Gillig RFP Proposal (available in the City Clerk's Reading File) — Santa Clarita City Council, May 27, 2025 (part 1 of 2)

PACKAGE 1 – TECHNICAL PROPOSAL

TABLE OF CONTENTS

BID A-1 – 30FT CNG
• GILLIG PRODUCT BROCHURE
• HISTORICAL OVERVIEW

1. LETTER OF TRANSMITTAL

2. ACKNOWLEDGEMENT OF ADDENDA

3. CONTRACTOR SERVICE & SUPPORT DATA
• SERVICE & PARTS SUPPORT DATA – information sheet
• CUMMINS - GILLIG SERVICE & SUPPORT NETWORK MAP
• SERVICE DEPARTMENT – CUSTOMER CARE NETWORK STAFF &

QUALIFICATIONS
• TRAINING OVERVIEW
• AVAILABLE OPTIONAL – TRAINING PROGRAM
• AFTERMARKET PARTS SUPPORT
• WARRANTY SUPPORT
• ENGINEERING SUPPORT

4. VEHICLE QUESTIONNAIRES - REFERENCE LISTS
• GILLIG LOW FLOOR 29’ FLYER & CNG FLYER

1. TECHNICAL QUESTIONNAIRE
o CUMMINS L9 ENGINE INFO
o EPA & CARB CERTIFICATIONS

2. ALLISON TRANSMISSION
o ALLISON TRANSMISSION BROCHURE

3. AXLES & SUSPENSION
o MERITOR AXLE BROCHURE

4. CORROSION PROTECTION

5. MAINTENANCE ACCESS & REPAIR TIMES
o PHOTOS WITH ACCESS – EXTERIOR & INTERIOR

6. FEATURES & ADVANTAGES
o DRIVER ERGONOMICS & COMFORT
o OPERATOR AREA INSTRUMENTATION
o DASH LAYOUT DRAWING – SAMPLE
o OPERATOR’S SEAT WITH BROCHURE
o SEAT LAYOUT – SAMPLE
o WHEELCHAIR RAMP – PHOTO & BROCHURE

7. TESTING & DESIGN OPERATING PROFILE INFO
o CERTIFICATE COMPLIANCE WITH BUS TESTING (ALTOONA)
o ALTOONA TEST REPORT

8. PAINT APPEARANCE INFORMATION

PACKAGE 1 – TECHNICAL PROPOSAL

5. MANUFACTURING FACILITY PLANT LAYOUT
o PHOTOS PLANT IN LIVERMORE, CA

6. TYPICAL DELIVERY SCHEDULE
o ORDER PROCESSING TO ENSURE TIMELY BUS DELIVERY
o UNDERSTANDING THE SCOPE OF WORK

7. WARRANTY PROVISIONS & WARRANTY ADMINISTRATION PLAN. WRITTEN

SERVICE PLAN
o SUMMARY OF STANDARD WARRANTIES
o GILLIG STANDARD WARRANTY COVERAGE
o WARRANTY SUPPORT

8. QUALITY ASSURANCE PROGRAM
o CONTINUOUS IMPROVEMENT PROGRAM
o QUALITY ASSURANCE MANUAL
o RIGHT TIME, FIRST TIME APP
o INSPECTION RECORD DOCUMENTATION

HISTORICAL OVERVIEW

Privately held company
 Started in San Francisco in 1890
 Rebuilt after 1906 earthquake
 Always in the transportation business
 (2) Owners in last (40) years

New location in Livermore, CA
 Purpose Built for GILLIG Bus Production
 600,000 sq. ft. on 41 acres
 All work done in USA

Employs (900+) US Taxpayers
 2 Unions, (600+) Members
 72% minorities and women

Takes pride in
 133 year US heritage
 Happy Customers/Partners
 Ongoing business success

PROUDLY MADE IN THE USA

Request for Proposal
RFP 23-01 (HD Transit Vehicles), REV I February 2024
Contractor Service and Parts Support Data
Location of nearest Technical Service Representative to Agency Name: VICTOR DORAN, EXECUTIVE DIRECTOR, CUSTOMER CARE
Address: 451 DISCOVERY DRIVE, LIVERMORE, CA 94551
Telephone: 800-735-15
00 or email: [email protected]
Describe technical services readily available from said representative:

Reference our attached information.

Location of nearest Parts Distribution Center to Agency:

Name: GILLIG AFTERMARKET PARTS
Address: 25972 EDEN LANDING ROAD, HAYWARD, CA 94545
Telephone: 510-264-5160 or email: [email protected] Describe the extent of parts available at said center:

Reference out atttached information.

Policy for delivery of parts and components to be purchased for service and maintenance:

Regular method of shipment: UPS
Cost to Agency: Prepaid included.
85 Unmatched service and support
network across the US
Partners you can trust.

GILLIG Field Service Technicians
Cummins Service Locations
GILLIG Field Service Technicians are
available to assist customers - reference
attached locations.

CUMMINS Service Locations throughout
the State are available to provide service
support throughout the State.

April 2024

GILLIG
451 Discovery Drive
Livermore, CA 94551

SUBJECT: Cummins Sales and Service Support for CalACT State of California Bid Cummins Sales and Service currently supports GILLIG buses and is ready and prepared for a significant increase in deployment and delivery of GILLIG buses. Cummins Sales and Service has 9 branch locations spread across northern and southern California. In addition to our branch locations, Cummins has two Parts Warehouses in California; one in San Leandro and one in Irvine.

We are excited to support this endeavor and look forward to working with GILLIG to ensure their buses are available to support the hundreds of thousands of passengers that commute within California.

Please contact me directly if you have any questions.

Sincerely,
Chris Young
Chris Young
Sales Director
Cummins Sales and Service
323-997-1323
[email protected]

SERVICE DEPARTMENT
1/8/2024
GILLIG maintains a fully qualified, trained Service Department to support the procuring Agency’s request for assistance after delivery of equipment.

T
he Field Service Trainers and Field Service Representatives have extensive “hands -on” experience on our coaches. The Field Service Trainers are available to provide training to your staff on the proper operation and maintenance of the equipment. The Field Service Representatives are fully qualified to assist the procuring Agency in the maintenance of equipment, including, but not limited to major component replacement and repair, electrical troubleshooting, suspension and frame repair, as well as repair of all ancillary components and systems.

In-hous
e qualified Field Service Representatives are available to troubleshoot questions by phone, Monday through Friday, 5:00 a.m. to 2:00 p.m. (PST).

CUSTOMER CARE SUPPORT NETWORK
1/8/2024

EXECUTIVE DIRECTOR, CUSTOMER CARE
Victor Doran

REGIONAL SERVICE MANAGERS
Matt Boegler (West)
Mark Bittner (East)
Thomas Seymour (Central)
Ashley Mitchell (Warranty Operations)

TECHNICAL SERVICE ADVISOR
Bo Vongamath

TECHNICAL TRAINERS BASED
Eric Ocampo - LEAD Livermore, CA
David Mattke Palmdale, CA
Russ Ando Seattle, WA
Lyle Archambeau** St. Paul, MN
Blaine Fagel Charlotte, NC

FIELD SERVICE REPRESENTATIVES * BASED
Cody Campeau St. Paul, MN
Max Camper Columbus, OH
Jason Fairclough* Salt Lake City, UT
Jose Garcia San Francisco, CA
Armando Garibay Southern California
Matthew Gerbasi Lowell, MA
Thomas Johnson Phoenix, AZ
Scott Kovaly Pittsburgh, PA
Tim Lopez San Francisco, CA
William Lovelady Jackson, TN
Sam Nicoara Atlanta, GA
Paul Oden, Jr. Cincinnati, OH
Joe Rhea* Dallas, TX
Ken Riley Charlotte, NC
Richard Salas* San Francisco, CA
Steven Sayne* Seattle, WA
Jason Schwalbert Phoenix, AZ
Matthew Sharp San Antonio, TX
Sang Tran* Los Angeles, CA
Ricardo Diaz Riverside, CA

CUSTOMER CARE SUPPORT NETWORK
1/8/2024

FIELD SERVICE & WARRANTY
Phone - 800-735-1500
Fax- 510-785-1348

Victor Doran Exec. Director, Customer Care [email protected] Matt Boegler Regional Service Manager [email protected] David Mattke Training / Sales Demo Support [email protected] Ashley Mitchell Warranty Operations Manager [email protected] Eric Ocampo Training Dept. Lead [email protected]
Mark Bittner Regional Service Manager [email protected] Thomas Seymour Regional Service Manager [email protected] Branden Andersen Supervisor Service Engineering [email protected] Steve Finley Field Service Engineer [email protected] Johnny Phothipanya Warranty Processing Specialist [email protected] Bo Vongamath Technical Advisor Warranty [email protected] Dominic Nava Parts Specialist [email protected] Field Service Customer Care Coordinator [email protected] Warranty Claims Warranty Admin [email protected] Warranty Parts Parts Specialist [email protected] Kristina Aldana Administrative Assistant [email protected] Jacqueline Hernandez Customer Care Admin [email protected]

Training instructors employed by GILLIG are fully qualified service personnel with extensive “hands on” experience on our coaches. They have been trained in all phases of coach repair including, but not limited to major component replacement and repair, electrical troubleshooting, suspension, and frame repair as well as repair of all ancillary components and systems.

* Performs pre-delivery service at the customer site, as well as ongoing field product support services.
** ASE Certified Mechanic

CUSTOMER CARE SUPPORT NETWORK
1/8/2024

FIELD SERVICE QUALIFICATIONS

VICTOR DORAN – Executive Director, Customer Care
The Executive Director of Customer Care is responsible for supporting customers’ post delivery service needs including warranty, field service and training. Victor’s 30+ years’ experience includes Diesel Technician, Service Department Management, Custom Engineering, and broad OEM Customer Service Support functions primarily in the Commercial Truck and School Bus market. In addition, Victor earned a Diesel Technician Certification from Ohio Diesel Tech. and a BSMET from Kent State University and joined GILLIG in 2020.

ERIC OCAMPO – Training Lead
Eric has been with GILLIG since January 1987. He came to GILLIG from A.C. Transit where he worked for 2 ½ years involved in special projects. He has 1 year in R.O.C. diesel technology and electrical and 5 years as an automotive technician. He also received training on DDEC, Allison, Lift-U wheelchair lifts and Luminator destination signs for troubleshooting and repair. Eric spent 10 years as a Field Service Representative and was a Field Service Trainer from 1996-2013. In April 2002, he completed training with Cummins I.S.L. troubleshooting and familiarization, and in November 2004, he completed training with Allison Hybrid electric drives. Since 1999, he has received numerous extensive training classes from I.O. Controls Multiplex Systems covering the T- 1, T-2, G-3 and the latest G-4 systems.

MARK BITTNER – Regional Service Manager
Mark joined our GILLIG family in 2019. He brings extensive knowledge and experience in transit bus maintenance and troubleshooting. He grew up in Pittsburgh, PA and is a graduate of Steel Center Technical School and Ohio Diesel Technical Institute. He began his career in 1986 with a Pittsburgh based Detroit Diesel Allison distributor. There he served in troubleshooting, repair and overhaul of all Detroit Diesel Allison Propulsion systems. From 1993 through 2018 Mark worked for the Port Authority of Allegheny County in Pittsburgh, PA. There he performed all aspects of transit bus maintenance, troubleshooting and repairs. While there he became a bus maintenance technical trainer and developed many vehicle maintenance overhaul programs and provided technical support. Since 2005 Mark has been working with GILLIG buses at the Pittsburgh Port Authority of Allegheny County. Mark also enjoyed owning a business in Pittsburgh, PA with his two sons where they design and build racing engines and offer field service repairs for diesel propulsion systems.

Mark and his family now reside in Florida.

MATT BOEGLER – Regional Service Manager
Matt recently joined the Customer Care team as the Manager of Regional Field Service (West). In this role, he will oversee the field service representatives in the Western region with the goal of ensuring customer satisfaction, waste reduction, and service revenue maximization. Matt holds a Bachelor of Science degree in Automotive Engineering Technology from Southern Illinois State University in Carbondale. Prior to joining GILLIG, he dedicated his career to automotive OEM management, working for companies such as Nissan Motors, FCA Fiat Chrysler Automobiles, and Stellantis.

CUSTOMER CARE SUPPORT NETWORK
1/8/2024

THOMAS SEYMOUR – Regional Service Manager
Tom has been with GILLIG since November of 2018. Prior to joining GILLIG, he worked at the Kansas City Area Transportation Authority. He spent 13 years as a Class A Mechanic, and 1 year as the Maintenance trainer. He has multiple ASE certifications, HVAC Type II certification, and is a Certified CNG fuel Cylinder and Systems inspector. He holds a Class A CDL w/passenger endorsement. He has been trained on Voith transmissions, Allison transmissions, Cummins engines, Agility fuel systems, Lift-U, Thermo King Intelligaire I & II, Dinex T2/G3/&G4, J1939, and Amerex fire suppression. He has competed and won multiple awards at the APTA International Bus Roadeo.

ASHLEY MITCHELL – Manager, Warranty Operations
Joined the GILLIG family in August 2023, bringing 15+ years of transportation and logistics experience including project management, lean processing, system implementation, and continued customer service. Six Sigma Green Belt certified. Ashley spent the last 10 years managing multiple operations with teams of over 30+ people across California and Colorado. Currently, responsible for process improvement through the implementation of the new warranty management system, developing new standards and measurable KPI’s, while staying focused on proactive communication and maintaining customer relationships.

RUSS ANDO – Trainer
Russ resides in Washington State and covers the Pacific Northwest Region. Russ Joined GILLIG in March 2001 and worked in several areas on the production line, including line foreman. In July 2002, Russ joined the Field Service Department. He has done classic auto restoration since 1979 and has completed several body-off, frame-up restorations. Along with his knowledge of mechanics and hands on approach to his job, he earned a BFA with honors in illustration from California College of Arts and Crafts.

LYLE ARCHAMBEAU – Trainer
Lyle lives in St. Paul, MN and covers the Midwest region. He has been employed at GILLIG since 1989. He has three years’ experience in Heavy vehicle Maintenance while stationed in the U.S.

Army. Also, Lyle has five years’ experience in the Automotive Maintenance Industry. He is ASE Certified in Auto Electric, Brakes, Suspension, Engine Performance and Engine Rebuilding. He has attended classes at Auto tech for Air Conditioning, and Engine Electronics Controls and Diagnosing.

BLAINE FAGEL – Trainer
Blaine joined GILLIG as an FSR in 2006 and moved to Trainer in 2010. He began in the trucking industry in 1990. He has been in the transit industry since 1995. He has fueled trucks/buses and performed preventative maintenance. He has also been a technician, union officer, shop supervisor, technical spec writer and QA officer. He worked for Lynx Orlando from 1995-2003 and Charlotte CATS from 2003- 2006. He has been ASE Certified for heavy truck steering and suspension, A/C refrigerant recovery and recycle, as well as for bus/truck air brakes. Blaine is also a Type I & II Certified A/C Technician. He has taken many classes for electrical, preventative maintenance, suspension, hydraulics, brakes, A/C, wheelchair lift (Lift-U), Cummins, Detroit Diesel, Allison, Amerex as well as many managerial courses in people skills, time management, computer software for transit specific products, Excel, Word, Outlook, Adobe Professional, and PowerPoint.

CUSTOMER CARE SUPPORT NETWORK
1/8/2024

DAVID MATTKE - Trainer
David has recently joined the Customer Care team as a Field Service Trainer – Sales Support. In this role, he will provide training for sales staff, develop training programs, and work on LMS development to assist in company growth and strengthen our training programs David is currentl y pursuing a bachelor’s degree in Global Supply Chain Management with a specialization in technical management. He brings to GILLIG a robust technical background, having worked as a technician for various fleets and municipalities for over 13 years. In his previous role as Director of Fleet Maintenance, he trained fleet managers, technicians, and parts clerks, with a specialization in BEB and high-voltage systems.

CODY CAMPEAU – Field Service Representative
Cody lives in New Richmond, WI and covers the Midwest region, he joined the GILLIG family in 2019 after working as a Field Service Technician contractor for GILLIG since 2010. During that time he gained experience performing retrofits to buses, checking in new buses and processing warranty issues.

MAX CAMPER – Field Service Representative
Max joined GILLIG in July 2022. He came from the Central Ohio Transit Authority where he spent nearly 30 years as a Diesel and Hybrid Technician, Supervisor, Warranty Compliance Coordinator and Senior Technical Trainer. Max started his career in the Unit ed States Army, receiving training in the United States Army Ordnance Center and School, Track Vehicle Repair. Max has participated in the APTA International Bus Roadeo and holds a Class B CDL with passenger endorsement. He is a certified CNG Fuel System Inspector, obtained his Universal 608 and has received factory training from Cummins, Detroit Diesel, International, Bendix, TK and more. Max is located in Columbus, OH.

RICARDO DIAZ – Field Service Representative
Ricardo joined GILLIG in the Customer Care department in 2023. He spent 7 1/2 years with Riverside Transit agency as a mechanic and most recently as a maintenance supervisor. All of Jose’s transit experience comes from working on GILLIG buses. In 2019 he completed Orange County Transit Authorities’ heavy -duty bus certification class where he learned about major components of the buses such as Cummins CNG engines, Allison transmissions, Thermo King HVAC and more.

JASON FAIRCLOUGH – Senior Field Service Representative
Jason has been employed with GILLIG since March 2001. He has 3 years’ experience as a Quality Engineering Technician for Nova Bus Inc. Where he had taken several classes: Kizan, Metrology, Paint and Body. Jason also has a certificate from the National Fire Academy, for Hazardous Materials Incident Analysis, Hydraulics and Fluidics. While at GILLIG, Jason has taken classes in I/O, Air Systems, Allison Electric Drive, and Service Training. In addition, Jason has been building and racing vehicles since 1989.

CUSTOMER CARE SUPPORT NETWORK
1/8/2024

JOSE GARCIA – Field Service Representative
Jose joined GILLIG in the Production Department in 2015. He started in second shift and became a lead after four months. After one year, he moved to first shift labor pool and worked various departments before joining Field Service. Before GILLIG, Jose worked for 15 years as an auto mechanic. He started as a lube mechanic as a tech 1, then became a tech 4 master mechanic. He attended De Anza College and completed the automotive program. He also completed 3 ASE certified tests.

ARMANDO GARIBAY – Field Service Representative
Armando joined the GILLIG family in September 2022. He brings with him 12 years of experience in the commercial bus manufacturing industry, 7 of those years were leading a production line specializing in transit HVAC systems installation, other 5 years wer e spent overseeing the acceptance process of large volume fleet deliveries throughout the country as Field Service Repesenative. Certifications include a Universal Type HVAC certification through Mt. San Antonio Community college in Walnut California and C NG fuel cylinder and systems certification though NGVi, the leading provider of CNG technical training.

MATTHEW GERBASI – Field Service Representative
Matt joined GILLIG in 2021 as Field Service Representative for the Northeast. Prior to joining GILLIG he worked at Transport of Rockland in Rockland County, NY. He started as a technician then worked his way up to Maintenance Manager. Matt has multiple ASE certifications and is trained in multiple systems such as Cummins, Allision Hybrid, Detroit Diesel, Amerex, Lift -U, Ricon, Dinex and Thermoking. Matt studied at Lincoln Technical Institute and has 11 years of heavy-duty experience.

THOMAS JOHNSON – Field Service Representative
Thomas obtained his A.S. degree in Automotive Technology from Pima Community College. Before joining GILLIG, he spent 15 years as a Maintenance Mechanic at SunTran Transportation in Tucson, AZ performing repairs and diagnostics on their transit fleet.

SCOTT KOVALY – Field Service Representative
Scott was born and raised in Pittsburgh PA where he currently live with his wife, son and daughter.

He graduated from Rosedale Technical College in 1988. After Rosedale he worked for GM, VW and Ford as the transmission and drive-ability specialist until 1994. He began his transit career with the Port Authority of Allegheny County in 1993 where he held various positions to include, hourly technician, materials control specialist, maintenance technical trainer, assistant manager of maintenance, manager of maintenance and bus procurement specialist. Scott holds ASE Master Technician status in Transit, Automotive and Heavy disciplines. He joined the GILLIG family in October of 2019 with the Field Service Department.

TIMOTHY LOPEZ – Field Service Representative
Tim has been employed with GILLIG since January 2007. He worked in Labor Pool for five years and three years in Ready Row. Two of the three years in Ready Row he obtained his Commercial Driving License. While working in Ready Row he took customers on test drives on their new buses and explained the functionality of the bus. He studied Automotive Maintenance and Repair along with Machine Shop in High School Regional Occupation Center (R.O.C.). He received an Associate of Occupational Studies degree from Universal Technical Institute.

CUSTOMER CARE SUPPORT NETWORK
1/8/2024

WILLIAM LOVELADY – Field Service Representative
Bill joined GILLIG After spending 24 years at the Jacksonville Transportation Authority as a bus operator, technician, and trainer, he has hundreds of transit training hours under his belt. His key responsibilities include the post -delivery inspection, repair, and maintenance of all GILLIG buses deployed to the South Atlantic area. Bill prides himself in delivering exceptional customer service and always puts our customer’s needs first.

SAMUEL MAC NICOARA – Field Service Representative
Sam was born in Romania and immigrated to the US in 1980. In 1994, he graduated Sierra Academy of Aeronautics in Oakland, CA and received an aeronautical degree in Airframe & Powerplant as well as flight engineering. He applied his training in the aviation field and helped expand a superconducting magnet fabricating plant that he managed for over 10 years. In 2014, he joined GILLIG and worked as a troubleshooter in the Electrical Department. In 2016, he joined Field Service as a field service representative, servicing customers nationwide.

PAUL ODEN, JR. – Field Service Representative
Paul has in-depth experience working on GILLIG buses. For 19 years, he has served as a mechanic for the Southwestern Ohio Regional Transit Authority in Cincinnati, maintaining GILLIG buses and Cummins powertrains. He particularly enjoyed working on schematics and using his problem - solving skills. Paul joined GILLIG in October of 2019.

JOE RHEA – Senior Field Service Representative
Joe has been employed with GILLIG since 1988 and has had training in Voith, Transmission troubleshooting, & Lift-U Wheelchair lifts and Luminator Electric Destination Signs. He has also attended training classes by the GILLIG trainer in the Electrical System, Air System and Hydraulic systems on the GILLIG buses. Joe lives in Central Texas and covers the Southern Region.

KENNETH RILEY – Field Service Representative
Ken joined the Marine Corps in the early 1990’s where he learned how to purify water and repair equipment. He went to work for Walmart logistics in 2000 where he eventually worked as a trailer and tractor mechanic working on Detroit series 60 and Cummins N14 engines o n International Semi-trucks. He learned Cummins Insite and earned Detroit, Cummins and International certifications. In 2005 he earned certifications in Level 1,2,3, Out of Service and hazmat inspections as a Commercial Vehicle Officer for t he State of Washington. Ken started working in Transit in 2005 at Island Transit in Whidbey Island Washington as a Journeyman Mechanic. He was promoted to Lead Mechanic in 2010 then Maintenance Supervisor in 2012 and Maintenance and Facilities Manager in 2014. Ken led his team to be recognized at the Washington State Transit Association for the Spirit Award on both Fleet Technicians and Facility Technicians. Ken joined GILLIG in January 2022.

RICHARD SALAS – Senior Field Service Representative
Richard has been employed with GILLIG since 1998. He worked in Labor Pool for one year and worked 4 years as a Working Foreman in in the Trim department. He was also the Working Foreman for the Maintenance Department on 3rd shift. He has attended training courses for the Dinex and Air systems. He is based out of the San Francisco area.

CUSTOMER CARE SUPPORT NETWORK
1/8/2024

STEVEN SAYNE – Field Service Representative
Steven has been employed with GILLIG since June 2003. He worked with 1st shift Maintenance Department for 3 years. He was also the Working Foreman for the Maintenance Department on 2nd shift for 5 years. He has 10+ years of automotive and machine service and repair experience. He also has 10+ years of electrical and electronics service and repair experience. He has attended training courses for the Dinex and Air systems. He resides in Washington State and covers the Pacific Northwest Region.

JASON SCHWALBERT – Field Service Representative
Jason has been employed with GILLIG since December of 2017. Prior to that, he worked in the Phoenix Transit System for over 17 years as a Project Lead performing duties ranging from Transit Bus Maintenance to Shop Management. Jason has accumulated many Certifications and Licensing over the years including 3 ASE Master Certifications, Both A/C Section 608 Universal, & Section 609 certifications, and a Class B CDL w/Passenger Endorsement. He has earned an Associate Degree in Automotive, Diesel, and Industrial Technologies from Universal Technical Institute. Jason lives just outside Phoenix in Goodyear AZ.

MATTHEW SHARP – Field Service Representative
Matt sharp worked 4 years at KCATA in Kansas City, MO as a class mechanic and was certified in facilities. Prior to being a transit mechanic, Matt had 20 years experience in the heavy equipment industry as a mechanic and operator, working 3 years for Murphy tractor and equipment as a heavy equipment field mechanic. Matt has vast knowledge in heavy repair and electrical diagnostics from working on Caterpillar heavy equipment specializing on 953 track loaders. Working at KCATA he diagnosed and repaired all aspects of GILLIG diesel and CNG buses.

SANG TRAN – Senior Field Service Representative
Sang joined GILLIG in March 1997. He first started out in Dept. 04 for a few months then transferred to the Labor Pool in late 1998. For the following years, he worked throughout most departments, and spent most of his time in Dept. 03 (Electrical), performing work duties such as front dash harnesses/main electrical panel installations, engine power trouble shooting for buses to start before they get into Rack area (Dept.09). In mid-2001, Sang became a Field Service Representative and relocated to Fairfax County in State of Virginia. During his service years, he had attended training courses for Dinex and Air Systems. Before joining GILLIG, Sang worked for Morehouse Foods Co. in Emeryville, CA as a lead machinist and oversaw the high volume of bottling, labeling, capping machines, and performed electrical trouble shooting problems as required. Upon CNG market demand in Southern California, Sang lives in Orange County, CA in and covers the Pacific Southwest region.

BO VONGAMATH – Technical Service Advisor
Bo has been with GILLIG since January of 1999. He worked 2 years in the Labor Pool, 3 years in the Electrical Department and 4 years as a Quality Inspector in the Field Service Department. He also received training on Allison Electric Drive, Certified ASE Refrigerant Recovery and Recycling.

Before GILLIG, Bo worked at Chuck E. Cheese as their Electronic Technician for 10 years.

TRAINING OVERVIEW
1/8/2024

GILLIG wishes to advise the AGENCY that all training programs presented by GILLIG instructors are individually tailored to be representative of the vehicle specifications and equipment supplied on the buses at the time of delivery. These programs may also be modified further to meet the needs and/or time constraints of the customer at the preproduction meeting, if GILLIG is the successful bidder.

GILLIG’s field service technicians and trainers are GILLIG employees with the experience and knowledge to provide the AGENCY with training customized to your bus. Operator and Maintenance orientation and familiarization training will be provided during the post -delivery inspection, which generally takes place within the week following delivery of the units to your location. T his training will be customized to your buses, is provided in addition to the training requirements specified in the RFP and is prov ided at no additional cost. As well, the field service technicians who perform the post-delivery inspection typically will work with the maintenance staff as they perform any necessary repairs in order to provide further training contemporaneously with the repair.

More in-depth training will be scheduled and provided by GILLIG trainers on a mutually agreed upon schedule based upon the AGENCY’s needs. These training classes are specified in the GILLIG bid and class descriptions are provided therein. However, as it is GILLIG’s desire to provide the best and most effective training for our customers, we encourage the AGENCY’s training coordinators to contact the GILLIG Training Department prior to the class start dates, to pass along any items or issues that you wish to be elaborated on, or items that need not be covered. This allows the trainer to further tailor the class to best meet the needs of the AGENCY personnel.

GILLIG strives to go above and beyond all minimum requirements to ensure that we provide the best customer service in the industry. Providing the tailored training that our customers need to make it as efficient as possible is just another example of our commitment to this philosophy.

The GILLIG proposal includes the training modules as outlined below.

1. Operator Instruction – provided during PDI

2. Maintenance Department General Vehicle Orientation – provided during PDI

3. GILLIG will provide a complete set of Low Floor training video’s on USB

Additional Training may be purchased separately and can be quoted upon request.

Attached is our AVAILABLE OPTIONAL – TRAINING PROGRAM with additional information on training that is available.

TRAINING OVERVIEW
1/8/2024

EXECUTIVE DIRECTOR, CUSTOMER CARE
Victor Doran

REGIONAL SERVICE MANAGERS
Matt Boegler (West)
Mark Bittner (East)
Thomas Seymour (Central)
Ashley Mitchell (Warranty Operations)

TECHNICAL SERVICE ADVISOR
Bo Vongamath

TECHNICAL TRAINERS BASED
Eric Ocampo - LEAD Livermore, CA
David Mattke Palmdale, CA
Russ Ando Seattle, WA
Lyle Archambeau** St. Paul, MN
Blaine Fagel Charlotte, NC

TRAINING OVERVIEW
1/8/2024

FIELD SERVICE & WARRANTY
Phone - 800-735-1500
Fax- 510-785-1348

* Performs pre-delivery service at the customer site, as well as ongoing field product support services.
** ASE Certified Mechanic

TRAINING OVERVIEW
1/8/2024

FIELD SERVICE QUALIFICATIONS

Mark and his family now reside in Florida.

MATT BOEGLER – Regional Service Manager
Matt recently joined the Customer Care team as the Manager of Regional Field Service (West). In this role, he will oversee the field service representatives in the Western region with the goal of ensuring customer satisfaction, waste reduction, and service revenue maximization. Matt holds a Bachelor of Science degree in Automotive Engineering Technology f rom Southern Illinois State University in Carbondale. Prior to joining GILLIG, he dedicated his career to automotive OEM management, working for companies such as Nissan Motors, FCA Fiat Chrysler Automobiles, and Stellantis.

TRAINING OVERVIEW
1/8/2024

BLAINE FAGEL – Trainer
Blaine joined GILLIG as an FSR in 2006 and moved to Trainer in 2010. He began working in the trucking industry in 1990. He has been in the transit industry since 1995. He has fueled trucks/buses and performed preventative maintenance. He has also been a technician, union officer, shop supervisor, technical spec writer and QA officer. He worked for Lynx Orlando from 1995-2003 and Charlotte CATS from 2003- 2006. He has been ASE Certified for heavy truck steering and suspension, A/C refrigerant recovery and recycling , as well as for bus/truck air brakes. Blaine is also a Type I & II Certified A/C Technician. He has taken many classes for electrical, preventative maintenance, suspension, hydraulics, brakes, A/C, wheelchair lift (Lift-U), Cummins, Detroit Diesel, Allison, Amerex as well as many managerial courses in people skills, time management, computer software for transit specific products, Excel, Word, Outlook, Adobe Professional, and PowerPoint.

TRAINING OVERVIEW
1/8/2024

DAVID MATTKE - Trainer
David has recently joined the Customer Care team as a Field Service Trainer – Sales Support. In this role, he will provide training for sales staff, develop training programs, and work on LMS development to assist in company growth and strengthen our training programs David is currently pursuing a bachelor’s degree in Global Supply Chain Management with a specialization in technical management. He brings to GILLIG a robust technical background, having worked as a technician for various fleets and municipalities for over 13 years. In his previous role as Director of Fleet Maintenance, he trained fleet managers, technicians, and parts clerks, with a speci alization in BEB and high-voltage systems.

CODY CAMPEAU – Field Service Representative
Cody lives in New Richmond, WI and covers the Midwest region. He joined the GILLIG family in 2019 after working as a Field Service Technician contractor for GILLIG since 2010. During that time, he gained experience performing retrofits to buses, checking in new buses and processing warranty issues.

MAX CAMPER – Field Service Representative
Max joined GILLIG in July 2022. He came from the Central Ohio Transit Authority where he spent nearly 30 years as a Diesel and Hybrid Technician, Supervisor, Warranty Compliance Coordinator and Senior Technical Trainer. Max started his career in the United States Army, receiving training in the United States Army Ordnance Center and School, Track Vehicle Repair. Max has participated in the APTA International Bus Roadeo and holds a Class B CDL with passenger endorsement. He is a certified CNG Fuel System Inspector, obtained his Universal 608 and has received factory training from Cummins, Detroit Diesel, International, Bendix, TK and more. Max is located in Columbus, OH.

TRAINING OVERVIEW
1/8/2024

JOSE GARCIA – Field Service Representative
Jose joined GILLIG in the Production Department in 2015. He started in the second shift and became a lead after four months. After one year, he moved to the first shift labor pool and worked in various departments before joining Field Service. Before GILLIG, Jose worked for 15 years as an auto mechanic. He started as a lube mechanic as a tech 1, then became a tech 4 master mechanic. He attended De Anza College and completed the automotive program. He also completed 3 ASE certified tests.

SCOTT KOVALY – Field Service Representative
Scott was born and raised in Pittsburgh PA where he currently lives with his wife, son, and daughter.

TRAINING OVERVIEW
1/8/2024

WILLIAM LOVELADY – Field Service Representative
Bill joined GILLIG a fter spending 24 years at the Jacksonville Transportation Authority as a bus operator, technician, and trainer, he has hundreds of transit training hours under his belt. His key responsibilities include the post -delivery inspection, repair, and maintenance of all GILLIG buses deployed to the South Atlantic area. Bill prides himself on delivering exceptional customer service and always puts our customers’ needs first.

SAMUEL MAC NICOARA – Field Service Representative
Sam was born in Romania and immigrated to the US in 1980. In 1994, he graduated from Sierra Academy of Aeronautics in Oakland, CA and received an aeronautical degree in Airframe & Powerplant as well as flight engineering. He applied his training in the aviation field and helped expand a superconducting magnet fabricating plant that he managed for over 10 years. In 2014, he joined GILLIG and worked as a troubleshooter in the Electrical Department. In 2016, he joined Field Service as a field service representative, servicing customers nationwide.

KENNETH RILEY – Field Service Representative
Ken joined the Marine Corps in the early 1990’s where he learned how to purify water and repair equipment. He went to work for Walmart logistics in 2000 where he eventually worked as a trailer and tractor mechanic working on Detroit series 60 and Cummins N14 engines on International Semi-trucks. He learned Cummins Insite and earned Detroit, Cummins, and international certifications. In 2005 he earned certifications in Level 1,2,3, Out of Service, and hazmat inspections as a Commercial Vehicle Officer for the State of Washington. Ken started working in Transit in 2005 at Island Transit in Whidbey Island Washington as a Journeyman Mechanic. He was promoted to Lead Mechanic in 2010, then Maintenance Supervisor in 2012 and Maintenance and Facilities Manager in 2014. Ken led his team to be recognized at the Washington State Transit Association for the Spirit Award on both Fleet Technicians and Facility Technicians. Ken joined GILLIG in January 2022.

TRAINING OVERVIEW
1/8/2024

STEVEN SAYNE – Field Service Representative
Steven has been employed with GILLIG since June 2003. He worked with the 1st shift Maintenance Department for 3 years. He was also the Working Foreman for the Maintenance Department on 2nd shift for 5 years. He has 10+ years of automotive and machine service and repair experience. He also has 10+ years of electrical and electronics service and repair experience. He has attended training courses for the Dinex and Air systems. He resides in Washington State and covers the Pacific Northwest Region.

MATTHEW SHARP – Field Service Representative
Matt sharp worked 4 years at KCATA in Kansas City, MO as a class mechanic and was certified in facilities. Prior to being a transit mechanic, Matt had 20 years’ experience in the heavy equipment industry as a mechanic and operator, working 3 years for Murphy tractor and equipment as a heavy equipment field mechanic. Matt has vast knowledge in heavy repair and electrical diagnostics from working on Caterpillar heavy equipment specializing on 953 track loaders. Working at KCATA he diagnosed and repaired all aspects of GILLIG diesel and CNG buses.

SANG TRAN – Senior Field Service Representative
Sang joined GILLIG in March 1997. He first started out in Dept. 04 for a few months then transferred to the Labor Pool in late 1998. For the following years, he worked throughout most departments, and spent most of his time in Dept. 03 (Electrical), performing work duties such as front dash harnesses/main electrical panel installations, engine power trouble shooting for buses to start before they get into Rack area (Dept.09). In mid-2001, Sang became a Field Service Representative and relocated to Fairfax County in the State of Virginia. During his service years, he attended training courses for Dinex and Air Systems. Before joining GILLIG, Sang worked for Morehouse Foods Co. in Emeryville, CA as a lead machinist and oversaw the high volume of bottling, labeling, capping machines, and performed electrical trouble shooting problems as required. Upon CNG market demand in Southern California, Sang lives in Orange County, CA and covers the Pacific Southwest region.

Before GILLIG, Bo worked at Chuck E. Cheese as their Electronic Technician for 10 years.

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AVAILABLE OPTIONAL - TRAINING PROGRAM

All training programs presented by GILLIG are individually tailored to be representative of the vehicle specifications and equipment supplied on the buses at the time of delivery. These programs may also be modified further to meet the needs and/or time constraints of the customer at the pre- production meeting. GILLIG’s training program is designed to instruct your transportation and maintenance personnel in the proper methods of operating, maintaining, and servicing the buses. Your training program has been specifically addressed in the appropriate section of this proposal and we are certain it will exceed your expectations.

Our training programs have been well accepted by other transit agencies as described in the attached customer testimonials.

You will also note that our technical trainers have extensive Mechanical Maintenance experience and hold numerous training certifications.

To further aid in the training of your maintenance group, GILLIG will supply a set of bus training DVD’s.

9/2020

GILLIG FIELD SERVICE TRAINING PROGRAM

OBJECTIVE:

Our training programs are specifically designed to acquaint our customers with their new GILLIG transit bus and to ensure their understanding for proper operation, maintenance, diagnosis and repair of their coach, which employs the latest in “state of the art” bus technology.

These programs will help our customers maximize the potential of the GILLIG transit bus throughout its life.

All training programs presented by GILLIG instructors are individually tailored to be representative of the vehicle specifications and equipment supplied on the buses at the time of delivery. These programs may also be modified further to meet the needs and/or time constraints of the customer.

PROGRAM PLAN:

The basic programs shall be presented as follows:

• Operator Instruction
• Maintenance Department General Vehicle Orientation
• Air Systems and Brake
• Basic Bus Electrical System
• Multiplex Electrical System
• CNG System
• Hydraulic System
• EFAN System
• Gillig Emissions
• Entrance/Exit Door Systems

9/2020

TRAINING PROGRAM

OPERATOR INSTRUCTIONS:

This class will take approximately four hours and class size should not exceed six drivers. This is a “hands-on” program to familiarize the driver in the proper operation of the GILLIG transit bus and requires that a coach be made available by the customer for this instruction. Topics included in this program are:

A. Seat and Seat Belt Operation and Adjustments

B. Steering Column Adjustments

C. Switches and Controls

1. Location

2. Proper Operation

3. Function

D. Instrumentation and Warning Lights

E. Entrance and Exit Door Operation

F. Wheelchair Ramp Operations

1. Safety Precautions

G. Brake Interlock

1. Safety Precautions

H. Speed Switch Circuit

1. Verbal Explanation

2. Demonstration

3. Safety Precautions

I. Engine Protection System

1. Controlling Functions

2. Shut Down Sequence

3. E.P.M. Override
a. Purpose
b. Proper Usage

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MAINTENANCE DEPARTMENT GENERAL VEHICLE ORIENTATION

OBJECTIVE:

This is an on-vehicle instruction program to acquaint the mechanic with the operational aspects of the GILLIG transit bus, as well as the components employed in its operation and their locations. It also provides brief explanations and demonstrations of how and when various systems interface with each other. These explanations and demonstrations are designed to provide the mechanic with a better understanding of the system logic employed and ultimately result in more rapid and accurate diagnosis and repair. Other areas covered in this orientation program are maintenance items and can be tailored for in-depth instruction on the door system, hydraulic system, steering system, CNG and suspension systems.

