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HomeMy WebLinkAbout2025-05-27 - AGENDA REPORTS - GILLIG CNG BUSES CONTRAgenda Item• 13 CITY OF SANTA CLARITA AGENDA REPORT CONSENT CALENDAR i, CITY MANAGER APPROVAL: DATE: May 27, 2025 SUBJECT: CONTRACT WITH GILLIG CORPORATION FOR THE MANUFACTURING AND DELIVERY OF TWO CNG BUSES DEPARTMENT: Economic Development PRESENTER: Adrian Aguilar RECOMMENDED ACTION City Council: 1. Award a contract to Gillig Corporation for the purchase of two 29-foot Compressed Natural Gas buses, for a total contract amount not to exceed $1,850,357. 2. Authorize the City Manager or designee to execute all contracts and associated documents, and modify the award in the event of issues of impossibility of performance arise, subject to City Attorney approval. BACKGROUND Santa Clarita Transit has a fleet replacement program that meets the Federal Transit Administration's (FTA) 12-year life cycle for commuter and transit vehicles and 7-year life cycle for Dial -A -Ride vehicles. Two of the City of Santa Clarita's (City) local buses have reached the end of their useful life and are scheduled to be replaced over the next 18 months. The City's local transit fleet is composed of all Compressed Natural Gas (CNG) buses. This purchase will allow the City to continue to improve fleet reliability, reduce emissions within the region, and improve the overall fuel economy of the City's bus fleet. The buses proposed for purchase will also have new technology, such as improved suspension and UV air purifiers, that will improve the customer experience. The recommended action also aligns with the City's capital replacement strategy, which calls for the replacement of approximately one -twelfth of the transit fleet each fiscal year. After conducting extensive research to find the most competitive pricing and the highest quality vehicles, staff recommends using the City's "piggyback" purchasing option for this procurement. Page 1 Packet Pg. 419 The use of "piggyback" purchasing allows the City to place orders against a competitively awarded public agency contract. The City intends to purchase these vehicles through the CalACT/Morongo Basin Transit Authority (MBTA) vehicle purchasing cooperative, of which the City is a member. This contract, which was awarded on July 25, 2024, was solicited through a competitive bid process and is valid through July 24, 2029. As an added measure, City staff conducted a price analysis to ensure the proposed pricing is within industry standards and is the most advantageous to the City. The use of purchasing cooperatives is common within the transit industry and is a practice accepted by the FTA. Upon approval by the City Council, the City will be able to replace two aging buses that have reached the end of their useful life and take advantage of recent developments in engine technology by replacing older, less -efficient vehicles. This purchase is also consistent with the City's Zero Emissions Transition Plan, which calls for the purchase of CNG buses through 2028. Based on current productions timelines, delivery of these buses is anticipated in late 2026. ALTERNATIVE ACTION Other action as determined by the City Council. FISCAL IMPACT The City has programmed Federal 5307 Transit Grant Funds to cover 80 percent of the total contractual cost of the buses. The remaining 20 percent will be funded using Municipal Operator Service Improvement Program (MOSIP) funds. Adequate funds for the purchase of one bus are included in the Fiscal Year 2024-25 budget in the amount of $887,415, Transit Capital Automotive Equipment account 7003702-520103. The remaining funds for the second bus, in the amount of $962,943, are included in the Fiscal Year 2025-26 proposed budget and will be available, contingent on City Council budget approval, in Transit Capital Automotive Equipment account 7003702-520103. There is no impact to the General Fund as a result of this procurement. ATTACHMENTS Price Sheet Gillig RFP Proposal (available in the City Clerk's Reading File) Page 2 Packet Pg. 420 13.a Standard Pricing Manufacturer Model Model Low Floor (Att Al H-LF 30-351 <35,500 