1. Steering Committee Meeting
Federal Transit Administration’s
Bus Testing Program
Steering Committee Meeting
March 28th, 2013
University Park, PA
Operated by:
Thomas D. Larson, Pennsylvania Transportation Institute
Altoona Bus Testing and Research Center
Pennsylvania Transportation Institute
College of Engineering
The Pennsylvania State University

2. Purpose of Meeting Steering committee members include:
Transit bus manufactures
Transit industry manufacturers
Transit agency professionals
Experts from national labs
FTA Personnel
Meeting objectives:
Review current program
Suggest improvements to tests, policies and procedures
Present and discuss MAP-21 changes

3. Introduction
Facilities
Laws
Program Protocol

4. Public Transportation
Buses, Rail, Trolleys, Vans, Ferries
6,500 Providers in the US
$44 Billion Industry, 360,000 Employees
10.3 Billion Trips in 2007
34 Million Trips Each Weekday
Ridership up 35% since 1995 (highest level in 50 Years)

5. Transit Facts
Saves 1.4 Billion Gallons of Gas/Year (4 Million Gallons per Day)
Equivalent to 34 Supertankers of Oil; 300,000 automotive fill-ups
Reduces Annual Carbon Emissions by 37 Million Metric Tons
Saves $18 Billion in Congestion Costs
Every $1 Invested Generates $6 in Economy
Creates Opportunity

6. Altoona Bus Research and Testing Center
2237 Old Route 220 N
Duncansville, PA

7. LTI’s Full-Scale Research Facility (Test Track)
Brake Slope
Rail-Guided Crash Test Facility
Vehicle Handling Area
Large Impact Pendulum
Vehicle Durability Track
Bus Lane
Dynamometer
Vehicle Testing Laboratory
Pavement Durability Track
Rock Road
Entrance (Test Track Road)
Research Laboratory and Office

8. The Bus Testing Law STURRA ISTEA TEA21 SAFETEA-LU MAP-21
Established center (1989)
Required testing of new model buses to be purchased with Federal funding
Established test categories (based on early 1980’s First Article Bus Testing Plan, i.e., White Book)
ISTEA
Provided 80% test fee funded by FTA
Provided 20% test fee funded by entity having vehicle tested
Expanded test categories
TEA21
Provided funding until 2004
SAFETEA-LU
Provides continued funding
MAP-21
Establishes pass/fail requirement

9. Definition of a Bus? 49 Code of Federal Regulations, part 665.5
“a rubber-tired automotive vehicle used for the provision of mass transportation service by or for a recipient.”

10. Testing Determinations
Independent of testing center
Made by FTA
FTA Program Manager: Mr. Greg Rymarz
Reasonable approach based on “family of vehicles”
Consistent, qualified engineering support
Booz Allen & Hamilton

11. Full Testing
Explicitly required when a new bus model has not been tested previously at the Altoona Bus Research and Testing Center

12. Partial Testing Applies to previously-tested models only Required for
“Major change in chassis or components”
Might be required when a change
Potentially impacts structural integrity
Potentially impacts safety characteristics

13. Altoona’s Testing Plan
Standardized
Based on minimum expected vehicle service life or mileage
Minimum performance criteria proposed
Mandated pass/fail provision
In addition to FMVSS requirements

14. The Tests Eight evaluation categories Maintainability Reliability
Safety-Braking
Performance
Structural Integrity and Durability
Fuel Economy
Noise
Emissions

15. Test Descriptions (1) Maintainability
Checks the accessibility of components and subsystems
Collects data on
Servicing
Preventive maintenance
Repair & replacement time

16. Test Descriptions (2) Reliability Documents Unscheduled maintenance
Repairs performed
Down time
Repair times that occur during testing

17. Test Descriptions (3) Safety Handling and stability
Speed measured through double lane change

18. Test Descriptions (4) Performance (i.e., capabilities)
Measure time at 10 mi/h intervals
Calculate
Acceleration
Gradeability
Example of Performance Data

19. Test Descriptions (5) Structural Integrity and Durability
Determine the structural behavior of the bus under static and dynamic loading conditions

20. Static Structural Integrity Tests
Shakedown
Load 2.5 times gross load
Measure deflection of structure. Repeat
Distortion
Raise/lower each wheel 6 inches
Soak exterior during each condition
Static Towing
Pull tow 1.2 X curb weight

21. Static Structural Integrity Tests (continued)
Jacking
Check stability on jack stands
Measure jacking clearances
Hoisting
Check stability during hoisting

22. Dynamic Structural Integrity Tests
Dynamic Towing Test
Tow 5 miles at 20 MPH
Structural Durability
Approximate 25% of vehicle’s service life
Perform accelerated durability test
gross vehicle weight
seated load weight
curb weight

