mechanisms operating properly. Water leakage was observed throughout the test at most windows on both sides of the bus. All subsystems operated properly. All four front pulls of the Static Towing Test were performed to the target test load of 29,940 lbs. No damage or deformation was observed. The test bus is not equipped for rear towing; therefore, a rear test was not performed. The Dynamic Towing Test was performed by means of a front lift tow. The towing interface was accomplished with a hydraulic under lift. 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. The minimum jacking clearance observed with a tire deflated was 4.4 inches. A Fuel Economy Test was run on simulated central business district, arterial, and commuter courses. The results were 0.54 M/lb, 0.74 M/lb, and 1.02 M/lb respectively; with an overall average of 0.68 M/lb. A series of Interior and Exterior Noise Tests was performed. These data are listed in Section 7.1 and 7.2 respectively. Number: 2001 Model: 40C LFW CNG Manufacturer: NORTH AMERICAN BUS INDUSTRIES ( NABI ) Vin Number: 1N940CP3XXA140533 Link to comment Share on other sites More sharing options...
TransitStop Posted December 11, 2010 Author Share #5 Posted December 11, 2010 Nova Bus, Division of Volvo Group Canada submitted a model LFS 40, diesel-powered 36 seat (including the driver) 40-foot bus, for a 12 yr/500,000 mile STURAA test. The odometer reading at the time of delivery was 4,825 miles. Testing started on June 24, 2008 and was completed on October 23, 2008. 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 2, 2008 and was completed on October 15, 2008. The interior of the bus is configured with seating for 36 passengers including the driver. Free floor space will accommodate 30 standing passengers resulting in a potential load of 66 persons. At 150 lbs per person, this load results in a measured gross vehicle weight of 38,220 lbs. In order to avoid exceeding the GAWR (25,926 lbs) of the rear axle, ballast for 1 standing passenger was eliminated. This reduction from full capacity resulted in an adjusted measured gross vehicle weight of 38,060 lbs and was used for all dynamic testing. The middle segment was performed at a SLW of 33,840 lbs and the final segment was performed at a CW of 28,620 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 eighteen reported failures, fourteen were Class 3 and four 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 40.57 seconds. The Shakedown Test produced a maximum final loaded deflection of 0.096 inches with a permanent set ranging between 0.000 to 0.003 inches under a distributed static load of 24,750 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 Static Towing Test was performed using a target load (towing force) of 34,344 lbs. All four front pulls were completed to the full test load with no damage or deformation observed. The test bus was not equipped with rear tow eyes or tow hooks, therefore, a rear 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 4.4 inches. A Fuel Economy Test was run on simulated central business district, arterial, and commuter courses. The results were 2.41 mpg, 2.75 mpg, and 5.20 mpg respectively; with an overall average of 2.97 mpg. A series of Interior and Exterior Noise Tests was performed. These data are listed in Section 7.1 and 7.2 respectively. Number:0810 Model:LFS-40 Manufacturer:NOVA BUS Vin Number:????????????????? Link to comment Share on other sites More sharing options...
TransitStop Posted December 12, 2010 Author Share #6 Posted December 12, 2010 Nova LFS - 60 Ft Articulated Model " 3rd Gen " Nova Bus submitted a model LFS-60’, diesel-powered 51 seat (including the driver) 62-foot bus, for a partial STURAA test in the 12 yr/500,000 mile category. The Federal Transit Administration determined that the following tests would be performed: 4. Performance, 6. Fuel Economy, conditions 1 and 2 of 7.1 Interior noise Test and 7.2 Exterior Noise Test. The odometer reading at the time of delivery was 22,190 miles. Testing started on March 7, 2010 and was completed on March 19, 2010. The Check-In section of the report provides a description of the bus and specifies its major components. The interior of the bus is configured with seating for 51 passengers including the driver. Free floor space will accommodate 67 standing passengers resulting in a potential load of 118 persons. At 150 lbs per person, this load results in a measured gross vehicle weight of 56,710 lbs. 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 51.42 seconds. A Fuel Economy Test was run on simulated central business district, arterial, and commuter courses. The results were 2.78 mpg, 3.11 mpg, and 5.44 mpg respectively; with an overall average of 3.35 mpg. A series of Interior and Exterior Noise Tests was performed. These data are listed in Section 7.1 and 7.2 respectively. Number: 1003 Model: LFS - 60' Manufacturer: NOVA BUS Vin Number: Link to comment Share on other sites More sharing options...
JCL Posted December 12, 2010 Share #7 Posted December 12, 2010 It would be a lot easier if you posted the link of where you got those reports. But to save you the trouble, here it is: http://146.186.225.57/buses Link to comment Share on other sites More sharing options...
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