This class will take approximately eight hours to complete with a maximum class size of twelve mechanics. A coach must be made available for this instruction by the customer. Please be aware that any identified system can be expanded on and discussed more in - depth in subsequent classes. Topics included in this program are:

A. Seat and Seat Belt Operation and Adjustments

B. Steering Column

1. Adjustments

2. Maintenance

C. Switches and Controls

1. Location

2. Proper Operation

3. Function

4. System Interfacing

5. Diagnostic Tips on the More Complex Systems

D. Instrumentation and Warning Lights

E. Engine Protection System

1. Controlling Functions

2. Shut Down Sequence

3. E.P.M. Override
a. Purpose
b. Proper Usage

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F. Brake Interlock

1. Components

2. Operational Description

3. Explanation of Circuits that Apply Interlock

4. Interlock Air Pressure Adjustment

5. Override

6. Safety Precautions

G. Under 3 MPH Speed Switch Circuit

1. Operational Description

2. Diagnosis of Circuit

3. Safety Precautions

H. Wheelchair Ramp

1. Components and Component Location

2. Operation

3. Safety Device

4. Safety Precautions

I. Entrance Door

1. Components and Component Location

2. Operation

3. Door Panel Adjustment

4. Door Motor Adjustments

5. Proximity Switch Adjustments

J. Exit Door

1. Components and Component Location

2. Operation

3. Door Panel Adjustments

4. Door Motor Adjustments

5. Micro/Proximity Switch Adjustments

K. Compartment by Compartment Tour of Bus

1. Components and Component Location

2. Operational Descriptions of Systems Viewed

3. Maintenance Information

4. Diagnostic Tips and Test Procedures

5. Safety Precautions

L. Vanner Equalizers

1. Component Location

2. Operational Description

3. Test Procedures

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M. Hydraulic System

1. Component and Component Location

2. Description of Components and Maintenance Required

3. Explanation of Fan Drive Circuit and Its Function

4. Explanation of Steering Circuit and Its Function

5. Presentation of Flow and Pressure Specifications for Fan Drive and Steering Circuits

6. Description and Explanation of Test Equipment Needed to Properly Diagnose Hydraulic System Problems

7. Safety Precautions

N. EFAN System (If equipped)

1. Individual Fan Location and Function

2. Location and Function of the EFAN Controller

3. Use of EFAN Controller LED’s for Diagnostics

4. Location and Function of EFAN Fuses Panel

5. Reverse Fan Operation

6. Safety Precautions

O. Fire Alarm System

1. Components and Component Location

2. Operational Description

3. Test Procedures

P. Steering and Front Suspension

1. Explanation of Front Ride Height Adjustment and Specifications

2. Explanation of Adjustment Points for Front End Alignment

3. Explanation of Front Shock Absorber

4. Explanation of Steering and Suspension Maintenance Requirements

Q. Rear Suspension

1. Components and Component Location

2. Discuss Inspection of Welds

3. Discuss Inspection of Suspension Components

4. Discuss Bushing Wear and Bushing Replacement

5. Explanation of Rear Ride Height Adjustment and Specifications

6. Explanation of Adjustment Points for Rear End Alignment

R. Engine Cooling System

1. Components and Component Location

2. Explanation of Cooling System Maintenance Requirements

3. Safety Precautions

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S. CNG System (Compressed Natural Gas)

1. CNG Components and Location

2. Roof Mounted Tanks, Lines and PRD’s

3. Fill Panel Components

4. Fueling/Defueling Procedures

5. CNG Safety

AIR SYSTEM AND BRAKES:

SCOPE:

This is a sixteen hour program of which approximately the first thirteen hours of instruction will take place in a classroom setting utilizing a color coded air system drawing projected from a laptop with a projector. Each student will have a copy of the drawing and a detailed power point handout to follow along through the air system circuits. The remaining time will be spent applying the classroom information to the vehicle in “hands-on” tests and adjustments.

The customer shall make available a suitable room for training that is appropriately equipped, keeping in mind the class size shall not exceed twelve mechanics, and a bus for the last segment of the training program.

OBJECTIVE:

This program will focus primarily on providing the mechanic with a better understanding of the air system, its components, and their operation under various operating conditions. The class participants accomplish this by viewing and following along with th e colored air flow charts for normal brake operation, brake operation with loss of primary air, brake operation with loss of secondary air, brake interlock, and anti- compounding circuits to facilitate diagnosis of air leaks.

Presentation of a comprehensive systematic air system test procedure will also be included in this program. The air flow charts, when used in conjunction with these air system tests, will aid the mechanic in determining if the components in the air and braking systems are operating properly and may also be used as a tool in the diagnosis and isolation of a problem or air leak in the system.

The secondary focus of this program is on the mechanical aspects of the braking system such as but not limited to the operational principles of the Haldex slack adjuster, initial set up and adjustments of the Haldex slack adjuster, maximum push rod travel, and push rod angles, air dryer operation and compressor troubleshooting. Additional topics will be covered upon request by the customer based on their particular need or desire. ABS and Traction control systems will also be discussed.

Brief overview of disc brake system including wheel end overview and differences to air system.

9/2020
BASIC BUS ELECTRICAL SYSTEM:

SCOPE:

This is a twenty-four hour program for a maximum of twelve mechanics. The program will take place in both the classroom setting utilizing the supplied power point handout and on the coach for practical application of the classroom material. The customer shall make available a suitable room for training that is appropriately equipped. The customer will also make available for training the schematics for the bus that the class is training on.

OBJECTIVE:

This program is designed to help the mechanic utilize the GILLIG electrical diagrams and schematics to the fullest extent possible. This will promote a better understanding of the system logic, resulting in less time consuming and more accurate diagnosis. Topics included in this program are:

A. Review of Basic Electrical Principles

1. Use of Digital VOM

2. Open Circuits

3. Completed Circuits

4. Shorted Circuits
a. Dead Short
b. Cross Short

5. Series Battery Connections
a. Results
b. Benefits

6. Parallel Battery Connections
a. Results
b. Benefits

7. Series Circuits
a. Benefits

8. Parallel Circuits
a. Benefits

9. Voltage Drop
a. Demonstration of How to Use Voltage Drop for Diagnostic Purposes

B. Relays Used in GILLIG busses

1. Description of Internal Operation

2. Symbols as Represented on Drawings

3. Functional Diagrams

C. Diodes

1. Explanation of Operational Principles

2. Uses

3. Symbols and How to Determine Directional Flow

4. Test Procedures

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D. Transistors

1. PNP’s

2. NPN’s

3. Test Procedures

E. General Electrical Symbols

1. Fuses

2. Circuit Breakers

3. Resistors
a. Fixed Resistors
b. Variable Resistors

4. Coils

5. Normally Open Contacts

6. Normally Closed Contacts

7. Pressure Switches

F. Information Supplied on GILLIG Electrical Diagrams

1. Print Number

2. Revision

3. Part Numbers

4. Torque Specifications

5. Drawing Size

6. Component Location

7. Wiring Connector Locations

8. Wiring Numbering System

9. Wiring Color Coding

G. Typical Electrical Diagrams or Schematics Used to Determine System Logic

1. Battery Cables with Cut Off Switch
a. For Charging System Diagnosis
b. For Vanner Equalizer System Diagnostic
H. Typical Electrical Diagrams or Schematics Used to Determine System Logic (cont.)

2. Ignition, Start, Fast Idle
a. For Front Run Diagnosis
b. For Rear Run Diagnosis
c. For Fast Idle Diagnosis

3. Wheelchair Ramp
a. For Wheelchair Ramp Interface Diagnosis

4. Kneeling
a. For Kneeling Diagnosis
b. For Raise Diagnosis

5. Stop Request

6. Fire Alarm
a. For Engine Fan Circuit Diagnosis
b. For Fire Alarm Diagnosis

7. Rear Door

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a. For rear Door Operation Diagnosis
b. For sensitive Edge Diagnosis
c. For Door Alarm Diagnosis

8. Interlock
a. For Under 3 MPH Circuit Diagnosis
b. For Interlock Diagnosis

Different or additional circuits will be covered upon the customer’s request.

MULTIPLEX ELECTRICAL SYSTEM G3 AND G4 – CNG BUSES

SCOPE:

This is a twenty -four hour program for a maximum of twelve technicians. The program will be split between a classroom setting and on the bus. The classroom portion will use the supplied handout and the specific vehicle schematics. Using a digital projector the instructor will cover the supplied handout. The customer shall make available a suitable room for training that is appropriately equipped.

OBJECTIVE:

This program is designed to help the technician utilize the GILLIG electrical schematics and ladder diagrams to the fullest extent possible. This will promote a better understanding of the system logic, resulting in less time consuming and more accurate diagnosis. Topics included in this program are:

A. General Information Supplied in the Gillig Electrical Schematics

1. Vehicle Identification Numbers and Bus (Fleet) Numbers

2. Safety Precautions

3. Print Numbers

4. Part Numbers

5. Torque Specifications

6. Welding Precautions

7. Component Locations

8. Wire Circuit Identification

9. Power Cables and Wire Color Coding

10. Different Types of Wire Connectors that Gillig uses

11. Wire Connector Location Guide

B. General Electrical Symbols Used in the Gillig Electrical Schematics

1. Ground Symbols and How to Identify and their Locations on the bus

2. Fuses and Locations of the Main Power Fuses

3. Circuit Breakers, Circuit Breaker Numbers, and Locations

4. Resistors

5. Different Types of Switches (Toggle, Push Button, Rotary, Proximity, Pressure Type)

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6. Wire Connector Symbol and How to use the Information Provided Inside the Symbol

7. Normally Open Contacts

8. Normally Closes Contacts

9. L.E.D. (Light Emitting Diode) Benefits and where we use them

10. Diodes and Diode Pack – Test Procedures, Locations, Where Used

C. Review of Basic Electrical Principles

1. Open Circuits and How to Troubleshoot

2. Shorted Circuits (Direct Short and Cross Short) and how to Troubleshoot

3. Completed Circuits

4. Series Battery Connections

5. Results

6. Benefits

7. Parallel Battery Connections

8. Results

9. Benefits

10. Series Circuits and their Benefits

11. Parallel Circuits and their Benefits

12. Voltage Drop Demonstrations to use for Diagnostic Purposes.

D. Introduction to Multiplex

1. What is and Why Multiplex

2. Why Gillig uses Multiplexing Systems

3. How Multiplex Works in a bus

4. Benefits of having a Multiplex system
E. Coach Zone Concept

1. Zone Layout

2. Zone Function

3. View of Each Zone

4. Communication Process of each Zone

5. Communication Harness and Location

6. Diagnostic Fault Codes for Communication

F. I/O Controls Corporation “Dinex” Components

1. Power Management Module(PMS)

2. High Speed Cell Network Control Module (D2)

3. Main Bus Controller (MBC)

4. Digital Input/Output Module (A1,B2,B3,B4,C1,D3,D4)

5. 816 Modules

6. 16/16 Modules

7. Digital 32 Input Module (A2)

G. I/O Controls Corporation “Dinex” Components (cont.)

1. The “Smart” Indicator Light Bar (B1)

2. Digital 24 Output Module (B5) if Applicable

3. Multi-Function Display (MFD)

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4. Explanation of the module I.D.’s

5. Explanation of each Different Colored L.E.D.’s on each Module

6. Component Function and Location

7. System Interface Using the Multiplex Inputs and Outputs Chart

H. Ladder Logic Diagrams

1. Why we use Ladder Logic Diagrams

2. How to read a Ladder Logic Diagram

3. How to use a Ladder Logic Diagram for Troubleshooting the System

I. Electrical System Interface

1. Multiplex System Power

2. Starting System

3. Charging System with Vanner Equalizer

4. Tail and Marker Lights

5. Turn Signals

6. Kneeling System

7. Wheelchair Ramp Power

8. Fast Idle

9. Brake and Throttle Interlock System

10. Senders and Switches and Engine Shutdown System
Different or Additional Circuits will be covered upon Customers Request.

J. J1939 Controller Area Network
a. J1939 Theory
b. Gateway Function
c. Backbone Construction and Troubleshooting
d. Stub and Extension Cable Troubleshooting
e. Complete Network Troubleshooting

K. Diagnostics and Troubleshooting

1. Using the L.E.D.’s for Circuit Integrity

2. Using the Ladder Logic Diagrams

3. Using the Gillig Electrical Schematics

4. Using the “Dinex” Diagnostic Tools
a. G3-MK-TEST KIT
b. G3-MK-ID-WRITER
c. G3-MK-PROGRAM KIT
d. Real Time Logic (RTML)

5. Create Defects in the bus Multiplex Electrical Systems for the Technicians to Locate and Repair.

9/2020

CNG SYSTEM

SCOPE:

This is an 8 hour program for a maximum of twelve technicians. The program will be split between a classroom setting and on the bus. The classroom portion will use the supplied handout. Using a digital projector the instructor will cover the supplied hando ut. The customer shall make available a suitable room for training that is appropriately equipped and a CNG bus for the hands on portion of the class.

OBJECTIVE:

After completion of the Gillig Compressed Natural Gas (CNG) program, each mechanic will be able to identify the location and function of the CNG fuel storage and delivery system components. These components include the storage tanks, pressure relief devices (PRD’s), high pressure filter, low pressure filter, and fuel shutoff valve and solenoids. Safety precautions, maintenance, and troubleshooting will also be discussed. We will also discuss the other changes to the bus when equipped with a CNG system.

A. CNG Safety
B. Compressed Natural Gas Properties
C. Fueling and Defueling

D. CNG Fuel System

1. Fill Panel
a. High and Low Pressure Gauges
b. Shut Off Valve
c. Fast Fill and Slow Fill Receptacles
d. Defuel Receptacle and Valve

E. CNG Storage Tanks

1. Tank Types and Construction

2. Lines and Fittings

3. Pressure Relief Devices

4. Certification and Inspection

5. Tank Capacities

6. Gas Sensors

F. CNG Maintenance and Inspection

1. High Pressure Filter

2. Low Pressure Filter

3. Tanks

G. Gillig Bus Changes

1. Axles

2. Shocks

3. Brakes

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4. Body Bracing
HYDRAULIC SYSTEM:

SCOPE:

This is an eight hour program of which approximately the first four hours of instruction will take place in a classroom setting utilizing a hydraulic system drawing projected from a laptop with a projector. Each student will have a copy of the drawing and a detailed power point handout to follow along through the hydraulic system. The remaining time will be spent applying the classroom information to the vehicle in “hands-on” tests and adjustments.

OBJECTIVE:

This program will focus primarily on providing the mechanic with a better understanding of the hydraulic system, its components, and their operation under various operating conditions. The class participants accomplish this by viewing and following along with the hydraulic system

drawing. The hydraulic flow charts will aid the mechanic in determining if the components in the hydraulic system are operating properly and may also be used as a tool in the diagnosis and isolation of a problem in the system. Safety precautions, maintenan ce, and troubleshooting will also be discussed.

A. Hydraulic Safety

B. Hydraulic Reservoir

1. System/Reservoir Capacity

2. Fluid type

3. Filter/Fluid Change Intervals

C. Hydraulic Pump

1. Type

2. Flow Rates

3. Inspection

D. Hydraulic Manifold

1. Valve Identification/Ratings

2. Flow through The Valves

3. Inspection

E. Steering Gear Box

1. Flow Through the Box

2. Inspection

3. Flow Rates Needed

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4. Gear Box Bleeding Procedures

F. Fan Drive Motor

1. Motor Operation

2. Motor Inspection

3. Required Motor Speeds

G. Fan Drive Controller

1. Required Wiring

2. J1939 Interface

3. Controller Logic

4. Verification of Operation

H. Hydraulic Cooler

1. Location

2. Maintenance

3. Cooler Pressure Relief

EFAN SYSTEM

SCOPE:

This is a four to six hour program of which approximately the first four hours of instruction will take place in a classroom setting utilizing a detailed system handout. The handout material will be projected from a laptop and projector while each student follows along. The remaining time will be spent applying the classroom information to the vehicle in “hands -on” tests and adjustments.

OBJECTIVE:

This program will focus primarily on providing the mechanic with a better understanding of the EFAN systems, their components, and operation under various operating conditions. While Gillig utilizes two different EFAN systems, the scope and objective for each system is the same. The class participants accomplish system understanding by viewing and following along with the system handouts. Presentation of a comprehensive EFAN system test procedure will also be included in this program. The handout, when used in conjunction with the system tests, will aid the mechanic in determining if the components in the EFAN system are operating properly and may also be used as a tool in the diagnosis and isolation of a problem in the system. Safety precautions, maintenance, and troubleshooting will also be discussed.

A. EFAN Safety

1. System Do’s and Don’ts

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B. Cooling Module

1. Engine Radiator
A. Radiator Construction and Airflow
B. Inspection and Maintenance

2. Charge Air Cooler
A. Construction and Airflow
B. Inspection and Maintenance

C. Physical Description Cooling Module

1. Electric Motor Fan Banks
A. Fan Make and Model
B. Fan Wiring
C. Fan Operation and Speeds
D, Fan Inspection/Maintenance/Reverse
E. Fan Troubleshooting

D. EFAN Controllers

1. Controller Overview

2. Controller Logic

3. Controller Wiring

4. Controller Protection Features

E. Overall System Maintenance and Troubleshooting

F. Diagnostic Software (If Applicable)

GILLIG EMISSIONS

SCOPE:

This is a six to eight hour program of which approximately the first four hours of instruction will take place in a classroom utilizing an emissions system handout. The handout will be projected from a laptop with a projector. Each student will have a copy of the power point handout to follow along through the emission system. The remaining time will be spent applying the classroom information to the vehicle in “hands-on” inspection of the components.

OBJECTIVE:

This program will focus primarily on providing the mechanic with a better understanding of the emission system, its components, and their operation under various operating conditions. The class participants accomplish this by viewing and following along with the supplied handout and

9/2020
time spend on the bus. By applying this information the mechanic will be able to determine if the components in the emission system are operating properly and may also be used as a tool in the diagnosis and isolation of a problem in the system. Safety precautions, maintenance, and troubleshooting will also be discussed.

A. EPA Requirements and Target Emission Numbers

B. System Overview

C. DPF Operation, Components and Maintenance

1. Inlet Section

2. DOC Section

3. DPF Section

4. Outlet Section

D. DPF Sensors

1. Temperature Sensors

2. Pressure Sensors

E. Regeneration Strategies

1. Passive

2. Active

3. Manual or Stationary
F. Procedure for Forcing Regenerations

1. Bus Regen Toggle Switch

2. Cummins Insite

G. Bus Indicator Lights for DPF/SCR Function and Malfunctions

H. Decomposition Chamber and Dosing Valve

I. SCR Operation and Sensors

J. Support Components for Correct SCR Operation

1. Heat Shield and Piping

2. Urea/DEF Explained

3. DEF Tank Components and Sensors

4. DEF Tank Heating Components

5. Heated Lines

6. Dosing Valve

7. Supply Module and All Incorporated Components

8. Inspection/Maintenance Of all Listed Components

K. ODB HD 3 Compliance (Starting in 2013)

1. 2350 Cummins ECM

2. Ambient/fuel level sensors

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3. MIL and Wait to Start Light

4. Additional Laptop Connector in Drivers Area

L. Bus Changes to Accommodate Emissions Equipment

ENTRANCE/EXIT DOOR SYSTEM:

SCOPE:

This is a four to eight hour program for a maximum of twelve technicians. The program will be conducted entirely on the bus. The customer shall make available a suitable bus for training that is appropriately equipped.

OBJECTIVE:

This program is designed to help the technician be familiar with and understand the mechanical, pneumatic, and electrical componentry of the entrance and exit door systems.

This will promote a better understanding of the system, resulting in less time consuming and more accurate diagnosis. Topics included in this program are:

A. Entrance Door Motor Operation of Both Pneumatic and Electric Doors.

1. Differential/Electric Door Motor Discussion

2. Opening, Closing and Cushioning Speed Adjustments (Pneumatic Motor)

3. Opening, Closing and Cushioning Speed Adjustments (Electric Motor)

4. Emergency Dump/Unlock Valve

B. Entrance Door Mechanical Adjustments

1. Door Rods

2. Door Centering

3. Roller Brackets

4. Checking Door Opening for Square

5. Door Lubrication

C. Entrance Door Electrical Adjustments

1. Door Open Solenoid

2. Door Air Switch Location and Function

3. Proximity Switches

4. Electric Door Motor Adjustments and Speed Programing

A. Exit Door Pneumatics

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1. Door Motor

2. Opening, Closing and Cushioning Speed Adjustments

B. Exit Door Mechanical Adjustments

1. Door Stops

2. Door Motor Shaft

3. Door Rods

4. Door Unlock Solenoid

5. Emergency Release System Maintenance

6. Door Closing Spring

7. Door Lubrication

C. Exit Door Electrical Adjustments

1. Micro/Proximity Switch Adjustments

2. Electric Motor Speed Adjustments and Software

3. Door Open Solenoid

AFTERMARKET PARTS

STRATEGY & ACCESSIBILITY
2-DAY SHIPPING:

Standard 2-Day Shipping to the East Coast
(Depending on size and weight restrictions)

AFTERMARKET PARTS FACILITIES
105K sqft Parts Facility in Hayward, CA
35k+ sqft Warehouse Facility in Hebron, KY
IN STOCK IN THE STATES:

Over 20,000 SKUs on-hand, in two
warehouses (~$15 million in inventory)
RAPID PROCESSING:

Same-Day Order Processing
Until 4pm EST (1pm PST)

AFTERMARKET PARTS
5/1/2023
GILLIG Aftermarket Parts Department provides service parts to all our customers throughout the country. All parts are produced to our original vehicle specifications and are either manufactured in-house or purchased to our drawings from OEM’s.

Parts Availability: Over 92% of all regular parts orders are shipped within 48 hours of ordering and almost 97% within 3 days.

F
reight Policy: Regular parts orders are shipped freight free and normal shipments to Central and Eastern locations are shipped 2nd day air, at no charge.

A
vailability Life: Replacement parts will be available for a period of twelve (12) years after the date of purchase of your coaches.

GIL
LIG is proud to advise that all parts (100%) are stocked in the U.S. in our Hayward, CA facility. We do not stock parts in other countries.

All in-
stock bus-down orders received by 3:00 p.m. PST are shipped the same day (2nd day air freight at no charge or next day air, at your expense).

A
ll backordered requirements are shipped within 24 hours of receipt from the vendor.

A
ll orders are shipped UPS 2nd day air, freight prepaid at no charge to you (subject to UPS size and weight limitations).

O
ur current order response is - 92% of all transit bus orders received are shipped within 48 hours and the percentage rises to almost 97% within 72 hours (excluding weekends).

GIL
LIG’s simple bus designs, as well as our parts service programs, help you control your parts cost. Common industry parts, flat skirt panels, and American supplied components, such as Meritor axles, help reduce your parts costs. Our increased warehouse stocking levels in Hayward and our second day air shipments at no charge help you reduce your inventory costs as well.

Customer Satisfaction
The GILLIG Parts Service D epartment is committed to the same GILLIG mission and goals of customer satisfaction and friendly service with reliable and durable products that are also economical to use.

T
o justify the district’s purchase of GILLIG products and to assist the district in attaining its own goals, the Parts Division has established the following programs and objectives.

AFTERMARKET PARTS
5/1/2023
Un
it Down
Our objective is to expedite these orders and ship them within 24 hours. Unit down orders receive the highest priority throughout our manufacturing, purchasing, and shipping organizations, and can be accepted up to as late as 3:00 p.m. (Pacific time) and shipped same day if in stock. If the customer chooses, these orders can be shipped overnight at customer’s cost.

I
nventory
GILLIG maintains an extensive, continually growing, inventory of genuine GILLIG and OEM parts, in our central warehouse. All locations and parts are bar coded for accuracy and quick response. Computer programs monitor usage and minimum stocking levels in real time to maximize parts availabilities. We also stock or can get, common non-GILLIG parts.

P
arts Lists
We can prepare, on request, a recommended initial stocking list of expected high usage or long lead-time parts for the vehicles proposed. A detailed price list is also available with the recommended initial stocking list.

H
ot Line
GILLIG has a toll -free telephone number to enable customers to contact us at no charge for advice, explanations, recommendations, or orders.

P
ersonalized Service
To provide better service, representatives are assigned to specific accounts so that they can provide personal service while also providing account familiarity, history and consistency.

R
egional Coverage
Regional Sales Managers are available to visit customers to assist in all facets of this business, including problem solving, introducing new kit and parts availabilities and making recommendations.

T
roubleshooting
We also provide a troubleshooting service; if you can’t find a part, call your representative and we’ll find it for you, if possible, and even stock it in the future if your demand warrants it.

AFTERMARKET PARTS CONTACTS
10/4/2023
G
ILLIG uses a central ized warehouse to provide the most comprehensive and economical service possible to its customers. GILLIG compensates for distance by shipping second day air.

Consequently, the nearest parts warehouse to supply your service parts needs is:

C
entral Location: GILLIG, LLC
25972 Eden Landing Road
Hayward, CA 94545
Phone: 510-264-5160
Email: [email protected]
C
entral Contacts: Chuck O’Brien - Vice President, Aftermarket Parts Division Eiji Kinoshita - Director of Sales, Aftermarket Parts Division R
egional Contacts:

N
orthwest Region Northeast Region
Richard Bissel Jerry Sheehan
Regional Sales Manager Regional Sales Manager
Cell Phone: 510-325-6958 Cell Phone: 510-329-0320
Email: [email protected] Email: [email protected] W
estern Region Mid-West Region
Sean Solis Dan Rudiger
Regional Sales Manager Regional Sales Manager
Cell Phone: 510-512-2638 Cell Phone: 510-876-6100
Email: [email protected] Email: [email protected] Cent
ral Region South Central Region
Kevin Hardesty Randy Brewer
Regional Sales Manager Regional Sales Manager
Cell Phone: 510-737-2283 Cell Phone: 925-409-6585
Email: [email protected] Email: [email protected] Sout
hwest Region Southeast Region
Joe Saldana Butch Sibley
Regional Sales Manager Regional Sales Manager
Cell Phone: 510-303-0202 Cell Phone: 510-589-9430
Email: [email protected] Email: [email protected] N
ational Accounts Hawaii
Tyler Davis John Lum
National Accounts Sales Manager M anager, Parts Sales
Phone: 317-590-1833 Phone: 264-5125
Email: [email protected] Email: [email protected]

AFTERMARKET PARTS REFERENCES

5/1/2023
GIL
LIG’s Aftermarket Parts Department is committed to the same GILLIG mission and goal of customer satisfaction and friendly service. We are proud of our on- time delivery at competitive pricing. GILLIG’s customers are not only impressed with the performance and quality of our buses but they are also pleased with our overall parts support and our quick and accurate parts deliveries. We request that you call the following representative customers and ask about our unmatched performance.

S
t. Louis, MO (Bi-State Development Agency) Youngstown, OH (WRTA) Deborah Rowey Becky Koenig
Director of Contracts & Strategic Sourcing Maintenance Director 314-982-1400 330-744-8431
[email protected] [email protected]
S
alt Lake City, UT (Utah Transit Authority) Ft. Wright, KY (TANK) Jolene Higgins Wayne Bey
Sr Buyer Purchasing Agent
801-237-1925 859-814-2142
[email protected] [email protected]
S
t. Petersburg, FL (PSTA) Olympia, WA (Inter-City Transit) Jody Sibley Johnathon Yee
Storeroom Superintendent Director of Fleet & Facilities 727-540-1884 360-705-5884
[email protected] [email protected]
Jac
ksonville, FL (JTA) Richmond, VA (GRTC)
Michael West Mark Donavon
Manager of Inventory Control & Stores Purchasing Manager 904-630-3179 804-358-3871 x 352
[email protected] [email protected]
H
ampton Roads, VA (HRT)
Anita Brown
Buyer
757-222-6000 x 6325
[email protected]
Linda Omaque
John Edmondson Jr.

Rick Dominquez
Nigel Hill
Mark Roth
Sue Baer
Shamil Mohamed
Amanda Ghali
Desmond Davis
Rodrigo Mendoza
Hung Le
Chan Lathung
Blane Matus
Pranesh Ram
Michael Warren
Ramiro Becerra
Carlos Gonzales
Gabriel Avila
Todd Nunnally

WEST COAST EAST COAST
Linda Omaque
Desmond Davis
Pranesh Ram
Michael Warren
Ramiro Becerra
Carlos Gonzales
Gabriel Avila
Chan Lathung
Todd Nunnally
John Edmondson Jr
Rick Dominquez
Nigel Hill
Mark Roth
Sue Baer
Shamil Mohamed
Amanda Ghali
DE
SD
ND
ME
NY
PA
MI
MI
VT NH
MA
RICT
OHIN
IA
MN
WI
MD
WV
VA
KY
TX
NE
CO
NC
TN
SC
ALMS
LA
GA
UT
ID
AZ
NV
WA
OR
MT
WY
NM
S
CA
N
CA
IL
MOKS
OK
AR
NJ
DC

01.16.2024
E
FL
W
FL

TERRITORIES OF PARTS SALES REPS
Hilo
Oahu
Hawaii Puerto Rico
Alaska
Ontario QuebecCanadaBritish
Columbia Calgary
Rodrigo Mendoza
25972 Eden Landing Road, Hayward CA 94545 | www.gillig.com | 800.735.1500

WARRANTY SUPPORT

GILLIG stands behind the quality of our products and we have selected supplier partners who share this belief as well. We have provided our GILLIG APPLICATION FOR WARRANTY PROCEDURE which describes the process by which GILLIG handles warranty claims. Normal warranty work (other than that work required to be performed by sub- suppliers as discussed below) will be performed by the Agency's maintenance department and reimbursed by GILLIG at the documented warranty labor rate. In the unlikely event that abnormal warranty is required, GILLIG will work with the Agency to resolve any such warranty projects which Agency believes should be repaired directly by GILLIG.

Due to the nature of some components and the associated warranties, GILLIG believes that warranty work on the following should initially be managed by the sub‐suppliers:

• Engine
• Transmission
• Axles
• Air Conditioning Unit
• Batteries
• Destination Signs
• Video Surveillance Systems
• Intelligent Transit Systems
• Agility CNG Fuel System

GILLIG routinely assists customers in resolving warranty matters when local vendors are unable or unwilling to provide necessary support by involving GILLIG’s contacts either at the local service facilities or through the component manufacturer’s corporate levels.

Feel free to contact our Field Service Department for assistance or if you have questions:

Field Service Coordinator
GILLIG Service Department
451 Discovery Drive
Livermore, CA 94551
(510) 264-5073
[email protected]

WARRANTY SERVICE STAFF
1/31/2024

The CUSTOMER CARE DEPARTMENT is available to assist the procuring Agency in processing warranty claims as required. GILLIG’s Field Service Representatives will assist the procuring agency in the proper procedure for obtaining warranty parts, completion of the warranty forms, and the handling of parts for warranty claims processing. In- house qualified Field Service Representatives are available to troubleshoot questions by phone Monday through Friday, 5:00 a.m. to 2:00 p.m. and have direct access to GILLIG’s Engineering Department in order to provide quick turnaround should additional technical assistance be required.

EXECUTIVE DIRECTOR, CUSTOMER CARE
Victor Doran

WARRANTY MANAGER
Ashley Mitchell

REGIONAL SERVICE MANAGERS
Matt Boegler (West)
Mark Bittner (East)
Thomas Seymour (Central)
Ashley Mitchell (Warranty Operations)

TECHNICAL ADVISOR WARRANTY
Bo Vongamath

WARRANTY PARTS SPECIALIST
Dominic Nava

WARRANTY PROCESSING SPECIALISTS
Johnny Phothipanya

FIELD SERVICE COORDINATOR

Our Warranty group essentially deals with repair, replacement, or reimbursement for product failures during the warranty period of a particular product. A warranty claim, describing the failure (and other relevant details) must be filed in order to start the process of getting the failure fixed.

The warranty claim is reviewed by the Warranty Processing Specialist and a determination on its status (accept, accept with adjustments, or reject) is made, often after discussions with GILLIG’s Q.A., Manufacturing, or Engineering Departments, or with vendor OEMs. The claim response is then sent back to the customer, as well as being relayed to relevant GILLIG departments for corrective action, including as necessary, reimbursement or replacement for the customer, design or manufacturing review at GILLIG, reporting to and recovery from the vendor, as well as additional information collection, testing and/or redesign for GILLIG or the vendor, when needed. We usually ask for failed parts to be returned to help with failure analysis and vendor recovery.

If you disagree with a warranty claim decision, you can resubmit the claim along with additional justification supporting your position, to the Service Manager for reconsideration. Your claim will be reviewed and you will be notified of the review decision within a week or two.

APPLICATION FOR WARRANTY
1/5

GILLIG INSTRUCTIONS

FOR COMPLETING APPLICATION FOR WARRANTY CLAIM

GILLIG requires only one failure per claim. A single claim can be for multiple buses as long as they’re for the same failure, and have identical labor claimed. The VIN and mileage of each bus on the claim should accompany the Application for Warranty.

GILLIG uses the information on the Application for Warranty to detect failure trends and make improvements, failure descriptions such as “B.O.”, “Inop” or “Found Bad” will not suffice. The reason for removal and any troubleshooting procedures should be included to help expedite claims. GILLIG prefers the Repair Order be included with the claim.

Warranty repairs exceeding “Standard Repair Times”, (SRT), should have prior authorization to prevent large cuts in reimbursement. To obtain prior authorization, please contact your Warranty Processing Specialist by calling GILLILG Field Service or emailing [email protected] .

Claims for normal replacement items, such as light bulbs, and mechanical adjustments, such as doors or alignments, are not normally approved unless their failure was caused by a warrantable defect. In addition, consumables, such as belts, tires and brake l inings, are not warrantable, unless their failure was caused by a warrantable defect of another component.

Warranty claims should be submitted to GILLIG within 30 days of the date of failure. Claims can be emailed to [email protected]
.

Claims need to have unique claim numbers assigned. Each property should have a unique prefix, and then whatever number best suits your operation, (such as the Repair Order number).

If you do not have or do not know your unique prefix, please contact your W arranty Processing Specialist.

GILLIG will pay at the direction of the bus owner, not the hired contractor or repair shop, until and unless the bus owner directs it.

GILLIG cannot pay an invoice not made out to GILLIG, unless it’s listed as a sublet bill on an Application for Warranty Claim.

APPLICATION FOR WARRANTY
2/5

It is not necessary to use GILLIG pre-printed forms, but any form used will need the following information:

1. Unique Claim Number (must be pre-approved by GILLIG Warranty).

2. Date claim is being filled out

3. Unit Serial # (Last six digits of the VIN)

4. Coach Number

5. Bus Owner, or Bus Property Name

6. Date bus placed in Revenue Service

7. Odometer or Hub mileage at time of failure

8. Date of Failure

9. Where Repaired (if not at the owner’s property)

10. If Claim concerns the Engine, the Engine Serial Number

11. If Claim concerns the HVAC, the Air Conditioning Unit Serial Number

12. If Claim concerns the Transmission, the Transmission Serial Number

13. Complete description of failure, (Repair Order preferred)

14. Were any parts used? (Yes or No)

15. Description of parts used with the GILLIG Part Number

16. Original Part Number (If replacement Part Number differs Original Part Number)

17. Price of the part(s) unless provided by GILLIG

18. Number of parts used

19. Provide subtotal for each part

20. Total all the parts used for this claim

21. Provide contractual warranty labor rate

22. Number of hours worked

23. Multiply number of hours by the labor rate for the total labor claimed

24. Work done by outside firm or tow to be entered and copy of invoice attached

25. Total Sublet cost(s)

26. Total amount for the claim

27. If bus is in California and claim is emission- related, Engine Hours (from ECM or hourmeter)

28. Name & Contact Information of warranty person to answer any questions of claim

29. Email or Phone Number for person having knowledge of claim

30. Name & Contact Information of person who submitted claim

31. Email or Phone Number for person who submitted claim

32. Address of where to send reimbursement or parts credit.

See attached copy of claim with corresponding numbers to indicate where to put the above information.

APPLICATION FOR WARRANTY
3/5

APPLICATION FOR WARRANTY
4/5

WARRANTY PARTS ORDERING PROCEDURE

1. Determine part(s) being ordered by referring to the parts manual for the specific bus in question. If the part can’t be found or isn’t listed, you can call GILLIG’s Warranty Parts Specialist at 510-264-4433 or [email protected].

2. The information needed:
a. GILLIG part number
b. Quantity
c. Description of part (pump, motor, etc.)
d. VIN, (Last 6 digits of VIN)
e. Description of Failure
f. Mileage at failure
g. Instructions on where to send parts, (if applicable)

3. If bus is within the base bus warranty, GILLIG will ship the warranty part(s) to your location.

Parts will be sent prepaid, best way, (normally second day). If the part is needed there the next day, it can be sent overnight and the difference of shipping cost will be charged back.

4. Normally, GILLIG will want the failed part returned. If so, then we will email an RGA. The defective part should be returned to:

GILLIG, LLC
ATTN: RGA # __________
1100 Voyager Street, Dock B
Livermore, CA 94551

PARTS THAT ARE REQUESTED TO BE RETURNED SHOULD BE SENT WITHIN 30 DAYS.

IF THE PARTS ARE NOT RETURNED WITHIN THAT TIME, THE COST WILL BE INVOICED BACK.

5. If the bus is outside the base bus warranty, but the failed component still has warranty coverage from the supplier, the part will have to be purchased from GILLIG’s Parts Department, which can then be claimed on an Application for Warranty Claim. GILLIG will roll that over to the supplier, and whatever reimbursement the supplier makes will then be forwarded to the end user.

APPLICATION FOR WARRANTY
5/5

PARTS RETURN PROCEDURE

Defective part should be returned to GILLIG within 30 days of receipt of GILLIG’s Return Goods Authorization, (RGA).

All parts should be capped or plugged to prevent leakage, if applicable. Excess dirt or grease should be removed to facilitate handling.

Removed part should be handled/packed as if new.

Parts should never be sent “COD”. GILLIG may provide a call tag, or the shipping cost can be included on the Application for Warranty.

Call tags are only utilized when the bus is still covered by the base bus warranty. If a call tag is being requested, we will need to know 1) RGA # & 2) Total weight of package.

Part(s) must be tagged with the following information:

A. Last 6 digits of VIN
B. Date bus went into Service & Mil eage at Failure
C. Concise reason for removal
D. Bus owner’s name/name of transit agency

CHANGE CONTROL

GILLIG's change control process involves several departments within the organization and working with our component suppliers as their products reach end of life. GILLIG believes in a constant improvement process, this is controlled thru an Engineering Production Change (EPC) process managed by our Materials Department. A meeting is scheduled once a month with Materials, Purchasing, Engineering, Manufacturing, Sales and Parts, to discuss product improvements/new design and supplier end of life notifications.

Once a change has been identified the subject matter is reviewed by Engineering for design, Purchasing for cost, Manufacturing for production impact, Parts for aftermarket support and Materials/Sales for customer implications. Once approved by all departments, Engineering and the Bill of Material group will release the component details (parts, installation drawings, customer, dates) and production implementation plan thru our documented EPC control process.

FIELD SERVICE BULLETIN

FS‐2019‐02: Product Alert ‐ FS 300 Hose Identification

Date: May 6, 2019
Model: All
Model Years: 1997 – 2019

Because of a supply issue with the blue hose covering, Eaton is temporarily making FC-300 hose using black covering. FC-300 hose assemblies made between October 2018 to May 2019 will be affected by this change.

To avoid being mistaken for FC-350 hose, Eaton has applied the following unique identifiers to the FC-300 hose assemblies:

1. Yellow ink markings to the hos e identifying it as FC-300.

Note: White ink markings are used on FC-350 hose assemblies.

2. Blue stripe around the ho se identifying it as FC-300. a. Hoses 2-ft and shorter will have a blue stripe located in the center of the hose length.
b. Hoses longer than 2-ft, up to 4-ft in length have a blue stripe located at each end, adjacent to the fitting.
c. Hoses longer than 4-ft have a bl ue stripe located at each end, adjacent to the fitting, and an additional stripe located in the center of the hose length.