GVWR 30' — 29 Passengers or 22 + 2 (Dual Doors) Model Low Floor Heavy Duty (Att A2 H-LF 35-40') 35' — 32 Passengers or 24 + 2 (Dual Doors) 40' — 39 Passengers or 33 + 2 (Dual Doors) Model Low Floor Heavv Dutv (Att A2 H-LF 35-40 Allison Diesel Hvbrid 35' — 32 Passengers or 24 + 2 (Dual Doors) 40' — 39 Passengers or 33 + 2 (Dual Doors) 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 ADA -Additional Mobility Aid Position Bike Rack - (2-Position) Bike Rack - (3-Position) *Includes required body style change (Low Floor Plus, custom front cap/headlamps $15,929 + bike rack $2,016 Camera - Back Up Camera - Mirror Mounted Camera Electronic Signs - Luminator Titan (Full Size) (Front/Side) - Amber Electronic Signs - Luminator (Standard 16x160) (Front/Side) Electronic Signs - Twin Vision Smart Series 3 (Full Size) (Front/Side) Dinex Star LED headlight Dinex sapphire Interior Light package Electronics- Digital Dashboard - 1/0 Controls Electronics - Multiplex Upgrade Over Std. Electronics - Tower Option Exterior LED Lighting Package - Dialight Farebox - Diamond Model RV w 2 vaults Farebox-Main with 1 extra Vault Farebox - GFI (Quote) Farebox - Guardrail Farebox - Prewire, Stanchion, Light Fire Detection and Suppression - Amerex V30 Fire Detection and Suppression - Amerex w methane detection Fire Detection and Suppression - Kidde Fuel - CNG 8 Tank Dual Pod HVAC - Brushless Motor HVAC - Drivers Dash AC/Heat/Defrost HVAC - Heater Booster Pump Lighting - LED Headlights Locking Fuel Door OEM Repair Manuals PA System - Optional Microphone Paint - Black Out Around Windows Paint - Skirt (Only) Paint - Special Radiator - Modine (Credit?) Radio - Additional Speakers (2) Radio - AM/FM/CD/MP3 w/Antenna and 4 Speakers Ramp - Lift U Remote Cable Release for Wheelchair Retractors USSC-4One Q Pod system Retractor- Q'Straint Q Pod System Retractor - Q'Straint QRT MAX (Q-8300-A1-L) Roof Escape/Vent Hatch Rubber Floor - In Lieu of Altro (Credit if applicable) GILLIG LF CNG 589276 592276 596476 Quote 1891 Standard Base Price Standard Base Price Standard Base Price jp N to m 0 Standard Base Price Z Standard Base Price V N 17945 0 Quote C Quote !E 819 i 269 r V 267 1505 C 1066 3912 N Not Available t r Included C Included 3664 r Not Available Quote p Included V Included i !E -1467 3 -1823 Q Quote Quote N Included t Quote V Included L Included IL Quote r C 1 Set Included N E Included t V 2859 r 2859 Q Quote -433 158 264 Included Quote Unavailable, American Seating Quote Included 373 Not Available Packet Pg. 421 4z 4E 4E 47 4£ 4S 5( 5] 5: 5- 5z 5c 5E 57 5£ 5S 6( 6] 6: 6- 6z 6c 6E 67 6£ 6S 7( 7] 7: 7- 7[ 7c 7E 77 7£ 7� 8( 8] 8: 8' 8[ 8E BE 87 8£ 8� 9( 9] 9: 9- 9[ 9c 9E 97 9£ 9S 10C 101 102 10? 104 10, 10E 1M 10£ Seating - Cloth Seat Upgrade Seating - Drivers Seat Alarm (Parking Brake) Seating - Drivers Seat Alarm (Seatbelt) Seating - Flip Seat: 17" - 18" - Single FW Flip Seating - Flip Seat: 34" - 36" Double FW Flip Seating - Folding Seat: 17" - 18" - Single FW Foldaway Seating - Folding Seat: 34" - 36" - Double FW Foldaway Seating - Reclining Seat Snow Chains - Automatic Solid Pane Windows (Each) Stanchions - Powder Coated Storage - 30" Interior Rack Suppression System (Only) - Amerex Suppression System (Only) - Kidde Transmission - B500 Transmission - Retarder Wheels - Aluminum Windows - Diamond Guard Rear/Mid Door Delete (Show as Credit) Standard Seat Delete (Enter as Credit) REI - 4 Camera Surveillance (2T DVR) REI - 6 Camera Surveillance (2T DVR) REI - 8 Camera Surveillance (2T DVR) Gatekeeper - 4 Camera Surveillance (2T DVR) Gatekeeper - 6 Camera Surveillance (2T DVR) Gatekeeper - 8 Camera Surveillance (2T DVR) Delivery Zone 1 Delivery Zone 2 Delivery Zone 3 Delivery Zone 4 Delivery Zone 5 Allison B40OR 5-Speed Transmisstion Rear LED Route Number Velvac Mirrors with Cameras (Blind Spot) 110v Shoreline Inverter - 1000w Inverter - 2000w Meritor 7900 Axles Hill Hold Switch Curbside Battery Tray Disc Brakes (Front/Rear) Group 31 AGM Battery (Each) Byk-Rak 3 Position Bike Rack Ferry Riser Aluminum Wheels - Brushed Finish Aluminum Wheels - Polished Finish Sensitive Door Edge - Both Doors (Front/Rear) I/) Controls