23. Durability Test Track

24. New Durability Test Track

25. Durability Element Profiles

26. Durability Element Profiles (continued)

27. Durability Operation
Durability testing is conducted 24 Hours per day, 5 days per week
Vehicles are inspected regularly by track personnel
Problems are reported to manufacturer’s designated technical service contact
Weekly preventative maintenance and major repair work is performed at the Altoona facility

28. Traveling the Durability Course

29. Test Descriptions (6) Bus Fuel Economy (Range)
Provide accurate, comparable fuel/energy consumption data
Travel specified course
Advanced Design Bus (ADB) cycle
Central Business District (CBD)
Arterial (ART)
Commuter (COM)
Operate under specific conditions

30. Test Descriptions (7) Noise Levels Interior Exterior
Measured under various operating conditions
Audible vibrations recorded
Exterior
Produced by bus

31. Outcomes Data Reported Dissemination of Results A Look at the Numbers
Reports
Web-based
A Look at the Numbers
Buses tested
Failures

32. Data Reported Comprehensive Final Test Report
Comprehensive report for each model tested
Format standardized for ease of comparison between competing models
Objective results
Pass/fail provision mandated by MAP-21
Descriptions of all problems/failures encountered
Data intended for use during procurement process

33. Test Report Format

34. Web Dissemination of Test Results
Web-based Information Management System
Currently maintaining web presence
Contains test data from all reports
Queries for specific, cross-referenced data
Allows statistical analysis

35. Web Update
Administrative site allows timely updates by authorized personnel.

36. Web Presence

37. Web Database Capabilities include the ability
To select and compare bus models
To apply multiple filters to a search

38. Bus Models Tested
As of March 31, 2008
Since its inception, the test center has completed testing of 410 buses.

39. Electric/HEV Buses Tested
Hybrid-Electric
Advanced Vehicle Systems (AVS)(Capstone Turbine)
Ebus (Capstone Turbine)
Northrup Grumman Advanced Technology Transit Bus (ATTB)
Orion VI (BAE Systems)
Transteq (Ecomark Shuttle)
Vehicle performance severely limited testing
New Flyer/Allison
Gillig/Allison
Trolley Enterprises/SK International
New Flyer/ISE Research
Azure
Orion
Gillig
DesignLine
Battery-Electric
Advanced Vehicle Systems (AVS-22)
Ebus
Proterra
Dual-Mode
Neoplan Dual-Mode DMA/Skoda

40. Failures Encountered Majority of failures encountered
Chassis/structure
Suspension
Engine/drive train
Exhaust/emissions
Electrical
Air conditioning/heating
Brakes
Steering
Fuel Systems
Seats/Lifts/Doors/Windows

41. Examples of Failures

42. Examples of Failures

43. Quantity and Class of Failures
As of March 31, 2008
Based on data from 410 buses completing structural durability test.

44. Conclusions
Benefits
Looking Ahead

45. An Ambitious Beginning
Technical and regulatory changes since 1990 (ADA, Clean Air, etc.)
Deployment of new technologies
Alternative fuels/Fuel cells
Battery and hybrid-electric buses
Advanced materials-SS and light weight composites
Electronic controls/multiplexed systems
Advanced engines (diesel, gas, turbine, etc.)
Advanced after-treatment including urea injection, SCR catalysts, etc.
Evaluating new technologies
Bus testing played prominent role
Identifying “teething” problems
Helping to correct problems early in production cycle
Emissions testing
Brake testing
Pass/fail criteria

46. Safety Benefits
Detect defects directly related to safety of transit-riding public Examples:
Bus Fires
Cracked CNG cylinder support brackets
High-pressure fuel cylinder detachment
CNG fuel system cracks/leaks
Fuel tank leaks
Fire detection/suppression system failures
High current electrical short circuits
Broken steering/suspension components
Loss of vehicle control

47. Cost Benefits
Identifying and correcting deficiencies in new bus models before purchased/placed in service Example:
Several manufacturers have
Withdrawn “problem” buses from testing
Made extensive design changes
Resubmitted buses for full test

48. Design Benefits Manufacturers
Incorporate hundreds of design modifications
Response to problems experienced during testing
Have opportunity to collect additional data
Improve vehicle design and reliability

49. Making a Positive Impact
Testing raises the bar
Requires better reliability and performance
Manufacturers
Opportunity to correct deficiencies (without public disclosure)
Transit agencies
Use test results to
Manage risk during procurement
Modify maintenance schedules

50. Expansion of Testing Program
Facility Modifications Since 2000
Accommodate new tests
Accommodate advanced technology buses
New Facilities
Brake slope
Emissions Lab
Battery testing/simulation
Power processing systems
Hydrogen fueling station
Completed spring 2006