In addition, the hose will still have a foil tag with the Gillig part number.

Note: FC-300 and FC-350 have different pressure ratings, so it’s important to not mix them.

Approved:

Robert L. Birdwell, Executive Director
Quality Control & Field Service

FS‐2018‐02 Page 2
FS‐2019‐02

Page 2 ends

FS‐2018‐02 Page 3
FS‐2019‐02

Page 3 ends

Original blue FC‐300

ENGINEERING SUPPORT

GILLIG maintains a fully experienced and qualified Engineering Department directed by the Vice President of Engineering. The Engineering staff is involved in all design requests and is also made available to the customer on request to assist in the resolution of engineering or design problems that may arise within the scope of the specifications during the production and/or warranty period.

The GILLIG Engineering Department is located at the manufacturing plant in Livermore, CA, and is available to assist the manufacturing process. The integrated staff performs all vehicle engineering, including the research and development of all systems integrated on our vehicles.

All current products were designed and developed by GILLIG Engineering. Attached is our staff description and organization.

ENGINEERING ORGANIZATION

11-2023 CONFIDENTIAL
Name Function Education Background
K. Vorsatz Vice President, Engineering BSME 18 yrs. industry experience at Metro Mobile Communications, BAE Systems & GILLIG
T. Meagher
Sr. Director, New Product
Engineering and Advanced
Engineering
BSME, BSEE 37 yrs. experience at Ford, Caterpillar, CNH Industrial & GILLIG
R. Donovan Director, Validation ASME, BSEE, MBA-
Executive Leadership
28 Yrs. Industry Experience.

General Motors & GILLIG
B. Nguyen Director, New Product
Engineering BSEE 17 yrs. industry experience at HP, Kla-Tencor and GILLIG N. Hofmann Director, Sustaining MScME 22 years Industry Experience Mercedes-Benz, Daimler Trucks & GILLIG
D. Faw Director, Customer
Engineering
BS Aerospace
Engineering
23 years Industry experience at Peterbilt, Kenworth,
Overhead Door Corp & GILLIG
A. van Haeften NPE Manager, Mechanical BSME, PE 16 yrs. industry experience at Westinghouse, Parker Hannifin & GILLIG
C. Ababseh Manager, Mechanical Engr
Body & Interior - CPE BSME 18 yrs. industry experience at GILLIG F. Andrade NPE Manager - Electrical BSEE 11 yrs. industry experience at E-N-G Mobile Systems & GILLIG
H. Tuft Manager, Mechanical,
Powertrain & Structures - CPE BSME, MSME 2 yrs. experience at Electroglas Inc & AutoCat USA Inc., 17 yrs. experience at GILLIG
J. Ralleta Manager, BOM Configurator College 13 yrs. experience at GILLIG M. Itanna Manager, Electrical
Engineering - CPE
BSEE, MSc. EE,
MBA-Organizational
Leadership
12 yrs. industry experience at Parker Hannifin, United States Stee (USS), Emerson/Vertiv & GILLIG
M. Pinto Manager, Continuous Process
Improvement

BSME, MSME,
MSPM, L6Sigma
Green Belt and PMP
19 yrs. industry experience at Ford, Volkswagen & GILLIG R. Quebbeman Manager, Order Management AS
Mech. Engr.
59 yrs. industry experience bus and truck design - Mack, International & GILLIG

ENGINEERING ORGANIZATION

11-2023 CONFIDENTIAL
J. Lakshmi Manager, PLM
BS Computer
Engineering, MBA
Systems &
Operations
20+ years of progressive experience in product life cycle management at Northop Grumman, Maxar, Siemens &
GILLIG
M. Genova Manager, Product Safety &
Compliance MSAE 25 yrs. industry experience at Fiat, AVL, General Electric, LR USA-Baytech, GILLIG
J. Yang Manager, Advanced
Engineering MSEE 19 yrs. industry experience at Auto, Commercial Avionics, Autonomous Vehicle. BAE & GILLIG & LIGHT
S. Vanderlip Vehicle Systems Integration
Specialist BSETME, PE 37 yrs. industry experience at Peterbilt & GILLIG B. Bachellor Supervisor, Passengers
Interior BSME 7 yrs. industry experience at Lennox & GILLIG S. Dunbar Supervisor, Controls - NPE BSEE 7 yrs. industry experience at GILLIG D. Garcia Supervisor, Bill of Material H.S. 7 yrs. industry experience at GILLIG F. Fotos Supervisor, ITS Systems BSEE, MEM 8.5 yrs. industry experience at Northrop Grumman & GILLIG A. Heidari Supervisor, Electrical
Engineering - CPE BSEE 8 yrs. Experience at Crown Castle, Sage Analytical, NATC and GILLIG
G. Roderick LMS Administrator AA 42 yrs. industry experience at GILLIG J. Reekie Supervisor, Powertrain MSME 13 yrs. industry experience at Caterpillar, BP/Castrol & GILLIG
S. Yusoff Supervisor, Structures BSAE, MBA 12 yrs. Industry experience at Electro Motive Diesel, Hendrickson International and GILLIG
L. Bush Supervisor Electrical
Engineering BSIT 24 yrs. industry experience at Compass, Autocam, TPI, Dow Jones & GILLIG
H. Chang Supervisor – Body
Attachments BSME, PMP 9 yrs. industry experience at General Dynamics, General Atomics, and GILLIG
K. Fernandez Supervisor, Order Processing H.S. 13 yrs. industry experience at GILLIG M. Roberts Supervisor, Systems
Engineering MSME 10 yrs. industry experience at BHJ Dynamics & GILLIG A. Barrios Electrical Engineer 2 BSME 4 yrs. Industry Experience at ACCO ES and John Deere Large Tractors/PE,T&Ctrification
A. Chen Senior Mechanical Engineer BSME, MSIE 11 yrs. Experience with HPE, Finelite, Neato, and GILLIG A. DeGracia BOM Specialist AA Theology 13 yrs. Industry experience

ENGINEERING ORGANIZATION

11-2023 CONFIDENTIAL
A. Frey Sr. Mechanical Engineer I BSME 16 yrs. industry experience at Cummins & GILLIG A. Goyeneche Mechanical Engineer I BSME 5 yrs. Industry experience at Acton & GILLIG A. Monserret Mechanical Engineer II BSME 5 yrs. industry experience at GILLIG A. Rosales Associate Mechanical
Engineer BSME 2 yr. industry experience at GILLIG & HASKELL A. Wan Sr. Electrical Engineer II BSEE 21 yrs. industry experience at BAE Systems, KLD Tech, Tropos Tech, & GILLIG
B. Haley Mechanical Engineer II BSME 8 yrs. industry experience Product development B. Wu Sr. Electrical Engineer II BSEE 27 yrs. industry experience at Bakery Automation, Building HVAC Controls, and GILLIG
C. Clemensen Mechanical Engineer I BSME 5 yrs. Industry experience at Schneider Electric & GILLIG C. Espinosa Mechanical Engineer II BSME, MSME, PE 11 yrs. industry experience at Lawrence Livermore Lab,

SFMTA & GILLIG
C. Family Sr Electrical Engineer II,
Sustaining BSEE/MSEE
30 yrs. industrial experience at SAIPACorp, MegaMotor(car manufacturing), other companies (instrumentation), and
GILLIG
C. Gonzalez BOM Specialist College/USMC 15 yrs. GILLIG experience C. Nguyen Production Support
Technician AS 24 yrs. industry experience at GILLIG
C. Silva BOM Analyst HS 37 yrs. industry experience at GILLIG D. Aranovich CAD Designer BS Engr Tech
26 yrs. industry experience at MascoTech, Metaldyne, Ford, LightSail Energy, Fresenius Medical Care, Minerva Surgical & GILLIG
D. DiBlasio Sr. Mechanical Engineer I BSME 8.5 yrs. Experience Neosem, Candid D. Haiduk CAD Designer MSME 20 yrs. industry experience in several international electro- mechanical companies & GILLIG
D. Lewis Sr. Electrical Engineer II BSEE
26 yrs. Industry experience at Blue Bird Corp, Heil
Environmental, United Streetcar, Freightliner, E-One,
RFA/Roadtec, and GILLIG
D. Jalving Senior Technical Specialist BSAE MS-Systems
Architecture
33 yrs. Industry experience at Northrop Grumman, Terex, Siemens, Hunter Douglas, ULA & GILLLIG
D. Williams Mechanical Engineer II BSME 8 yrs. industry experience at civilian/government proving grounds, NDT, NATC, & GILLIG
E. Hughes Mechanical Engineer II BSME 5 yrs. industry experience at GILLIG

ENGINEERING ORGANIZATION

11-2023 CONFIDENTIAL
E. Martin Mechanical Engineer I BSME 4 yrs. Industry experience at Northrop Grumman and GILLIG EJ Mariscal BOM Specialist HS 21 yrs. industry experience at GILLIG F. Alarcon BOM Analyst College 15 yrs. Industry experience F. Cruz Configurator Specialist BSC-Mgmt. 25 yrs. industry experience at GILLIG F. Lo Sr. Mechanical Engineer I MSME 10 yrs. industry experience at Arrowhead Products, Honeywell, Weber Metals & GILLIG
G. Estantino Mechanical Engineer II BSME 6 yrs. industry experience at ICON Aircraft & GILLIG G. Singh Technical Project Manager BSME
Six Sigma Black Belt
15yrs of automotive engineering experience. Working with Ford, Magna and most recently Tesla.

H. Mehrzai Electrical Engineer MSEE 4 years industrial experience at Grossi Electric Inc, Viant Medical, and GILLIG
H. Perez Production Support Tech AS
Engineering 9 yrs. industry experience at GILLIG
H. Sanchez Sr. Mechanical Engineer I BSME 11 yrs. industry experience GCM, GILLIG & Eclipse Metal Fab.

H. Shaieb Mechanical Engineer I BSME 2.5 yrs. industry experience at Gillig J. Abrew BOM Specialist H.S. 35 yrs. industry experience at GILLIG J. Fisher Sr. Mechanical Designer HS 24 yrs. industry experience at Burke Porter Machinery, Stewart & Stevenson & GILLIG
J. Ocampo Sr. BOM Analyst College 31 yrs. industry experience at GILLIG J. Roecker Sr. Technical Specialist BSEE 10 yrs. Industry experience at Boeing and GILLIG J. Ruiz BOM Analyst High School 7 yrs. Industry experience J. Seei Configurator Specialist HS 28 yrs. experience at GILLIG J. Solis Electrical Engineer BS Mechatronic
Engineering 1 yr. industry experience at GILLIG
J. Turner Sr. Electrical Engineer I BSEE 9 yrs. industry exp at GILLIG K. Kung Electrical Engineer II BSEE 14 yrs. industry experience at New Logic Research, Elma Electronics, Novate Solutions, and GILLIG.

K. Lynch BOM Specialist High School 25 yrs. GILLIG experience K. Nguyen Product Validation Engineer BSME 5 Yrs. Industry experience, UniTrans & GILLIG K. Olson Electrical Engineer II BSME 4 Yrs. Industry experience, Smiths Group & Gillig K. Patel Sr. Systems Engineer I EE, MSEE, EVE Cert
15 Yrs experience in Automotive Engineering at Denso
(Toyota), Chrysler, Pandora, Cruise, Waymo (Google) &
Gillig

ENGINEERING ORGANIZATION

11-2023 CONFIDENTIAL
L. Kramer Associate Mechanical
Engineer BSME 5 months industry experience at GILLIG
L. Nguyen Sr. Electrical Engineer II BSEE 17 yrs. industry experience at Panasonic Automotive & GILLIG
L. Perez Mechanical Engineer I BSME
M. Janov Sr. Electrical Engineer I BSCmpE 7 yrs. industry experience at Fetch Robotics, NASA Langley, SpaceX, & GILLIG
M. Mohammedkair Sr. Electrical Engineer I BSEE
15 yrs. industry experience at SUDAN Oil and Gas,

HUAWEI TECH, HAMADA ENGINEERING, IDEAL

ENERGY SOLAR COMP, GILLIG
M. Ortega Electrical Engineer I BSEE 4 yrs. industry experience at GILLIG M. Rands BOM Specialist H.S. 10 yrs. industry experience at GILLIG M. Shaieb Sr. Mechanical Engineer I BSME 42 yrs. industry experience at BAE Systems & GILLIG N. Clopton Sr. Mechanical Engineer II BSME 15 yrs. industry experience Parker Hannifin and GILLIG
N. Abubeker Sr. Electrical Engineer I BSEE, MSIME,
6Sigma Green Belt
13 yrs. Industry experience at General Motors, Ford, Tesla and GILLIG.

P. Orr Mechanical Engineer I BSME 2 yrs Industry experience at Haas Automation and GILLIG P. Wong Mechanical Engineer II
P. Zimmerman Production Support Specialist 29 yrs. industry experience at GILLIG R. Brar Sr. Mechanical Engineer II MS Aerospace
Engineering
15 yrs. industry experience- Int’l Cars & Motors, Heil Trailer & GILLIG
R. Leung Electrical Engineer II BSEE, MBA 4 yrs. industry experience at Entegris, Motiv Power Systems & GILLIG
S. Bhullar Electrical Engineer BSAppPhys 1 yr experience with UCI FSAE S. Mohamed Sr. Electrical Engineer I BSEE 12 yrs experience (PWR sys, Construction, Automation designing) 1yr at GILLIG
S. Romero Assoc. Mechanical Engineer BSME 1yr experience at GILLIG S. Shivakumar Electrical Engineer I BSME 1 yr experience with Rivian Automotive & GILLIG T. Doom Mechanical Engineer 2 BSME 9 yrs. Experience at Aisin, B & H Labeling & GILLIG T. Gilbert Sr. Product validation
Engineer BSEE/MSEE 8Yrs. Industry Experience, Space Systems/Loral, Brava & GILLIG
T. Jones CAD Specialist AA Mechanical 18 yrs. industry experience NABI & GILLIG T. Kadiani Sr. Systems Engineer I MS Automotive
Engineering 15 yrs. experience at Tesla, Proterra & Tata

ENGINEERING ORGANIZATION

11-2023 CONFIDENTIAL
T. Nguyen Electrical Engineer I BSEE 3.5 yrs. industry experience at EBMUD, Teledyne RISI, and GILLIG
T. Talavera BOM Analyst College/USCG 5 yrs. Industry experience V. Ng Mechanical Engineer I BSME 4 yrs. industry experience at GILLIG V. Vo Production Support Specialist College 16 yrs. industry experience at GILLIG W. Nairn Production Support Lead College/USMC 25 yrs. industry experience at GILLIG M. Perrin Mechanical Engineer II BSME 2 yrs. Engineering Experience at Dimaag with 10+ yrs. hands on experience
Arash PJ Lead FEA Engineer
BS-Aerospace Eng
MS-Aerospace Eng
MS-Materials Sci &
Eng
PhD-Mechanical Eng
10 years: Sigma / LSU, CeRoM, NSF-CISIA / GILLIG
M Guo Sr. Validation Engineer

MSME, MS -
Computer
Engineering
23 yrs industry experience including Chrysler, Caterpillar, Cummins, Rivian, and GILLIG
T Hornbeck Associate Electrical Engineer BSEE
BA Mathematics 4 months industry experience at GILLIG.

CNG A Natural Alternative
GILLIG Compressed Natural Gas (CNG) Buses
The GILLIG CNG bus is a combination of the latest CNG
technology and GILLIG’s well-known reliability, safety, and efficiency. The proven design of our CNG bus recorded the highest reliability and the best fuel economy of any CNG bus tested at the Altoona Bus Research and Testing Center.

The maintenance-friendly design incorporates an integrated fuel-management panel and easily serviceable components.

The Cummins L9N engine provides near-zero emissions for the cleanest CNG bus in the industry.

Our CNG is available in 29’ , 35’ , and 40’ lengths with optional BRT, BRT Plus, and Low Floor Plus styling.

Low Floor Plus
BRT
BRT Plus
AltoonaTested!
451 Discovery Drive, Livermore, CA 94551 | www.GILLIG.com

LOW FLOOR CNG

FEATURES AND BENEFITS
Cummins L9 Engine
• Certified to California Air Resources Board and Environmental Protection Agency Optional Low NOx emissions standards of 0.02ghr • Maintenance-free aftertreatment system (Three-Way Catalyst) • Capable of CNG or Renewable Natural Gas
• Carbon negative when using Renewable Natural Gas (Waste Water Sludge/Landfill Gas)
• 80% parts commonality with Cummins L9 diesel
• Backed by Cummins Sales and Service Network
Specifications and features are for reference only and subject to change without notice or obligation.

Bus Length - Low Floor 29’ 35’ 40’
Maximum Seating 28 34 42
Maximum Height 133” 133” 133”
Outside Turning Radius 30’ 37’ 44’
Maximum Fuel Capacity 20,100 scf 20,100 scf 20,100 scf
GVWR (lbs.) 35,000 41,600 41,600
Maintenance-Friendly Mounting Locations
for CNG Serviceable System Components
Integrated CNG Fuel Management Panel
451 Discovery Drive, Livermore, CA 94551 | www.GILLIG.com CUMMINS L9N ENGINE
GILLIG utilizes the Cummins Westport
L9N CNG engine in the 29’, 35’ and 40’
Low Floor buses. The engine utilizes a
single, high- capacity Electronic Control
Module (ECM) which provides fully
integrated control over the engine and
aftertreatment system, for optimized
performance and improved engine lamp
strategy.

The proposed engine is certified to EPA
and California ARP Optional Low NOx
standards. Cummins has committed to
meeting future requirements during the
contract period.

The U.S. Environmental Protection
Agency (EPA) regulations call for the
addition of On-Board Diagnostics (OBD)
for on-highway CNG engines. The OBD
system continuously monitors the engine
and aftertreatment system, recognizing
the potential for an out -of-range event
and thus providing a real-time alert of the
entire emissions control system.

GILLIG works extensively with the engine
manufacturers and vibration control
system suppliers to develop “best
practices” for engine isolation and
mounting. Every engineering design is
specifically tailored to address each
individual engine installation. GILLIG
engineers, using testing data collected by
our engine suppliers, eval uate isolation
mounts based on both velocity and
accelerations of the drive train on a
frequency analysis. We carefully look at
both transmissibility and resultant
vibration in the coach at the driver's floor,
middle floor and rear floor. Based on the
analysis, GILLIG has selected to use
Metalastic mountings at the flywheel
housing and at the pad mount under the
accessory drive.

The straightforward design of the Low
Floor bus allows for easy removal of the
engine and transmission by 1 or 2
maintenance people. The removal of
either the engine and/or transmission
should only be required for major
overhaul. Due to the accessibility
provided in the Low Floor, all other repair
work can be accomplished with the
components in the bus.

CUMMINS L9N ENGINE

CUMMINS L9N ENGINE
Source: Cummins

Source: Cummins

MOVE TO
ZERO
Setting new standards for
performance and reliability
with near-zero emissions.
381017_CUMMINS_5411036.indd 3 2/27/18 6:45 AM
The Cummins Westport L9N natural gas engine
is the next evolution of the industry-leading ISL G.

It sets a new standard for performance and reliability
while offering near-zero emissions. Leveraging
the experience gained from over 80,000 Cummins
Westport engines in service, the L9N delivers product
improvements and emissions leadership that bus and
truck customers can count on.

The L9N is available as a first-fit option from
leading bus and truck manufacturers for a variety
of applications such as urban transit, vocational and
medium-duty truck and tractor, and shuttle and
school bus.

Near-Zero Emissions
The L9N is certified to the California Air Resources
Board (ARB) and Environmental Protection Agency
(EPA) Optional Low NOx emissions standard of

0.02 g/bhp-hr — 90% lower than current emissions
standards. It also meets the 2017 EPA greenhouse
gas (GHG) emission requirements. Cummins Westport
natural gas engines have met the 2010 EPA standard
for particulate matter (0.01 g/bhp-hr) since 2001.

Natural gas is a low-carbon, domestically abundant
fuel source. All Cummins Westport Inc. engines offer
customers the choice of using compressed natural
gas (CNG), liquefied natural gas (LNG) or renewable
natural gas (RNG) as a fuel. RNG is pipeline-quality
natural gas produced from the decomposition of
organic wastes, which can come from a variety of
sources such as dairy farm waste, landfills and urban
waste treatment plants. Using RNG to fuel Cummins
Westport ultra low emission engines provides
additional and significant GHG reductions.

Learn more with the Cummins Westport GHG
Emissions calculator at cwiplaybook.com.

Next Generation Natural Gas Technology
Cummins Westport natural gas engines feature
spark-ignited stoichiometric combustion with
cooled exhaust gas recirculation. They use a simple
maintenance-free Three-Way Catalyst (TWC) for
consistent emissions control. Beginning in 2018,
Cummins Westport natural gas engines include a new
Engine Control Module (ECM), On-Board Diagnostics
(OBD) capability, an enhanced TWC and a closed
crankcase ventilation system.

THE L9N.

MOVE TO ZERO.

Introducing the next
generation of low-emission
engine technology.
381017_CUMMINS_5411036.indd 4 2/27/18 6:45 AM
L9N Truck < 66,000 lbs (29,937 kg) GCVW
Maintenance Item^ Distance Hours Months
Oil and Filter* 15,000 mi (24,000 km) 500 6
Fuel Filter 30,000 mi (48,000 km) 1,000 9
Coolant Filter 15,000 mi (24,000 km) 500 6
Closed Crankcase Ventilation Filter 60,000 mi (96,000 km) 2,000 18 Spark Plugs 45,000 mi (72,000 km) 1,500 12
Cooling System Flush 60,000 mi (96,000 km) 2,000 18 Overhead Set Adjustment** 60,000 mi (96,000 km) 2,000 18 Ignition Coil Extension 300,000 mi (480,000 km) 10,000 5 yrs Air Cleaner / Element Follow manufacturer’s published recommendations Consult your Owners or Operation and Maintenance manual for the complete daily and routine maintenance schedule.

L9N Urban Transit Bus and Refuse Truck
Maintenance Item^ Distance Hours Months
Oil and Filter* 7,500 mi (12,000 km) 500 6
Fuel Filter 15,000 mi (24,000 km) 1,000 9
Coolant Filter 7,500 mi (12,000 km) 500 6
Closed Crankcase Ventilation Filter 30,000 mi (48,000 km) 2,000 18 Spark Plugs 22,500 mi (36,000 km) 1,500 12
Cooling System Flush 30,000 mi (48,000 km) 2,000 18 Overhead Set Adjustment** 30,000 mi (48,000 km) 2,000 18 Ignition Coil Extension 150,000 mi (240,000 km) 10,000 5 yrs Air Cleaner / Element Follow manufacturer’s published recommendations Consult your Owners or Operation and Maintenance manual for the complete daily and routine maintenance schedule. ^Based on a duty cycle of 30 mph / 48 kph average speed. Distance intervals may decrease based on average speed. *Requires Natural Gas Engine Oil
**Initial overhead set adjustment at 1,000 hours.
^Based on duty cycle of 15 mph / 24 kph average speed. Distance intervals may decrease based on average speed. *Requires Natural Gas Engine Oil
**Initial overhead set adjustment at 1,000 hours.

Maintenance
381017_CUMMINS_5411036.indd 5 2/27/18 6:45 AM
Truck & Refuse
Engine Model
Advert
ised hp (kW) @ rpm
Peak T
orque lb-ft (N-m) @ rpm
Governed Speed
L9N 250
250 (186) @ 2200
730 (990) @ 1300
2200 rpm
L9N 260
260 (194) @ 2200
660 (895) @1300
2200 rpm
L9N 280
280 (209) @ 2000
900 (1220) @ 1300
2200 rpm
L9N 300
300 (224) @ 2100
860 (1166) @ 1300
2200 rpm
L9N 320
320 (239) @ 2000
1000 (1356) @ 1300
2200 rpm
School
& Shuttle Bus
Engine Model
Advert
ised hp (kW) @ rpm
Peak T
orque lb-ft (N-m) @ rpm
Governed Speed
L9N 250
250 (186) @ 2200
730 (990) @ 1300
2200 rpm
L9N 260
260 (194) @ 2200
660 (895) @1300
2200 rpm
L9N 280
280 (209) @ 2000
900 (1220) @ 1300
2200 rpm
L9N 300
300 (224) @ 2100
860 (1166) @ 1300
2200 rpm
T
ransit Bus
Engine Model
Advert
ised hp (kW) @ rpm
Peak T
orque lb-ft (N-m) @ rpm
Governed Speed
L9N 280
280 (209) @ 2000
900 (1220) @ 1300
2200 rpm
L9N 320
320 (239) @ 2000
1000 (1356) @ 1300
2200 rpm
L9N Ratings
Torque Curves
1050
1000
950
900
850
800
750
700
650
600
550
600 800 1000 1200 1400 1600 1800 2000 2200 2400
Engine Speed (RPM)
Engine Torque (LB-FT)
L9N 250 / 730
L9N 260 / 660
L9N 280 / 900
L9N 300 / 860
L9N 320 / 1000
381017_CUMMINS_5411036.indd 6 2/27/18 6:45 AM
New Engine Control Module (ECM)
The ECM provides full monitoring and control of the
engine sensors, and the fuel and ignition systems.

Cummins Westport 2018 engines feature a new ECM,
Model CM2380, which offers faster processing to
support heavy duty OBD requirements (500K baud
rate). It is also telematics capable, and provides
improved diagnostics and durability.

On-Board Diagnostics (OBD)
The OBD system continuously monitors the engine
and after-treatment system. It gives the vehicle owner
or repair technician electronic access to the status of various vehicle subsystems for diagnostic purposes.

A Malfunction Indicator Lamp (MIL) is connected
to the OBD system and is located on the vehicle’s
instrument panel. If the OBD system detects a
malfunction related to the emissions control system,
the MIL will come on and alert the operator.

The engine will continue to operate normally
until a diagnosis is made.

Closed Crankcase Ventilation (CCV) system
A CCV system reduces engine emissions by capturing
crankcase emissions and rerouting these gases
back to the engine. This results in more complete
combustion and lower emissions.

Enhanced Three-Way Catalyst (TWC)
TWCs are effective, simple, passive devices. They
provide consistent emissions control performance,
are maintenance-free and can be mounted vertically
or horizontally on the vehicle. Cummins Westport
engines don’t require active aftertreatment such as a
diesel particulate filter or selective catalytic reduction.

Engine Features & Enhancements
High-Energy Ignition System
New ignition control module − provides better
performance and improved spark plug and coil
durability, plus self-diagnostics.

Control System
Full drive-by-wire ECM provides full monitoring and
control of engine sensors, fuel system and ignition
system. Full interface capability to Cummins INSITE™
and diagnostic service tools.

Electronic Features
– Road-speed governing
– Accelerator interlock
– SAE J1587/J1939
– Power Take-Off (PTO) control
– Cruise control
– Engine protection system
Wastegate Turbocharger
Water-cooled bearing housing for durability.

Electronic control for precise air handling.

NOx Emission 0.02 g / bhp-hr. (90% below EPA)
Maximum Horsepower 320 HP | 239 kW
Peak Torque 1,000 LB-FT | 1,356 Nm
Governed Speed 2200 RPM
Type 4-cycle, spark-ignited, in-line
6-cylinder, turbocharged, CAC
Engine Displacement 540 CU IN | 8.9 LITERS
Number of Cylinders 6
Operating Cycles 4
Net Weight (dry) 1,625 lb | 737 KG
Fuel Type CNG / LNG / RNG
Aftertreatment Three-Way Catalyst
Specifications
381017_CUMMINS_5411036.indd 1 2/27/18 6:45 AM
Base Warranty
Cummins Westport engines feature the same factory
base warranty coverage as Cummins d
iesel engines.

For transit and shuttle bus engines, a standard
2-year, unlimited-miles/kilometers warranty with full
parts and labor coverage on warrantable failures*
applies. For school bus engines, standard coverage
is 5 years/100,000 miles (160,934 km), whichever
comes first. For truck customers, full engine coverage
is provided for 2 years/250,000 miles (402,336 km),
whichever comes first. Major components coverage is
also available – contact your local Cummins distributor or Cummins Westport representative for details.
*Covers defects in Cummins materials or factory workmanship Extended Coverage
Cummins Westport Inc. also offers a variety of extended coverage plans to meet every customer’s need. For
full extended coverage plan details, contact your local Cummins distributor or Cummins Westport representative.

Better Customer Care
Cummins Westport-powered vehicles are supported
by the Cummins service network, the largest and
most capable in North America. Cummins-authorized
technicians are fully trained on Cummins Westport
natural gas engines, with ready access to Cummins
parts and warranty support. For questions regarding
your Cummins Westport engine or for assistance in
finding a repair facility in the United States or Canada, call Cummins Care at 1-800-CUMMINS™
(1-800-286-6467).

Cummins Westport – The Natural Choice
Cummins Westport designs, engineers and markets
6- to 12-liter spark-ignited natural gas engines for
commercial transportation applications such as trucks
and buses. Our natural gas engines are manufactured
by Cummins, and are available from leading truck and
bus manufacturers.

Natural Gas Playbook
To learn more about how to incorporate natural gas
engines into your fleet, visit our Natural Gas Playbook website. We’ll guide you through what you need to
know to ensure a successful implementation and
operation of your natural gas engines.
cwiplaybook.com
Bulletin 5411036 Printed in U.S.A. 2/18 ©2018 Cummins Westport Inc. cumminswestport.com 381017_CUMMINS_5411036.indd 2 2/27/18 2:59 PM

ENGINE OIL SYSTEM

Oil Filter
All L9 engines are furnished by Cummins with a full flow engine oil filter mounted under the filter head, just below the oil cooler on the street side of the bus. These full flow filters include a higher filtration bypass section. This spin on filter is made by Fleetguard, a division of Cummins and contains an internal venture that provides filter bypass oil flow through a stacked disc section of the filter. The oil, supplied to the engine by the oil pump, passes through the full flow filter before reaching the various moving parts of the engine.

Oil Sampling
The optional Probalyzer ™ brass mini-gauge sampling valve allows for easy engine oil sampling without shutting down the unit. Sampling with the Probalyzer plug requires the compatible Probalyzer I cap, which screws onto standard 4-ounce sample bottles, or the Probalyzer II Bottle, which is a self-contained sampling bottle.

ELECTRIC STARTER

The starting system includes the batteries, starter motor, starter solenoid, starter control relay, rotary ignition switch and other circuit breakers, switches and wiring.

When the starter circuit is energized, the solenoid operates the shift lever to move the pinion into mesh with the flywheel ring gear. At the end of the solenoid travel, the solenoid makes electrical contact to complete the circuit for the starter motor. The motor then cranks the engine. The pinion remains engaged until the starter solenoid circuit is interrupted. If the pinion fails to engage the ring gear, the motor will not be energized, thus preventing damage to the pinion and gear teeth.

When the engine starts, the pinion overrunning clutch protects the armature from excessive speed until the switch is opened, at which time the return spring cause the pinion to disengage.

After the engine has started, the engine ECM will disable the starter circuit to prevent the starter from being engaged again, which precludes damage to the starter from engagement with the rotating flywheel ring gear.

The electrical starter motor is a heavy duty, solenoid operated unit. The armature shaft is supported in sintered bronze bushings in three places: the commutator end frame, the shift lever housing and the nose housing. O-ring seals are used between the commutator end frame and the field frame and between the shift lever housing and the field frame. A spring-loaded lip-type oil seal, together with an O-ring seal in the shift lever housing and a boot over the solenoid plunger prevent entry of oil into the armature, field coils and the solenoid case.

To prevent overheating and possible damage, the starter motor is equipped with an overcrank protection system. A thermostatically controlled mechanical circuit breaker is installed adjacent to the starter brush ground lead. The breaker connects to the starter magnetic switch. When the starter reaches the danger point, the circuit breaker opens, interrupting the ground circuit to the starter magnetic switch and de- energizing the solenoid. When the motor cools to a safe operating temperature, the circuit breaker automatically resets, allowing the starter to operate again.

ENGINE COOLING
The heat generated by the engine is dissipated by a coolant solution that is circulated under pressure within the cooling system. The cooling system includes the pump, radiator, surge tank, engine thermostat and the piping to connect the components.

The recovery tank allows routine maintenance of coolant levels. The thermostat is located in the thermostat housing on the engine. When a cold engine is started or when the coolant temperature is below operating temperature, the coolant flow to the radiator is blocked or restricted by the thermostat. A bypass provides coolant circulation within the engine during the warm -up period. Coolant from the engine pump is circulated through the transmission fluid cooler to absorb heat from the transmission fluid.

The cooling module assembly consists of the engine coolant radiator and the charge air cooler, which receives hot air from the engine turbocharger and cools it before it returns to the engine. The cooling module assembly is mounted on chassis outriggers at the left rear corner of the bus in the engine compartment. Rubber vibration mounts isolate the cooling module assembly from chassis vibrations. Hot coolant enters the radiator through the upper piping, circulates through the core, and returns to the engine through the lower piping. The EMP cooling system uses four electric fans to push air through the radiator and over the engine for cooling.

ENGINE COOLING

Surge Tank and Recovery Tank
The cooling system is filled through the surge tank. A pressure cap at the surge tank maintains pressure within the cooling system.

The surge tank is attached to the coolant recovery tank and mounted in the left rear corner of the engine compartment separately from the cooling module assembly. The surge tank has one sight glass and the recovery tank has two sight glasses.

The automatic pressure relief cap releases excess pressure when the system heats up and allows coolant back into the surge tank without air when the system cools down. The manual pressure relief valve allows for safe relief of system pressure to perform maintenance or system inspections.

Cummins Inc.
500 Jackson St.

Columbus Indiana
812 -341 -8808
[email protected]
January 23rd, 2023

To Whom It May Concern,
Cummins is excited to continue collaborating with transit OEMs to offer a lineup of powertrain offerings to transit agencies. We recognize many of our customers may have questions about our plan to meet changing EPA and CARB requirements, and we look forward to announcing a complete lineup of products designed to meet these emissions standards sometime in early 2023.

Our mission of powering a more prosperous world through our Destination Zero strategy guides everything we do. We are focused on achieving real-world NOx and greenhouse gas reductions and have designed our product plan to serve our customers’ needs and meet those goals, as well as regulatory requirements.

In 2026, we will launch an exciting new mid-bore 10-liter diesel powertrain that will meet 2024 CARB Low NOx standards and EPA’s upcoming 2027 Low NOx standards. This engine will replace our current L9 Heavy-Duty diesel offering for the transit market. We are confident that focusing our attention on next generation products will provide the most benefit for the environment and our customers, while reducing the total quantity of integrations required of our OEM customers throughout the decade.

It is recommended that you work with your OEM counterparts to understand engines that will be available as we move forward. The table below is intended to provide clarity on what will be offered per 2024 regulatory requirements:

Engine Model 2024 2025 2026 Comments
10-LT Diesel X New transit diesel engine to replace L9 L9 Diesel X X L9 Diesel to end production Dec. 31, 2025 L9 Natural Gas X X X
B6.7 Diesel X X X
B6.7 Hybrid X X X
B6.7 Natural Gas X X X

Sincerely,

Francisco Lagunas
General Manager - North America Bus

AIR SYSTEM
The compressed air system operates the service brakes, emergency/parking brakes, suspension system, passenger door and the driver’s seat. The basic air system is composed of an air compressor, air governor, air dryer, air reservoir tanks, overpressure (relief) and check valves, and the tubing, hoses and fittings necessary to connect all the components.

The air compressor is flange mounted to the curbside of the engine and is coupling driven.

The air compressor is accessible through the rear engine door. Inlet air, oil lubrication, and coolant are supplied from the engine. The flow of air is controlled by an air governor mounted to the curbside A/C compressor outrigger.

The Cummins 30.4 air compressor provides and maintains air under pressure to operate devices in the air brake and auxiliary air systems of the bus. It consists of two major subassemblies: the cylinder head and the crankcase/cylinder block. The cylinder hea d contains the inlet, discharge, and unloader valving, as well as an integral relief valve. The cylinder head is mounted on the crankcase/ cylinder block. The crankcase/ cylinder block contains the cylinder bores, pistons, bearings, crankshaft, governor port, and connecting rods.

The air compressor provides compressed air through a braided stainless steel hoses, in order to dissipate heat, to the ping tank where the pulses form the air compressor are absorbed, providing smoother and quieter operation. The air dryer removes moisture from the compressed air. Accumulated moisture is regularly expelled from the air dryer onto the ground beneath the bus and will account for the occasional air discharge heard.

The compressed air fills the air tanks.

The SKF-2000 air governor, operating in conjunction with the air compressor unloading mechanism, automatically controls air pressure in the air brake or air supply system between the predetermined maximum and minimum pressures. The air compressor runs continuously while the engine runs, but actual compression of air into the vehicle air system is controlled by the governor which stops or starts compression when the maximum or minimum reservoir pressures are reached.

AIR SYSTEM
The air dryer and the wet tank also have a relief valve to prevent overpressure should the air governor fail. Dry air is delivered to the wet tank reservoir and from there, compressed air is supplied to the other three air reservoir tank. The four air reservoirs are located in a ceiling compartment in the front section of the bus.

There are two tanks, each partitioned into two separate reservoirs, providing four separate reservoirs. These tanks are, in order of priority, the wet tank, primary tank, secondary tank and accessory tank. The primary and secondary tanks supply the rear and front brakes, respectively. Air from the accessory supply tank operates the suspension system, the passenger doors and the driver’s seat. The air reservoirs also serve to cool the air and condense water and oil vapors out of the compressed air. Most of this condensation takes place in the air dryer and the wet supply reservoir. The GILLIG air system is FMVSS 121 compliant.

Each reservoir has a check valve at the supply port to maintain pressure in that tank if other reservoirs or air lines were to leak. Each tank is fitted with a standard manual drain valve. GILLIG Low Floors incorporate these drain valves inside the battery compartment door at the front, driver’s side of the bus. The drain lines discharge at street level below the floor of the bus.

EXHAUST SYSTEM

The exhaust system is made up of the engine exhaust manifold, a turbocharger, a muffler assembly which includes a catalytic converter, and a tail pipe.

Figure 3-34, Exhaust
System

EXHAUST SYSTEM

Hot exhaust gases from the exhaust manifold are directed to the turbocharger. The pressurized exhaust gases rotate a turbine wheel at one end of the turbine shaft, which compresses intake air going to the cylinders for more efficient combustion.

Diesel Particulate Filter (DPF)
The particulate filter helps the bus meet the current air-quality requirements by removing particulate matter (soot) from diesel engine exhaust. The DPF is an active particulate filter, which monitors exhaust system backpressure which automatically “regenerates” by burning off the collected particulate matter. When backpressure reaches a certain pre- programmed level, the engine computer will increase the exhaust temperature and the particulate filter will go into an active regeneration mode.

Diesel Exhaust Fluid (DEF)
The bus carries a tank of diesel exhaust fluid (DEF) which is mounted on a chassis outrigger on the rear curbside of the bus and can be filled through a filter door behind the rear wheel. The tank and associated pipping are accessible through the rear curbside access panel. DEF consumption will vary depending on the engine load.

Selective Catalytic Reduction (SCR)

EXHAUST SYSTEM
Selective Catalytic Reduction (SCR) is an exhaust after treatment system that significantly reduces the amount of oxides of nitrogen (NOx) emitted from the exhaust.

The DEF is injected into the decomposition chamber by the dosing module. When the DEF mixes with the hot exhaust, ammonia is released. The exhaust/ammonia mixture passes through the SCR catalyst, where the oxides of nitrogen are turned into nitrogen and water.

Flexible Exhaust Bellows
A flexible exhaust bellows absorbs vibration and thermal expansion that would otherwise cause exhaust system components to shake off or break.

Exhaust Diffuser
To redirect and diffuse the heat generated through the emissions system, all GILLIG buses are equipped with an exhaust diffuser.