LED Interior Lighting (1/2 Watt) Hanover 19" LCD Message Screen Mobileye Shield + System w/DV4 Continuous Event Camera Gatekeeper - 360 Surround Vision System Bike Rack Usage Counter "Bus is Turning" Outside Announcement Protran Safe Turn Alert System Spheros Roof Hatch SafeFleet Exterior Mirrors Hidden Frame Full Fixed Windows Floor Mount Directional Signals Stadium Style Floor - (3) Levels Pretoria Transit Suburban Overhead Parcel Racks LED Lighting - Overhead Parcel Racks Front Dash Area (Driver) - AC/Heater/Defroster Lucerix Vision Disply USSC Gemini (per seat) USSC Aries (per seat) 13.a Quote 152 55 Quote Quote Not Available Not Available Quote 3255 Quote 825 Quote See Above See Above to N Quote to Included m 1733 Z Not Available 0 -1300 3 Quote � Quote `- O 5973 Quote L Quote Quote 0 Quote 1577 982 i 616 437 1193 7 C Included 1485 Quote t Quote r L Not Available Not Available r C> !E Included L r 125 O O Not Available V 4529 E 361 fE 3 17945 Q Quote Not Available N N See Above t Quote N Included V L Quote 11 Quote C Quote 4) Quote t Quote r Quote Q Not Available Included 10101 Included Quote Quote Quote See Above Not Available Quote Quote Packet Pg. 422 105 11C ill 112 ll? 114 ill 11E ll7 11£ 115 12C 121 122 12-- 124 12' 12E 127 12£ 125 13C Kiel Citos (per seat) Kiel QPOD Kiel QPO w/ Secu bar Kiel Intra (per seat) Sutrak roofmount electric HVAC 2.7 mm flooring upgrade (Altro or Spradling) Safe Fleet - 4 Camera (lT, Wifi) Seon/Mobileview Safe Fleet - 6 Camera (2T, Wifi Seon/Mobileview) Safe Fleet - 8 Camera (2T, Wifi Seon/Mobileview) Safe Fleet - (4T Storage Upgrade) (Seon/Mobileview) Safe Fleet - InView 360HD 9 (Seon/Mobileview) Gatekeeper - 4 Camera (lT, Wifi) (G4Vision) Gatekeeper - 6 Camera (2T, Wifi) (G4Vision) Gatekeeper - 8 Camera (2T, Wifi) (G4Vision) Gatekeeper - (4T Storage Upgrade) (G4Vision) Gatekeeper - (8T Storage Upgrade) (G4Vision) Gatekeeper - 360 Surround Vision System Gatekeeper - Texting Detection Camera (TDA) Transign Electric Roller Curtain Sign (Front/Side) Transign Electronic Signs (Front/Side) Transign Electronic Rear Route Number Sign Allison eGen Flex Hybrid Specialty Tools See GILLIG Maintenance & Diagnostic Tools List for details 13.a Not Available Not Available Not Available Not Available Not Available Included Quote Quote Quote Quote Quote Quote Quote 5319 to N Quote to Quote m 3213 Z Quote () Not Available O Not Available Not Available O 81711 i N Packet Pg. 423 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 April 9, 2024 Mr. Joe Meer Director of Cooperative Purchasing Programs BASIN TRANSIT 62405 Verbena Road Joshua Tree, CA 92252 RE: RFP 23-01 JOINT PROCUREMENT FOR HEAVY DUTY TRANSIT VEHICLES DATE DUE: APRIL 12, 2024 at 5:OOPM Dear Mr. Meer: GILLIG is pleased to submit the enclosed documentation covering our response to your PACKAGE 1: TECHNICAL PROPOSAL for the above solicitation for your review and consideration. Our Primary Contact: WILLIAM F. FAY, JR., VICE PRESIDENT, SALES Phone: 800-735-1500 Office Phone: 510-264-3818 Email: sales@gillig.com We a reciate this opp Very truly yours, William F. Fay, Jr. Vice President, Sales Phone: 800-735-1500 Phone Office: 510-264-3818 Email: sales@gillig.com *d to a successful bid opening. Cc: Holly Piper, Director, Sales Operations Javier Hernandez, Jr., Director National Sales Sean Solis, Regional Sales Manager 451 Discovery Drive, Livermore, CA 94551 1 www.gillig.com 1 510.264.5000 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 1� PROUDLY MADE IN THE USA Request for Proposal RFP 23-01 (HD Transit Vehicles), REV 3 March 2024 Acknowledgement of Addenda Failure to acknowledge receipt of all addenda may cause the Proposal to be considered nonresponsive to the Solicitation. Acknowledged receipt of each addendum must be clearly established and included with the Proposal. The undersigned acknowledges receipt of the following addenda to the documents: Addendum No.: 1 Dated: FEBRUARY 5, 2024 Addendum No.: 2 - Dated: FEBRUARY 29, 2024 Addendum No.: 3 - Dated: MARCH 18, 2024 Addendum No.: 4 - Dated: APRIL 9, 2024 Proposer: GILLIG LLC — Itiar7le: WILLIAM F. FAY, JR. Title: VIrF PRFSInFniT