51. Bus Maintenance and Testing Facility
Vehicle Testing Laboratory (2004)
10,000 ft2 heated maintenance/testing area
Large-roll (72-in diameter) dynamometer
Schenck-Pegasus (Horiba Automotive Test Systems)
Electronic inertial simulation
Battery/electric drive test area
Aerovironment AV-900 power processing system
Environmental Chamber for full-scale
Battery pack testing
Emissions testing laboratory

52. Regulatory Changes
FTA Final Rule Published October 5th 2009 Testing of Overloaded Buses Emissions and Brake Testing
FTA Withdrew the 175lb per person requirement in December 2012
MAP-21 Requires Pass/Fail
Federal Register: 49 CFR Part 665
Go to : to view or post comments to the docket

53. Proposed Changes to tests
Perform fuel economy tests on chassis dynamometer.
Replace current fuel economy cycles (CBD, Arterial, Commuter) with cycles used for emissions tests: (Manhattan, Orange County, and UDDS)

54. Bus Testing—Into the Future
Predicting continued significant advancement in new bus technologies (i.e., Bus Rapid Transit)
Driving Factors
Safety and security
Better performance, efficiency, reliability
Enhanced service
Advancements in materials systems
Increased integration of advanced systems
Anticipating future changes in industry
Looking forward to meeting challenges
Bus Testing Steering Committee

55. Information Greg Rymarz, FTA Program Manager Phone: 202-366-6410
David J. Klinikowski, Program Director Phone:
Robert R. Reifsteck, Altoona Manager Phone:

56. Emissions Tests Emissions testing New facility recently installed
Simulate transit duty test cycles on chassis dynamometer
Measure gaseous and PM emissions
Include results in final report

57. Analyzer Racks and Calibration Gas Bottles

58. Specifications Dynamometer Emissions Testing
300 HP absorption/delivery
25 tons inertia
80 mph speed
Emissions Testing
Full-flow dilution tunnel
Dilution Air Conditioning up to 4000 scfm
Gaseous and PM measurements
Driver Trace

59. Capabilities
Gaseous Emissions (dilute continuous, dilute bag, and raw)
CO2 CO
THC and NMHC
NOx and NO2
Particulates (PM)
Secondary air conditioned for dilution
Up to 3 stages in a test
Fuel consumption by carbon balance

60. Advantages Less sensitive to ambient conditions
Conditioned dilution air to the tunnel
Conditioned dilution air to engine intake
Two banks of emissions analyzers
Redundancy
Simultaneous dilute and raw exhaust measurements (check)

61. Features Gaseous and PM analyzers are CFR 1065 compliant
Dilution tunnel is not CFR 1065 compliant
Hardware (heated and insulated tunnel)
Software modifications

62. Brake Testing Update
Larson Transportation Institute Bus Research and Testing Center Steering Committee Meeting
Allen Homan 27 March 2013

63. Mid-Sized Buses

64. Full-Size Buses

65. Current Equipment

66. Proposed System

67. Allen Homan (814) 863-8011 ahoman@engr.psu.edu
Questions?
Allen Homan (814)

68. Brake Tests Brake performance testing
Park brake slope facility (20% grade)
Service brake stopping distance tests
Investigating roll-type tester to confirm proper system operation
The brake tests will be conducted after the completion of the GVW portion of the vehicle durability test. Testing will be performed when the bus is fully loaded at its GVW.

69. Stopping Distance Test
Three maximum deceleration straight-line brake applications each at 20, 30, 40, 45 mph, to full stop on a uniform high-friction surface.
Three maximum deceleration straight-line brake applications at 30 mph on a uniform low friction surface.

70. Braking Stability Test
The test consists of four maximum deceleration, straight-line brake applications on a surface with split coefficients of friction at speed of 30 mph.

71. Parking Brake Test
The test vehicle is driven onto the 20% grade brake slope and stopped. With the transmission in neutral, the parking brake is applied and the service brake is released. The test vehicle is required to remain stationary for five minutes. This test is performed with the vehicle facing uphill and downhill.

72. Emissions Testing Update
Larson Transportation Institute Bus Research and Testing Center Steering Committee Meeting
Dr. Suresh Iyer 27 March 2013

73. Overview 2005 – Decided on concept of full scale dilution tunnel
2006 – Finalized specifications
Identified potential suppliers
2008 – Placed orders
2009 – Modified facilities, equipment delivered and
commissioned
2010 – Started emissions tests on buses
2011 – Received ISO laboratory accreditation from A2LA
2010 to 2012 – Performed emissions tests on 44 buses

74. Buses Tested 2010-2012 Year Tested Fuel Type Bus Type Diesel CNG
Gasoline
Propane
Artic
40’
30’
Cutaway
2010 7 4 2
2011 8 6 1 3 12
2012
Total 19 17 13 27 44