On-board Diagnostics
The Cummins engine features On- Board Diagnostics (OBD). On-Board Diagnostics are designed to monitor the performance of the vehicle’s emission system to help detect issues, recognize faults and ensure optimal performance. The OBD system continuously monitors the engine and after -treatment system, recognizing the potential for an out -of- range event, thus providing a real -time alert of the entire emission control system. The OBD test port is located under the left dash panel, left of the steering wheel.

EXHAUST SYSTEM

UNITED STATES ENVIRONMENTAL PROTECTION AGENCY
2024 MODEL YEAR

CERTIFICATE OF CONFORMITY

WITH THE CLEAN AIR ACT

OFFICE OF TRANSPORTATION

AND AIR QUALITY
ANN ARBOR, MICHIGAN 48105
Certificate Issued To: GILLIG LLC
(U.S. Manufacturer or Importer)
Certificate Number: RGLG2VOCVHHD-002
Effective Date:
05/23/2023
Expiration Date:
12/31/2024

_________________________
Byron J. Bunker, Division Director
Compliance Division
Issue Date:
05/23/2023
Revision Date:

N/A
Model Year: 2024
Vehicle Family: RGLG2VOCVHHD
Vehicle Regulatory Sub-category: Transit and other bus
Averaging Set: Transit and Other bus
CO2 Emission Standard (g CO2/ton-mile): 300
Highest Projected CO2 Family Emission Limit (g/ton-mile): 330 Lowest Projected CO2 Family Emission Limit (g/ton-mile): 283 Pursuant to Section 206 of the Clean Air Act (42 U.S.C. section 7525), 40 CFR Part 1037 and subject to the terms and conditions prescribed in those provisions, this certificate of conformity is hereby issued with respect to the test vehicle which represents the vehicle family, and is subject to the terms and conditions prescribed in those provisions. This certificate of conformity covers only those new motor vehicles which conform in all material respects to the design specifications that applied to those vehicles described in the documentation required by 40 CFR Part 1037 and which are produced during the model year stated on this certificate of the said manufacturer, as defined in 40 CFR Part 1037.

This certificate of conformity is conditional upon compliance of said manufacturer with the averaging, banking and trading provisions of 40 CFR Part 1037, Subpart H. Failure to comply with these provisions may render this certificate void ab initio.

It is a term of this certificate that the manufacturer shall consent to all inspections described in 40 CFR 1068 and authorized in a warrant or court order. Failure to comply with the requirements of such a warrant or court order may lead to revocation or suspension of this certificate for reasons specified in 40 CFR Part 1068. It is also a term of this certificate that this certificate may be revoked or suspended or rendered void ab initio for other reasons specified in 40 CFR Part 1068.

This certificate does not cover vehicles sold, offered for sale, or introduced, or delivered for introduction, into commerce in the U.S. prior to the effective date of the certificate.

ALLISON TRANSMISSION
GILLIG utilizes Allison Transmission as our primary & preferred vendor for our DIESEL, CNG, and HYBRID 29’, 35’, and 40’ Low Floor buses. This transmission has a track record of proven reliability and durability, built to last, and require minimal servicing. This leads to lower maintenance costs, as well as more time on the road. This transmission is perfectly suited for the heavy duty start-stop cycle of city and transit busses. With their automatic gear shifting, precision calibrated prognostics, and available retarder benefits, Allison Transmission has established themselves as a wor ld leader in the market.

The proposed transmission m eets all applicable Federal EPA & FMVSS requirements currently in effect and Allison has com mitted to meeting future r equirements during the contract period.

The straightforward design of the Low Floor bus allows for easy removal of the engine and transmission by 1 or 2 m aintenance people. The rem oval of either the engine &/or transmission should only be required for major overhaul. Due to the ac cessibility provided in the Low Floor, all other repair work can be acc omplished with the components in the bus.

Bus Series™
The World’s Leading
Bus Transmission Series
Around The Corner And Around The Globe
Allison Bus Series™ Models Are Now Available
With FuelSense® and xFE Technology
More Fuel Efficient With xFE
We’ve designed our transmission models with xFE to lock up at lower speeds specifically for the constant shifting and lower average speeds of city and transit buses. This means lock up happens significantly earlier and buses run longer where they are most efficient, improving fuel economy by up to seven percent in xFE-equipped vehicles 1.

This seven percent improvement in fuel economy is in addition to the already greater efficiency created by Allison’s FuelSense® technology, a unique package of software and electronic controls that supports an advanced array of features. The combination of these packages provides a substantial fuel economy advantage.

Making Natural Gas
More Efficient
Allison Automatics are perfectly suited to natural gas engines in the heavy start-stop cycle of city and transit buses. The inherent benefits of Allison’s Continuous Power Technology™, featuring full-power shifts and a patented torque converter, realize the best performance and most efficient use of fuel from buses. Natural gas engines are more responsive when joined to an Allison Automatic.

Proven Dependable
And Efficient Hybrid Systems
The Allison Hybrid EP system dramatically reduces both diesel fuel consumption and CO2 emissions. An Allison Hybrid System improves fuel consumption up to 25 percent over a typical bus 2. Additionally, its regenerative braking capability can significantly extend the brake change interval by as much as 350 percent.

Proven Realiability
And Durability
Allison fully automatic transmissions are built to last and require minimal service—meaning not only lower maintenance costs, but also more time on the road. Our commercial-duty automatic transmissions are designed for durability to handle the frequent starts, stops and high mileage demands that buses place on components.

Features
FuelSense® 2.0 presents new and upgraded FuelSense ® features to provide even more precise balancing of fuel economy and performance:

DynActive™ Shifting—This new innovative shift scheduling uses an algorithm to choose the most efficient shift point, based on your specifications, vehicle and environmental parameters. Older shifting technologies use shift schedules with fixed shift points.

Neutral at Stop—This feature trims fuel consumption and emissions by reducing or eliminating the load on the engine when the vehicle is stopped. There are two versions of Neutral at Stop:
• Standard – Provides partial (first-level) neutral at stop. • Premium – Provides full neutral at stop and a new, low-speed coasting capability.

Both versions lock the output while stopped to prevent rollback.

Acceleration Rate Management—A feature that mitigates aggressive driving by automatically controlling engine torque. Newly updated, in addition to five levels of control, it provides more precision by limiting vehicle acceleration to a customized calibrated rate.
1 Available in FuelSense ® 2.0 Max only. 2 Results can vary depending on the duty-cycles. with DynActive™ Shifting
B 210, B 220, B 295 B 300, B 400,
B 3400 xFE
B 500
Our commitment to understand and satisfy your needs drives us to constantly analyze, refine and improve our products and their features. Nothing else delivers the durability, productivity and fuel economy of an Allison fully automatic transmission.

When it comes to transit and charter bus applications, Allison Bus Series™ transmissions help keep your vehicles and your business on schedule with maximum efficiency, improved
vehicle performance, safer driver operation and better
passenger comfort.

Driven To Exceed
The Power Of The
Torque Converter
Allison’s torque converter smoothly multiplies engine torque, delivering more power to the wheels. By multiplying the engine power, drivers get increased performance, faster acceleration and greater operational flexibility. An Allison Automatic eliminates power interrupts so you can accomplish more, even with a smaller engine.

Increased Safety
Since gear shifting is automatic, drivers are better able to concentrate on the task at hand… getting riders safely to the next stop.

Comprehensive Coverage
All Allison Bus Series ™ models offer comprehensive coverage with 100% parts and labor.

Coverage may vary by model and application. Contact your local Allison representative for details.

Easy Maintenance
A fully automatic transmission from Allison, a trusted brand around the world, is the best way to keep your fleet on the road while reducing total cost of ownership. With extended periods between scheduled maintenance and a proven track record of reliability, Allison puts you in control of your fleet and your budget.

Prognostics
Calibrated to the vehicle’s particular operating requirements, Allison prognostics monitor various operating parameters to determine and alert when service is due. This eliminates unnecessary oil and filter changes and provides maximum transmission protection.

Retarder Benefits
Allison’s integral hydraulic retarder complements and enhances vehicle service brake performance. It reduces braking distance, while offering full integration with the Anti-Lock Braking System, Engine Braking Systems and cruise control systems. In stop-and-go driving, the transmission retarder may be automatically activated at various levels, each time the vehicle brakes are in use, extending service brake life.

Secondary Shift
Schedule
Allows driver to select between two pre-programmed shift patterns, quickly and easily, to match driving conditions.

Direction
Change Enabled
Prohibits shifts from Neutral to Drive or Reverse without first pressing a dash switch or applying the service brakes.

Auxiliary Function
Range Inhibit
Will not allow transmission to shift into forward or reverse unless the service brakes are applied.

GEAR RATIOS – TORQUE CONVERTER MULTIPLICATION NOT INCLUDED

MODEL FIRST SECOND THIRD FOURTH FIFTH SIXTH SEVENTH REVERSE B 210 3.10:1 1.81:1 1.41:1 1.00:1 0.71:1 0.61:1 — -4.49:1 B 220 3.10:1 1.81:1 1.41:1 1.00:1 0.71:1 0.61:1 — -4.49:1 B 295 3.49:1 1.86:1 1.41:1 1.00:1 0.75:1 — — -5.03:1
B 300 3.49:1 1.86:1 1.41:1 1.00:1 0.75:1 0.65:1 — -5.03:1 B 400 3.49:1 1.86:1 1.41:1 1.00:1 0.75:1 0.65:1 — -5.03:1 B 3400 xFE 3.49:1 2.03:1 1.47:1 1.00:1 0.69:1 0.59:1 — -3.80:1 B 500 3.51:1 1.91:1 1.43:1 1.00:1 0.74:1 0.64:1 — -4.80:1

ENGINE SPEEDS
MODEL

FULL LOAD

GOVERNED
SPEED
Min-Max (rpm)

IDLE SPEED

IN DRIVE
Min-Max
(rpm)
OUTPUT
SHAFT
SPEED
(rpm)
B 210/220 2200-3800 500-820 4500
B 295 2200-5000 500-820 5000
B 300/400 1950-2800 500-800 36001
B 3400 xFE 1950-2800 500-800 36001
B 500 1700-2300 500-800 —
1 Retarder-equipped models only.

OPTIONAL RETARDER PROVISION
– INTEGRAL, HYDRAULIC TYPE
MODEL
TORQUE

CAPACITY
lb-ft (N•m)
POWER

CAPACITY
hp (Kw)
B 300/400
– High 1600 (2170) 600 (447)
– Medium 1300 (1763) 500 (373)
– Low 1100 (1490) 400 (298)
– Very Low 811 (1100) ––
– Ultra Low 533 (750) ––
B 3400 xFE
– High 1600 (2170) 600 (447)
– Medium 1300 (1763) 500 (373)
– Low 1100 (1490) 400 (298)
– Very Low 811 (1100) ––
– Ultra Low 533 (750) ––
B 500
– High 2000 (2712) 600 (447)
– Medium 1600 (2170) 600 (447)
– Low 1300 (1763) 500 (373)

TORQUE CONVERTER SPECIFICATIONS

MODEL TORQUE

CONVERTER NOMINAL STALL TORQUE
B 210/220
TC-210 2.05
TC-211 1.91
TC-221 1.73
TC-222 1.58
B 300/400
B 3400 xFE
TC-411 2.71
TC-413 2.44
TC-415 2.35
TC-417 2.20
TC-418 1.98
TC-419 2.02
TC-421 1.77
B 500
TC-521 2.42
TC-531 2.34
TC-541 1.90
TC-551 1.79
TC-561 1.58
TC-571 1.62
STANDARD POWER TAKEOFF – CONTINUOUS OPERATION
MODEL

MOUNTING PAD

POSITIONS VIEWED

FROM REAR

DRIVE GEAR
RATING

WITH ONE PTO
lb-ft (N•m)

DRIVE GEAR RATING
WITH TWO PTOs
lb-ft (N•m)
DRIVE
B 2101 3 and 9 o'clock 250 (339) 2002 (271)2 Turbine
B 2201 3 and 9 o’clock 250 (339) 2002 (271)2 Turbine
B 3001 4 and 8 o’clock 485 (660) 6853 (930)3 Engine
B 3400 xFE1 4 and 8 o’clock 485 (660) 6853 (930)3 Engine B 4001 4 and 8 o’clock 485 (660) 6853 (930)3 Engine
B 5001 1 and 8 o'clock 685 (930) 1175 (1595) Engine
1 PTO-delete option available. 2 Rating per PTO. 3 Total on the drive gear.

PHYSICAL DESCRIPTION
MODEL LENGTH 1
in (mm)
DEPTH 2 w/DEEP

OIL PAN/SUMP
in (mm)
DEPTH 2 w/SHALLOW

OIL PAN/SUMP
in (mm)

DRY WEIGHT
lbs (kg)
B 210/220
– SAE No. 3 mounting 28.01 (711.4) 11.22 (285.1) 10.71 (272.0) 323 (146.5) – SAE No. 2 mounting 28.39 (721.1) 11.22 (285.1) 10.71 (272.0) 323 (146.5) B 300/400
– Basic model 28.3 (718.7) 12.90 (327.7) 11.14 (283.1) 535 (243) – With PTO only 32.5 (825.4) 12.90 (327.7) 11.14 (283.1) 575 (261) – With retarder only 28.29 (718.5) 12.90 (327.7) 11.14 (283.1) 615 (279) – With PTO & retarder 32.49 (825.4) 12.90 (327.7) 11.14 (283.1) 655 (298) B 3400 x FE
– Basic model 28.3 (718.7) 12.90 (327.7) 11.14 (283.1) 535 (243) – With PTO only 32.5 (825.4) 12.90 (327.7) 11.14 (283.1) 575 (261) – With retarder only 28.29 (718.5) 12.90 (327.7) 11.14 (283.1) 615 (279) – With PTO & retarder 32.49 (825.4) 12.90 (327.7) 11.14 (283.1) 655 (298) B 500
– Basic model 30.54 (775.8) 14.75 (374.7) 13.29 (337.6) 831 (377) – With PTO only 33.41 (848.7) 14.75 (374.7) 13.29 (337.6) 893 (405) – With retarder only 33.54 (775.7) 14.75 (374.7) 13.29 (337.6) 906 (411) – With PTO & retarder 33.41 (848.7) 14.75 (374.7) 13.29 (337.6) 968 (439) 1 Length measured from flywheel housing to end of output shaft. 2 Depth measured below transmission centerline.

OIL SYSTEM
MODEL CAPACITY1
quarts (liters) MAIN CIRCUIT FILTER LUBE CIRCUIT FILTER ELECTRONIC OIL LEVEL

SENSOR (OLS)
B 210/220 Spin-On Canister — — – Standard Oil Sump 13.72 (13.0)2
– Shallow Oil Sump 11.62 (11.0)2
B 300/400 Integral Integral Standard – Deep Oil Sump w/ PTO 29.752 (28.1)2
– Deep Oil Sump w/o PTO 292 (27.4)2
– Shallow Sump w/o PTO 26.752 (25.3)2
– Shallow Oil Sump w/o PTO 262 (24.6)2
B 3400 xFE Integral Integral Standard – Deep Oil Sump w/ PTO 29.752 (28.1)2
– Deep Oil Sump w/o PTO 292 (27.4)2
– Shallow Sump w/o PTO 26.752 (25.3)2
– Shallow Oil Sump w/o PTO 262 (24.6)2
B 500 Integral Integral Standard – Deep Oil Sump and PTO 512 (48)2
– Deep Oil Sump 482 (45)2
– Shallow Oil Sump and PTO 432 (41)2
– Shallow Oil Sump 402 (38)2
Recommended oil types for all models are Allison Approved TES 295® transmission fluid. 1 Transmission only. Does not include cooler, hoses or fittings. 2 Amount of oil necessary to fill a dry transmission.

Ratings And Specifications Bus Series™

RATINGS

MODEL SERIAL

NUMBER RATIO PARK
PAWL

MAX INPUT
POWER1
w/o SEM

MAX INPUT POWER
w/SEM TORQUE
LIMITING1,2

MAX INPUT
TORQUE1
w/o SEM

MAX INPUT TORQUE
w/SEM TORQUE
LIMITING1,2

MAX TURBINE
TORQUE3 MAX GVW MAX GCW
hp (kW) hp (kW) lb-ft (N•m) lb-ft (N•m) lb-ft (N•m) lbs (kg) lbs (kg) B 210 6310
– Transit Close Ratio No 230 (172) 270 (201) 520 (705) 575 (780) 850 (1152) 29,000 (13,150) 29,000 (13,150) – xFE Close Ratio No 230 (172) 270 (201) 520 (705) 575 (780) 850 (1152) 29,000 (13,150) 29,000 (13,150) B 220 6310
– Transit Close Ratio Yes 230 (172) 270 (201) 520 (705) 575 (780) 850 (1152) 29,000 (13,150) 29,000 (13,150) – xFE Close Ratio Yes 230 (172) 270 (201) 520 (705) 575 (780) 850 (1152) 29,000 (13,150) 29,000 (13,150) B 295 6510
– Transit Close Ratio N/A 230 (172) N/A 620 (841) N/A 1370 (1857) 33,000 (14,968) 33,000 (14,968) B 300 6510
– Transit Close Ratio N/A 280 (209) N/A 735 (997) N/A 1370 (1857) 38,000 (17,236) 38,000 (17,236) B 400 6510
– Transit Close Ratio N/A 300 (224) N/A 925 (1254) N/A 1370 (1857) 45,000 (20,412) 45,000 (20,412) – Tour Coach Close Ratio N/A 330 (246) N/A 1000 (1356) N/A 1600 (2170) 45,000 (20,412) 45,000 (20,412) B 3400 XFE 6510
– Transit Close Ratio N/A 300 (224) N/A 925 (1254) N/A 1370 (1857) 45,000 (20,412) 45,000 (20,412) B 500 6610
– Transit Close Ratio N/A 420 (313) N/A 1300 (1763) N/A 2450 (3322) — — – Intercity Coach Close Ratio N/A 550 (410) N/A 1700 (2305) N/A 2450 (3322) — — 1 Gross ratings as defined by ISO 1585 or SAE J1995. 2 SEM = engine controls with Shift Energy Management. 3 Turbine torque limit based on iSCAAN standard deductions.

One Allison Way
Indianapolis, Indiana USA 46222-3271
Information or specifications subject to
change without notice or obligation.

SA8675EN (2020/04)
© 2020 Allison Transmission Inc.

All Rights Reserved.
allisontransmission.com
From our headquarters in Indianapolis, Indiana, USA, to our manufacturing plants in Hungary and India, to approximately 1 ,400 Allison Authorized Distributors and Dealers around the globe, you are never far from the products, training, service and support you demand.

Our support starts from the moment an Allison transmission is specified. We work with you to ensure that the model and ratings fit your engine to create a tailored package of powerful performance and reliable efficiency. When you need parts or service, you can count on global access to factory-trained specialists and Allison Genuine Parts ™.

Allison Transmission Authorized Service Coverage
A World Of Support
AXLES & SUSPENSION 29’ BUS

The LOW FLOOR twenty -nine foot vehicle has completed testing at Altoona with the suspension system installed as described below.

Front Suspension
The front suspension system incorporates four (4) air springs controlled by a single automatic leveling valve. Two (2) Koni shocks are provided.

The front suspension includes four (4) adjustable radius rods arranged so they locate the front axle in both X and Y planes. The rods also provide the means for setting caster angle.

The front suspension bellows have a composite base and an external bump stop. The bump stop is easily replaceable.

Rear Suspension
The rear suspension is manufactured by Hendrickson , a rear trailing arm type air suspension system. The two air springs are located aft of the axle centerline and are located directly under the main frame rails. Two Koni shock absorbers are required.

The rear suspension is located in the X and Y planes by means of two radius rods with longitudinal and lateral orientations. The rod ends have rubber bushings.

Two automatic leveling valves, one on each side of the rear suspension, are provided for the air springs. The valve is located so that it will preclude “flipping over” or reversal of valve action. Adjustment of the valve is accomplished by positioning a vertical link in a slotted bracket.

230
Suspension

FRONT AXLE
The GILLIG Low Floor features an Meritor FH 946 front axle assembly (Figure 5-20). With proper maintenance and inspection, this assembly will last the life of the bus. The following sections cover the various axle components and related steering systems. Keep in mind that many steering box and power steering components are covered in the Hydraulic System chapter of this manual; be prepared to refer frequently to that chapter while working on steering assemblies.

For front axle component inspection, overhaul, and repair, consult the appropriate Meritor manual supplied with your bus: Maintenance Manual No. 23– Bus and Coach Front Axles for the FH 946 axle or Meritor Maintenance Manual 2– Front Non-Drive Steer Axles. Always use the most up-to-date documentation, available at www.meritor.com/ literature-on-demand. For technical support, call GILLIG Service or call Meritor at (800) 535-5560.

Do not repair or recondition front axle components. Damaged or out-of- specification components should be replaced. All major components are heat-treated and tempered; they should not be bent, welded, or heated.

NEVER perform any of the following operations on axle components:
•
W
elding of or to steering arms, tie rod arms, knuckles, king pins, axle centers, tie rod assemblies, hubs, drums/rotors, or brakes. • Hot
or cold bending of knuckles, steering arms, tie rod arms, ball studs, axle centers, or tie rod assemblies.
•
Drilling out of holes in axle center
for knuckle pins.
•
Drilling out of draw key holes in axle center
.
• Spray
welding of bearing diameters on knuckles or in machined bores. •
Milling or
machining of any component.
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November 2022
231
Suspension
Figure 5-20, Meritor Axle (model FH946 shown)
Grease Fitting
Draw Key
Draw Key
Seal
Shims
Cotter Pin
Cotter
Pin
Tie Rod Arm Nut
Steering
Knuckle Axle Beam
Thrust Bearing
Stop
Screw
ABS
Sensor
Woodruff
Key
Woodruff Key
Steering Arm
Cotter Pin
Clamp
Tie Rod
Assembly
Tie Rod Arm
King Pin
Seal
Seal
Knuckle Bushing
Knuckle Bushing
King Pin Cap
King Pin Cap
Grease Fitting
Tie Rod End
Steering Arm
Nut
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Transmission/Driveline/Rear Axle
203

DRIVE AXLE
The full floating rear axle has a one piece housing with welded bowl. Power is transmitted from the transmission output shaft, through a propeller shaft to the drive pinion gear and differential assembly, to the axle shafts and thence to the rear wheels. The differential and drive pinion bearings and gear tooth contact are adjustable. For the most up-to-date information, always refer to Meritor’s Maintenance Manual 23A and Single Reduction Differential Carriers, Maintenance Manual 5 (both supplied with the bus

—see Manual 5A for 29' buses).

Maintenance
The maintenance and lubrication operations described herein should be performed according the schedule in the Preventative Maintenance chapter of this manual. Examine the pinion oil seal, axle shaft flange, and carrier-to-housing gaskets for evidence of lubricant leakage. Tighten the bolts and nuts or replace the gaskets and seals to correct the leaks. Check magnetic drain plugs, breathers, seals and temperature indicators during regularly-scheduled oil checks and changes.

Fill Meritor axles with Meritor-specified lubricants only. Lubricants and capacities are listed in the Specifications chapter. Refer to “Approved Rear Drive Axle Lubricants,” which you can access on the Meritor Web site at:
http://graphicvillage.org/meritor/tp9539.pdf
and Lubrication–Maintenance Manual 1, which you can access at http://graphicvillage.org/meritor/MM1.pdf
You must fill Meritor axles with Meritor-specified lubricants only. Filling an axle with non-approved lubricants will void your warranty. Damage to axle components can result.

Magnetic Drain Plugs
Meritor recommends replacing the magnetic drain plug each time the oil is changed. Use the correct part. Magnetic plugs have a minimum pick-up capacity of 1.5 pounds of low carbon steel. Check the drain plug for metal particles every at every oil change. You can reuse a magnetic drain plug if the plug retains a minimum pick-up capacity of 1.5 pounds of low carbon steel after cleaning.

Breather
Baffle-type breathers release pressure and vacuum condensation to minimize premature oil and component failure.

Cover the breather when steam cleaning the housing. If the breather is not covered, water enters the housing and contaminates the oil. Damage to components can result.
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Transmission/Driveline/Rear Axle
204
Axle Mounting Maintenance
Maintenance of the axle mountings consists primarily of a regular and systematic inspection of the air suspension units and the radius and transverse rods as discussed in the Suspension chapter.

Differential Carrier
The differential assembly, drive pinion gear, and pinion cage assembly are mounted in the differential carrier. By removing the axle shafts, the carrier can be removed for inspection, adjustment, or replacement without having to remove the axle housing from the vehicle. Refer to the Meritor manual, Single Reduction Differential Carriers, Maintenance Manual 5 (supplied with the bus) for maintenance and repair information.

Differential Assembly
The differential is a conventional four-pinion type carried in a two-piece case mounted in tapered roller bearings. The drive (ring) gear is bolted to the flanged half of the differential case. The ring and pinion gears are manufactured in matched, lapped sets and should always be installed as such to assure satisfactory operation. Thrust washers are used between the side gears and differential case and also between the differential pinion gears and case. The case halves are secured by cap screws and hardened washers.

The differential is supported in tapered roller bearings which accept both thrust and radial loads. The bearings are mounted in supports in the carrier, while thrust loads are born by the adjusting rings threaded into the carrier supports and bearing caps.

Pinion and Cage Assembly
The drive pinion is installed straight into the differential carrier. It is straddle mounted between two tapered roller bearings at the outer end and one straight roller bearing at the inner end. The tapered bearings are adjusted by shimming, while the roller bearing is held in place with a snap ring. Shims are used between the drive pinion and the differential to adjust tooth contact and gear backlash. The pinion shaft and cage assembly cannot be removed from the carrier until the differential assembly is removed from the carrier also.

Axle Housing and Shafts
The axle housing is a one-piece design with the differential bowl centered. The housing has outer end tubes which are threaded to accept wheel bearing adjusting nuts. The axle shafts are the same for left or right sides. The flange at the outer end is attached to the hub by studs, tapered dowels, and nuts. The inner end is splined to the differential side gears.
94251-94252
November 2022

MERITOR
®

TRANSIT BUS

AND COACH AXLES

THE SMART ROUTE TO PERFORMANCE
With more than a century of axle-manufacturing experience, Meritor ®
is one of the world’s largest independent
manufacturers of commercial vehicle axles for a broad range of applications. In the North American transit bus and motorcoach markets, Meritor has been a leading axle supplier for decades.

That’s because we engineer outstanding reliability, unmatched durability and low cost of operation into every axle we make. Our specific axle solutions for the transit bus and motorcoach markets mean a more enjoyable and comfortable ride for passengers – and a real competitive edge for you.

We offer a full line of front steer, center, tag and rear drive axles that deliver the performance you demand – backed by the unequaled service and support you expect from a global axle leader.

Total Axle Solutions
With Meritor, you know you’re getting an axle solution that delivers the reliability, durability, ease-of-maintenance, economy and all-out performance your transit bus or motorcoach operation demands. But what’s underneath your vehicle is only part of the story. You’ll be equally pleased with what’s behind it – world-class service and support.

Our representatives have the experience, expertise and global support network to provide the assistance you need to get the exact axle systems and components to maintain your competitive edge. With unmatched consultation and follow-through, we can provide you with the guidance needed to optimize your spec based on your vehicle operating environment and operational goals.

Every Meritor axle comes with unsurpassed global service and support, with distribution centers strategically located to reduce downtime and provide timely and complete aftermarket support. In other words, everything you’d expect from an industry leader. For more information, call 866-668-7221 or visit meritor.com today.

THE INDUSTRY’S AXLE LEADER

FRONT STEER AXLES
Meritor
®
offers the exact front steer axle your transit bus or motorcoach operation requires. Low-floor bus design? The Meritor Easy Steer™ FH-946 deep drop front non-drive steer axle answers the call.

Ideal for 35-, 40- and 60-foot transit buses and motorcoaches, the FH-946 allows the bus floor to drop up to 20 inches (508 mm) below conventional bus designs – eliminating the need for steps and allowing easier passenger accessibility.

Passengers also appreciate how the wide spring mountings maximize aisle width.

Here’s what you’ll appreciate: robust design features like I-beam construction that make Meritor axles the industry standard in reliability, durability and performance.

FH-946 Deep Drop Front Non-Drive Steer Axle
Features and Benefits
Spring mounts are integral to the I-beam for simplified and flexible suspension bracket design
Easy steer king pin bushings and tapered roller thrust bearing permit easier steering
A 51-degree turn angle delivers outstanding maneuverability Available with either Meritor Cast Plus™ cam brakes or EX+™ H severe service air disc brake
Meritor Cast Plus cam brakes offer added durability and reliability with a single-piece, cast shoe and extended-life brake linings that provide super resistance to heat-related wear.

EX+ H severe service air disc brakes provide reduced stopping distance, lower maintenance and maximum corrosion protection MFS-12-155 and FH-941 Front Steer Axles
For standard floor buses and motorcoaches, Meritor
offers the MFS-12-155 and FH-941 front steer
axles. These axles deliver the same
durability, performance, reliability
and ease of maintenance that
have made Meritor axles an
industry standard.

FH-946 SPECIFICATIONS
GAWR Rating*
16,500 lbs. (7.5 metric tons)
Brakes and Sizes
Cast Plus Cam Brake
EX+ H Air Disc Brake

16.5 in. x 6 in. (419 mm x 152 mm)
Hubs and Drums Bolt Circle Diameter
10-Stud – 11.25 in. (286 mm)
10-Stud – 13.19 in. (335 mm)
Turn Angle
51 degrees
*Permitted uses of axles and components, including capacity ratings where stated, vary with application and service. Applications must be approved by Meritor Specialty Products and Brake Engineering Departments. Approved ratings may be higher or lower than indicated, dependent upon review.

CENTER AND TAG AXLES
Whether you are building a transit
bus or motorcoach, there’s a high-
performance Meritor
®
center or tag
axle to meet your needs.

MC-26000 Center Non-Drive Axle
For low-floor 60-foot articulated transit buses, the Meritor MC-26000 center non-drive axle features a center drop, no-weld design with integral suspension brackets. The result: increased carrying capacity, comfortable passengers and a more profitable operation.

Brake options include Meritor EX+™ H air disc brakes and Cast Plus™ cam brakes featuring a single-piece cast shoe, extended-life brake linings and an integral return spring mount for unmatched durability, longer life, easy assembly, less maintenance and reduced downtime.

MC-14000 and MC-16000 Rigid Tag Axles
For motorcoaches, Meritor also has a full lineup of tag axles specifically designed for these applications. The MC-14000 and MC-16000 rigid tag axles are custom-designed for the motorcoach market with integrated suspension connection points directly into the axle. They provide a GAWR from 14,000 to 16,000 lbs. (6.4 to 7.3 tons) and offer both drum and EX+ H disc brake options.

FH-946 Steer Tag Axle
If your motorcoach application requires a steerable tag axle, Meritor offers the proven FH-946 steer axle that features the capacities and options your vehicles require.

MC-26000 SPECIFICATIONS
GAWR Rating*
16,000 lbs. (7.5 metric tons)
Brakes and Sizes
Cast Plus Cam Brake
EX+ H Air Disc Brake

16.5 in. x 6 in. (419 mm x 152 mm)
Hubs and Drums Bolt Circle Diameter
10-Stud – 11.25 in. (286 mm)
10-Stud – 13.19 in. (335 mm)
Suspension Mounting
Integral To Center Beam

REAR DRIVE AXLES
The Meritor
®
79000 Series axle is the next-generation single reduction drive axle for 35- to 60-foot transit bus applications and motorcoach vehicles. Performance-engineered, it’s the perfect choice for high stop-and-start duty cycles, demanding regenerative loads and periodic axle-overload applications. 79000 Rear Drive Axle Features and Benefits
28,660-lb. gross axle weight rating offers increased capacity for demanding transit bus and motorcoach applications
More economical, efficient and lower weight than double reduction axles One-piece cast iron housing with integral suspension bracket pads and “bolt-on” torque rod brackets for extra strength and durability Uses the innovative and futuristic MS197 carrier featuring the most power dense gearing and robust bearings for handling the demanding duty cycle loads of transit/coach operations
Bolted differential case and ring gear for easier and more efficient assembly and service
Quiet Ride™ gearing provides a more relaxing ride experience Industry-leading Cast Plus™ S-Cam brakes or EX+™ H air disc brakes come standard
5-year/unlimited-mile warranty based on application approval Robustness of the gearing and carrier makes product ideal for diesel, CNG, hybrid-electric and electric drivetrains.
79000 SPECIFICATIONS
GAWR Rating*
28,660 lbs. (13 metric tons)
Ratios

4.56 - 6.14
Brakes and Sizes
Cast Plus S-Cam Brake (Standard)

16.5 in. x 8.625 in. (419 mm x 219 mm)
EX+ H Air Disc Brake (Standard)
Hubs and Drums Bolt Circle Diameter
10-Stud – 11.25 in. (286 mm)
Cast Plus S-Cam Brake (Hub and Stud Pilot)
10-Stud – 13.19 in. (335 mm)
Cast Plus S-Cam Brake (Hub Pilot Only)
R160 Series Rear Drive Axle
For smaller transit buses and motorcoaches, the Meritor R160 series axle provides the same proven durability, performance, reliability and ease of maintenance that has made Meritor axles an industry standard. The R160 axle for transit buses and coaches includes upgrades, such as Quiet Ride gearing that passenger-carrying services demand.

Call 1-866-668-7221
or visit meritor.com
©2021 Meritor, Inc.

Litho in USA, SP-11149
Revised 5/21
Meritor Heavy Vehicle Systems, LLC
2135 West Maple Road
Troy, Michigan 48084 USA
Vehicle models, brands and names depicted herein are the property of their respective owners and are not in any way associated with Meritor, Inc., or its affiliates.

CORROSION PROTECTION: OVERVIEW
1 of 1 02-50 Corrosion Protection - Overview - 2019-10-03.docx The design goal of producing a durable vehicle that would provide years of reliable service necessitated a construction that would be as corrosion resistant as possible. All forms of corrosion were considered in the Low Floor bus designs, from basic oxidation caused by moisture and humidity to surface corrosion caused by chemical attack such as road or atmospheric salt or acid rain. Also considered was simple galvanic corrosion caused by ion transfer in contacting dissimilar metals, as well as the more complex inter-granular, oxygen cell, or metallic ion corrosion. The corrosion resistance of GILLIG’s Low Floor buses continues to increase as newer, more effective materials become available and as field experience in all varieties of conditions and environments is gained. Stainless steel is used extensively in the chassis construction, fuel tank, wheel wells, access door hinges, and electrical boxes, cushion clamps, and other areas. Aluminum extrusions are employed throughout the body construction, and 0.125-in. (0.218-cm) aluminum sheet is used to form the body panels and access doors. Improved undercoating materials, applied both before and after assembly, provide a high level of corrosion resistance to the finished vehicle. Corrosion protection is achieved by a combination of: § Careful material selection. § Rigid process controls. § Standardized surface preparation before the application of high-quality protective coatings. Protective Coatings GILLIG has increased the use of powder coated components, especially those sub-assemblies with moving parts that create nooks and crannies that can hold moisture. All GILLIG manufactured parts and parts that are provided through the supply chain are required to adhere to GILLIG manufacturing standards that specify the proper cleaning, priming, and quality checks that parts must go through. These procedures are in place to reduce areas that may hold moisture and therefore be more susceptible to corrosion. Improved undercoating materials, such as our durable latex-based anti-corrosion under-coating, which is highly sag-resistant and intended for direct to metal underbody adhesion, has passed over 1,000 hours of salt-spray resistance per ASTM B-117 as well as 100% relative humidity testing per ASTM D-1748. The film is not affected when immersed in aggressive, caustic solutions. This undercoating is environmentally safe and meets the strictest of air quality regulations.

CORROSION PROTECTION: MATERIALS
1 of 2 02-51 Corrosion Protection - Materials - 2019-10-03.docx The GILLIG Low Floor bus is manufactured to a very high standard of quality and finish. Aircraft-quality materials provide high structural integrity and naturally high corrosion resistance. § Stainless-steel chassis structure with epoxy corrosion-protective coating applied at all body connection faces § Type 3 hard anodized aluminum body structure § Type 2 anodized aluminum mid-rail § Fiberglass front and rear body panels § Corrosion-resistant aluminum body skirts § Aluminum rear and side-skirt hinged engine access doors § Aluminum rivets on skirt panels and skirt-panel brackets § Stainless-steel interior trim fasteners, to withstand interior bus wash and tracked-in road salt § Stainless-steel external body screws with non-metallic galvanic corrosion barrier § Nylon Sprague wiper spanner lock-nuts and acorn nuts § Stainless-steel attachment hardware for the four rubber wheel-well fenders § Stainless-steel compartment floor sheet for HVAC § Powder coated chassis component-mounting brackets § Stainless-steel coolant surge tank § Aluminum radiator to side-door baffle to exclude rear-wheel-thrown road salt and debris from the faces of the turbo-after-cooler and radiator § Corrosion- and chemical-resistant coating on cooling fan frame § Stainless-steel cushion hose clamps, all locations § Stainless-steel wheel wells § Aluminum powder coated wheel-well stress panels § Rubber mud guard for wheel arch fenders § Primary stainless-steel grab handles, stanchions, and fasteners. Cast aluminum pow-der coated tees, hangers, and elbows § High-solids, aluminum-filled epoxy corrosion protective coating applied to the entire aluminum sidewall body structure before assembly onto chassis § Specially formulated sealant coatings for all body/chassis connections § Stainless-steel fuel tank with stainless-steel mounting straps CORROSION PROTECTION: MATERIALS
2 of 2 02-51 Corrosion Protection - Materials - 2019-10-03.docx § 7-ply treated marine-grade plywood or optional phenolic composite floor, with under-sides and edges pre-sealed with undercoating § All wheel-well joints fully sealed with high-performance sealant § All floor joints sealed with high-performance sealant § Stainless-steel battery compartment tray § Stainless-steel with non-metallic battery hold downs (optional) § Stainless-steel fuse box and seal § Stainless-steel mounting bracket for battery disconnect and Vanner voltage equalizer § Non-metallic, high-dielectric-strength barrier tape separates aluminum and steel materials in body and roof to prevent galvanic corrosion § Stainless-steel rear settee enclosure and access cover § Entire lower vehicle underbody and exposed chassis are treated with durable latex-based anti-corrosion undercoating § Optional electrolytic “E” coating of radiator/CAC/hydraulic oil cooler. § Corrosion-resistant ABS valves with bayonet connectors § Exterior lamps mounted with rubber-jacketed nuts to prevent galvanic corrosion § Stainless-steel rear bumper mounting bracket with pre-applied galvanic isolator § Stainless-steel steel skirt panel hinges isolated with a high-dielectric-strength barrier tape CORROSION PROTECTION: EXPLAINED
1 of 3 02-52 Corrosion Protection - Explained - 2019-10-03.docx Corrosion of Ordinary Carbon Steel Corrosion is essentially an electrochemical process in which metal ions react with the surrounding environment to form an oxide. Current (electrons) naturally flow between active areas on the metals surface (anodic sites) and other areas (cathodic sites), forming the electrochemical cell. This is essentially same principle that dictates the behavior of a battery. The figure below describes the reaction of ordinary carbon steel with oxygen (O2) that is present in the atmosphere. The anodic (active) areas may initially be remnants of mill scale, inclusions, discontinuities, or possibly the effect of pollutant on the oxide film. Electrons migrate away from the anodic sites, producing positively charged iron molecules. Oxygen from the water combines with iron in the steel to form iron oxide (Fe2O3), known more commonly as rust.

Typical carbon steel is approximately 98% iron (Fe). Iron oxide on carbon steel does not form a continuous layer on the steel because the iron oxide molecule has a larger volume than the underlying iron atoms. The iron oxide scale is essentially porous in nature, which allows for continued attack of the steel substrate, regardless of the thickness of the overall oxide layer. Although the layer of iron oxide significantly slows the rate of corrosion and acts as a partial barrier for salts or other corrosive elements, the overall rate of corrosion is still unacceptably high in most applications. Thus, the only way for carbon steels to have true corrosion resistance is to surface them with some type of protective coating—e.g. paint, oil, or galvanizing. GILLIG has elected to use 3CR12 stainless steel for their chassis instead of ordinary carbon steel.