SpL�c �., Phone: 800-735-1500 OR OFFICE 510-264-3818 Street address: 451 DISCOVERY DRIVE City, state, ZIP: LIVERMORE, CA 94551 Authorized sign ture APRIL 9, 2024 Date 86 BASIN TRANSIT ADDENDUM NO, 1 Vehicle RFP #23-01 Date Issued: February 5, 2024 The following clarifications, amendments, additions, deletions, revisions and/or modifications form a part of the documents, and change original or previously issued documents only in the manner and to the extent stated. The contract price shall reflect all addendum changes and each proposer submit with the proposal, a copy of this Addendum. Items requested by proposers in the RFP's approved equal and request for comment period that are not addressed by addendum or included by reference are to be considered denied. MBTA revises and reissues RFP #23-01 as follows: Commercial Language (Boilerplate) Items 1. Proposal Due Date is revised to March 21, 2024. 2. IP 1 and Appendix C. Scope of Work, Participants List. Merced County added. 3. IP2. Date for Proposal Submission is revised to March 15, 2024. 4. Price Worksheet. 5. SP 9, revised as highlighted. 6. SP 13.2, Parts is revised as highlighted. 7. SP 1. Reference to Caltrans is deleted. 8. SP 7.5. Inspection criteria revised. Reference to Caltrans inspection form is deleted. 9. GC 1. Definitions/Joint Procurement. Reference to Caltrans is deleted. 10. GC 9.1.1, revised as highlighted. 11. GC 9.2, revised as highlighted. 12. GC 9.5, Revised as highlighted. 13. WR 1.4.2, revision to Fleet Defect Rule. 14. WR 2.3.5, towing requirement deleted. 15. Section 9, See highlighted revision. Att A-1 (Class 1-130-3 ;') 1. 9.4, R407c is required. 2. 9.9, Destination Signs specification is updated. Att A-2 (Class H 35-40') 1. 4.5, Fuel Systems. Diesel Capacity is restated as 100 gallons. Att A-3 (Class H 35-40') 1. 7.6, High Idle Requirement is deleted. 2. 4.8, Performance section is modified as highlighted. 3. 4.3, 4.4. Warranty specification revised. 4. 9.4. Valeo Plus 230 heater is standard as well as Proheat. BASIN TRANSIT ADDENDUM NO.2 Vehicle RFP #23-01 Date Issued: 02292024 The following clarifications, amendments, additions, deletions, revisions and/or modifications form a part of the documents, and change original or previously issued documents only in the manner and to the extent stated. The contract price shall reflect all addendum changes and each proposer submit with the proposal, a copy of this Addendum. Items requested by proposers in the RFP's approved equal and request for comment period that are not addressed by addendum or included by reference are to be considered denied. MBTA revises and reissues RFP #23-01 as follows: Commercial Language (Boilerplate) Items 1. IP 2. Proposal Due date is revised. 2. Section 9. Price Worksheet. Revised to add alternate pricing line for SP 10.3. Additional price requests for options. These are highlighted. 3. IP 12.4. Clarification on proposal selection evaluation process regarding price. 4. SP 10.3. Payment. Advance payments are prohibited. Progress payments option are added as per section. 5. CER 2.1 Federal Tax Liability and Felony conviction certification added. BASIN TRANSIT ADDENDUM NO. 3 Vehicle RFP #23.01 Date Issued: 03182024 The following clarifications, amendments, additions, deletions, revisions and/or modifications form a part of the documents, and change original or previously issued documents only in the manner and to the extent stated. The contract price shall reflect all addendum changes and each proposer submit with the proposal, a copy of this Addendum. Items requested by proposers in the RFP's approved equal and request for comment period that are not addressed by addendum or included by reference are to be considered denied. Basin Transit revises and reissues RFP #23-01 as follows: Commercial Language (Boilerplate) Items 1. Clarification to SP 10.3. Cost of providing letter of credit referenced in this section is to be incorporated into the "alternate" price proposed. 2. IP 1 and Appendix C. Scope of Work, Participants List. Butte County Association of Governments, City of Guadalupe, City of Torrance, City of Simi Valley added. Aggregate Minimum and Maximum quantities revised. 