75. Specifications Chassis Dyno 300 HP (absorb/deliver)
Large roll (72 inches)
25 tons inertia
80 mph
Simulated road load
Emissions Equipment
Full scale dilution
CO2, CO, Nox, NO, THC, CH4, particulates
Diesel, gasoline, CNG, propane, LNG, ethanol, hybrid energy
Driver aid

76. Capabilities
Gaseous Emissions (dilute continuous, dilute bag, and raw)
CO2 CO
THC and CH4
NOx and NO
Particulates (PM)
Secondary air conditioned for dilution
Up to 3 phases in one test
Fuel consumption by carbon balance

77. Advantages Less sensitive to ambient conditions
Conditioned air to dilution tunnel
Conditioned air to engine intake
Two banks of emissions analyzers
Simultaneous dilute and raw exhaust measurements (check)
Reliability
Large roll (dyno) reduces tire flexure (and tire heating) during tests
Absorbed power (dyno) is fed back into the grid

78. Heavy-Duty Dynamometer
The conventional method of measuring PM is the gravimetric method by trapping in filter papers. There is a need for a new measurement method for the following reasons.
Recognizing the adverse health effects of PM, EPA has mandated approximately a ten fold reduction of PM for heavy duty diesel engines for the model year the The time required to collect a detectable mass on the filters using the current gravimetric method would become impracticably large for the year Therefore, a new method that is more sensitive is required.
Modern engines produce a greater number of smaller particles and smaller particles are less sensitive to mass measurement. Therefore, a method that measures the number density and size distribution will be more appropriate.
An in situ method with a small detection time is preferable over the current ex situ method with large detection times.
The above three features- high sensitivity, capability to measure number and size, and in situ measurements - are not available for the current gravimetric method.
Optical methods that are used in flames studies have all these features, and it will be useful to study and adapt the recent optical methods for soot measurements in diesel engine exhaust.

79. Emissions Testing Facility-Overview

80. Midsize Bus under Test

81. Midsize Bus under Test

82. 40’ Bus under Test

83. 40’ Bus under Test

84. Test Cycles Manhattan Cycle, Orange County Cycle Average speed 7 mph

85. Test Cycles
UDDS Cycle
Average speed 19 mph

86. Failed Exhaust After-Treatment System: Diesel
Concretion of urea in dosing section before catalyst
Urea powder of the type found exiting tail pipe

87. Failed Exhaust After-Treatment System: CNG
Ceramic substrate intact
Failed ceramic substrate missing

88. Failed Exhaust After-Treatment System: CNG
Muffler opened up
Pieces of failed ceramic substrate found in muffler

89. Comparative Test with WVU Equipment
Compared with WVU Transportable Chassis Dyno and Emissions Lab
Simultaneous data collection and independent analysis
Analyzer results were within experimental error
Mobility and reliability of WVU system resulted in delays during set up and testing
Stationary PSU system is automated and easy to operate

90. Uncertainty in Emissions Measurement
Summer project 2012
Experimental uncertainty only
Relate sub-system uncertainty
Three methods
Raw exhaust - continuous
Dilute exhaust - continuous
Dilute bag – collected during test
Manuscript of a journal paper in progress

91. Future Investigate sensitivity of species to method of measurement
Ammonia and NO2 analyzers
Upgrade to 500 HP dyno

92. Dr. Suresh Iyer (814) 865-2327 suiyer@engr.psu.edu
Questions?
Dr. Suresh Iyer (814)

93. Battery Application Technology Testing Energy Research Laboratory (BATTERY)
Timothy Cleary 28 March 2013

94. BATTERY
Battery Application Technology Testing Energy Research Laboratory
Focuses on the development and testing of advanced battery systems

95. BATTERY Projects
Thermal Management, SOC and SOH Estimation of a Large format Lithium-Titanate Battery System Designed for Heavy Vehicle Applications with Fast Charging Sponsor: U.S. Dept. of Transportation/Mineta National Transit Research Consortium
Thermal Design Validation, Control Optimization and Energy Storage Evaluation of an Experimental Electric Locomotive Sponsor: U.S. Dept. of Transportation/Norfolk Southern
Bus Testing Support – Future Battery Safety / Crash Testing

96. BATTERY Facilities AeroVironment - AV900 & ABC150
Bi-Directional Load Capability
AV900
ABC 150
Power
+/- 250kW
+/- 125kW
Current
+/ ADC
+/- 530 ADC
Voltage
8 to 900 VDC
8 to 495 VDC

97. BATTERY Facilities ESPEC – Walk-in Temperature & Humidity Control
Temperature Range: -65 to 85°C
Humidity Range: 95 to 10 % RH (temp dependent)
9’ x 7’ x 7.8’ Interior Dimensions

98. Mr. Timothy Cleary (814) 865-0500 tcleary@engr.psu.edu
Questions?
Mr. Timothy Cleary (814)