CORROSION PROTECTION: EXPLAINED
2 of 3 02-52 Corrosion Protection - Explained - 2019-10-03.docx Selection of 3CR12 Several factors besides corrosion resistance were considered when selecting GILLIG chassis material. The most crucial factors were strength, ease of fabrication, and toughness throughout the operating temperature range of the vehicle. 3CR12 has a generally higher fatigue and yield strength compared to typical structural grades of carbon steel. It is also easily welded and formed, without upsetting the internal grain structure of steel. 3CR12 has a greater range of temperature stability, avoiding a transition from ductile to brittle fracture behavior at low temperatures. Corrosion Behavior on 3CR12 In contrast to carbon steel, stainless steels like 3CR12 derive their corrosion resistance from the element chromium: any steel containing at least 10.5% or more chromium is defined as a stainless steel. Chromium in stainless steel results in the formation of a passive layer, which is a thin, non-porous chromium oxide film that acts as a barrier to protect the underlying metal against further reaction with the corrosive atmosphere. Also, chromium as an alloying element in steel fights corrosion because if the stainless steel surface is damaged and exposed to oxygen, this tightly adherent passive film on its surface reforms itself rapidly, thus maintaining its corrosion protection. This process is called re-passivation. The chromium oxide prevents further oxidation of the stainless steel. 3CR12 contains approximately 11.5% chromium, which enables the steel to form this stable, corrosion-resistant protective film on its surface. Quantifying these differences, general atmospheric corrosion testing of 3CR12 has given corrosion rates 115 times slower than that of exposed carbon steel under the same conditions. Rusting on 3CR12 The presence of contaminants can affect corrosion resistance of stainless steels considerably. One of the most important factors is chloride concentration. If left unattended, chloride ions (from road salts and de-icing chemicals) concentrate on the surface of stainless steels enough to produce very small, local breaks in the passive layer of the stainless steel. At the site of the breaks, where the metal is temporarily unprotected, the wet, chloride-rich environment slows the rate of re-passivation, and the steel can develop micro pits. The development and dispersion of micro pits should not be confused with the general, all-over corrosion on non-alloyed carbon steels. In practice, for low-alloyed or utility stainless steel materials like 3CR12, exposure to more aggressive or corrosive environments leads to the passive oxide layer growing thicker, forming a uniform rust-colored patina. Wetting the surface with salt water is considered to initiate corrosion, typically in localized areas, as is seen by small rust spots. Drying allows reformation of the passive layer, and subsequent wetting flushes out any remaining CORROSION PROTECTION: EXPLAINED
3 of 3 02-52 Corrosion Protection - Explained - 2019-10-03.docx concentration of chlorides that may have resulted in active areas with micro pits. New areas of local corrosion may form with each wetting and drying cycle. The build-up of corrosion product—i.e., red rust—covers the metal beneath. This rust layer then acts as a partial barrier to chloride ions and prevents further destruction of the metal below. Underneath the rust layer, the metal interface also has a significant chromium content due to the depletion of iron. Hence, corrosion of the underlying metal is reduced to extremely low rates. This is why it is considered that, while not aesthetically pleasing, the structural integrity of the 3CR12 steel section is not affected. 3CR12 has a proven history of maintaining structural integrity and cross-sectional consistency in corrosive and marine environments for more than 30 years, spanning several industries. To maintain optimum appearance, frequent neutralization and washing of all chassis/undercarriage areas is important. If desired, areas with surface rust present can be treated by abrading with non-metallic or non-ferrous metal tools, which remove any unsightly surface rust and allow the clean, bare metal to naturally re-passivate.

CORROSION PROTECTION: LOCATIONS
1 of 7 02-53 Corrosion Protection - Locations - 2019-10-17.docx The unique chassis platform of a GILLIG Low Floor consists of a stainless-steel structure with integral side impact barriers. The three chassis modules (front, center, and rear) are constructed of both open and tubular section structural shapes that are welded together in specially designed fixtures with common tooling points to those of the body. The final chassis assembly is fastened together using a Huck bolt system. The robust, integral side impact barrier has been designed to provide maximum collision security to passengers inside the Low Floor section of the bus. This 15-in. (38-cm) high barrier also provides a significant structural element by equipping the center section of the frame with a sturdy perimeter. The forward chassis structure features a tubular bridge section, which includes a large stainless-steel shear panel, over the front axle. The front structure that supports the bumper and the “A”-posts is a 12-in. (30-cm) high stainless-steel channel. This channel is supported by fabricated I-beams and the stainless-steel driver’s platform. Corrosion protection is fortified with an application of a durable latex based anti-corrosion undercoating to the entire exposed underside of the completed chassis assembly. Stainless-Steel Chassis The GILLIG Low Floor chassis structure is manufactured from 3CR12 stainless steel. The corrosion rate of 3CR12 stainless steel is 115 times less susceptible to corrosion than that of carbon steel. Additionally, whereas carbon steel suffers from an “all over general corrosion”, 3CR12 would only develop micro-pits that do not propagate, and these become passive after some time.

CORROSION PROTECTION: LOCATIONS
2 of 7 02-53 Corrosion Protection - Locations - 2019-10-17.docx To put this into perspective, if a plain unfabricated piece of 1/16” thick 3CR12 were left outside in a severe marine atmosphere (that is right on the coastline), it would take a minimum of 700 years to corrode through its thickness, whereas a piece of carbon steel in the same thickness would only take about 6 years to corrode through. Such a material makes a perfect foundation for a bus chassis that’s subjected to harsh, corrosive atmospheres—and that’s why it was chosen for the GILLIG low floorbus. Passenger and driver safety features are other important design criteria that have been incorporated into the design of the GILLIG Low Floor. In the Low Floor application, it should be noted that provision must be made to particularly protect the passengers from side impact, as they are located at a lower level than standard floor buses. With this in mind, the GILLIG chassis substructure incorporates a unique side impact protection barrier in the lower level. That side impact barrier combined with the driver’s front protection module provides for a strong and durable structural foundation. The front stainless steel module design also allows for better ADA accessibility. The enlarged entrance area leads to a wide aisle way between the front wheel wells. It actually provides for a 36” width in that area and allows generous room for maneuvering the larger mobility devices.

Top: Front section of the stainless-steel chassis. Bottom: Center section of the stainless-steel chassis.

CORROSION PROTECTION: LOCATIONS
3 of 7 02-53 Corrosion Protection - Locations - 2019-10-17.docx Aluminum Body Frame The GILLIG Low Floor body frame is assembled of aluminum extrusions, forgings, and castings. Aluminum is inherently corrosion resistant as formed since surfaces produce a barrier of oxide film within minutes of being produced. To extend this level of performance, all extrusions below the window line are treated with grades of anodizing and sealing which exceed military specifications and produce an exceptional corrosion barrier, and interior shear panels are formed of 5052 aluminum, which is one of the most corrosion-resistant grades of aluminum sheet available. GILLIG’s mid-rail extrusion receives a type 2 anodizing and sealing before assembly, after all machining is performed. The vertical body posts receive a type 3 hard anodizing and sealing. Both processes exceed military specifications. After assembly and before exterior panel installation, in addition to anodizing, GILLIG sprays a high-solids aluminum-filled epoxy corrosion protection coating throughout the vertical sidewall body structure, from the lower edges of the structure to above the midrail extrusion. GILLIG also uses a super durable powder coating on the major aluminum shear panels, each fastened with coated aircraft-grade structural rivets. All aluminum body extrusions are assembled with engineered corner gussets, attached with high-strength channel nuts and Geomet coated class 8.8 bolts. There is no welding on the GILLIG Low Floor body structure.

Left: Coated Body Structure. Right: Geomet-Coated Body Attachment Hardware. The Low Floor body structure is fastened to the chassis assembly using Geomet coated class 10.9 bolts and hardened washers. The Geomet coating offers excellent corrosion protection not only for the fasteners, but for the aluminum body structure as well. Geomet has 5 times the salt spray protection of a standard zinc-coated fastener. The body structure/chassis connection is a heavily engineered feature on a GILLIG Low Floor bus. It provides unparalleled safety as well as ease of service, in the event of vehicle damage from a collision.

CORROSION PROTECTION: LOCATIONS
4 of 7 02-53 Corrosion Protection - Locations - 2019-10-17.docx Before the body is connected to the chassis with Geomet hardware, a specially formulated hybrid epoxy/sealant coating is applied to the mating surfaces to add mechanical strength and seal out corrosive elements. After the connection is made, all joints are redundantly sealed.

Left: Protected & sealed body/chassis connection. Right: Sealed wheel well and stress panel arch. The powder coated aluminum wheel arch stress panels are bonded to the side wall structure to create a weather tight seal. The stainless steel wheel wells and attachment rivets are also completely sealed to prevent water from entering the bus. Roof Structure The roof structure includes aluminum extrusions and sheet fiberglass-reinforced plastic (FRP), which are joined together with a two-component methacrylate adhesive, producing an incredibly strong structural bond. The FRP is chemically neutral and is not subject to corrosion. The aluminum, which is inherently resistant to corrosion, is painted with exterior paint if it will be exposed to the elements. Non-exposed interior surfaces are covered by insulating material. Front/Rear Caps Front and rear body caps are molded fiberglass, which are painted to match the customer’s design layout. Fiberglass does not corrode. Embedded tapping plates for installing lights, etc. are 304 stainless steel, to resist any corrosion.

CORROSION PROTECTION: LOCATIONS
5 of 7 02-53 Corrosion Protection - Locations - 2019-10-17.docx Skirt Panels Skirt (side) panels are manufactured from 0.125-in. (0.318-cm) thick sheets of 5052-H32 aluminum. This metal has high resistance to corrosion and is of medium strength. These pieces are high in stiffness to prevent drumming or oil caning. Both sides of the panels are first treated with multiple coats of epoxy primer before being painted with Axalta topcoats per the customer’s design. The interior surface edging of the panel is painted with the epoxy primer as well as GILLIG’s aluminum-filled epoxy corrosion protective coating. Each of these processes are inspected and documented. The careful selection of materials and methods ultimately result in a bus that withstands the toughest of operating environments throughout the life of the bus. This is one of the many reasons GILLIG buses have a lower lifetime cost of ownership. Skirt Panels – Brackets The lower attachment brackets for the skirt panels are manufactured from corrosion-resistant 5052-H32 aluminum. Additional corrosion resistance is provided by adding a durable powder coating and edge sealing during assembly. The brackets are installed using aircraft-grade structural aluminum rivets, avoiding any dissimilar metal contact.

Sealed & powder coated aluminum skirt panel bracket Skirt Panels – Non-Hinged The skirt panels are manufactured from 0.125-in. (0.318-cm) thick 5052-H32 aluminum. The material comes from a pre-primed aluminum coil that is treated with an epoxy paint.

CORROSION PROTECTION: LOCATIONS
6 of 7 02-53 Corrosion Protection - Locations - 2019-10-17.docx After receipt of the panels, GILLIG treats the shear edges and areas that will insert into the mid-rail with our high-solids aluminum-filled epoxy corrosion-protection coating. Non-hinged skirt panels have a 2-in. (5-cm) piece of polyurethane foam tape every 12 in. (30 cm) before being inserted into the mid-rail channel. The tape eliminates road rattle and allows air flow inside the mid-rail channel which eliminates moisture saturation. The bottom edge of the skirt panel is bolted to the skirt panel brackets using Dacromet and/or Geomet coated fasteners.

Tape applied to top edge of coated skirt panel Skirt Panels – Hinged Hinged skirt panels are attached to the body with stainless steel hinges. The surface of the panel where it is attached to the hinge is coated with epoxy primer. Additionally, a continuous strip of high-dielectric-strength isolating tape is bonded between the hinge and the body attachment for added corrosion protection. These panels are locked in place with 5/16-in. (0.8-cm) stainless square key locks. The back of the stainless-steel lock is coated before being riveted to the panel with aluminum rivets. The body mounted lock catch is also treated.

Left: Isolating tape applied over primed hinged panels. Right: Stainless steel square key locks with pre-applied protective coating.

CORROSION PROTECTION: LOCATIONS
7 of 7 02-53 Corrosion Protection - Locations - 2019-10-17.docx Seat Rail Mounting The seat rails are secured to the chassis with rivets. The upper seat rail is mounted to the chassis with a stainless-steel rivet. The backside of the rivet is then sealed with Manus 75AM. The lower seat rail rivet is the same rivet except the coating is zinc-nickel plated that is rated at 2,000 hours of salt-spray testing before red rust is visible. The rivet also has a washer under the head to prevent water intrusion from entering the joint from the inside of the bus.

GILLIG also provides a barrier between the lower seat rail and the crash barrier. A galvanic corrosion coating is applied to the chassis crash barrier prior to the installation of the lower seat rail. The chassis crash barrier is cleaned and primed with an epoxy coating to eliminate the direct contact between the dissimilar metals providing protection against galvanic corrosion.

Coating
CORROSION PROTECTION: TESTING
1 of 1 02-55 Corrosion Protection - Testing - 2019-10-03.docx GILLIG contracted with a specialty test lab to conduct an evaluation of our current corrosion protection process. GILLIG and the test lab designed the test protocol to compare the cumulative real-world damage by corrosion, mechanical stresses, and environmental exposure with salt spray testing, which cannot replicate these other stresses. The test protocol combined cyclic mechanical loading and exposure to an array of corrosive substances, including several common de-icing salts. Samples were also pre-conditioned, involving temperature shock, humidity extremes, and abrasive blasting to demonstrate resilience to real-world environmental factors. The goal was to design a comprehensive test that is aggressive enough to provide a conservative estimate of body /chassis structure protection over a 12-year life of a GILLIG bus. Summary of Results The post-test samples showed zero structural flaws; uniform isolation; protection on the aluminum surface mating to the chassis; and significant reduction in corrosion depth and concentration inside the aluminum extrusion gusset channels. The testing supported an estimated bus life far exceeding the requirement of 12 years.

CNG MAINTENANCE ACCESS

MAINTENANCE AND MEAN REPAIR TIMES
One of the design goals of the GILLIG LOW FLOOR bus was to maximize maintenance accessibility. A direct measure of this goal is the number of manhours required to maintain the vehicle. The GILLIG LOW FLOOR bus was designed with this in mind.

First and foremost, the GILLIG LOW FLOOR bus utilizes the T-drive power train configuration. Leveraging the operating economies experienced with our standard floor bus, the LOW FLOOR has been designed to capture the same benefits.

The large rear engine compartment door, large A/C exterior grill with hinges, street side radiator door, and curbside engine compartment door have been designed to reduce maintenance hours by increasing maintenance access. Large access doors are also mounted for the rear wheel wells to improve access to the suspension componentry. A large battery compartment skirt panel encloses the stainless steel slide out battery tray.

The interior destination sign door allows for quick access to the sign and window cleaning. The multiplex electrical system is also accessed from inside the bus overhead of the driver’s area and at the rear bulkhead.

The LOW FLOOR bus is based on a simple design philosophy but with robust design concepts. Our goal was to duplicate the reliability, durability, and cost effectiveness already achieved with our standard floor Phantom bus. This has been achieved.

Proven transit technology was utilized to keep the bus maintenance friendly, and our simple innovative ideas solved those inherent compromises typically found in other low floor bus designs.

CNG MAINTENANCE ACCESS

MAINTENANCE SCHEDULE
GILLIG’s Preventative Maintenance (PM) schedule is based on intervals of 6,000 miles (except for specific major component requirements) beginning at 6,000 miles. Many properties elect to use intervals of 3,000 miles. GILLIG also recommends a daily inspection to be performed by the assigned driver. The daily inspection checklist is often drawn from a portion of the PM program.

According to PM information gathered from GILLIG customers, the following are estimates that would apply to the following activities:

If utilized, the 3,000 mile inspection is estimated to take 5.5 man hours

The 6,000 mile inspection is estimated to take 7.5 man hours

The 12,000 mile inspection is estimated to take 10 man hours

The 18,000 mile inspection is estimated to take 7 man hours

The 36,000 mile inspection is estimated to take 22 man hours

CNG MAINTENANCE ACCESS

ROOF MOUNTED CNG TANK ENCLOSURES
The roof mounted tanks on a GILLIG CNG bus can be accessed through (4) easily opened fiberglass tank enclosures. A walkway runs the length of the roof tank mounting cradle from which the tank enclosures can be safely opened and the tanks/valves/piping securely maintained and inspected. The GILLIG tank enclosure design provides maintenance personnel with a safe and secure place from which to work on the CNG fueling system.

CNG MAINTENANCE ACCESS

CNG FUEL FILL ACCESS DOOR
GILLIG provides a standard access door to the fuel fill panel, which is located on the curbside rear of the bus, above the midrail. The fuel panel incorporates a transit fast fill, slow fill and defueling fittings, as well as the high and low pressure gauges. The main fuel shut-off valve is also located on this panel. The door to the fuel panel is secured with a Hartwell safety latch.

CNG MAINTENANCE ACCESS

EXTERIOR MAINTENANCE ACCESS

CURBSIDE FILTER ACCESS DOOR

STREETSIDE RAD/CAC/HYDRAULIC COOLER ACCESS DOOR

CNG MAINTENANCE ACCESS

CURBSIDE AIR CLEANER ACCESS DOOR

STREETSIDE CATALYTIC CONVERTER ACCESS DOOR

CNG MAINTENANCE ACCESS

HVAC AND REAR ENGINE ACCESS

CNG MAINTENANCE ACCESS

REAR ENGINE DOOR WITH HINGED BELT GUARD

REAR ENGINE ACCESS

CNG MAINTENANCE ACCESS

HVAC ACCESS DOOR

REAR WHEEL SKIRT PANEL ACCESS

CNG MAINTENANCE ACCESS

BATTERY ACCESS DOOR

AIR TANK DRAIN VALVES AND BATTERY CUTOFF SWITCH

CNG MAINTENANCE

INTERIOR MAINTENANCE ACCESS

REAR BULKHEAD MOUNTED I/O PANEL

FRONT AIR TANK COMPARTMENT MOUNTED I/O PANEL

CNG MAINTENANCE

SETTEE ENGINE ACCESS COVER

ENGINE ACCESS

CNG MAINTENANCE

FRONT DOOR HEADER

CNG MAINTENANCE

REAR DOOR HEADER

CNG MAINTENANCE

DESTINATION SIGN COMPARTMENT

CNG MAINTENANCE

REAR BULKHEAD MOUNTED ELECTRICAL COMPONENTS

CNG MAINTENANCE

AIR TANK COMPARTMENT

FEATURES AND ADVANTAGES

Driver's Work Station:
• Ergonomically designed to maximize driver comfort.
• Stainless Steel chassis for greater driver safety
• Overhead control panel to eliminate dash clutter
• Easy to read instrument panel
• Customer arranged switches and gauges
Passenger Safety and Comfort:
• Exclusive Side-Impact Beams increase passenger safety and reduce accident damage
• Large HVAC capacity and insulated air ducts provide increased air flow • Larger Window area improves visibility and provides more open feel • Thermal Insulation maintains better interior temperature control and low noise levels
• Tuned Suspension provides better ride comfort for passengers and drivers

Passenger
Seating
• Customer arranged passenger seat layout
• All forward facing seats, all aisle facing seats or combinations • Optional seat riser in rear
• Theater style seating

Accessibility:
• Front Vestibule area designed for quick and easy entry • Wide space at farebox corner and between wheel arches for increase ADA access
• Flip-out ramps - Lift U

Other
Interior Features:
• Large removable settee access hatch for better serviceability • Multiplex modules strategically located for easy serviceability • Custom sized enclosures w/ multiple slide trays behind driver provide easy access and serviceability for electrical/ electronic equipment • Molded wraparound drivers barrier, isolates driver from passenger area • Low maintenance melamine wall panels and passenger barriers • Stainless Steel or Powder coated Stanchion rails
• LED interior lighting

DRIVER ERGONOMICS AND COMFORT FEATURES

The GILLIG Low Floor bus uses forward-looking technology combined with some unique ideas to avoid the inherent compromises found in most other low floor designs. Our concern for low cost, easy maintenance keeps the exterior and interior simple and uncluttered. This has led to an overall design that is pleasing, functional, practical, and safe.

Passenger and driver safety concerns play a large part in our design strategy. Many customers will attest to the strength of our Low Floor’s very robust structure. Our unique stainless steel side impact barriers provide a safe enclosure for your passengers while a steel reinforcement plate in the driver’s area protects your driver. So, in accidents or after hard transit usage, the driver and passengers can always feel safe on a GILLIG.

Ergonomics dictate the design of the driver’s workstation. Our design group went well beyond providing only sufficient seat adjustments and a tilt/telescoping steering column. Additional features include the functional placement of displays and controls, a driver’s storage box, sun visors, etc. to fit within a driver’s comfortable range of motion.

The driver’s position has been designed to provide maximum comfort to drivers from the 95 th
percentile male to the 5 th percentile female. To maximize the driver’s comfort, additional ventilation is provided to the driver by a booster fan that delivers air through two overhead ventilators. Additional fresh air can be allowed into the bus through the full slider type driver ’s window.

Visibility, comfort, and vehicle control are other key factors of our design. GILLIG’s Low Floor design incorporates a bulged, tilted back windshield to reduce interior glare and reflection.

Customer feedback indicates that drivers prefer driving our buses because the bus provides better visibility, a smoother ride, and better handling. These factors leave the driver feeling more in control and more confident. We also provide the necessary space and comfort features, including superior heating and cooling t hat gives the driver an efficient, safe, and comfortable environment to work in.

The attached dash layout is a typical dash layout for your review. This is intended to show basic layout configuration only and not specific details. GILLIG will provide a custom layout for the Agency’s review prior to production.

OPERATORS AREA INSTRUMENTATION

The GILLIG Low Floor bus uses forward-
looking technology combined with some
unique ideas to avoid the inherent
compromises found in most other low
floor designs. Our concern for low cost,
easy maintenance keeps the exterior and
interior simple and uncluttered. This has
led to an overall design that is pleasing,
functional, practical, and safe.

Ergonomics dictate the design of the
driver’s workstation. Our design group
went well beyond providing only sufficient
seat adjustments and a tilt/telescoping
steering column. Additional features
include the functional placement of
displays and controls, a driver’s storage
box, sun visors, etc. to fit within a driver’s
comfortable range of motion.

The driver’s position has been designed
to provide maximum comfort to drivers
from the 95
th percentile male to the 5 th
percentile female. To maximize the
driver’s comfort, additional ventilation is
provided to the driver by a booster fan
that delivers air through two overhead
ventilators. Additional fresh air can be
allowed into the bus through the full slider
type driver’s window.

Visibility, comfort, and vehicle control are
other key factors of our design. GILLIG’s
Low Floor design incorporates a bulged,
tilted back windshield to reduce interior
glare and reflection. Customer feedback
indicates that drivers prefer driving our
buses because the bus provides better
visibility, a smoother ride, and better
handling. These factors leave the driver
feeling more in control and more
confident. We also provide the necessary
space and comfort features, including
superior heating and cooling t hat gives
the driver an efficient, safe, and
comfortable environment to work in.

The attached dash layout is a typical
dash layout for your review. This is
intended to show basic layout
configuration only and not specific
details. GILLIG will provide a custom
layout for the Agency’s review during the
preproduction meeting.

OPERATORS AREA INSTRUMENTATION

Drivers Area Highlighting Ergonomic Sawtooth Display Panel

Drivers Front Dash Layout

Left Side Dash Drivers Controls

Drivers Door Control

OPERATOR’S SEAT

The GILLIG Low Floor bus operator’s
area has been designed to provide
maximum comfort to drivers from the 95
th
percentile male to the 5 th percentile
female. Our design group went well
beyond providing only sufficient seat
adjustments and a tilt/telescoping
steering column. Additional features
include the functional placement of
displays and controls, a driver’s storage
box, sun visors, etc. to fit within a driver’s
comfortable range of motion.

For the driver’s safety, the GILLIG Low
Floor incorporates a stainless steel
driver’s platform into the bus chassis.

This platform allows the driver to be
protected from the typical accident strike
zone. It also provides better driver
visibility and allows the seated driver to
be at a similar level as a passenger
standing in the stepwell.

GILLIG’s proposal includes a Recaro
Ergo Metro driver’s seat. The seat is
mounted by bolting it to the floor of the
driver’s area. An air line from the vehicle
air system is run from under the flooring
to the left of the seat to supply air to the
seat air cushion.

Optional features for the Recaro Ergo
Metro include:
• FR Treated Foam (Docket 90A)
• Seat cushion alarm
• Seat belt alarm
• Arm Rests
• 74” three-point seatbelt

The Recaro Ergo Metro includes the
following standard features:
• Pneumatic suspension
• Dual adjustable shocks
• Three-cell air lumbar
• Nine inches of fore and aft travel
• Air track release with center
mechanical release
• 400 lb capacity
• High-density polyurethane foam
• Six inches of height adjustment
• Four-way adjustable headrest
• Meets FMVSS 302, 207, and 210
standards
• 15-degrees of rake adjustment
• Two inches of cushion thigh
extension
• Two-year limited warranty

www.recaro-automotive.com
RECARO Automotive is the global leader
in mobile seating. World renowned
for our ergonomics, innovative
safety technology and quality.

Our seats are built in the USA to our
customers specifications. Quality ends
with quality manufacturing. Our dedicated
engineering team supports our customers
from the design phase through production.

Customer Service, located in
Michigan supports our customers
throughout the products lifecycle.

Assembled in the U.S.A.

STANDARD FEATURES
• 5th to 95th percent profile for better fit and comfort • Multi-firmness high density foam for improved comfort and durability. • Crepe Fabric with FreshPer4mance (anti-microbial, stain and moisture resistant)
• Dual Recliner Gears
• 3-point Seat Belt Presenter for enhanced comfort (standard on all 3 point seats with standard D-Ring)

OPTIONAL FEATURES
• Seat Heat (Backrest & Seat
Cushion)
• Silicone Foam Cushion
• FR Treated Foam for Low Smoke /
Low Flame
• Seat Belt Alarm
• Seat Cushion Alarm Switch
• Various treated fabrics and specialty
covers available
• 12, 20 or 25 Degree Recline Stop
• Adjustable Armrests
www.recaro-automotive.com

ADJUSTMENT FEATURES

STANDARD QUALITY AND DURABILITY FEATURES
Thigh Extension & Tilt
Seat cushion extends and tilts
upward and downward, allowing
for fit from a 5th percentile female
up to a 95 percentile male.

Solid Steel Back
High quality solid steel back for the
best in strength and durability.
4 Way Adjustable Headrest
Manually adjustable headrest moves
up, down, forward and backward
providing optimum comfort and safety.

Plastic Seat-Back Protector
Plastic seat-back keeps the seat
looking good for years.

Suspension w/ Adjustable Shock
Pneumatic suspension with
6” suspension travel. Allows
operator to adjust the suspension
to individual comfort needs.

High Density Foam
Quality high density foam keeps
its shape over time and provides
superior comfort and firm support.

Pneumatic Adjustable Lumbar
3 separate chambers fill with air
independently allowing for individually
optimized lumbar support.

Fully Supported Seat Cushion
The seat pan fully supports the seat
cushion for long lasting durability comfort.

OVERVIEW OF SEAT OPTIONS
Ergo M
(AM384)

COMFORT

9.45 or 11” Fore / Aft Seat Travel 
4 Way Adjustable Headrest 
12, 20, or 25 Degree Recline Stop 
Adjustable Armrests 
Suspension w/ Adjustable Shock 
Crepe Fabric with FreshPer4mance 
High Density Foam 
Dual Recliner Gears 
5th to 95th percent profile for
better fit and comfort 
Fixed Seat Back Bolsters 
Full Travel Seat Belt System 
Fully Supported Seat Cushion 
Right Hand Controls 
Multiple mounting riser options 
Pneumatic 3 Cell adjustable lumbar 
Plastic Seat-Back Protector 
Seat Cushion Tilt 
Seat Heat (Backrest & Seat Cushion) 
Silicone Foam Cushion 
Solid Steel Back 
Various treated fabrics and
specialty covers available 
SAFETY
3 Point ELR Seat Belt - With
Seatbelt Presenter 
2 Point ALR Seat Belt 
3-point Adjustable D-Ring
without Seatbelt Presenter 
Black or Orange Seatbelt Webbing 
FR Treated Foam-Docket 90a for
Low Smoke / Low Flame 
Seat Belt Alarm 
Seat Cushion Alarm Switch 
 Standard features,  Option / accessories
3-point Seatbelt Presenter
Allows for a more comfortable
range of fitment for occupant.

SAMPLE

WHEELCHAIR RAMP DESIGN

The Lift-U model LU-18 “Dual Mode” fold-out ramp is provided for ease of accessibility and to meet ADA requirements.

This ramp offers an industry leading 1:8 maximum slope and the platform area measures 30" x 49" which provides excellent on/off maneuverability.

Our 36" front aisle width allows ease of movement in and out of the bus.

The ramp controls are all electric (no hydraulics), and are conveniently located on the right side of the drivers dash. The fold- out mechanism is simple and includes provisions for a manual deploy override.

The ramp is located at the front entrance door for better driver control. The GILLIG installation of the Lift-U ramp meets all ADA slope requirements.

“DUALgMODE” MODEL LU18 LOW FLOOR RAMP
For More Information Call (209) 838-2400
or Email [email protected]
LIFTgU introduces the new curbgsmart “DualgMode Ramp”.

This ramp offers a two-position interior floor, that when deployed to most curbs maintains a level entrance into the bus; and when deployed to street level a portion of the interior floor automatically lowers on an incline to offer a 1:6 slope for easier passenger boarding.

Good to the Road qelipsis. Better to the Curb!
1:6 Slope When Deployed to Street Level
The LU18 “twogposition” interior
floor automatically lowers on an
incline when the outer ramp
reaches a pregdetermined angle.

Operator involvement is not
required.

Extended Length Outside the Bus
is Only 48ginches
200114G
Ramp Removal is Not Required for
Maintenance
1:8 Slope When Deployed to a 6-inch Curb;
Maintaining a Level Entrance

• Mechanism tray components are similar if not the same as our previous LU11 model. • Rated load capacity is 1,000 pounds.
• Ramp is electrically operated and controlled. No hydraulics required. • Ramp meets or exceeds ADA and DOT requirements.
• Self-contained module. Unit can be changed out in less than 30 minutes. No ramp components located outside of the ramp mechanism. • Tensioned controlled to prevent “free falling” of ramp platform in any direction. • Ramp comprises an internal “rising floor” for easier passenger transition to/from the bus aisle. No depressed pockets to negotiate. • The LU18 includes an object detection feature. As the unit is electrically deployed or stowed, should the ramp encounter an obstruction, the drive motor is disabled and ramp motion stops. Simply releasing the operator switch will automatically reset functionality. • The LU18 ramp incorporates soft-touchdown technology. As the unit is electrically deployed, the ramp decelerates before it contacts the sidewalk or roadway.
• Watertight sealed electrical control enclosure.
• 30 inch ramp width.
• Ramp is manufactured from stainless steel for corrosion resistance. Aluminum is not used to avoid galvanic corrosion. • The LU18 is designed using materials that provide high structural rigidity to prevent “oil canning” or “permanent deformation” of the ramp surface.
• Manual operation requires less than 20 pounds of force to articulate ramp in any direction. • To further facilitate serviceability, the “rising floor” on the LU18 can either be pivoted up out of the way or simply removed. • The counterbalance chain/spring system on the LU18 ramp is located in the interior of the ramp frame. This offers greater protection for the chain/spring system from the elements; but more importantly, provides easy access for servicing the mechanism from the interior of the vehicle.

Standard Warranty – 2 Years Parts and Labor.

PATENT INFORMATION REFER TO: www.lift-u.com/patents.pdf

TESTING & DESIGN OPERATING PROFILE VALIDATION
1-2023

Structural Analysis Validation - Completed
• Design Load Calculations
• Stress Calculations
• Finite Element Analysis
• Computer Simulations

Code and Regulation Compliance Validation
• Design Codes (interior lighting, driver’s visibility, etc.) • Design FMVSS Requirements

Component Application Analysis - Completed
• Component Selections
• Component Application Approvals
• Computer Simulations

Physical Validation Testing – Most Current Completion Date • Optimization of Ride and Handling – 2011
• Vibration Tests – 2010
• Turning Radius Tests – 2011
• Turning Radius Test - 2020
• Engine Manufacturer Approvals
o Cummins IQA Approvals 2007
o Cummins IQA Approvals 2010
o Cummins IQA Approvals 2013
o Cummins IQA Approvals 2015 EMP Radiator only
o Cummins IQA Approvals 2017 ISB BAE Hybrid
o Cummins IQA Approval 2021 L9 Diesel
o Cummins IQA Approval 2021 B67 Hybrid
o Cummins IQA Approval 2021 40’ Electric Bus
o Cummins IQA Approval 2022 B67 Allision eGenFlex Hybrid o Cummins IQA includes engine/emission system installation approval, cooling system validation and compliance with electrical, AEB’s.
• Strain Gauge Validation – 2005
• Loaded Road Dynamic Stress Test – 2006
• TRW Steering Geometry Test – 1998
• TRW Steering Geometry Test -2018
• TRW Steering Geometry Test - 2020
• Crashworthiness Test – 1998
• Crashworthiness Test -2018
• Crashworthiness Test - 2020
• Thermo King Performance Test T14 Unit– 2010
• Thermo King Performance Test T14 High Cooling Capacity -2015 • Thermo King Performance Test E Bus HVAC-2019
• Thermo King Performance Test E Bus HVAC -2020

TESTING & DESIGN OPERATING PROFILE VALIDATION
1-2023

• Accelerated Durability Test Road simulation/shaker test 40’ CNG 2012. • Accelerated Durability Test Road simulation/shaker test 40’ Electric Bus 2019 • Hot Weather on Road Testing (Death Valley) 40’ Electric Gen 2.0 2019 • Hot Weather on Road Testing (Death Valley) 40’ Electric Gen 2.5 2021 • Cold Weather Chamber and Cold Test Track Testing 40’ Electric Bus 2020 • Cold Temperature Chamber testing 40’ Electric bus 2021 • Vehicle Stability Testing 40’ Electric Bus 2019
• Vehicle Stability Testing 40’ Electric Bus 2020
• Vehicle ESC Testing 40’ Electric 2019
• Vehicle Gradeability On Road Salt Lake City 40’ Gen 2.0 Electric Bus 2019 • Vehicle Gradeability On Road Salt Lake City 40’ Gen 2.5 Electric Bus 2021 • Altoona Style Durability Test Navistar Proving Grounds 40’ Electric 2019 • Altoona Test 40’ Diesel Bus Complete (ISM/Voith) – December 2004 • Altoona Test 40’ Hybrid Bus Complete (ISB/EV40) – October 2004 • Altoona Test 29’ Diesel Bus Complete (S40/B300) – June 2000 • Altoona Test 40’ Hybrid Bus Complete (ISL/Voith Hybrid) – 2010 • Altoona Test 40’ CNG Bus Complete (ISLG/B400R) – May 2011 • Altoona Test 29’ CNG Bus Complete (ISLG/B400R) – January 2012 • Altoona Test 40’ BAE Hybrid – July 2012
• Altoona Test 29’ ISL – June 2010
• Altoona Test 40’ CNG/Disc Brake – June 2013
• Altoona Test 40’ Hybrid Bus (330 ISL/Allison Hybrid) - Feb 2019 • Altoona Test 40’ Hybrid Bus (330L9/BAE Hybrid) – April 2018 • Altoona Test 29’ Electric Bus – May 2018
• Altoona Test 40’ Gen 2.0 Electric Bus - June 2021
• Altoona Test 40’ CNG with Hendrickson Rear Suspension 2019 • Altoona Test 29’ CNG with Hendrickson Rear Suspension 2021 • Altoona Test 40’ Gen 2.5 Electric Bus - December 2022 • Altoona Test 40 ’ Hybrid (B67/Allison Hybrid eGenFlex) – August 2022 • Altoona Test 40’ Gen 3.0 Electric Bus – In Process

• FMVSS 121 Testing – Brakes
o 2002 - 29 Ft. Low Floor Drum Brakes
o 1999 - 29 Ft. Low Floor Drum Brake
o 1998 - 40 Ft. Low Floor Drum Brake
o 1997 - 40 Ft. Low Floor Drum Brake
o 2011 - 40 Ft. Low Floor Drum Brake 27,000 Rear GAWR
o 2013 - 40 Ft. Low Floor Meritor Disc Brakes
o 2015 - 29’ Low Floor Meritor Disc Brakes
o 2016 - 29’ Low Floor Drum Brake
o 2019 - 40’ Low Floor Meritor Disc Brakes Electric Bus @ 45,000 Lbs. GVWR o 2020 - 40’ Low Floor Meritor Disc Brakes Electric Bus @ 47,180 Lbs. GVWR o 2022 - 40’ Low Floor Meritor Disc Brakes Electric Bus @ 48,200 Lbs. GVWR

TESTING & DESIGN OPERATING PROFILE VALIDATION
1-2023

• Transmission Installation Approval & Cooling Tests
o Allison 2007, 2010, 2013
o Voith 2007, 2010, 2013, 2020
o ZF 2007, 2010, 2013,2018
o ZF 2021 Ecolife/L9
• Hybrid Drive
o ISL 330 hp Allision - 2018
o L9 330 hp BAE - 2018
• Amerex Fire Suppression Installation Approval 2013
• Amerex Fire Suppression Installation Approval 40’ Electric Bus 2020 • Kidde Fire Suppression Installation Approval 2013
• Fogmaker Fire Suppression Installation Approval 2013
• Fire Trace Fire Suppression Installation Approval 2013 • Fire suppression installation approvals ongoing with new configurations

STURAA TEST

12 YEAR

500,000 MILE BUS

from

GILLIG

MODEL LOW FLOOR

JANUARY 2012

PTI-BT-R1109

The Thomas D. Larson
Pennsylvania Transportation Institute
Vehicle Systems and Safety Program

201 Transportation Research Building (814) 865-1891 The Pennsylvania State University
University Park, PA 16802

Bus Testing and Research Center

2237 Old Route 220 N. (814) 695-3404 Duncansville, PA 16635

MECHANICAL TESTING
CERTIFICATE 3172.01

2 TABLE OF CONTENTS

Page

EXECUTIVE SUMMARY .......................................................................................................................... 3

ABBREVIATIONS .................................................................................................................................... 5

BUS CHECK-IN ....................................................................................................................................... 6

1. MAINTAINABILITY

1.1 ACCESSIBILITY OF COMPONENTS AND SUBSYSTEMS ....................................... 20

1.2 SERVICING, PREVENTATIVE MAINTENANCE, AND REPAIR AND MAINTENANCE DURING TESTING ........................................................................... 23

1.3 REPLACEMENT AND/OR REPAIR OF SELECTED SUBSYSTEMS ......................... 28

2. RELIABILITY - DOCUMENTATION OF BREAKDOWN AND REPAIR TIMES DURING TESTING ................................................................................................................ 33

3. SAFETY - A DOUBLE-LANE CHANGE (OBSTACLE AVOIDANCE TEST) .................................... 36

4. PERFORMANCE TESTS

4.1 PERFORMANCE - AN ACCELERATION, GRADEABILITY, AND TOP SPEED TEST ............................................................................................................... 39

4.2 PERFORMANCE – BUS BRAKING PERFORMANCE TEST……………………..…43

5. STRUCTURAL INTEGRITY

5.1 STRUCTURAL STRENGTH AND DISTORTION TESTS - STRUCTURAL SHAKEDOWN TEST ................................................................................................... 48

5.2 STRUCTURAL STRENGTH AND DISTORTION TESTS - STRUCTURAL DISTORTION ............................................................................................................... 52

5.3 STRUCTURAL STRENGTH AND DISTORTION TESTS - STATIC
TOWING TEST ............................................................................................................ 64

5.4 STRUCTURAL STRENGTH AND DISTORTION TESTS - DYNAMIC
TOWING TEST ............................................................................................................ 68

5.5 STRUCTURAL STRENGTH AND DISTORTION TESTS
- JACKING TEST ......................................................................................................... 71

5.6 STRUCTURAL STRENGTH AND DISTORTION TESTS
- HOISTING TEST ........................................................................................................ 73

5.7 STRUCTURAL DURABILITY TEST ............................................................................ 75

6. FUEL ECONOMY TEST - A FUEL CONSUMPTION TEST USING AN APPROPRIATE OPERATING CYCLE ............................................................................................ 92

7. NOISE

7.1 INTERIOR NOISE AND VIBRATION TESTS ......................................................... 107

7.2 EXTERIOR NOISE TESTS ...................................................................................... 112

8. EMISSIONS ......................................................................................................................................118

3 EXECUTIVE SUMMARY

Gillig submitted a mod el Low Floor, CNG-powered 26 seat/30-foot bus, for a 12 yr/500,000 mile STURAA test. The odometer reading at the time of delivery was 13,938 miles. Testing started on June 7, 2011 and was completed on January 30, 2012. 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 June 15, 2011 and was completed on December 9, 2011.