3. IP 2. Proposal Due Date is revised to Friday, April 12, 2024. BASIN TRANSIT ADDENDUM NO. 4 Vehicle RFP #23-01 Date Issued: 04092024 The following clarifications, amendments, additions, deletions, revisions and/or modifications form a part of the documents, and change original or previously issued documents only in the manner and to the extent stated. The contract price shall reflect all addendum changes and each proposer submit with the proposal, a copy of this Addendum. Items requested by proposers in the RFP's approved equal and request for comment period that are not addressed by addendum or included by reference are to be considered denied. Basin Transit revises and reissues RFP #23-01 as follows: Commercial Language (Boilerplate) Items 1. IP 1. Scope of Work, Aggregate Minimum and Maximum quantities revised. 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: 800-735-1500 or email: victor.doran@gillig.com 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: parts-sales@gillig.com 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 CUMMINS Service Locations throughout the State are available to provide service support throughout the State. Unmatched service and support network across the US GILLIG I Partners you can trust. GILLIG Field Service Technicians are available to assist customers - reference GILLIG Field Service Technicians attached locations. Cummins Service Locations k Sales and Service OD 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 Sales Director Cummins Sales and Service 323-997-1323 chris.young@cummins.com CILLiumi SERVICE DEPARTMENT GILLIG maintains a fully qualified, trained Service Department to support the procuring Agency's request for assistance after delivery of equipment. The 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-house 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 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 1 /8/2024 Victor Doran Matt Boegler David Mattke Ashley Mitchell Eric Ocampo Mark Bittner Thomas Seymour Branden Andersen Steve Finley Johnny Phothipanya Bo Vongamath Dominic Nava Field Service Warranty Claims Warranty Parts Kristina Aldana Jacqueline Hernandez CUSTOMER CARE SUPPORT NETWORK FIELD SERVICE & WARRANTY Phone - 800-735-1500 Fax- 510-785-1348 Exec. Director, Customer Care Regional Service Manager Training / Sales Demo Support Warranty Operations Manager Training Dept. Lead Regional Service Manager Regional Service Manager Supervisor Service Engineering Field Service Engineer Warranty Processing Specialist Technical Advisor Warranty Parts Specialist Customer Care Coordinator Warranty Admin Parts Specialist Administrative Assistant Customer Care Admin victor.doran@gillig.com Matt.boegler@gillig.com David.mattke@gillig.com Ashley.mitchell@gillig.com eocampo@gillig.com mark.bittner@gillig.com Thomas.seymour@gillig.com branden.andersen@gillig.com steve.finley@gillig.com johnny.phothipanya@gillig.com bo.vongamath@gillig.com dominic.nava@gillig.com FieldService@gillig.com WarrantyClaims@gillig.com WarrantyParts@gillig.com kristina.aldana@gillig.com jacqueline.hernandez@gillig.com 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 1 /8/2024 CUSTOMER CARE SUPPORT NETWORK 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 '/2 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 Markjoined 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. 1 /8/2024 CUSTOMER CARE SUPPORT NETWORK 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. 1 /8/2024 CUSTOMER CARE SUPPORT NETWORK 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 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 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. 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 1/0, Air Systems, Allison Electric Drive, and Service Training. In addition, Jason has been building and racing vehicles since 1989. 1 /8/2024 CUSTOMER CARE SUPPORT NETWORK 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 Tube 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 were 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 CNG 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 careerwith 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. 