The interior of the bus is configured with seating for 26 passengers including the driver. (7 seats fold away for 2 wheelchair positions). Free floor space will accommodate 22 standing passengers resulting in a potential load of 48 persons. At 150 lbs per person, this load results in a measured gross vehicle weight of 33,440 lbs.

The first segment of the Structural Durability Test was performed with the bus loaded to a GVW of 33,440 lbs. The middle segment was performed at a seated load weight of 30,310 lbs and the final segment was performed at a curb weight of 26,310 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 tes t 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 Subs ystems) 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 18 reported failures, 15 were Class 3 and 3 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

4 mph. The perf ormance 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 29.47 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 36.11’ at 20 mph, 82.39’ at 30 mph, 151.79’ at 40 mph and 188.94’ at 45 mph. The average stopping distance for the Uniform Low Friction Test was 37.76’. 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 but did experience pull to the left during both approaches to t he 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. 049 inches with a permanent set ranging between -0.005 to 0.004 inches under a distributed static load of 16,575 lbs. The Distortion Test was completed with all subsystems, doors and escape mechanisms operating proper ly. 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 31,572 lbs. All four front 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 - 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 0.99 M/lb, 1.07 M/lb, and 1.80 M/lb respectively; with an overall average of 1.17 M/lb.

A series of Interior and Exterior Noise Tests as well as Emissions Testing were performed. These data are listed in Section 7.1, 7.2 and 8 respectively.

5 ABBREVIATIONS

ABTC - Altoona Bus Test Center
A/C - air conditioner
ADB - advance design bus
ATA-MC - The Maintenance Council of the American Trucking Association CBD - central business district
CW - curb weight (bus weight including maximum fuel, oil, and coolant; but without passengers or driver)
dB(A) - decibels with reference to 0.0002 microbar as measured on the "A" scale DIR - test director
DR - bus driver
EPA - Environmental Protection Agency
FFS - free floor space (floor area available to standees, excluding ingress/egress areas, area under seats, area occupied by feet of seated passengers, and the vestibule area) GVL - gross vehicle load (150 lb for every designed passenger seating position, for the driver, and for each 1.5 sq ft of free floor space) GVW - gross vehicle weight (curb weight plus gross vehicle load) GVWR - gross vehicle weight rating
MECH - bus mechanic
mpg - miles per gallon
mph - miles per hour
PM - Preventive maintenance
PSBRTF - Penn State Bus Research and Testing Facility PTI - Pennsylvania Transportation Institute
rpm - revolutions per minute
SAE - Society of Automotive Engineers
SCH - test scheduler
SEC - secretary
SLW - seated load weight (curb weight plus 150 lb for every designed passenger seating position and for the driver)
STURAA - Surface Transportation and Uniform Relocation Assistance Act TD - test driver
TECH - test technician
TM - track manager
TP - test personnel

6 TEST BUS CHECK-IN

I. OBJECTIVE

The objective of this task is to log in the test bus, assign a bus number, complete the vehicle data form, and perform a safety check.

II. TEST DESCRIPTION

The test consists of assigning a bus test number to the bus, cleaning the bus, completing the vehicle data form, obtaining any special information and tools from the manufacturer, determining a testing schedule, performing an initial safety check, and performing the manufacturer's recommended preventive maintenance. The bus manufacturer must certify that the bus meets all Federal regulations.

III. DISCUSSION

The check-in procedure is used to identify in detail the major components and configuration of the bus.

The test bus consists of a Gillig, model Low Floor. The bus has a front door, forward of the front axle which is equipped with a Lift-U model LU11-08-05 fold out handicap ramp and a rear door forward of the rear axle. Power is provided by a CNG- fueled, Cummins model ISL G280 engine coupled to an Allison 3000 Series transmission.

The measured curb weight is 7,860 lbs for the front axle and 18,450 lbs for the rear axle. These combined weights provide a total measured curb weight of 26,310 lbs.

There are 26 seats including the driver (7 fold away for 2 wheelchair positions) and room for 22 standing passengers bringing the total passenger capacity to 48. Gross load is 150 lb x 48 = 7,200 lbs. At full capacity, the measured gross vehicle weight is 33,440 lbs.

These test results were obtained prior to the accreditation of the lab on November 8, 2011; therefore, are not considered to be accredited in accordance with A2LA policy.

7 VEHICLE DATA FORM

Bus Number: 1109

Arrival Date: 6-7-11

Bus Manufacturer: Gillig

Vehicle Identification
Number (VIN): 15GGE2718B1092262

Model Number: Low Floor

Date: 6-7-11

Personnel: B.L., E.D. & E.L.

Chassis: N/A
WEIGHT:

Individual Wheel Reactions:

Weights
(lb)

Front Axle

Middle Axle

Rear Axle

Right

Left

Right

Left

Right

Left

3,950

3,910

N/A

9,070

9,380

SLW

4,480

4,420

N/A

10,580

10,830

GVW

5,160

5,060

N/A

11,390

11,830

Total Weight Details:

Weight (lb)

SLW

GVW

GAWR

Front Axle

7,860

8,900

10,220

11,000

Middle Axle

N/A

Rear Axle

18,450

21,410

23,220

23,500

Total

26,310

30,310

33,440

GVWR: 34,500

Dimensions:

Length (ft/in)

30 / 8.5

Width (in)

100.0

Height (in)

133.5

Front Overhang (in)

89.75 Rear Overhang (in)

116.75

Wheel Base (in)

162.0

Wheel Track (in)

Front: 86.2

Rear: 78.6

8 Bus Number: 1109

Date: 6-7-11

CLEARANCES:

Lowest Point Outside Front Axle

Location: Frame under radius rod
Clearance(in): 8.4

Lowest Point Outside Rear Axle

Location: Transmission hose Clearance(in): 10.5

Lowest Point between Axles

Location: Skid plate Clearance(in): 11.0

Ground Clearance at the center (in)

12.6 Front Approach Angle (deg)

8.7 Rear Approach Angle (deg)

9.0 Ramp Clearance Angle (deg)

8.8 Aisle Width (in)

21.3 Inside Standing Height at Center
Aisle (in)

Front – 94.3 Rear – 76.4

BODY DETAILS:

Body Structural Type

Semi – monocoque

Frame Material

Stainless steal

Body Material

Aluminum

Floor Material

Composite rear and plywood low floor

Roof Material

Aluminum – roof skin is fiberglass

Windows Type

■ Fixed

■ Movable

Window Mfg./Model No.

Ricon / AS-3 DOT 322 M-299

Number of Doors

1 Front

1 Rear

Mfr. / Model No.

Vapor / Front-Slide Glide Rear Push Out Plug door

Dimension of Each Door (in)

Front - 75.4 x 32.1

Rear – 77.3 x 38.1

Passenger Seat Type

□ Cantilever

■ Pedestal

□ Other
(explain)

Mfr. / Model No.

American Seating / 1MBA36LNNNOBBO8

Driver Seat Type

■ Air

□ Spring

□ Other
(explain)

Mfr. / Model No.

Recaro / Liquid Cell

Number of Seats (including Driver)

26 (7 fold away for 2 wheelchair positions)

9 Bus Number: 1109

Date: 6-7-11

BODY DETAILS (Contd..)

Free Floor Space ( ft2 )

36.7 Height of Each Step at Normal
Position (in)

Front 1. 16.1 2. N/A 3. N/A_

Middle 1. N/A 2. N/A 3. N/A_

Rear 1. 15.5 2. N/A 3._N/A_

Step Elevation Change - Kneeling
(in)

Front – 3.9 Rear – 1.3

ENGINE

Type

□ C.I.

□ Alternate Fuel

■ S.I.

□ Other (explain)

Mfr. / Model No.

Cummins / ISL G280

Location

□ Front

■Rear

□ Other
(explain)

Fuel Type

□ Gasoline

■ CNG

□ Methanol

□Diesel

□ LNG

□ Other
(explain)

Fuel Tank Capacity (indicate units)

21,636 Scf

Fuel Induction Type

■Injected

□ Carburetion

Fuel Injector Mfr. / Model No.

Cummins / ISL G280

Carburetor Mfr. / Model No.

N/A

Fuel Pump Mfr. / Model No.

Cummins / ISL G280

Alternator (Generator) Mfr. / Model
No.

Delco Remy / 08600083

Maximum Rated Output
(Volts / Amps)

28 / 450

Air Compressor Mfr. / Model No.

Wabco / Twin 30.4

Maximum Capacity (ft3 / min)

30.4 Starter Type

■Electrical

□ Pneumatic

□ Other
(explain)

Starter Mfr. / Model No.

Delco Remy / 8200517

10 Bus Number: 1109

Date: 6-7-11

TRANSMISSION

Transmission Type

□ Manual

■Automatic

Mfr. / Model No.

Allison / 3000 Series

Control Type

□ Mechanical

■Electrical

□ Other

Torque Converter Mfr. / Model No.

Allison / B400R

Integral Retarder Mfr. / Model No.

Allison / 418

SUSPENSION

Number of Axles

2 Front Axle Type

□ Independent

■Beam Axle

Mfr. / Model No.

Arvin Meritor / MF512155ANL33

Axle Ratio (if driven)

N/A

Suspension Type

■Air

□ Spring

□ Other
(explain)

No. of Shock Absorbers

2 Mfr. / Model No.

Koni / 91 30215P1

Middle Axle Type

□ Independent

□ Beam Axle

Mfr. / Model No.

N/A

Axle Ratio (if driven)

N/A

Suspension Type

□ Air

□ Spring

□ Other
(explain)

No. of Shock Absorbers

N/A

Mfr. / Model No.

N/A

Rear Axle Type

□ Independent

■Beam Axle

Mfr. / Model No.

Arvin Meritor / R523160NFL1844

Axle Ratio (if driven)

5.38 Suspension Type

■Air

□ Spring

□ Other
(explain)

No. of Shock Absorbers

2 Mfr. / Model No.

Koni / 90 3031

11 Bus Number: 1109

Date: 6-7-11

WHEELS & TIRES

Front

Wheel Mfr./ Model No.

Alcoa / 22.5 x 8.25

Tire Mfr./ Model No.

Michelin / 275/70R 22.5

Rear

Wheel Mfr./ Model No.

Alcoa / 22.5 x 8.25

Tire Mfr./ Model No.

Michelin / 275/70R 22.5
BRAKES

Front Axle Brakes Type

■Cam

□ Disc

□ Other (explain)

Mfr. / Model No.

Meritor / 15 x 6 Q+ (Cast Plus)

Middle Axle Brakes Type

□ Cam

□ Disc

□ Other (explain)

Mfr. / Model No.

N/A

Rear Axle Brakes Type

■Cam

□ Disc

□ Other (explain)

Mfr. / Model No.

Meritor / 16.5 x 7 Q+ (Cast Plus)

Retarder Type

N/A

Mfr. / Model No.

N/A

HVAC

Heating System Type

□ Air

■Water

□ Other

Capacity (Btu/hr)

94,000

Mfr. / Model No.

Thermo King / T14

Air Conditioner

■Yes

□ No

Location

Rear

Capacity (Btu/hr)

101,000

A/C Compressor Mfr. / Model No.

Thermo King / X426

STEERING

Steering Gear Box Type

Hydraulic gear

Mfr. / Model No.

TRW / TAS65

Steering Wheel Diameter

20.0 Number of turns (lock to lock)

4.75 12

Bus Number: 1109

Date: 6-7-11

OTHERS

Wheel Chair Ramps

Location: Front

Type: Fold out ramp

Wheel Chair Lifts

Location: N/A

Type: N/A

Mfr. / Model No.

Lift-U / LU11-08-05

Emergency Exit

Location: Windows
Doors
Roof hatch

Number: 4
2 1

CAPACITIES

Fuel Tank Capacity (units)

21,636 Scf

Engine Crankcase Capacity (gallons)

7.0 Transmission Capacity (gallons)

7.7 Differential Capacity (gallons)

5.5 Cooling System Capacity (gallons)

15.0 Power Steering Fluid Capacity
(quarts)

14.0 13

VEHICLE DATA FORM

Bus Number: 1109

Date: 6-7-11

List all spare parts, tools and manuals delivered with the bus.

Part Number

Description

Qty.

N/A

14 COMPONENT/SUBSYSTEM INSPECTION FORM

Bus Number: 1109

Date: 6-07-11

Subsystem

Checked

Comments

Air Conditioning Heating
and Ventilation

B.R.

Body and Sheet Metal

B.R.

Frame

B.R.

Steering

B.R.

Suspension

B.R.

Interior/Seating

B.R.

Axles

B.R.

Brakes

B.R.

Tires/Wheels

B.R.

Exhaust

B.R.

Fuel System

B.R.

Power Plant

B.R.

Accessories

B.R.

Lift System

B.R.

Interior Fasteners

B.R.

Batteries

B.R.

15 CHECK - IN

GILLIG

MODEL LOW FLOOR

16 CHECK - IN CONT.

GILLIG MODEL LOW FLOOR
EQUIPPED WITH A LIFT-U MODEL LU11-08-05

FOLDOUT HANDICAP RAMP

17 CHECK - IN CONT.

OPERATOR’S AREA

VIN TAG

18 CHECK - IN CONT.

INTERIOR FORWARD

INTERIOR REAR

19 CHECK - IN CONT.

ENGINE COMPARTMENT

CNG FUEL TANKS

20 1. MAINTAINABILITY

1.1 ACCESSIBILITY OF COMPONENTS AND SUBSYSTEMS

1.1-I. TEST OBJECTIVE

The objective of this test is to check the accessibility of components and subsystems.

1.1-II. TEST DESCRIPTION

Accessibility of components and subsystems is checked, and where accessibility is restricted the subsystem is noted along with the reason for the restriction.

1.1-III. DISCUSSION

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.

21 ACCESSIBILITY DATA FORM

Bus Number: 1109

Date: 12-14-11

Component

Checked

Comments

ENGINE :

Oil Dipstick

E.D.

Oil Filler Hole

E.D.

Oil Drain Plug

E.D.

Oil Filter

E.D.

Fuel Filter

E.D.

Air Filter

E.D.

Belts

E.D.

Coolant Level

E.D.

Coolant Filler Hole

E.D.

Coolant Drain

E.D.

Spark / Glow Plugs

E.D.

Alternator

E.D.

Diagnostic Interface Connector

E.D.

TRANSMISSION :

Fluid Dip-Stick

E.D.

Filler Hole

E.D.

Drain Plug

E.D.

SUSPENSION :

Bushings

E.D.

Shock Absorbers

E.D.

Air Springs

E.D.

Leveling Valves

E.D.

Grease Fittings

E.D.

22 ACCESSIBILITY DATA FORM

Bus Number: 1109

Date: 12-14-11

Component

Checked

Comments

HVAC :

A/C Compressor

E.D.

Filters

E.D.

Fans

E.D.

ELECTRICAL SYSTEM :

Fuses

E.D.

Batteries

E.D.

Voltage regulator

E.D.

Voltage Converters

E.D.

Lighting

E.D.

MISCELLANEOUS :

Brakes

E.D.

Handicap Lifts/Ramps

E.D.

Instruments

E.D.

Axles

E.D.

Exhaust

E.D.

Fuel System

E.D.

OTHERS :

23 1.2 SERVICING, PREVENTIVE MAINTENANCE, AND

REPAIR AND MAINTENANCE DURING TESTING

1.2-I. TEST OBJECTIVE

The objective of this test is to collect maintenance data about the servicing, preventive maintenance, and repair.

1.2.-II. TEST DESCRIPTION

The test will be conducted by operating the NBM and collecting the following data on work order forms and a driver log.

1. Unscheduled Maintenance
a. Bus number
b. Date
c. Mileage
d. Description of malfunction
e. Location of malfunction (e.g., in service or undergoing inspection) f. Repair action and parts used
g. Man-hours required

2. Scheduled Maintenance
a. Bus number
b. Date
c. Mileage
d. Engine running time (if available)
e. Results of scheduled inspections
f. Description of malfunction (if any)
g. Repair action and parts used (if any)
h. Man-hours required

The buses will be operated in accelerated durability service. While typical items are given below, the specific service schedule will be that specified by the manufacturer.

A. Service

1. Fueling

2. Consumable checks

3. Interior cleaning

B. Preventive Maintenance

4. Brake adjustments

5. Lubrication

6. 3,000 mi (or equivalent) inspection

24 7. Oil and filter change inspection

8. Major inspection

9. Tune-up

C. Periodic Repairs

1. Brake reline

2. Transmission change

3. Engine change

4. Windshield wiper motor change

5. Stoplight bulb change

6. Towing operations

7. Hoisting operations

1.2-III. DISCUSSION

Servicing and preventive maintenance were performed at manufacturer-specified intervals. The following Scheduled Maintenance Form lists the mileage, items serviced, the service interval, and amount of time required to perform the maintenance. Table 1 is a list of the lubricating products used in servicing. Finally, the Unscheduled Maintenance List along with Unscheduled Maintenance-related photographs is included in Section 5.7, Structural Durability. This list supplies information related to failures that occurred during the durability portion of testing. The Unscheduled Maintenance List includes the date and mileage at which the malfunction occurred, a description of the malfunction and repair, and the time required to perform the repair.

25 26

27 Table 1. STANDARD LUBRICANTS

The following is a list of Texaco lubricant products used in bus testing conducted by the Penn State University Altoona Bus Testing Center:

ITEM PRODUCT CODE TEXACO DESCRIPTION

Engine oil #2112 URSA Super Plus SAE 30

Transmission oil #1866 Automatic Trans Fluid Mercon/Dexron II
Multipurpose

Gear oil #2316 Multigear Lubricant EP SAE 80W90

Wheel bearing & #1935 Starplex II
Chassis grease

28 1.3 REPLACEMENT AND/OR REPAIR OF

SELECTED SUBSYSTEMS

1.3-I. TEST OBJECTIVE

The objective of this test is to establish the time req uired to replace and/or repair selected subsystems.

1.3-II. TEST DESCRIPTION

The test will involve components that may be expected to fail or require replacement during the service life of the bus. In addition, any component that fails during the NBM testing is added to this list. Components to be included are:

1. Transmission

2. Alternator

3. Starter

4. Batteries

5. Windshield wiper motor

1.3-III. DISCUSSION

During the test, several additional components were removed for repair or replacement. Following is a list of components and total repair/replacement time.

MAN HOURS

Right front shock. 1.00

Both lower, rear shock spacers. 1.00

Left front shock. 1.00

Rear lower control arm assembly,
track rod & mounting bracket. 24.00

Replaced left rear ABS sensor wire. 1.50

Rear axle lateral bar. 4.50

Left rear brake chamber & bracket. 3.00

Rear suspension beam eye bolt,
washers & nut. 2.00

Air tank bracket & drain fitting. 3.00

Upper bracket bolts, front passenger door. 4.50

29 At the end of the test, the remaining items on the list were removed and replaced.

The transmission assembly took 6.00 man-hours (two men 3.00 hrs) to remove and replace. The time required for repair/replacement of the four remaining components is given on the following Repair and/or Replacement Form.

30 REPLACEMENT AND/OR REPAIR FORM

Subsystem

Replacement Time

Transmission

6.00 man hours

Wiper Motor

1.00 man hours

Starter

1.00 man hours

Alternator

1.50 man hours

Batteries

0.50 man hours

31 1.3 REPLACEMENT AND/OR REPAIR OF

SELECTED SUBSYSTEMS

TRANSMISSION REMOVAL AND REPLACEMENT
(6.00 MAN HOURS)

WIPER MOTOR REMOVAL AND REPLACEMENT
(1.00 MAN HOURS)

32 1.3 REPLACEMENT AND/OR REPAIR OF
SELECTED SUBSYSTEMS CONT.

STARTER REMOVAL AND REPLACEMENT
(1.00 MAN HOURS)
(1.0 MAN HOURS)

ALTERNATOR REMOVAL AND REPLACEMENT
(1.50 MAN HOURS)

33 2. RELIABILITY - DOCUMENTATION OF BREAKDOWN

AND REPAIR TIMES DURING TESTING

2-I. TEST OBJECTIVE

The objective of this test is to document unscheduled breakdowns, repairs, down time, and repair time that occur during testing.

2-II. TEST DESCRIPTION

Using the driver log and unscheduled work order forms, all significant breakdowns, repairs, man-hours to repair, and hours out of service are recorded on the Reliability Data Form.

CLASS OF FAILURES

Classes of failures are described below:

(a) Class 1: Physical Safety. A failure that could lead directly to passenger or driver injury and represents a severe crash situation.

(b) Class 2: Road Call. A failure resulting in an en route interruption of revenue service. Service is discontinued until the bus is replaced or repaired at the point of failure.

(c) Class 3: Bus Change. A failure that requires removal of the bus from service during its assignments. The bus is operable to a rendezvous point with a replacement bus.

(d) Class 4: Bad Order. A failure that does not require removal of the bus from service during its assignments but does degrade coach operation. The failure shall be reported by driver, inspector, or hostler.

2-III. DISCUSSION

A listing of breakdowns and unscheduled repairs is accumulated during the Structural Durability Test. The following Reliability Data Form lists all unscheduled repairs under classes as defined above. These classifications are so mewhat subjective as the test is performed on a test track with careful inspections every two hours.

However, even on the road, there is considerable latitude on deciding how to handle many failures.

The Unscheduled Repair List is also attached to provid e a reference for the repairs that are included in the Reliability Data Forms.

34 The classification of repairs according to subsystem is intended to emphasize those systems which had persistent minor or more serious problems. There were no Class 1 or 2 failures. Of the fifteen Class 3 failures, six involved the suspension system, three each occurred with the brakes and doors and one with the electrical system.

These, and the remaining three Class 4 failures are available for review in the Unscheduled Maintenance List, located in Section 5.7 Structural Durability.

35 RELIABILITY DATA FORMS
Bus Number: 1109 Date: 12-09-11
Personnel: Bob Reifsteck
Failure Type
Class 4
Bad
Order
Class 3
Bus
Change
Class 2
Road
Call
Class 1
Physical
Safety

Subsystems

Mileage

Mileage
Man
Hours
Down
Time
Suspension
1,384 2.00 4.00
1,463 1.00 118.00
1,722 1.00 16.00
3,785 24.00 187.00
4,146 2.00 1.00
4,379 2.00 2.00
5,451 13.00 120.00
6,614 4.50 184.00
7,802 2.00 26.00
Brakes
5,451 1.50 1.00
5,451 10.00 14.00
6,516 3.00 10.00
Doors 11,291 4.50 4.00
12,351 1.50 1.50
13,877 2.00 4.00
Air System 8,074 3.00 20.00
12,351 1.50 1.50
Electrical 4,730 6.00 77.00

36 3. SAFETY - A DOUBLE-LANE CHANGE
(OBSTACLE AVOIDANCE)

3-I. TEST OBJECTIVE

The objective of this test is to determine handling and stability of the bus by measuring speed through a double lane change test.

3-II. TEST DESCRIPTION

The Safety Test is a vehicle handling and stability test. The bus will be operated at SLW on a smooth and level test track. The bus will be driven through a double lane change course at increasing speed until the test is considered unsafe or a speed of 45 mph is reached. The lane change course will be set up using pylons to mark off two 12 foot center to center lanes with two 100 foot lane change areas 100 feet apart. The bus will begin in one lane, change to the other lane in a 100 foot span, trav el 100 feet, and return to the original lane in another 100 foot span. This procedure will be repeated, starting first in the right-hand and then in the left-hand lane.

3-III. DISCUSSION

The double -lane change was performed in both right -hand and left -hand directions. The bus was able to safely negotiate the test course in both the right -hand and left-hand directions up to the maximum test speed of 45 mph.

These test results were obtained prior to the accreditation of the lab on Novemb er 8, 2011; therefore, are not considered to be accredited in accordance with A2LA policy.

37 SAFETY DATA FORM

Bus Number: 1109

Date: 9-23-11

Personnel: B.G., T.S. & B.L.

Temperature (°F): 66

Humidity (%): 100

Wind Direction: Calm

Wind Speed (mph): Calm

Barometric Pressure (in.Hg): 30.06

SAFETY TEST: DOUBLE LANE CHANGE

Maximum safe speed tested for double-lane change to left

45 mph

Maximum safe speed tested for double-lane change to right

45 mph

Comments of the position of the bus during the lane change: A safe profile was

maintained through all portions of testing.

Comments of the tire/ground contact patch: Tire/ground contact was maintained

through all portions of testing.

38 3. SAFETY

RIGHT - HAND APPROACH

LEFT - HAND APPROACH

39 4.1 PERFORMANCE - AN ACCELERATION, GRADEABILITY,

AND TOP SPEED TEST

4-I. TEST OBJECTIVE

The objective of this test is to determine the acceleration, gradeability, and top speed capabilities of the bus.

4-II. TEST DESCRIPTION

In this test, the bus will be operated at SLW on the skid pad at the PSBRTF. The bus will be accelerated at full throttle from a standstill to a maximum "geared" or "safe" speed as determined by the test driver. The vehicle speed is measured using a Correvit non-contacting speed sensor. The times to reach speed between ten mile per hour increments are measured and recorded using a stopwatch with a lap timer. The time to speed data will be recorded on t he Performance Data Form and later used to generate a speed vs. time plot and gradeability calculations.

4-III. DISCUSSION

This test consists of three runs in both the clockwise and counterclockwise directions on the Test Track. Velocity versus time data is obtained for each run and results are averaged together to minimize any test variability which might be introduced by wind or other external factors. The test was performed up to a maximum speed of 50 mph. The fitted curve of velocity vs. time is attached, followed by the calculated gradeability results. The average time to obtain 50 mph was 29.47 seconds.

These test results were obtained prior to the accreditation of the lab on November 8, 2011; therefore, are not considered to be accredited in accordance with A2LA policy.

40 PERFORMANCE DATA FORM

Bus Number: 1109

Date: 9-23-11

Personnel: B.G., T.S. & B.L.

Temperature (°F): 66

Humidity (%): 100

Wind Direction: Calm

Wind Speed (mph): Calm

Barometric Pressure (in.Hg): 30.06

Air Conditioning compressor-OFF

 Checked

Ventilation fans-ON HIGH

 Checked

Heater pump motor-Off

 Checked

Defroster-OFF

 Checked

Exterior and interior lights-ON

 Checked

Windows and doors-CLOSED

 Checked

ACCELERATION, GRADEABILITY, TOP SPEED

Counter Clockwise Recorded Interval Times

Speed

Run 1

Run 2

Run 3

10 mph

4.29 3.95

3.89 20 mph

7.19 7.20

7.01 30 mph

12.13 11.79

11.29 40 mph

19.48 19.86

19.35 Top Test
Speed(mph) 50

31.50 31.51

30.73 Clockwise Recorded Interval Times

Speed

Run 1

Run 2

Run 3

10 mph

3.77 4.14

3.85 20 mph

6.61 7.27

7.16 30 mph

10.77 11.39

11.57 40 mph

18.05 19.05

18.73 Top Test
Speed(mph) 50

27.33 28.17

27.60 41

42 43

4.0 PERFORMANCE

4.2 Performance - Bus Braking

4.2 I. TEST OBJECTIVE

The objective of this test is to provide, for comparison purposes, braking performance data on transit buses produced by different manufacturers.

4.2 II. TEST DESCRIPTION

The testing will be conducted at the PTI Test Track skid pad area. Brake tests will be conducted after completion of the GVW portion of the vehicle durability test. At this point in testing the brakes have been subjected to a large number of braking snubs and will be considered well burnished. Testing will be performed when the bus is fully loaded at its GVW. All tires on each bus must be representative of the tires on the production model vehicle

The brake testing procedure comprises three phases:

1. Stopping distance tests

i. Dry surface (high-friction, Skid Number within the range of 70-76) ii. Wet surface (low-friction, Skid Number within the range of 30-36)

2. Stability tests

3. Parking brake test

Stopping Distance Tests

The stopping distance phase will evaluate service brake stops. All stopping distance tests on dry surface will be performed in a straight line and at the speeds of 20, 30, 40 and 45 mph. All stopping distance tests on wet surface will be performed in straight line at speed of 20 mph.

The tests will be conducted as follows:

1. Uniform High Friction Tests: Four maximum deceleration straight-line brake applications each at 20, 30, 40 and 45 mph, to a full stop on a uniform high-friction surface in a 3.66-m (12-ft) wide lane.

2. Uniform Low Friction Tests: Four maximum deceleration straight-line brake applications from 20 mph on a uniform low friction surface in a 3.66- m (12-ft) wide lane.

When performing service brake stops for both cases, the test vehicle is accelerated on the bus test lane to the speed specified in the test procedure and this speed is maintained into the skid pad area. Upon entry of the appropriate lane of the skid pad area, the vehicle's service brake is applied to stop the vehicle as quickly as

44 possible. The stopping distance is measured and recorded for both cases on the test data form. Stopping distance results on dry and wet surfaces will be recorded and the average of the four measured stopping distances will be considered as the measured stopping distance. Any deviation from the test lane will be recorded.

Stability Tests

This test will be conducted in both directions on the test track. The test consists of four maximum deceleration, straight-line brake applications on a surface with split coefficients of friction (i.e., the wheels on one side run on high-friction SN 70-76 or more and the other side on low-friction [where the lower coefficient of friction should be less than half of the high one] at initial speed of 30 mph).

(I) The performance of the vehicle will be evaluated to determine if it is possible to keep the vehicle within a 3.66m (12 ft) wide lane, with the dividing line between the two surfaces in the lane’s center. The steering wheel input angle required to keep the vehicle in the lane during the maneuver will be reported.

Parking Brake Test

The parking brake phase utilizes the brake slope, which has a 20% grade. The test vehicle, at its GVW, is driven onto the 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. The parking brake test is performed with the vehicle facing uphill and downhill.

4.2-III. DISCUSSION

The Stopping Distance phase of the Brake Test wa s completed with the following results; for the Uniform High Friction Test average stopping distances were 36.11’ at 20 mph, 82.39’ at 30 mph, 151.79’ at 40 mph and 188.94’ at 45 mph. The average stopping distance for the Uniform Low Friction Test was 37.76’ 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 but did experience pull to the left 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.

These test results were obtained prior to the accreditation of the lab on November 8, 2011; therefore, are not considered to be accredited in accordance with A2LA policy.

45 Table 4.2-6. Braking Test Data Forms

Bus Number: 1109

Date:8-31-11

Personnel: G.C., T.S. & E.D.

Amb. Temperature (oF): 72

Wind Speed (mph): 5

Wind Direction: E

Pavement Temp (°F) Start: 80.7
End: 104.9

TIRE INFLATION PRESSURE (psi):

Tire Type: Front: Michelin XZU 275/70 R22.5 Rear: Michelin XZU 275/70 R22.5

Left Tire(s)

Right Tire(s)

Front

120

Inner

Outer

Inner

Outer

Rear

120

Rear

120

AXLE LOADS (lb) (GVW)

Left

Right

Front

3,910

3,950

Rear

9,070

9,380

FINAL INSPECTION

Bus Number: 1109

Date: 8-31-11

Personnel: G.C., T.S. & E.D.

46 Table 4.2-7. Record of All Braking System Faults/Repairs.

Date Personnel Fault/Repair Description

8-31-11

G.C., T.S. &
E.D.

None noted.

47 Table 4.2-8.1. Stopping Distance Test Results Form

Stopping Distance (ft)

Vehicle
Direction

CCW

Speed (mph) Stop 1 Stop 2 Stop 3 Stop 4 Average

20 (dry)

34.67 38.56

32.64 38.55

36.11 30 (dry)

85.23 84.17

78.35 81.78

82.39 40 (dry)

152.45

156.29

145.17

153.22

151.79

45 (dry)

199.12

202.88

174.43

179.32

188.94

20 (wet)

39.08 35.39

36.74 39.80

37.76 Table 4.2-8.2. Stability Test Results Form

Stability Test Results (Split Friction Road surface)

Vehicle
Direction

Attempt

Did test bus stay in 12’ lane? (Yes/No)

1 Yes

2 Yes

CCW

1 Yes

2 Yes

Table 4.2-8.3. Parking Brake Test Form

PARKING BRAKE (Fully Loaded) - GRADE HOLDING

Vehicle
Direction

Attempt

Hold
Time (min)

Slide
(in)

Roll
(in)

Did
Hold

No
Hold

Front up

1 5 min

2 3

Front
down

1 5 min

2 3

48 5. STRUCTURAL INTEGRITY

5.1 STRUCTURAL STRENGTH AND DISTORTION TESTS -

STRUCTURAL SHAKEDOWN TEST

5.1-I. DISCUSSION

The objective of this test is to determine certain static characteristics (e.g., bus floor deflection, permanent structural deformation, etc.) under static loading conditions.

5.1-II. TEST DESCRIPTION

In this test, the bus will be isolated from the suspension by blocking the vehicle under the suspension points. The bus will then be loaded and unloaded up to a maximum of three times with a di stributed load equal to 2.5 times gross load. Gross load is 150 lb for every designed passenger seating position, for the driver, and for each

1.5 sq ft of free floor space. For a distributed load equal to 2.5 times gross load, place a 375-lb load on eac h seat and on every 1.5 sq ft of free floor space. The first loading and unloading sequence will "settle" the structure. Bus deflection will be measured at several locations during the loading sequences.

5.1-III. DISCUSSION

This test was performed based on a maximum passenger capacity of 41 people including the driver plus 2 wheelchair positions. The resulting test load is (41 x 375 lb) = 15,375 lbs. + 1,200 lbs. (2 wheelchair positions) = 16,575 lbs. The load is distributed evenly over the passen ger space. Deflection data before and after each loading and unloading sequence is provided on the Structural Shakedown Data Form.

The unloaded height after each test becomes the original height for the next test.

Some initial settling is expected due t o undercoat compression, etc. After each loading cycle, the deflection of each reference point is determined. The bus is then unloaded and the residual (permanent) deflection is recorded. On the final test, the maximum loaded deflection was 0. 049 inches at reference point 9. The maximum permanent deflection after the final loading sequence ranged from -0.005 inches at reference points 1, and 12 to 0.004 inches at reference points 7, 9 and 10.

These test results were obtained prior to the accreditation of the lab on November 8, 2011; therefore, are not considered to be accredited in accordance with A2LA policy.

49 STRUCTURAL SHAKEDOWN DATA FORM

Bus Number: 1109

Date: 6-14-11

Personnel: T.S., E.L., E.D, J.P. & B.L.

Temperature (°F): 65

Loading Sequence: ■ 1 □ 2 □ 3 (check one) Test Load (lbs): 16,575 (19 seated, 22 standees & 2 wheelchair positions)

Indicate Approximate Location of Each Reference Point

Right

Front
of
Bus

Left
Top View

Reference
Point No.

A (in)
Original
Height

B (in)
Loaded
Height

B-A (in)
Loaded
Deflection

C (in)
Unloaded
Height

C-A (in)
Permanent
Deflection

1 0

.023

.015

.-15

2 0

.030

.009

3 0

.036

.010

4 0

.052

.012

5 0

.045

.011

6 0

.030

-.003

7 0

.035

-.002

8 0

.053

.010

9 0

.150

.102

10 0

.044

.005

11 0

.039

.004

12 0

.021

.015

11 10 9 8

2 3 4 5

7 6
12 1

50 STRUCTURAL SHAKEDOWN DATA FORM

Bus Number: 1109

Date: 6-14-11

Personnel: T.S., E.L., E.D., B.L., S.C. & J.P.

Temperature (°F): 69

Loading Sequence: □ 1 ■ 2 □ 3 (check one) Test Load (lbs): 16,575 (19 seated, 22 standees & 2 wheelchair positions)

Indicate Approximate Location of Each Reference Point

Right

Front
of
Bus

Left
Top View

Reference
Point No.

A (in)
Original
Height

B (in)
Loaded
Height

B-A (in)
Loaded
Deflection

C (in)
Unloaded
Height

C-A (in)
Permanent
Deflection

1 .015

.023

.008

.010

-.005

2 .009

.031

.022

.008

-.001

3 .010

.037

.027

.009

-.001

4 .012

.051

.039

.011

-.001

5 .011

.045

.034

.010

-.001

6 -.003

.027

.030

.000

.003

7 -.002

.034

.036

.002

.004

8 .010

.056

.046

.013

.003

9 .102

.151

.049

.106

.004

10 .005

.047

.042

.009

.004

11 .004

.040

.036

.005

.001

12 .015

.023

.008

.010

-.005

11 10 9 8

2 3 4 5

7 6

12 1

51 5.1 STRUCTURAL SHAKEDOWN TEST

DIAL INDICATORS IN POSITION

BUS LOADED TO 2.5 TIMES GVL
(16,575 LBS)

52 5.2 STRUCTURAL STRENGTH AND DISTORTION

TESTS - STRUCTURAL DISTORTION

5.2-I. TEST OBJECTIVE

The objective of this test is to observe the operation of the bu s subsystems when the bus is placed in a longitudinal twist simulating operation over a curb or through a pothole.

5.2-II. TEST DESCRIPTION

With the bus loaded to GVWR, each wheel of the bus will be raised (one at a time) to simulate operation over a curb and the following will be inspected:

1. Body

2. Windows

3. Doors

4. Roof vents

5. Special seating

6. Undercarriage

7. Engine

8. Service doors

9. Escape hatches

10. Steering mechanism

Each wheel will then be lowered (one at a time) to simulate operation through a pothole and the same items inspected.

5.2-III. DISCUSSION

The test sequence was repeated ten times. The first and last test is with all wheels level. The other eight tests are with each wheel 6 inches higher and 6 inches lower than the other three wheels.

All doors, windows, escape mechanisms, engine, steering and handicapped devices operated normally throughout the test. The undercarriage and body indicated no deficiencies. No water leakage was observed during the test. The results of this test are indicated on the following data forms.

53 DISTORTION TEST INSPECTION FORM
(Note: Ten copies of this data sheet are required)

Bus Number: 1109

Date: 6-15-11

Personnel: T.S., E.D., E.L. & B.L.

Temperature(°F): 74

Wheel Position : (check one)

All wheels level

■ before

□ after

Left front

□ 6 in higher

□ 6 in lower

Right front

□ 6 in higher

□ 6 in lower

Right rear

□ 6 in higher

□ 6 in lower

Left rear

□ 6 in higher

□ 6 in lower

Comments

■ Windows

No deficiencies.

■ Front Doors

No deficiencies.

■ Rear Doors

No deficiencies.

■ Escape Mechanisms/ Roof Vents

No deficiencies.

■ Engine

No deficiencies.

■ Handicapped Device/ Special
Seating

No deficiencies.

■ Undercarriage

No deficiencies.

■ Service Doors

No deficiencies.

■ Body

No deficiencies.

■ Windows/ Body Leakage

No deficiencies.

■ Steering Mechanism

No deficiencies.