1 /8/2024 CUSTOMER CARE SUPPORT NETWORK WILLIAM LOVE LADY — 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 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. 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. 1 /8/2024 CUSTOMER CARE SUPPORT NETWORK 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 powertrouble 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. 1 /8/2024 TRAINING OVERVIEW 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. This training will be customized to your buses, is provided in addition to the training requirements specified in the RFP and is provided 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. 1 /8/2024 TRAINING OVERVIEW 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 1 /8/2024 Victor Doran Matt Boegler David Mattke Ashley Mitchell Eric Ocampo Mark Bittner Thomas Seymour Branden Andersen Steve Finley Johnny Phothipanya Bo Vongamath Dominic Nava Field Service Warranty Claims Warranty Parts Kristina Aldana Jacqueline Hernandez FIELD SERVICE & WARRANTY Phone - 800-735-1500 Fax- 510-785-1348 Exec. Director, Customer Care Regional Service Manager Training / Sales Demo Support Warranty Operations Manager Training Dept. Lead Regional Service Manager Regional Service Manager Supervisor Service Engineering Field Service Engineer Warranty Processing Specialist Technical Advisor Warranty Parts Specialist Customer Care Coordinator Warranty Admin Parts Specialist Administrative Assistant Customer Care Admin TRAINING OVERVIEW victor.doran@gilIig.com Matt. boegler@gillig.com David.mattke@gillig.com Ashley.mitchell@gillig.com eocampo@gillig.com mark.bittner@gillig.com Thomas.seymour@gillig.com branden.andersen@gillig.com steve.finley@gillig.com johnny.phothipanya@gillig.com bo.vongamath@gillig.com dominic.nava@gillig.com FieldService@gillig.com WarrantyClaims@gillig.com WarrantyParts@gillig.com kristina.aldana@gillig.com jacqueline.hernandez@gillig.com 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 1 /8/2024 TRAINING OVERVIEW 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 '/2 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 Markjoined 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. 1 /8/2024 TRAINING OVERVIEW 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 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. 1 /8/2024 TRAINING OVERVIEW 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 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 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. 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 1/0, Air Systems, Allison Electric Drive, and Service Training. In addition, Jason has been building and racing vehicles since 1989. 1 /8/2024 TRAINING OVERVIEW 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 Tube 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 were 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 CNG fuel cylinder and systems certification though NGVi, the leading provider of CNG technical training. MATTHEW GERBASI — Field Service Representative Mattjoined GILLIG in 2021 as Field Service Representative for the Northeast. Prior tojoining 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 lives 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 careerwith 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. 1 /8/2024 TRAINING OVERVIEW WILLIAM LOVE LADY — 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 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. 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 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. 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. 1 /8/2024 TRAINING OVERVIEW STEVEN SAYNE — Field Service Representative Steven has been employed with GILLIG since June 2003. He worked with the 1 st 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 powertrouble 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. 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. 