54 DISTORTION TEST INSPECTION FORM
(Note: Ten copies of this data sheet are required)

Bus Number: 1109

Date: 6-15-11

Personnel: T.S., E.D., E.L. & B.L.

Temperature(°F): 74

Wheel Position : (check one)

All wheels level

□ before

□ after

Left front

■ 6 in higher

□ 6 in lower

Right front

□ 6 in higher

□ 6 in lower

Right rear

□ 6 in higher

□ 6 in lower

Left rear

□ 6 in higher

□ 6 in lower

Comments

■ Windows

No deficiencies.

■ Front Doors

No deficiencies.

■ Rear Doors

No deficiencies.

■ Escape Mechanisms/ Roof Vents

No deficiencies.

■ Engine

No deficiencies.

■ Handicapped Device/ Special
Seating

No deficiencies.

■ Undercarriage

No deficiencies.

■ Service Doors

No deficiencies.

■ Body

No deficiencies.

■ Windows/ Body Leakage

No deficiencies.

■ Steering Mechanism

No deficiencies.

55 DISTORTION TEST INSPECTION FORM
(Note: Ten copies of this data sheet are required)

Bus Number: 1109

Date: 6-15-11

Personnel: T.S., E.D., E.L. & B.L.

Temperature(°F): 74

Wheel Position : (check one)

All wheels level

□ before

□ after

Left front

□ 6 in higher

□ 6 in lower

Right front

■ 6 in higher

□ 6 in lower

Right rear

□ 6 in higher

□ 6 in lower

Left rear

□ 6 in higher

□ 6 in lower

Comments

■ Windows

No deficiencies.

■ Front Doors

No deficiencies.

■ Rear Doors

No deficiencies.

■ Escape Mechanisms/ Roof Vents

No deficiencies.

■ Engine

No deficiencies.

■ Handicapped Device/ Special
Seating

No deficiencies.

■ Undercarriage

No deficiencies.

■ Service Doors

No deficiencies.

■ Body

No deficiencies.

■ Windows/ Body Leakage

No deficiencies.

■ Steering Mechanism

No deficiencies.

56 DISTORTION TEST INSPECTION FORM
(Note: Ten copies of this data sheet are required)

Bus Number: 1109

Date: 6-15-11

Personnel: T.S., E.D., E.L. & B.L.

Temperature(°F): 74

Wheel Position : (check one)

All wheels level

□ before

□ after

Left front

□ 6 in higher

□ 6 in lower

Right front

□ 6 in higher

□ 6 in lower

Right rear

■ 6 in higher

□ 6 in lower

Left rear

□ 6 in higher

□ 6 in lower

Comments

■ Windows

No deficiencies.

■ Front Doors

No deficiencies.

■ Rear Doors

No deficiencies.

■ Escape Mechanisms/ Roof Vents

No deficiencies.

■ Engine

No deficiencies.

■ Handicapped Device/ Special
Seating

No deficiencies.

■ Undercarriage

No deficiencies.

■ Service Doors

No deficiencies.

■ Body

No deficiencies.

■ Windows/ Body Leakage

No deficiencies.

■ Steering Mechanism

No deficiencies.

57 DISTORTION TEST INSPECTION FORM
(Note: Ten copies of this data sheet are required)

Bus Number: 1109

Date: 6-15-11

Personnel: T.S., E.D., E.L. & B.L.

Temperature(°F): 74

Wheel Position : (check one)

All wheels level

□ before

□ after

Left front

□ 6 in higher

□ 6 in lower

Right front

□ 6 in higher

□ 6 in lower

Right rear

□ 6 in higher

□ 6 in lower

Left rear

■ 6 in higher

□ 6 in lower

Comments

■ Windows

No deficiencies.

■ Front Doors

No deficiencies.

■ Rear Doors

No deficiencies.

■ Escape Mechanisms/ Roof Vents

No deficiencies.

■ Engine

No deficiencies.

■ Handicapped Device/ Special
Seating

No deficiencies.

■ Undercarriage

No deficiencies.

■ Service Doors

No deficiencies.

■ Body

No deficiencies.

■ Windows/ Body Leakage

No deficiencies.

■ Steering Mechanism

No deficiencies.

58 DISTORTION TEST INSPECTION FORM
(Note: Ten copies of this data sheet are required)

Bus Number: 1109

Date: 6-15-11

Personnel: T.S., E.D., E.L. & B.L.

Temperature(°F): 74

Wheel Position : (check one)

All wheels level

□ before

□ after

Left front

□ 6 in higher

■ 6 in lower

Right front

□ 6 in higher

□ 6 in lower

Right rear

□ 6 in higher

□ 6 in lower

Left rear

□ 6 in higher

□ 6 in lower

Comments

■ Windows

No deficiencies.

■ Front Doors

No deficiencies.

■ Rear Doors

No deficiencies.

■ Escape Mechanisms/ Roof Vents

No deficiencies.

■ Engine

No deficiencies.

■ Handicapped Device/ Special
Seating

No deficiencies.

■ Undercarriage

No deficiencies.

■ Service Doors

No deficiencies.

■ Body

No deficiencies.

■ Windows/ Body Leakage

No deficiencies.

■ Steering Mechanism

No deficiencies.

59 DISTORTION TEST INSPECTION FORM
(Note: Ten copies of this data sheet are required)

Bus Number: 1109

Date: 6-15-11

Personnel: T.S., E.D., E.L. & B.L.

Temperature(°F): 74

Wheel Position : (check one)

All wheels level

□ before

□ after

Left front

□ 6 in higher

□ 6 in lower

Right front

□ 6 in higher

■ 6 in lower

Right rear

□ 6 in higher

□ 6 in lower

Left rear

□ 6 in higher

□ 6 in lower

Comments

■ Windows

No deficiencies.

■ Front Doors

No deficiencies.

■ Rear Doors

No deficiencies.

■ Escape Mechanisms/ Roof Vents

No deficiencies.

■ Engine

No deficiencies.

■ Handicapped Device/ Special
Seating

No deficiencies.

■ Undercarriage

No deficiencies.

■ Service Doors

No deficiencies.

■ Body

No deficiencies.

■ Windows/ Body Leakage

No deficiencies.

■ Steering Mechanism

No deficiencies.

60 DISTORTION TEST INSPECTION FORM
(Note: Ten copies of this data sheet are required)

Bus Number: 1109

Date: 6-15-11

Personnel: T.S., E.D., E.L. & B.L.

Temperature(°F): 74

Wheel Position : (check one)

All wheels level

□ before

□ after

Left front

□ 6 in higher

□ 6 in lower

Right front

□ 6 in higher

□ 6 in lower

Right rear

□ 6 in higher

■ 6 in lower

Left rear

□ 6 in higher

□ 6 in lower

Comments

■ Windows

No deficiencies.

■ Front Doors

No deficiencies.

■ Rear Doors

No deficiencies.

■ Escape Mechanisms/ Roof Vents

No deficiencies.

■ Engine

No deficiencies.

■ Handicapped Device/ Special
Seating

No deficiencies.

■ Undercarriage

No deficiencies.

■ Service Doors

No deficiencies.

■ Body

No deficiencies.

■ Windows/ Body Leakage

No deficiencies.

■ Steering Mechanism

No deficiencies.

61 DISTORTION TEST INSPECTION FORM
(Note: Ten copies of this data sheet are required)

Bus Number: 1109

Date: 6-15-11

Personnel: T.S., E.D., E.L. & B.L.

Temperature(°F): 74

Wheel Position : (check one)

All wheels level

□ before

□ after

Left front

□ 6 in higher

□ 6 in lower

Right front

□ 6 in higher

□ 6 in lower

Right rear

□ 6 in higher

□ 6 in lower

Left rear

□ 6 in higher

■ 6 in lower

Comments

■ Windows

No deficiencies.

■ Front Doors

No deficiencies.

■ Rear Doors

No deficiencies.

■ Escape Mechanisms/ Roof Vents

No deficiencies.

■ Engine

No deficiencies.

■ Handicapped Device/ Special
Seating

No deficiencies.

■ Undercarriage

No deficiencies.

■ Service Doors

No deficiencies.

■ Body

No deficiencies.

■ Windows/ Body Leakage

No deficiencies.

■ Steering Mechanism

No deficiencies.

62 DISTORTION TEST INSPECTION FORM
(Note: Ten copies of this data sheet are required)

Bus Number: 1109

Date: 6-15-11

Personnel: T.S., E.D., E.L. & B.L.

Temperature(°F): 74

Wheel Position : (check one)

All wheels level

□ before

■ after

Left front

□ 6 in higher

□ 6 in lower

Right front

□ 6 in higher

□ 6 in lower

Right rear

□ 6 in higher

□ 6 in lower

Left rear

□ 6 in higher

□ 6 in lower

Comments

■ Windows

No deficiencies.

■ Front Doors

No deficiencies.

■ Rear Doors

No deficiencies.

■ Escape Mechanisms/ Roof Vents

No deficiencies.

■ Engine

No deficiencies.

■ Handicapped Device/ Special
Seating

No deficiencies.

■ Undercarriage

No deficiencies

■ Service Doors

No deficiencies.

■ Body

No deficiencies.

■ Windows/ Body Leakage

No deficiencies.

■ Steering Mechanism

No deficiencies.

63 5.2 STRUCTURAL DISTORTION TEST

LEFT REAR WHEEL SIX INCHES LOWER

RIGHT FRONT WHEEL SIX INCHES HIGHER

64 5.3 STRUCTURAL STRENGTH AND DISTORTION

TESTS - STATIC TOWING TEST

5.3-I. TEST OBJECTIVE

The objective of this test is to determine the characteristics of the bus towing mechanisms under static loading conditions.

5.3-II. TEST DESCRIPTION

Utilizing a load -distributing yoke, a hydraulic cylinder is used to apply a static tension load equal to 1.2 times the bus curb weight. The load will be applied to both the front and rear, i f applicable, towing fixtures at an angle of 20 degrees with the longitudinal axis of the bus, first to one side then the other in the horizontal plane, and then upward and downward in the vertical plane. Any permanent deformation or damage to the tow eyes or adjoining structure will be recorded.

5.3-III. DISCUSSION

The load -distributing yoke was incorporated as the interface between the Static Tow apparatus and the test bus tow hook/eyes. The test was performed to the full target test weight of 31,572 lbs (1.2 x 26,310 lbs CW). No damage or deformation was observed during all four front pulls of the test. Rear towing is not recommended.

65 STATIC TOWING TEST DATA FORM

Bus Number: 1109

Date: 12-9-11

Personnel: E.L., T.S., J.P., B.L. & E.D.

Temperature (°F): 38

Inspect right front tow eye and adjoining structure.

Comments: No damage or deformation observed.

Check the torque of all bolts attaching tow eye and surrounding structure.

Comments: Torques verified.

Inspect left tow eye and adjoining structure.

Comments: No damage or deformation observed.

Check the torque of all bolts attaching tow eye and surrounding structure.

Comments: Torques verified.

Inspect right rear tow eye and adjoining structure.

Comments: N/A

Check the torque of all bolts attaching tow eye and surrounding structure.

Comments: N/A

Inspect left rear tow eye and adjoining structure.

Comments: N/A

Check the torque of all bolts attaching tow eye and surrounding structure.

Comments: N/A

General comments of any other structure deformation or failure: None noted.

All 4 front pulls were completed to the target test load of 31,572 lbs.

1.2 x 26,310 lbs CW

66 5.3 STATIC TOWING TEST

FRONT 20° UPWARD PULL

FRONT 20° DOWN PULL

67 5.3 STATIC TOWING TEST CONT.

FRONT 20° LEFT PULL

FRONT 20° RIGHT PULL

68 5.4 STRUCTURAL STRENGTH AND DISTORTION TESTS -

DYNAMIC TOWING TEST

5.4-I. TEST OBJECTIVE

The objective of this test is to verify the integrity of the towing fixtures and determine the feasibility of towing the bus under manufacturer specified procedures.

5.4-II. TEST DESCRIPTION

This test requires the bus be towed at curb weight using the specified equipment and instructions provided by the manufacturer and a heavy-duty wrecker. The bus will be towed for 5 miles at a speed of 20 mph for each recommended towing configuration.

After releasing the bus from the wrecker, the bus will be visually inspected for any structural damage or permanent deformation. All doors, windows and passenger escape mechanisms will be inspected for proper operation.

5.4-III. DISCUSSION

The bus was towed using a heavy-duty wrecker. The towing interface was accomplished by incorporating a hydraulic under lift. A front lift tow was performed.

Rear towing is not recommended. No problems, deformation, or damage was noted during testing.

69 DYNAMIC TOWING TEST DATA FORM

Bus Number: 1109

Date: 12-9-11

Personnel: T.S., J.P., B.L. & E.D.

Temperature (°F): 42

Humidity (%): 49

Wind Direction: SW

Wind Speed (mph): 2

Barometric Pressure (in.Hg): 30.26

Inspect tow equipment-bus interface.

Comments: A safe and adequate connection was made between the tow equipment

and the bus.

Inspect tow equipment-wrecker interface.

Comments: A safe and adequate connection was made between the tow equipment

and the wrecker.

Towing Comments: A front lift tow was performed incorporating a hydraulic under

lift wrecker.

Description and location of any structural damage: No damage or deformation

was observed.

General Comments: No problems were encountered with the tow or towing

interface.

70 5.4 DYNAMIC TOWING TEST

TOWING INTERFACE

TEST BUS IN TOW

71 5.5 STRUCTURAL STRENGTH AND DISTORTION
TESTS – JACKING TEST

5.5-I. TEST OBJECTIVE

The objective of this test is to inspect for damage due to the deflated tire, and determine the feasibility of jacking the bus with a portable hydraulic jack to a height sufficient to replace a deflated tire.

5.5-II. TEST DESCRIPTION

With the bus at curb weight, the tire(s) at one corner of the bus are replaced with deflated tire(s) of the appropriate type. A portable hydraulic floor jack is then positioned in a manner and location specified by the manufacturer and used to raise the bus to a height sufficient to provide 3-in clearance between the floor and an inflated tire. The deflated tire(s) are replaced with the original tire(s) and the hack is lowered. Any structural damage or permanent deformation is recorded on the test data sheet. This procedure is repeated for each corner of the bus.

5.5-III. DISCUSSION

The jack used for this test has a minimum height of 8.75 inches. During the deflated portion of the test, the jacking point clearances ranged from 4.4 inches to 11.9 inches.

No deformation or damage was observed during testing. A complete listing of jacking point clearances is provided in the Jacking Test Data Form.

JACKING CLEARANCE SUMMARY

Condition

Frame Point Clearance

Front axle – one tire flat

8.7”

Rear axle – one tire flat

11.8”

Rear axle – two tires flat

8.8”

These test results were obtained prior to the accreditation of the lab on November 8, 2011; therefore, are not considered to be accredited in accordance with A2LA policy.

72 JACKING TEST DATA FORM

Bus Number: 1109 Date: 6-8-11
Personnel: E.D., E.L. & B.L. Temperature (°F): 78

Record any permanent deformation or damage to bus as well as any difficulty encountered during jacking procedure.

Deflated
Tire
Jacking Pad
Clearance
Body/Frame
(in)
Jacking Pad
Clearance
Axle/Suspension
(in)

Comments
Right front 11.5“ I

8.9“ D

7.7“ I

4.4” D

Left front

11.2“ I

8.7“ D

7.7“ I

4.5“ D

Right rear—outside

12.7“ I

11.9“ D

9.9“ I

9.3“ D

Right rear—both

12.7“ I

9.8“ D

9.9“ I

7.8“ D

Left rear—outside

12.5“ I

11.8“ D

9.8“ I

9.3“ D

Left rear—both

12.5“ I

8.8“ D

9.8“ I

7.3“ D

Right middle or
tag—outside NA NA

Right middle or
tag—both NA NA

Left middle or tag—
outside NA NA

Left middle or tag—
both NA NA

Additional comments of any deformation or difficulty during jacking:

73 5.6 STRUCTURAL STRENGTH AND DISTORTION

TESTS - HOISTING TEST

5.6-I. TEST OBJECTIVE

The objective of this test is to determine possible damage or deformation caused by the jack/stands.

5.6-II. TEST DESCRIPTION

With the bus at curb weight, the front end of the bus is raised to a height sufficient to allow manufacturer-specified placement of jack stands under the axles or jacking pads independent of the hoist system. The bus will be checked for stability on the jack stands and for any damage to the jacking pads or bulkheads. The procedure is repeated for the rear end of the bus. The procedure is then repeated for the front and rear simultaneously.

5.6-III. DISCUSSION

The test was conducted using four posts of a six-post electric lift and standard 19 inch jack stands. The bus was hoisted from the front wheel, rear wheel, and then the front and rear wheels simultaneously and placed on jack stands.

The bus easily accommodated the placement of the vehicle lifts and jack stands and the procedure was performed without any instability noted.

These test results were obtained prior to the accreditation of the lab on November 8, 2011; therefore, are not considered to be accredited in accordance with A2LA policy.

74 HOISTING TEST DATA FORM

Bus Number: 1109

Date: 6-9-11

Personnel: E.D., E,L, & B.L.

Temperature (°F): 80

Comments of any structural damage to the jacking pads or axles while both the front wheels are supported by the jack stands:

None noted.

Comments of any structural damage to the jacking pads or axles while both the rear wheels are supported by the jack stands:

None noted.

Comments of any structural damage to the jacking pads or axles while both the front and rear wheels are supported by the jack stands:

None noted.

75 5.7 STRUCTURAL DURABILITY TEST

5.7-I. TEST OBJECTIVE

The objective of this test is to perform an accelerated durability test that approximates up to 25 percent of the service life of the vehicle.

5.7-II. TEST DESCRIPTION

The test vehicle is driven a total of 15,000 miles; approximately 12,500 miles on the PSBRTF Durability Test Track and approximately 2,500 miscellaneous other miles. The test will be conducted with the bus operated under three different loading conditions. The first segment will consist of approximately 6,250 miles with the bus operated at GVW. The second segment will consist of approximately 2,500 miles with the bus operated at SLW.

The remainder of the test, approximately 6,250 miles, will be conducted with the bus loaded to CW. If GVW exceeds the axle design weights, then the load will be adjusted to the axle design weights and the change will be recorded. All subsystems are run during these tests in their normal operating modes. All recommended manufacturers servicing is to be followed and noted on the vehicle maintainability log. Servicing items accelerated by the durability tests will be compressed by 10:1; all others will be done on a 1:1 mi/mi basis.

Unscheduled breakdowns and repairs are recorded on the same log as are any unusual occurrences as noted by the driver. Once a week the test vehicle shall be washed down and thoroughly inspected for any signs of failure.

5.7-III. DISCUSSION

The Structural Durability Test was started on June 15, 2011 and was conducted until December 9, 2011. The first 6,250 miles were performed at a GVW of 33,440 lbs. and completed on August 29, 2011. The next 2,500 mile SLW segment was performed at 30,310 lbs and completed on October 21, 2011, and the final 6,250 mile segment was performed at a CW of 26,310 lbs and completed on December 9, 2011.

The following mileage summary presents the accumulation of miles during the Structural Durability Test. The driving schedule is included, showing the operating duty cycle. A detailed plan view of the Test Track Facility and Durability Test Track are attached for reference. Also, a durability element profile detail shows all the measurements of the different conditions. Finally, photographs illustrating some of the failures that were encountered during the Structural Durability Test are included.

76 77

78 79

80 81

82 83

84 85

UNSCHEDULED MAINTENANCE

LEAKING RIGHT FRONT SHOCK
(1,384 TEST MILES)

NEW REAR, LOWER SHOCK SPACERS
(1,463 TEST MILES)

86 UNSCHEDULED MAINTENANCE CONT.

CRACKED TRANSVERSE BAR IN REAR, LOWER

CONTROL ARM ASSEMBLY
(3,785 TEST MILES)

87 UNSCHEDULED MAINTENANCE CONT.

CRACKED TRANSVERSE BAR IN REAR, LOWER

CONTROL ARM ASSEMBLY
(3,785 TEST MILES)

BROKEN TRACK ROD EYE
(3,785 TEST MILES)

88 UNSCHEDULED MAINTENANCE CONT.

FRONT SHOCK LEAKING OIL
(4,379 TEST MILES)

FAILED ALTERNATOR
(4,730 TEST MILES)

89 UNSCHEDULED MAINTENANCE CONT.

BROKEN LEFT REAR ABS SENSOR
(5,451 TEST MILES)

BROKEN LEFT REAR BRAKE CHAMBER BRACKET
(5,451 TEST MILES)

90 UNSCHEDULED MAINTENANCE CONT.

BROKEN RIGHT REAR BRAKE CHAMBER BRACKET
(6,516 TEST MILES)

FAILED BUSHING; REAR AXLE LATERAL BAR
(6,614 TEST MILES)

91 UNSCHEDULED MAINTENANCE CONT.

FAILED AIR TANK MOUNTING BRACKET
(8,074 TEST MILES)

BROKEN BOLTS FRONT DOOR; UPPER SUPPORT
BRACKET (13,877 TEST MILES)

92 6. FUEL ECONOMY TEST - A FUEL CONSUMPTION

TEST USING AN APPROPRIATE OPERATING CYCLE

6-I. TEST OBJECTIVE

The objective of this test is to provide accurate comparable fuel consumption data on transit buses produced by different manufacturers. This fuel economy test bears no relation to the calculations done by the Environmental Protection Agency (EPA) to determine levels for the Corporate Average Fuel Economy Program. EPA's calculations are based on tests conducted under laboratory conditions intended to simulate city and highway driving. This fuel economy test, as designated here, is a measurement of the fuel expended by a vehicle traveling a specified test loop under specified operating conditions. The results of this test will not represent actual mileage but will provide data that can be used by recipients to compare buses tested by this procedure.

6-II. TEST DESCRIPTION

This test requires operation of the bus over a course based on the Transit Coach Operating Duty Cycle (ADB Cycle) at seated load weight using a procedure based on the Fuel Economy Measurement Test (Engineering Type) For Trucks and Buses: SAE 1376 July 82. The procedure has been modified by elimination of the control vehicle and by modifications as described below. The inherent uncertainty and expense of utilizing a control vehicle over the operating life of the facility is impractical.

The fuel economy test will be performed as soon as possible (weather permitting) after the completion of the GVW portion of the structural durability test. It will be conducted on the bus test lane at the Penn State Test Facility. Signs are erected at carefully measured points which delineate the test course. A test run will comprise 3 CBD phases, 2 Arterial phases, and 1 Commuter phase. An electronic fuel measuring system will indicate the amount of fuel consumed during each phase of the test. The test runs will be repeated until there are at least two runs in both the clockwise and counterclockwise directions in which the fuel consumed for each run is within ± 4 percent of the average total fuel used over the 4 runs. A 20-minute idle consumption test is performed just prior to and immediately after the driven portion of the fuel economy test. The amount of fuel consumed while operating at normal/low idle is recorded on the Fuel Economy Data Form. This set of four valid runs along with idle consumption data comprise a valid test.

These test results were obtained prior to the accreditation of the lab on November 8, 2011; therefore, are not considered to be accredited in accordance with A2LA policy.

93 The test procedure is the ADB cycle with the following four modifications:

1. The ADB cycle is structured as a set number of miles in a fixed time in the following order: CBD, Arterial, CBD, Arterial, CBD, and Commuter. A separate idle fuel consumption measurement is performed at the beginning and end of the fuel economy test. This phase sequence permits the reporting of fuel consumption for each of these phases separately, making the data more useful to bus manufacturers and transit properties.

2. The operating profile for testing purposes shall consist of simulated transit type service at seated load weight. The three test phases (figure 6-1) are: a central business district (CBD) phase of 2 miles with 7 stops per mile and a top speed of 20 mph; an arterial phase of 2 miles with 2 stops per mile and a top speed of 40 mph; and a commuter phase of 4 miles with 1 stop and a maximum speed of 40 mph. At each designated stop the bus will remain stationary for seven seconds. During this time, the passenger doors shall be opened and closed.

3. The individual ADB phases remain unaltered with the exception that 1 mile has been changed to 1 lap on the Penn State Test Track. One lap is equal to 5,042 feet. This change is accommodated by adjusting the cruise distance and time.

4. The acceleration profile, for practical purposes and to achieve better repeatability, has been changed to "full throttle acceleration to cruise speed".

Several changes were made to the Fuel Economy Measurement Test (Engineering Type) For Trucks and Buses: SAE 1376 July 82:

1. Sections 1.1, and 1.2 only apply to diesel, gasoline, methanol, and any other fuel in the liquid state (excluding cryogenic fuels).

1.1 SAE 1376 July 82 requires the use of at least a 16-gal fuel tank. Such a fuel tank when full would weigh approximately 160 lb. It is judged that a 12-gal tank weighing approximately 120 lb will be sufficient for this test and much easier for the technician and test personnel to handle.

94 1.2 SAE 1376 July 82 mentions the use of a mechanical scale or a flow meter system. This test procedure uses a load cell readout combination that provides an accuracy of 0.5 percent in weight and permits on-board weighing of the gravimetric tanks at the end of each phase. This modification permits the determination of a fuel economy value for each phase as well as the overall cycle.

2. Section 2.1 applies to compressed natural gas (CNG), liquefied natural gas (LNG), cryogenic fuels, and other fuels in the vapor state.

2.1 A laminar type flow meter will be used to determine the fuel consumption. The pressure and temperature across the flow element will be monitored by the flow computer. The flow computer will use this data to calculate the gas flow rate. The flow computer will also display the flow rate (scfm) as well as the total fuel used (scf). The total fuel used (scf) for each phase will be recorded on the Fuel Economy Data Form.

3. Use both Sections 1 and 2 for dual fuel systems.

FUEL ECONOMY CALCULATION PROCEDURE

A. For diesel, gasoline, methanol and fuels in the liquid state.

The reported fuel economy is based on the following: measured test quantities-- distance traveled (miles) and fuel consumed (pounds); standard reference values-- density of water at 60°F (8.3373 lbs/gal) and volumetric heating value of standard fuel; and test fuel specific gravity (unitless) and volumetric heating value (BTU/gal). These combine to give a fuel economy in miles per gallon (mpg) which is corrected to a standard gallon of fuel referenced to water at 60°F. This eliminates fluctuations in fuel economy due to fluctuations in fuel quality. This calculation has been programmed into a computer and the data processing is performed automatically.

The fuel economy correction consists of three steps:

1.) Divide the number of miles of the phase by the number of pounds of fuel consumed
total miles
phase miles per phase per run
CBD 1.9097 5.7291
ART 1.9097 3.8193
COM 3.8193 3.8193

FEomi/lb = Observed fuel economy = miles
lb of fuel

95 2.) Convert the observed fuel economy to miles per gallon [mpg] by multiplying by the specific gravity of the test fuel Gs (referred to water) at 60°F and multiply by the density of water at 60°F

FEompg = FEcmi/lb x Gs x Gw

where Gs = Specific gravity of test fuel at 60°F (referred to water) Gw = 8.3373 lb/gal

3.) Correct to a standard gallon of fuel by dividing by the volumetric heating value of the test fuel (H) and multiplying by the volumetric heating value of standard reference fuel (Q). Both heating values must have the same units.

FEc = FEompg x Q
H
where

H = Volumetric heating value of test fuel [BTU/gal]
Q = Volumetric heating value of standard reference fuel

Combining steps 1-3 yields

==> FEc = miles x (Gs x Gw) x Q
lbs H

4.) Covert the fuel economy from mpg to an energy equivalent of miles per BTU. Since the number would be extremely small in magnitude, the energy equivalent will be represented as miles/BTUx106.

Eq = Energy equivalent of converting mpg to mile/BTUx106.

Eq = ((mpg)/(H))x106

B. CNG, LNG, cryogenic and other fuels in the vapor state.

The reported fuel economy is based on the following: measured test quantities-- distance traveled (miles) and fuel consumed (scf); density of test fuel, and volumetric heating value (BTU/lb) of test fuel at standard conditions (P=14.73 psia and T=60 F).

96 These combine to give a fuel economy in miles per lb. The energy equivalent (mile/BTUx106) will also be provided so that the results can be compared to buses that use other fuels.

1.) Divide the number of miles of the phase by the number of standard cubic feet (scf) of fuel consumed.
total miles
phase miles per phase per run
CBD 1.9097 5.7291
ART 1.9097 3.8193
COM 3.8193 3.8193

FEomi/scf = Observed fuel economy = miles
scf of fuel

2.) Convert the observed fuel economy to miles per lb by dividing FEo by the density of the test fuel at standard conditions (Lb/ft3).

Note: The density of test fuel must be determined at standard conditions as described above. If the density is not defined at the above standard conditions, then a correction will be needed before the fuel economy can be calculated.

FEomi/lb = FEo / Gm

where Gm = Density of test fuel at standard conditions

3.) Convert the observed fuel economy (FEomi/lb) to an energy equivalent of (miles/BTUx106) by dividing the observed fuel economy (FEomi/lb) by the heating value of the test fuel at standard conditions.

Eq = ((FEomi/lb)/H)x106
where

Eq = Energy equivalent of miles/lb to mile/BTUx106
H = Volumetric heating value of test fuel at standard conditions

97 6-III. DISCUSSION

This is a comparative test of fuel economy using CNG fuel with a heating value of 1,008.1 btu/lb. The driving cycle consists of Central Business District (CBD), Arterial (ART), and Commuter (COM) phases as described in 6-II. The fuel consumption for each driving cycle and for idle is measured separately. The results are corrected to a reference fuel with a volumetric heating value of 126,700.0 btu/gal.

An extensive pretest maintenance check is made including the replacement of all lubrication fluids. The details of the pretest maintenance are given in the first three Pretest Maintenance Forms. The fourth sheet shows the Pretest Inspection. The next sheet shows the correction calculation for the test fuel. The next four Fuel Economy Forms provide the data from the four test runs. Finally, the summary sheet provides the average fuel consumption. The overall average is based on total fuel and total mileage for each phase. The overall average fuel consumption values were; CBD – 0.92 M/lb, ART – 0.99 M/lb, and COM – 1.67 M/lb. Average fuel consumption at idle was 4.73 lb/hr.

98 FUEL ECONOMY PRE-TEST MAINTENANCE FORM

Bus Number: 1109

Date: 9-19-11

SLW (lbs): 30,310

Personnel: S.C. & T.S.

FUEL SYSTEM

Date

Initials

Install fuel measurement system 

9-19-11

S.C.

Replace fuel filter 

9-19-11

S.C.

Check for fuel leaks 

9-19-11

S.C.

Specify fuel type (refer to fuel analysis)

CNG

Remarks: None noted.

BRAKES/TIRES

Date

Initials

Inspect hoses 

9-19-11

S.C.

Inspect brakes 

9-19-11

S.C.

Relube wheel bearings 

9-19-11

T.S

Check tire inflation pressures (mfg. specs.) 

9-19-11

S.C.

Remarks: None noted.

COOLING SYSTEM

Date

Initials

Check hoses and connections 

9-19-11

S.C.

Check system for coolant leaks 

9-19-11

S.C.

Remarks: None noted.

99 FUEL ECONOMY PRE-TEST MAINTENANCE FORM (page 2)

Bus Number: 1109

Date: 9-19-11

Personnel: S.C. & T.S.

ELECTRICAL SYSTEMS

Date

Initials

Check battery 

9-19-11

S.C.

Inspect wiring 

9-19-11

S.C.

Inspect terminals 

9-19-11

S.C.

Check lighting 

9-19-11

S.C.

Remarks: None noted.

DRIVE SYSTEM

Date

Initials

Drain transmission fluid 

9-19-11

T.S.

Replace filter/gasket 

9-19-11

T.S.

Check hoses and connections 

9-19-11

T.S.

Replace transmission fluid 

9-19-11

T.S.

Check for fluid leaks 

9-19-11

T.S.

Remarks: None noted.

LUBRICATION

Date

Initials

Drain crankcase oil 

9-19-11

T.S.

Replace filters 

9-19-11

T.S.

Replace crankcase oil 

9-19-11

T.S.

Check for oil leaks 

9-19-11

T.S.

Check oil level 

9-19-11

T.S.

Lube all chassis grease fittings 

9-19-11

T.S.

Lube universal joints 

9-19-11

T.S.

Replace differential lube including axles 

9-19-11

T.S.

Remarks: None noted.

100
FUEL ECONOMY PRE-TEST MAINTENANCE FORM (page 3)

Bus Number: 1109

Date: 9-19-11

Personnel: S.C. & T.S.

EXHAUST/EMISSION SYSTEM

Date

Initials

Check for exhaust leaks



9-19-11

S.C.

Remarks: None noted.

ENGINE

Date

Initials

Replace air filter 

9-19-11

T.S.

Inspect air compressor and air system 

9-19-11

S.C.

Inspect vacuum system, if applicable N/A

9-19-11

S.C.

Check and adjust all drive belts 

9-19-11

S.C.

Check cold start assist, if applicable 

9-19-11

S.C.

Remarks: None noted.

STEERING SYSTEM

Date

Initials

Check power steering hoses and connectors 

9-19-11

S.C.

Service fluid level 

9-19-11

S.C.

Check power steering operation 

9-19-11

S.C.

Remarks: None noted.

Date

Initials

Ballast bus to seated load weight



9-19-11

S.C.

TEST DRIVE

Date

Initials

Check brake operation 

9-19-11

S.C.

Check transmission operation 

9-19-11

S.C.

Remarks: None noted.

101

FUEL ECONOMY PRE-TEST INSPECTION FORM

Bus Number: 1109

Date: 9-22-11

Personnel: S.C.

PRE WARM-UP

If OK, Initial

Fuel Economy Pre-Test Maintenance Form is complete

S.C.

Cold tire pressure (psi): Front 120 Middle N/A Rear 120

S.C.

Tire wear:

S.C.

Engine oil level

S.C.

Engine coolant level

S.C.

Interior and exterior lights on, evaporator fan on

S.C.

Fuel economy instrumentation installed and working properly.

S.C.

Fuel line -- no leaks or kinks

S.C.

Speed measuring system installed on bus. Speed indicator installed in front of bus and accessible to TECH and Driver.

S.C.

Bus is loaded to SLW

S.C.

WARM-UP

If OK, Initial

Bus driven for at least one hour warm-up

S.C.

No extensive or black smoke from exhaust

S.C.

POST WARM-UP

If OK, Initial

Warm tire pressure (psi): Front 122 Middle N/A Rear 124

S.C.

Environmental conditions
Average wind speed <12 mph and maximum gusts <15 mph
Ambient temperature between 30°(-1°) and 90°F(32°C)
Track surface is dry
Track is free of extraneous material and clear of
interfering traffic

S.C.

102

103

104

105

106

107

7. NOISE

7.1 INTERIOR NOISE AND VIBRATION TESTS

7.1-I. TEST OBJECTIVE

The objective of these tests is to measure and record interior noise levels and check for audible vibration under various operating conditions.

7.1-II. TEST DESCRIPTION

During this series of tests, the interior noise level will be measured at several locations with the bus operating under the following three conditions:

1. With the bus stationary, a white noise generating system shall provide a uniform sound pressure level equal to 80 dB(A) on the left, exterior side of the bus. The engine and all accessories will be switched off and all openings including doors and windows will be closed. This test will be performed at the ABTC.

2. The bus accelerating at full throttle from a standing start to 35 mph on a level pavement. All openings will be closed and all accessories will be operating during the test. This test will be performed on the track at the Test Track Facility.

3. The bus will be operated at various speeds from 0 to 55 mph with and without the air conditioning and accessories on. Any audible vibration or rattles will be noted. This test will be performed on the test segment between the Test Track and the Bus Testing Center.

All tests will be performed in an area free from extraneous sound-making sources or reflecting surfaces. The ambient sound level as well as the surrounding weather conditions will be recorded in the test data.

7.1-III. DISCUSSION

This test is performed in three parts. The first part exposes the exterior of the vehicle to 80.0 dB(A) on the left side of the bus and the noise transmitted to the interior is measured. The overall average of the six measurements was 50.1 dB(A); ranging from 48.7 dB(A) at the rear passenger seats to 51.9 dB(A) at the driver’s seat. The interior ambient noise level for this test was < 34.0 dB(A).

The second test measures interior noise during acceleration from 0 to 35 mph.

This noise level ranged from 75.2 dB(A) at the middle passenger seats to 78.2 dB(A) at the rear passenger seats. The overall average was 76.7 dB(A). The interior ambient noise level for this test was < 34.0 dB(A).

The third part of the test is to listen for resonant vibrations, rattles, and other noise sources while operating over the road. No vibrations or rattles were noted.

These test results were obtained prior to the accreditation of the lab on November 8, 2011; therefore, are not considered to be accredited in accordance with A2LA policy.

108

INTERIOR NOISE TEST DATA FORM
Test Condition 1: 80 dB(A) Stationary White Noise

Bus Number: 1109

Date: 6-7-11

Personnel: B.L., E.D. & E.L.

Temperature (°F): 70

Humidity (%): 65

Wind Speed (mph): Calm

Wind Direction: Calm

Barometric Pressure (in.Hg): 30.05

Initial Sound Level Meter Calibration: ■ checked by: B.L.

Interior Ambient
Noise Level dB(A): < 34.0

Exterior Ambient
Noise Level dB(A): 49.6

Microphone Height During Testing (in): 48

Measurement Location

Measured Sound Level dB(A)

Driver's Seat

51.9 Front Passenger Seats

49.9 In Line with Front Speaker

49.5 In Line with Middle Speaker

50.3 In Line with Rear Speaker

50.1 Rear Passenger Seats

48.7 Final Sound Level Meter Calibration: ■ checked by: B.L.

Comments: All readings taken in the center aisle.

109

INTERIOR NOISE TEST DATA FORM
Test Condition 2: 0 to 35 mph Acceleration Test

Bus Number: 1109

Date: 9-23-11

Personnel: B.G., T.S. & B.L.

Temperature (°F): 66

Humidity (%): 100

Wind Speed (mph): Calm

Wind Direction: Calm

Barometric Pressure (in.Hg): 30.05

Initial Sound Level Meter Calibration: ■ checked by: T.S.

Interior Ambient
Noise Level dB(A): < 34.0

Exterior Ambient
Noise Level dB(A): 36.3

Microphone Height During Testing (in): 48”

Measurement Location

Measured Sound Level dB(A)

Driver's Seat

77.3 Front Passenger Seats

76.0 Middle Passenger Seats

75.2 Rear Passenger Seats

78.2 Final Sound Level Meter Calibration: ■ checked by: T.S.

Comments: All readings taken in the center aisle.

110

INTERIOR NOISE TEST DATA FORM
Test Condition 3: Audible Vibration Test

Bus Number: 1109

Date: 9-23-11

Personnel: B.G., T.S. & B.L.

Temperature (°F): 66

Humidity (%): 100

Wind Speed (mph): Calm

Wind Direction: Calm

Barometric Pressure (in.Hg): 30.05

Describe the following possible sources of noise and give the relative location on the bus.

Source of Noise

Location

Engine and Accessories

None noted.

Windows and Doors

None noted.

Seats and Wheel Chair lifts

None noted.

Comment on any other vibration or noise source which may have occurred

that is not described above: None noted.

111

7.1 INTERIOR NOISE TEST

TEST BUS SET-UP FOR 80 dB(A)

INTERIOR NOISE TEST

112

7.2 EXTERIOR NOISE TESTS

7.2-I. TEST OBJECTIVE

The objective of this test is to record exterior noise levels when a bus is operated under various conditions.

7.2-II. TEST DESCRIPTION

In the exterior noise tests, the bus will be operated at a SLW in three different conditions using a smooth, straight and level roadway:

1. Accelerating at full throttle from a constant speed at or below 35 mph and just prior to transmission upshift.

2. Accelerating at full throttle from standstill.

3. Stationary, with the engine at low idle, high idle, and wide open throttle.

In addition, the buses will be tested with and without the air conditioning and all accessories operating. The exterior noise levels will be recorded.

The test site is at the PSBRTF and the test procedures will be in accordance with SAE Standards SAE J366b, Exterior Sound Level for Heavy Trucks and Buses. The test site is an open space free of large reflecting surfaces. A noise meter placed at a specified location outside the bus will measure the noise level.

During the test, special attention should be paid to:

1. The test site characteristics regarding parked vehicles, signboards, buildings, or other sound-reflecting surfaces

2. Proper usage of all test equipment including set-up and calibration

3. The ambient sound level

7.2-III. DISCUSSION

The Exterior Noise Test determines the noise level generated by the vehicle under different driving conditions and at stationary low and high idle, with and without air conditioning and accessories operating. The test site is a large, level, bituminous paved area with no reflecting surfaces nearby.

With an exterior ambient noise level of 37.1 dB(A), the average test result obtained while accelerating from a constant speed was 70.1 dB(A) on the right side and 69.1 dB(A) on the left side.

113

When accelerating from a standstill with an exterior ambient noise level of 37.1 dB(A), the average of the results obtained were 70.0 dB(A) on the right side and 70.9 dB(A) on the left side.

With the vehicle stationary and the engine, accessories, and air conditioning on, the measurements averaged 57.0 dB(A) at low idle, 56.1 dB(A) at high idle, and 71.4 dB(A) at wide open throttle. With the accessories and air conditioning off, the readings averaged 4.1 dB(A) lower at low idle, 1.5 dB(A) lower at high idle, and 0.7 dB(A) lower at wide open throttle. The exterior ambient noise level measured during this test was

37.1 dB(A).

These test results were obtained prior to the accreditation of the lab on Nove mber 8, 2011; therefore, are not considered to be accredited in accordance with A2LA policy.

114

EXTERIOR NOISE TEST DATA FORM
Accelerating from Constant Speed

Bus Number: 1109

Date: 9-23-11

Personnel: B.G., T.S. & B.L.

Temperature (°F): 68

Humidity (%): 94

Wind Speed (mph): Calm

Wind Direction: Calm

Barometric Pressure (in.Hg): 30.06

Verify that microphone height is 4 feet, wind speed is less than 12 mph and ambient temperature is between 30°F and 90°F: ■ checked by: T.S.

Initial Sound Level Meter Calibration: ■ checked by: B.L.

Exterior Ambient Noise Level dB(A): 37.1

Accelerating from Constant Speed
Curb (Right) Side

Accelerating from Constant Speed
Street (Left) Side

Run #

Measured Noise
Level dB(A)

Run #

Measured Noise Level
dB(A)

1 70.5

1 68.9

2 69.5

2 69.0

3 69.1

3 69.0

4 69.7

4 69.1

5 69.6

5 69.1

Average of two highest actual
noise levels = 70.1 dB(A)

Average of two highest actual
noise levels = 69.1 dB(A)

Final Sound Level Meter Calibration Check: ■ checked by: T.S.

Comments: None noted.

115

EXTERIOR NOISE TEST DATA FORM
Accelerating from Standstill

Bus Number: 1109

Date: 9-23-11

Personnel: B.G., T.S. & B.L.

Temperature (°F): 68

Humidity (%): 94

Wind Speed (mph): Calm

Wind Direction: Calm

Barometric Pressure (in.Hg): 30.06

Verify that microphone height is 4 feet, wind speed is less than 12 mph and ambient temperature is between 30°F and 90°F: ■ checked by: B.L.

Initial Sound Level Meter Calibration: ■ checked by: B.L.

Exterior Ambient Noise Level dB(A): 37.1

Accelerating from Standstill
Curb (Right) Side

Accelerating from Standstill
Street (Left) Side

Run #

Measured Noise
Level dB(A)

Run #

Measured
Noise Level
dB(A)

1 69.7

1 70.1

2 69.4

2 70.9

3 70.3

3 69.7

4 69.6

4 70.8

5 69.7

5 70.8

Average of two highest actual noise
levels = 70.0 dB(A)

Average of two highest actual noise
levels = 70.9 dB(A)

Final Sound Level Meter Calibration Check: ■ checked by: T.S.

Comments: None noted.

116

EXTERIOR NOISE TEST DATA FORM
Stationary

Bus Number: 1109

Date: 9-23-11

Personnel: B.G., T.S. & B.L.

Temperature (°F): 68

Humidity (%): 94

Wind Speed (mph): Calm

Wind Direction: Calm

Barometric Pressure (in.Hg): 30.06

Verify that microphone height is 4 feet, wind speed is less than 12 mph and ambient temperature is between 30°F and 90°F: ■ checked by: T.S.

Initial Sound Level Meter Calibration: ■ checked by: T.S.

Exterior Ambient Noise Level dB(A): 37.1

Accessories and Air Conditioning ON

Throttle Position

Engine RPM

Curb (Right) Side
dB(A)

Street (Left) Side
db(A)

Measured

Low Idle

695

59.8 54.2

High Idle

996

56.7 55.4

Wide Open Throttle

2,360

71.9 70.8

Accessories and Air Conditioning OFF

Throttle Position

Engine RPM

Curb (Right) Side
dB(A)

Street (Left) Side
db(A)

Measured

Low Idle

700

54.3 51.5

High Idle

998

55.5 53.7

Wide Open Throttle

2,406

70.8 70.5

Final Sound Level Meter Calibration Check: ■ checked by: B.L.

Comments: None noted.

117

7.2 EXTERIOR NOISE TESTS

TEST BUS UNDERGOING

EXTERIOR NOISE TESTING

118

8. EMISSIONS TEST – DYNAMOMETER-BASED

EMISSIONS TEST USING TRANSIT DRIVING CYCLES

8-I. TEST OBJECTIVE

The objective of this test is to provide comparable emissions data on transit buses produced by different manufacturers. This chassis-based emissions test bears no relation to engine certification testing performed for compliance with the Environmental Protection Agency (EPA) regulation. EPA's certification tests are performed using an engine dynamometer operating under the Federal Test Protocol. This emissions test is a measurement of the gaseous engine emissions CO, CO2, NOx, HC and particulates (diesel vehicles) produced by a vehicle operating on a large-roll chassis dynamometer. The test is performed for three differed driving cycles intended to simulate a range of transit operating environments. The cycles consist of Manhattan Cycle, the Orange County Bus driving cycle, and the Urban Dynamometer Driving Cycle (UDDS) and. The test is performed under laboratory conditions in compliance with EPA 1065 and SAE J2711. The results of this test may not represent actual in-service vehicle emissions but will provide data that can be used by recipients to compare buses tested under different operating conditions.

8-II. TEST DESCRIPTION

This test is performed in the emissions bay of the LTI Vehicle Testing Laboratory. The Laboratory is equipped with a Schenk Pegasus 300 HP, large- roll (72 inch diameter) chassis dynamometer suitable for heavy-vehicle emissions testing. The dynamometer is located in the end test bay and is adjacent to the control room and emissions analysis area. The emissions laboratory provides capability for testing heavy-duty diesel and alternative-fueled buses for a variety of tailpipe emissions including particulate matter, oxides of nitrogen, carbon monoxide, carbon dioxide, and hydrocarbons. It is equipped with a Horiba full- scale CVS dilution tunnel and emissions sampling system. The system includes Horiba Mexa 7400 Series gas analyzers and a Horiba HF47 Particulate Sampling System. Test operation is automated using Horiba CDTCS software. The computer controlled dynamometer is capable of simulating over-the-road operation for a variety of vehicles and driving cycles.

The emissions test will be performed as soon as permissible after the completion of the GVW portion of the structural durability test. The driving cycles are the Manhattan cycle, a low average speed, highly transient urban cycle (Figure 1), the Orange County Bus Cycle which consists of urban and highway driving segments (Figure 2), and the EPA UDDS Cycle (Figure 3). An emissions test will comprise of two runs for the three different driving cycles, and the

119
average value will be reported. Test results reported will include the average grams per mile value for each of the gaseous emissions for gasoline buses, for all the three driving cycles. In addition, the particulate matter emissions are included for diesel buses, and non-methane hydrocarbon emissions (NMHC) are included for CNG buses. Testing is performed in accordance with EPA CFR49, Part 1065 and SAE J2711 as practically determined by the FTA Emissions Testing Protocol developed by West Virginia University and Penn State University.

Figure 1. Manhattan Driving Cycle (duration 1089 sec, Maximum speed

25.4mph, average speed 6.8mph)

Figure 2. Orange County Bus Cycle (Duration 1909 Sec, Maximum Speed 41mph, Average Speed 12mph)

120

Figure 3. HD-UDDS Cycle (duration 1060seconds, Maximum Speed 58mph, Average Speed 18.86mph)

8-III. TEST ARTICLE

The test article is a Gillig, Low Floor model transit bus equipped with CNG- fueled Cummins model ISL G280 engine. The bus was tested on October 19, 2011.

8-IV. TEST EQUIPMENT

Testing is performed in the LTI Vehicle Testing Laboratory emissions testing bay. The test bay is equipped with a Schenk Pegasus 72-inch, large-roll chassis dynamometer. The dynamometer is electronically controlled to account for vehicle road-load characteristics and for simulating the inertia characteristics of the vehicle. Power to the roller is supplied and absorbed through an electronically controlled 3-phase ac motor. Absorbed power is dumped back onto the electrical grid.

Vehicle exhaust is collected by a Horiba CVS, full-flow dilution tunnel. The system has separate tunnels for diesel and gasoline/natural gas fueled vehicles.

In the case of diesel vehicles, particulate emissions are measured gravimetrically using 47mm Teflon filters. These filters are housed in a Horiba HF47 particulate sampler, per EPA 1065 test procedures.. Heated gaseous emissions of hydrocarbons and NOx are sampled by Horiba heated oven analyzers. Gaseous

121
emissions for CO, CO2 and cold NOx are measured using a Horiba Mexa 7400 series gas analyzer. System operation, including the operation of the chassis dynamometer, and all calculations are controlled by a Dell workstation running Horiba CDCTS test control software. Particulate Filters are weighed in a glove box using a Sartorius microbalance accurate to 1 microgram.

8-V. TEST PREPARATION AND PROCEDURES

All vehicles are prepared for emissions testing in accordance with the Fuel Economy Pre-Test Maintenance Form. (In the event that fuel economy test was performed immediately prior to emissions testing this step does not have to be repeated) This is done to ensure that the bus is tested in optimum operating condition. The manufacturer-specified preventive maintenance shall be performed before this test. The ABS system and when applicable, the regenerative braking system are disabled for operation on the chassis dynamometer. Any manufacturer-recommended changes to the pre-test maintenance procedure must be noted on the revision sheet. The Fuel Economy Pre-Test Inspection Form will also be completed before performing. Both the Fuel Economy Pre-Test Maintenance Form and the Fuel Economy Pre-Test Inspection Form are found on the following pages.

Prior to performing the emissions test, each bus is evaluated to determine its road-load characteristics using coast-down techniques in accordance with SAE J1263. This data is used to program the chassis dynamometer to accurately simulate over-the-road operation of the bus.

Warm-up consists of driving the bus for 20 minutes at approximately 40 mph on the chassis dynamometer. The test driver follows the prescribed driving cycle watching the speed trace and instructions on the Horiba Drivers-Aid monitor which is placed in front of the windshield. The CDCTS computer monitors driver performance and reports any errors that could potentially invalidate the test.

All buses are tested at half seated load weight. The base line emissions data are obtained at the following conditions:

1. Air conditioning off

2. Evaporator fan or ventilation fan on

3. One Half Seated load weight

4. Appropriate test fuel with energy content (BTU/LB) noted in CDTCS software

5. Exterior and interior lights on

6. Heater Pump Motor off

7. Defroster off

8. Windows and Doors closed

122

The test tanks or the bus fuel tank(s) will be filled prior to the fuel economy test with the appropriate grade of test fuel.

8-VI DISCUSSION

The following Table 1 provides the emissions testing results on a grams per mile basis for each of the exhaust constituents measured and for each driving cycle performed.

TABLE 1 Emissions Test Results

Driving Cycle Manhattan Orange County
Bus
UDDS
CO2, gm/mi 2,409 1,641 1,199
CO, gm/mi 11.9 12.8 7.2
THC, gm/mi 1.08 1.45 0.81
NMHC, gm/mi 0.06 0.07 0.04
NOx, gm/mi 0.75 0.77 0.59
Particulates.
gm/mi
na na na
Fuel
consumption
scf/mi

43.6 29.9 21.7

TECHNICAL PROPOSAL

8.0 PAINT APPEARANCE

The GILLIG proposal includes the vehicles painted one (1) exterior paint color WHITE Axalta Number 735085-EX.

Special paint and/or decal designs are quoted in our Price Proposal – Options section.

Reference our attached PAINT APPEARANCE STANDARDS with additional information.

1. Purpose

1.1 2. Scope

2.1 3. Responsibilities

3.1 3.2

4. Procedure

4.1 Appearance Zones - Exterior Body
165
29' 35' 40'
All exterior finished surfaces shall adhere to the appropriate ASTM standard for resistance to diesel fuel, gasoline and common cleaning agents. Use of any chemicals on painted surfaces shall be verified for acceptance with the paint manufacturer before use, approval of which shall be maintained by the paint department supervisor.

Proper adhesion between the basic surface and successive coats of the original paint shall be measured using ASTM D3359, Method B.

Inspection Duration (min)
40 40 40
Sides - Horizontal mid-rail extrusion along length of bus.

Front - From bottom edge of windshield down.

Rear - From the bottom edge of AC access door down.

B
Sides - From the bottom edge of the horizontal mid-rail extrusion down and from the top edge the horizontal mid-rail upward.

Front - From the top of the windshield upward (including all roof cowlings).

Rear - From the bottom of the AC access door upward (including all roof cowlings).

Location Rate (sqft/min)
24 C All surfaces of the lower bottom edge of skirt panels, interior side of all panels, and access doors.

Curb Side
9 Rear
Street Side
Note: The vehicle must be viewed in a normal run operation condition and from ground level or equivalent. The use of flashlights is prohibited. Visual inspection is performed at a distance of 36" from painted surface.

Total Inspection Time 19 22 23
80 198 210
80 80
Surface Area (sqft)
29' 35' 40'
24 24
Front
Paint Appearance Standard
180 213 220
2 2 2
7 8 9
3 3 3
8 9
24 The body of a bus is divided into different appearance zones (A through C) to set the Appearance Quality Requirements of each zone separately.

The Appearance Quality Requirements are detailed in Section 4.2.

This standard describes the painted surface appearance requirements of exterior body panels. These requirements, with regard to appearance attributes and surface blemishes, are outlined in the following standards to ensure the paint finish of GILLIG buses will meet or exceed customer expectations.

The purpose of this document is to identify the steps required to inspect the exterior surface of a painted bus.

Zone Description
A
GILLIG Paint Appearance Standard 4/24/19 1 of 6
Paint Appearance Standard

4.2 Paint Audit Procedure

4.2.1 4.2.1.1

4.2.1.2 Table 2 - Orange Peel
Note: Wet sand and polish is an acceptable repair method.

4.2.1.3 Table 3 - Solids Gloss - Using BTK Gardener Micro-Gloss Meter Note: Wet sand and polish is an acceptable repair method. 80 units +
Quality Requirements for Appearance Attributes
Method of Taking readings
Visual inspection shall be completed in compliance with the above stated criteria. As defects are identified they will be marked/highlighted using a contrasting grease pen. After the inspection is completed, the results shall be tallied on either the Hard Card, or the In Process Inspection sheet (depending on where the inspection is completed).

All identified issues shall be reworked/reprocessed to achieve an acceptable level. Panel repair is an approved option if GILLIG determines a good repair can be achieved.

Orange Peel
Wavy appearance of the painted surfaces, poor flow, poor leveling, and pebbling.

Description: Uneven surface formation - much like that of the skin of an orange - which results from poor coalescence of atomized paint droplets.

Paint droplets dry out before they can flow out and level smoothly together.

Method of Inspection: Optical evaluation utilizing a BYK Gardner Micro-Wave-Scan and associated software.

The scale used in the software is “Rating” from ACT Laboratories Inc. This scale rates orange peel from 1 to 10. 1 being a rough textured finish and 10 being a glass finish.

The micro-wave-scan evaluates structure size as well as the brilliance of the surface. Orange peel is rated from 1 to 10. 1 being the lowest and equivalent to the surface of an orange and 10 is the highest and equivalent to a glass surface. The industry average for this reading is a finish of

3.5 to 4. Use of the Micro-Wave-Scan is performed on a random sample basis or upon request. Measurements are taken on the bus mid-rail:
front, middle, rear, and center of engine door.

Appearance Zone Requirements:

Zone
A
B
C
Requirements
A 80 units +
B 80 units +
C
Zone Requirements
Gloss
Shininess of the painted surfaces.

Method of Inspection: Gloss meter (60°) as referenced in ASTM D523.

Optical evaluations utilizing a BYK Gardner Micro-Gloss 60° meter and associated software.

Note: Gloss measurements should not be taken on non-metallic or contoured surfaces due to resultant false or inaccurate readings.

Readings will only be taken as the bus exits the paint booth.

Appearance Zone Requirements:
≥ 4.5
≥ 4.0
≥ 3.5
GILLIG Paint Appearance Standard 4/24/19 2 of 6
Paint Appearance Standard

4.2.1.4 4.2.1.5
Method of Inspection:

Table 4 - Bubbles/Craters
Zone
A
B
C
Appearance is consistent over entire bus, both within individual panels and between adjacent panels within a zone.

Axalta Coating Systems Approved Film Build Specification:

Single Stage - EX:

Axalta Coating System “Dry Film Thickness” specifications for the total primer/topcoat system for GILLIG is 3.0 mils minimum. The 3.0 mils for GILLIG has been approved by Axalta Coating System technical group. * 920S primer “Dry Film Thickness” specification is 1.2 – 1.5 mils minimum. * Imron Elite EX topcoat “Dry Film Thickness” specification is 1.8 – 2.2 mils minimum.

Axalta Coating System will continue to warranty units produced at GILLIG provided they meet minimum dry film thickness of 3.0 mils for single stage EX.

Basecoat/Clearcoat - EW/EB:

Axalta Coating System “Dry Film Thickness” specifications for the total primer/topcoat system for GILLIG is 4.0 mils minimum. The 4.0 mils for GILLIG has been approved by Axalta Coating System technical group. * 920S primer “Dry Film Thickness” specification is 1.2 – 1.5 mils minimum. * Imron Elite EW/EB topcoat “Dry Film Thickness” specification is 1.0 mils minimum. * 8831S clearcoat “Dry Film Thickness” specification is 1.8 – 2.2 mils minimum.

Axalta Coating System will continue to warranty units produced at GILLIG provided they meet minimum dry film thickness of 4.0 mils for basecoat/clearcoat EW/EB.

Visual evaluation and comparison to zone table 4.

Description
Primer Not Exposed

0.059 in
(1.5mm) Primer Not Exposed
2 within 2 ft square
(No Cluster)
No More than 3 per
panel
Max Size / Diameter

0.059 in
(1.5mm)
* If at any given point on the vehicle, total dry film thickness (DFT) is less than 3.0 mils for single stage or 4.0 mils for basecoat/clearcoat the following steps should be followed:
* Measurement should be taken 6” – 12” inches above, below, and on each side of that low reading (see below diagram for reference).
* If three (3) of the four (4) readings are within acceptable range for DFT, the area does not require paint repair for low film build and the current warranty will be honored.

GILLIG Film Build Measurement Process:

Uniformity
Small round depressions in the paint film which may or may not expose the underlying surface.

OK
No
Yes
Yes
Qty Per Panel Per
Note: Wet sand and polish is an acceptable repair as long as the mil thickness is not compromised or repaint.

Bubbles/Craters - Fish Eyes
GILLIG Paint Appearance Standard 4/24/19 3 of 6
Paint Appearance Standard

4.2.1.6 Method of Inspection:

Table 5 - Dirt in Paint
Zone
A
B
C

4.2.1.7 Method of Inspection:

Table 6 - Ding in Paint Coating
Zone
A
B
C

4.2.1.8 Method of Inspection:

Table 7 - Overspray/Dry Spray
Zone
A
B
C
Note 1: Wet sand and polish is an acceptable repair.

Note 2: Acceptable on underside of chassis, engine compartment, and inside of wheel wells.

Note: Wet sand and polish is an acceptable repair as long as the mil thickness is not compromised or repaint.

Visual evaluation and comparison to zone table 6.

OK Description
A localized depression or protrusion in the metal surface or substrate, which is visible after paint.

Note: Wet sand and polish is an acceptable repair as long as the mil thickness is not compromised.

No
No
Foreign matter in, on, or under the paint film surface (i.e.: lint, fibers, sanding dust, etc...).

Standard/Metric scale with visual evaluation and comparison to zone table 5.

OK Max Size / DiameterQty Per Panel Per Zone
Yes 0.059 in
(1.5mm)
No more than 5 spec. on any panel, should not be in a
cluster
Yes 0.059 in
(1.5mm)No more than 3 spec. in 2 ft section but not in a cluster Yes 0.059 in
(1.5mm)No more than 2 spec. in 2 ft section but not in a cluster Rough or gritty texture on paint film surface.

Visual evaluation and comparison to zone table 7.

OK Description
No
Yes Slight (less than 2 mm)
No
Yes Only on inside of flange
Dirt Inclusion
Ding
Overspray/Dry Spray
GILLIG Paint Appearance Standard 4/24/19 4 of 6
Paint Appearance Standard

4.2.1.9 Method of Inspection:

Table 8 - Solvent Pop
Zone
A
B
C

4.2.1.10 Method of Inspection:

Zone
A
B
C

4.2.1.11 Method of Inspection:

Table 10 - Sags and Runs
Zone
A
B
C
Note: Wet sand and polish is an acceptable repair.

4.2.1.12 Method of Inspection:

Table 11 - Scratches
Zone
A
B
C
Note: Touch-ups with a brush with primer and paint acceptable repairs.

OK Description
Yes Provided the gloss meets the Paint Appearance Standards.

Yes Provided the gloss meets the Paint Appearance Standards.

Note: Wet sand and polish is an acceptable repair as long as the mil thickness is not compromised or repaint.

Sags and Runs
Small holes in a paint film usually caused by trapped solvent or porosity. Solvent boils are small, clustered, raised but unbroken bubbles in a paint film surface.

Visible swirl marks or hazy marks, which are caused by polishing techniques viewed in reflected or non-reflected lighting.

Table 9 - Polish Marks
Yes
Yes
Visual evaluation and comparison to zone table 8.

OK Description
Yes Pinhole type solvent pops, which are visible only when viewed at an angle or small random pops not visible from 3 ft away.

Polish Marks
Yes
Yes
Yes
Slightly below punched/hole, rivets, and screws in panels.

Slightly below punched/hole, rivets, and screws in panels.

Scratches
Visual evaluation and comparison to zone table 10.

OK Description
Solvent Pop
Scratches on surface of paint film.

Length
Not >5 mm
Not >5 mm
Description
On Non-Metallic
On Non-Metallic
Yes
Yes
Visual evaluation and comparison to zone table 11.

OK
No
GILLIG Paint Appearance Standard 4/24/19 5 of 6
Paint Appearance Standard

4.2.1.13 Method of Inspection:

Table 12 - Sand Marks after Paint
Zone
A
B
C
Note: Touch-ups with a brush with primer and paint acceptable repairs.

4.2.1.14 Method of Inspection:

Table 13 - Pinholes
Zone
A
B
C

4.2.1.15 Method of Inspection:

Table 14 - Paint Chips
Zone
A
B
C
Note: Touch-ups with a brush on panel-edge is acceptable if no color change.

Small holes in a paint film, usually in the area of fiberglass gelcoat parts (i.e. porosity).

No
No
Cuts in the surface metal caused by poor sand technique or improper repair, only visible after paint.

Visual evaluation and comparison to zone table 12.

OK Description
Minor
No
Yes 2 Not in a cluster 2 sqft area
Visual evaluation and comparison to zone table 13.

OK Qty per Description
No 0 Not Allowed
Visual evaluation and comparison to zone table 14.

OK Qty per Description
Yes 2 Not in a cluster 2 sqft area
The absence of a small portion of the paint film.

Paint Chips
Note: Wet sand and polish is an acceptable repair as long as the mil thickness is not compromised or repaint.

Sand Marks
Pinholes
Yes
GILLIG Paint Appearance Standard 4/24/19 6 of 6

TECHNICAL PUBLICATIONS The GILLIG Technical Publications Department publishes custom-made Driver’s, Service, Parts, and Electrical Schematics manuals specific to each customer order. The Technical Publications Manager, technical writers, technical editors, illustrators, and publications specialists are all experienced and highly qualified in their professions. They are equipped with state-of-the-art computers and industry-standard publishing software. GILLIG has the resources available to consistently provide high quality, accurate, and timely manuals.

Custom Published Manuals GILLIG is committed to providing outstanding documentation for your buses and our 130+ year legacy attests to the success of our approach and method. GILLIG Technical Manuals are organized into sections and subsections, grouping related subjects and components together in an accessible tabbed, indexed, and cross-referenced format. Manuals are optimized for ease of use with customized as-built content matching your bus, locational indicators and 3D component views, detailed serviceable parts and assembly breakdown drawings, and highly legible labeling allowing for simple and accurate identification of parts, components, and procedures. GILLIG Parts Manuals and Electrical Schematics Manuals are based on as-built computer-generated Bills of Material and drawings, which ensures timely assembly of highly detailed and custom information by reusing existing content modules. Our Engineering and Quality Assurance Departments conduct audits to ensure the as-built bus matches the Bills of Material, and this assists GILLIG in the goal of providing a perfect correlation between manuals and the completed bus.

GILLIG Service Manuals are organized by vehicle system to support the hands-on, detailed approach necessary for maintenance procedures. The manuals thoroughly cover a wide range of critical safety information, with particular attention to PPE and LOTO requirements for work with and around high-voltage systems and components. All topics are presented for mechanics in language that simplifies each process and assists technicians in understanding and performing selected tasks with efficiency. GILLIG Driver’s Handbooks are organized to facilitate training and to acquaint the driver with key vehicle features and operating techniques. An extensive pre-trip vehicle and safety inspection is outlined, with additional cautions and safety warnings included as they apply to specific procedures. It is conveniently bound in a pocket-sized format suitable for quick reference and storage on the bus. Manual Timeline GILLIG’s Technical Publications timeline carefully balances the need for timeliness with the availability of accurate source documentation from GILLIG and our many vendor partners. In order to ensure that the most complete and current information goes into the manuals, work in Publications begins once the first bus of an order is complete and shipped. This allows GILLIG to capture on-line order modifications or late-stage paperwork processing. Digital Driver’s, Service, and Schematics manuals are supplied in PDF format and delivered within two weeks of the first bus shipping, while the Parts Manual PDFs are delivered within four weeks of the first bus shipping. Hard copy manuals, if specified, are shipped within four weeks of PDF delivery. USBs, if specified, include all FTP-provided technical manual documentation and are provided within four weeks of completion of all technical manuals. Immediate Digital Delivery By default, GILLIG Technical Manual PDFs are delivered directly to the customer via an emailed, secure, direct FTP link as soon as each manual completes. This ensures immediate access to the PDFs for viewing and download, keyword-searchable access to critical vehicle information via any computer or device, and an environmentally friendly solution for delivering this large volume of technical documentation. GILLIG is also pleased to offer digital OEM Manuals as part of our standard digital delivery, with OEM Manuals also provided in PDF format via FTP delivery. Supplementing this is the robust Cummins QuickServe Online portal, which provides online, digital access to current manuals, parts, service bulletins, updates, and more.

Cummins offers various levels of online access, including a free account option. Using the industry-standard Adobe PDF format, GILLIG provides a quick and easy method of accessing key information in a manner that is both familiar and interactive. PDFs are keyword searchable using Adobe Acrobat software, which is available for free online. Additionally, GILLIG digital manuals are published with several types of links to further facilitate navigation within the PDF manuals. Thus, users can find what they need quickly and easily via keyword searches, bookmarked links to chapters and sections, and direct content links in the Table of Contents and Index. GILLIG Technical Manual PDFs are also issued password-free to enable users to print manuals or pages as-needed, on-site, without the degradation of legibility and quality associated with photocopying. The password-free PDF manuals also allow users to annotate their personal digital copies with notes for internal use. Hard Copy Options GILLIG recognizes the variety of customer needs for conventional hard copy paper or laminated GILLIG Technical Manuals. As such, in addition to the default digital deliverables, each order contract may specify a required quantity and format for hard copy GILLIG Technical Manuals. Service, Support, and Updates Our objective is to provide you with the most comprehensive, user-friendly manuals possible. As such, GILLIG provides support and updates for our manuals, with manual updates sent directly to each customer at the time of updating. The GILLIG Technical Publications department has a variety of methods to capture changes or updates, including early-stage internal review, cross-departmental communication with the Aftermarket Parts team and Field Service representatives, and formal review with Engineering subject matter experts. Feedback from customers is also welcome, as GILLIG highly values the partnerships we have with our customers. GILLIG’s Customer Care organization provides superior and personal technical and field support, facilitates GILLIG’s specialized training program, and supplies complementary training videos that provide the knowledge necessary to operate and maintain your buses. GILLIG’s Aftermarket Parts organization also provides world-class customer support, counsel on replacement parts and purchasing strategy, and an ever-expanding selection of aftermarket parts and customer-focused solutions.

TECHNICAL PROPOSAL
4-2024

5. Ma
nufacturing facilities plant layout including a narrative or list of the work being done at each station.

MANUFACTURING FACILITIES
• GILLIG was founded over 133 years ago in San Francisco, California, and are now located 40 miles southeast of San Francisco in Livermore, California. GILLIG is a 100% U. S. owned and operated manufacturing company.

GILL
IG LLC
451 Discovery Drive, Livermore, CA 94551
PHONE: 800-735-1500 FAX: 510-785-6819
Email: [email protected]
• We m
anufacture all of our vehicles at this one (1) location on the same production line, using the same qualified, experienced staff -- this includes our DIESEL LOW FLOOR transit bus, CNG LOW FLOOR transit bus, HYBRID LOW FLOOR transit bus, ZERO EMISSION BATTERY ELECTRIC transit bus, FUEL CELL transit bus, and BRT (Bus Rapid Transit) custom model buses. Vehicles Manufactured are Low Floor 29 foot, 35 foot and 40 foot by 102 inch heavy duty transit models. • Manufacturing, Engineering, Management, and Customer Care Support Network Service organization support are provided from this location. T he Aftermarket Parts Service Department with a fully stocked parts facility is located in Hayward, CA and provides the continuing parts support to our transit customers. • Reference the attached photograph
s of the manufacturing plant/office exterior.
• GILLIG considers a narrative or list of work being done at each station as “P roprietary and Confidential
” - as confirmed and approved during the approved equal process. We confirm we continue employ over 960+ qualified and experienced employees, and the factory operates 12 months of the year to provide Servic e and Support to our customers.

Addi
tional information can be provided on request.

Cont
act: WILLIAM F. FAY, JR., VICE PRESIDENT, SALES
Phone: 800- 735-1500 or office 510-264-3818
Fax: 510-785-6819
E-mail: [email protected]
GILLIG – LIVERMORE, CA

TECHNICAL PROPOSAL
4-2024

6. Typical delivery schedule from date of order placement.

• The delivery schedule will be determined at the time of order placement based on quantity of order.

Please reference the attached:
• ORDER PROCESSING TO ENSURE TIMELY BUS DELIVERY
• UNDERSTANDING THE SCOPE OF WORK

a. GILLIG's current production rate is 33 buses per week. GILLIG's firm orders and option orders will require us to maintain this production rate or increase that production rate in the future. Every day seven buses enter our production line, every day seven buses come off our production line, and every day seven buses are bought off by our customers for delivery to their agencies. GILLIG has the necessary processes and procedures to consistently perform on our promised delivery schedules.

b. GILLIG's success has been a result of our disciplined approach to growth and production.

GILLIG has established a moderate production growth rate over the years and even with a large firm order backlog, GILLIG's business philosophy is to include smal l periodic production increases. This allows for the proper hiring and training of workers, proper implementation of quality control and avoidance of large production swings (either up or down). GILLIG avoids increases to our production rate on a temporary basis because it eventually leads back to production rate reductions which tend to create company and job instability.

c. To support your transit agency production throughout the 5 years of this contract, as well as other current and planned customer contracts, GILLIG has built a new, ground- up, state of the art bus production facility in Livermore, CA which was fully operational in May 2017 and provides for 100% of our production. This will allow us to increase our planned growth to a sustainable level and reduce the lead time of our buses. Your bus order would be an integral part of our plans for this sustainable growth.

d. GILLIG has not been late on any delivery schedule commitments in the past three years, or for that fact, in recent history. GILLIG has not paid any liquidated damages for late delivery.

ORDER PROCESSING TO ENSURE TIMELY DELIVERY
REV: 9/2021

• Receive and thoroughly review customer specification and create customer sales work order.
• Integrate all addendums and BAFO commitments.
• Firmly set production date at receipt of PO based on delivery commitment. • Pre-production meeting held approximately eight (8) months prior to production start. • Customer sales meeting notes distributed and confirmed approximately six (6) months prior to production start. Major components are ordered immediately. • Full B ill of Material (BOM) definition released approximately 22 weeks prior to initial production start date.
• Upon release of BOM data, the M aterial Resource Planning (MRP) m aster schedule is updated and solidified.
• Every customer order is reviewed by the Design Review Committee. The purpose of this meeting is to confirm that all customer requirements have been documented and that the bus BOM is ready for production assembly. This group includes representatives from the BOM group, Engineering, Sales, Purchasing, and Production (up to the VP levels). • The MRP system generates required orders. Any required changes are updated daily in MRP.
• All purchase orders are monitored to assure timely delivery to the production floor prior to its required installation.
• Each production area supervisor reviews every new customer order two weeks in advance of production start date to plan their portion of the production process. • The first bus of each customer order receives a 100% internal audit while the bus is in production. This happens at a minimum of three times for each order. The first review occurs at end of Chassis build, the second occurs prior to the bus entering the paint department, and the third review is completed prior to bus coming off the final line. This process is to confirm that the bus has been successfully built to meet the customer specification and to confirm parts delivery for the rest of the production build. • Any shortage in production is monitored and documented on system wide software. The shortage is documented by part number, by bus, by location on the production line and includes current delivery status. This system allows for ease of review by both the individuals and managers involved in resolving the shortage. • During production a daily shortage meeting occurs each afternoon to confirm that all issues are resolved. The meeting is attended by the Purchasing Manager, VP of Purchasing and the VP of Production.

UNDERSTANDING THE SCOPE OF WORK
1/3
REV: 9/2021

GILLIG, LLC is the manufacturer of the heavy -duty Low Floor transit bus models and lengths that are proposed for this procurement. We have the ability to bid, manufacture, and deliver on schedule the vehicles proposed. All our experienced, qualified, and trained staff are located at one (1) location only and will be manufacturing the vehicles proposed.

An outline of the major tasks to reach the finished product are listed below:

GILLIG strives to build mutually beneficial partnerships by doing our very best to build the best buses and satisfy the customers’ needs. Yet, in order to be successful, it is important that the customer understands and is comfortable with our processes. Summarized below are the major phases of bus procurements from GILLIG’s perspective.

THE PROCESS: BID TO BUILD TO IN-SERVICE

BID

• The process starts with an advertisement for bid and the release of bid specifications.

• Next, the OEM submits requests for Approved Equals unless the bid requires deviations to be submitted with the proposal.

• Proposals are submitted.

• Bids are reviewed and evaluated.

• If required, negotiation meetings are held and BAFO’s are requested.

• Award notification is made.

• The GILLIG Contracts Administrator sends a letter acknowledging the contract award along with the pre-award Buy America certificate and any necessary bonding or insurance requirements. The contract is executed.

BUILD PREPARATION – (9) Months prior to Production

• This process begins approximately nine (9) months prior to production. The assigned GILLIG Project Manager contacts the customer and establishes a date for the customer pre-production meeting that will be held at GILLIG. The customer is asked to provide requested items such as: pictures of the required paint scheme, sample air system connectors, schedule holders and interior color selections for trim, passenger seats and the driver’s seat. It is very important that these items are collected and brought to the pre- production meeting because they help GILLIG to properly define the customer’s needs.

UNDERSTANDING THE SCOPE OF WORK
2/3
REV: 9/2021

• Customer pre- production meeting at the GILLIG factory. At this meeting the Project Manager and the customer review the Customer Bid Specification Notes, define details and unique features of the vehicle and review the production schedule. Changes can be made easily at this time at low or often no cost at all, so it is important for the customer to provide as much input as possible at this time. This is the most critical step in product definition and ultimately THE CUSTOMER’S SATISFACTION DEPENDS ON THE SUCCESS OF THIS MEETING.

• GILLIG tracks and records the changes that are agreed to at the pre-production meeting and identifies any customer requested action items. A letter is then electronically mailed to the customer for review.

• Seven (7) months prior to production start the Project Manager has received feedback from the customer and finalizes the bus configuration. This completed specification, called the Sales Work Order, is then released internally to Engineering, Purchasing and Manufacturing. After this document has been released any subsequent changes to the specification must be made through a Production Change Order.

• A Bill of Materials is created from this Sales Work Order and component requirements are loaded into an MRP system. If a new engineering design is required, it will be initiated through a Request for Engineering Information document GILLIG places purchase orders for major components starting six (6) months prior to production.

• GILLIG Engineering produces a custom seat and dash layout per the customer requirements. These are sent to the customer for approval.

• Twelve (12) weeks prior to production start GILLIG conducts an internal pre- production meeting to finalize all details of the order. The order is reviewed by executive members of all internal departments. Changes made to the order following this meeting are often difficult and costly.

BUILD

• This stage begins when the chassis starts on the production line on the scheduled date.

• The customer’s resident inspector(s) arrive and are assigned offices at the manufacturing facility. The inspector(s) are an integral and critical part of GILLIG’s build process so GILLIG strongly recommends and requests that the inspectors inspect the buses and provide guidance and feedback while the buses are in-process as well as at completion.

This approach ensures specification compliance and quality while minimizing rework, cost and delivery delays. All inspector -initiated specification changes are handled by the Project Manager whereas quality concerns or issues should be directed to production supervisors.

UNDERSTANDING THE SCOPE OF WORK
3/3
REV: 9/2021

• When completed (approximately (8 1/2) days following chassis start) the bus is road tested, water tested, underside inspected, and any discrepancies are “worked off”.

• When satisfied, the inspector approves the bus for delivery. The bus is usually shipped the same day.

DELIVERY AND POST DELIVERY INSPECTION (PDI)

• Buses are driven to the customer’s facility by a contracted service.

• Customer receives and conducts preliminary inspection of the bus for any damage caused during shipment.

• A GILLIG Field Service Representative arrives to assist customer in preparing the bus to be put into revenue service. This includes fixing any problems discovered by the customer following delivery, conducting vehicle familiarization for maintenance and op eration personnel and ordering any parts that may be required to satisfy the customer (i.e. chipped windshields).

• The customer accepts the bus, puts it into service and authorizes payment.

POST DELIVERY SUPPORT

• The GILLIG Parts Department ships any maintenance support tools and/or spare parts that were part of the bus order.

• The contractual quantities of manuals (operators, service, parts, electrical schematics and component supplier manuals) are shipped per the contractual delivery time.

• GILLIG Field Service schedules and/or conducts training as per the contractual agreement.

Although this is a simplified version of a complex process, GILLIG hopes that it gives you some insight as to our perspective of the workflow. GILLIG is committed to supporting its customers and products throughout the vehicle’s service life and will do whatever is reasonably to ensure continued customer satisfaction. GILLIG views bus procurements as a business partnership and thus we intend to make this build as easy and trouble-free as possible.

WE ALL WORK HARD TO SATISFY YOU
AND BUILD THE BEST BUSES.

YOU CAN COUNT ON US!

Standard & Extended Warranty
Revised: 05/2022

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Santa Clarita City CouncilMay 27, 2025

Santa Clarita City Council
May 27, 2025