1 /8/2024 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. °''° GILLIG 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 °''° GILLIG 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 Engine Protection System 1. Controlling Functions 2. Shut Down Sequence 3. E.P.M. Override a. Purpose b. Proper Usage °''° GILLIG 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 °''° GILLIG 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 Entrance Door 1. Components and Component Location 2. Operation 3. Door Panel Adjustment 4. Door Motor Adjustments 5. Proximity Switch Adjustments 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 °''° GILLIG 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 °''° GILLIG 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 the 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. °''° GILLIG 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 °''° GILLIG 9/2020 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 GILLIG 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) °''° GILLIG 6. Wire Connector Symbol and How to use the Information Provided Insidethe 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. 1/0 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. 1/0 Controls Corporation "Dinex" Components (cont.) 1. The "Smart" Indicator Light Bar (131) 2. Digital 24 Output Module (135) if Applicable 3. Multi -Function Display (MFD) °''° GILLIG 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 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. J 1939 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. °''° GILLIG 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 handout. 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 °''° GILLIG 4. Body Bracing SCOPE: HYDRAULIC SYSTEM. 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. 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 forthe last segment of the training program. 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, maintenance, 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 °''° GILLIG 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. J 1939 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. 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 forthe last segment of the training program. 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 °''° GILLIG 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 thecomponents. 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 forthe last segment of the training program. 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 °'" GILLIG 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 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 °''° GILLIG 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 °''° GILLIG 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 °''° GILLIG AFTERMARKET PARTS STRATEGY &ACCESSIBILITY 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 (1 pm PST) 2-DAY SHIPPING: Standard 2-Day Shipping to the East Coast (Depending on size and weight restrictions) AFTERMARKET PARTS 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. Freight Policy: Regular parts orders are shipped freight free and normal shipments to Central and Eastern locations are shipped 2nd day air, at no charge. Availability Life: Replacement parts will be available for a period of twelve (12) years after the date of purchase of your coaches. GILLIG 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). All backordered requirements are shipped within 24 hours of receipt from the vendor. All orders are shipped UPS 2nd day air, freight prepaid at no charge to you (subject to UPS size and weight limitations). Our 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). GILLIG'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 Department 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. To 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. 5/1/2023 AFTERMARKET PARTS Unit 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. Inventory 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. Parts 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. Hot Line GILLIG has a toll -free telephone number to enable customers to contact us at no charge for advice, explanations, recommendations, or orders. Personalized 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. Regional 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. Troubleshooting 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. 5/1/2023 AFTERMARKET PARTS CONTACTS GILLIG uses a centralized 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: Central Location: GILLIG, LLC 25972 Eden Landing Road Hayward, CA 94545 Phone: 510-264-5160 Email: parts-sales@gillig.com Central Contacts: Chuck O'Brien - Vice President, Aftermarket Parts Division Eiji Kinoshita - Director of Sales, Aftermarket Parts Division Regional Contacts: Northwest Region Northeast Region Richard Bissel Jerry Sheehan Regional Sales Manager Regional Sales Manager Cell Phone: 510-325-6958 Cell Phone: 510-329-0320 Email: Richard. Bissell@gillig.com Email: Jerry.Sheehan@gillig.com Western Region Sean Solis Regional Sales Manager Cell Phone: 510-512-2638 Email: Sean.Solis@gillig.com Central Region Kevin Hardesty Regional Sales Manager Cell Phone: 510-737-2283 Email: Kevin. Hardesty@gillig.com Southwest Region Joe Saldana Regional Sales Manager Cell Phone: 510-303-0202 Email: Joe.Saldana@gillig.com National Accounts Tyler Davis National Accounts Sales Manager Phone: 317-590-1833 Email: Tyler.Davis@gillig.com Mid -West Region Dan Rudiger Regional Sales Manager Cell Phone: 510-876-6100 Email: Dan.Rudiger@gillig.com South Central Region Randy Brewer Regional Sales Manager Cell Phone: 925-409-6585 Email: Randy. Brewer@gillig.com Southeast Region Butch Sibley Regional Sales Manager Cell Phone: 510-589-9430 Email: Butch.Sibley@gillig.com Hawaii John Lum Manager, Parts Sales Phone: 264-5125 Email: John.Lum@gillig.com 10/4/2023 AFTERMARKET PARTS REFERENCES GILLIG'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. St. 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 procurement@bistatedev.org Salt Lake City, UT (Utah Transit Authority) Jolene Higgins Sr Buyer 801-237-1925 Jhiggins@rideuta.com St. Petersburg, FL (PSTA) Jody Sibley Storeroom Superintendent 727-540-1884 jsibley@psta.net Jacksonville, FL (JTA) Michael West Manager of Inventory Control & Stores 904-630-3179 mwest@jtafla.com Hampton Roads, VA (HRT) Anita Brown Buyer 757-222-6000 x 6325 abrown@hrtransit.org rkoenig@wrtaonline.com Ft. Wright, KY (TANK) Wayne Bey Purchasing Agent 859-814-2142 wbey@tankbus.org Olympia, WA (Inter -City Transit) Johnathon Yee Director of Fleet & Facilities 360-705-5884 jyee@intercitytransit.com Richmond, VA (GRTC) Mark Donavon Purchasing Manager 804-358-3871 x 352 mark.donavon@ridegrtc.com 5/1/2023 HiaSKa Amanda Ghali 13 Linda Omaque 13 Nigel Hill Rick Dominquez 0 Chan Lathung Shamil Mohamed 0 Sue Baer 0 Mark Roth John Edmondson Jr Rodrigo Mendoza Michael Warren Ramiro Becerra Carlos Gonzales Desmond Davis Pranesh Ram Todd Nunnally Gabriel Avila Oahu 4� .. Hawaii C� Hilo TERRITORIES OF PARTS SALES REPS U I.IO.LUL4 Calgary;= Canada Ontario Quebec iTA :61 91KeL'F� I Linda Omaque Amanda Ghali Shamil Mohamed Sue Baer Mark Roth Nigel Hill Rick Dominquez John Edmondson Jr. EAST COAST Todd Nunnally Gabriel Avila Carlos Gonzales Ramiro Becerra Michael Warren Pranesh Ram Desmond Davis Rodrigo Mendoza s I ruc1 LU rXlt U 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 • Destination Signs • Transmission • Video Surveillance Systems • Axles • Intelligent Transit Systems • Air Conditioning Unit • Agility CNG Fuel System • Batteries 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 FieldService@GILLIG.com GILLIG WARRANTY SERVICE STAFF 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. 1 /31 /2024 APPLICATION FOR WARRANTY 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 WarrantyClaims(a-)gillig.com. 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 linings, 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 WarrantyClaims(a-)gillig.com. 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 Warranty 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. 1; 5 APPLICATION FOR WARRANTY 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. 2; 5 GILLIG APPLICATION FOR WARRANTY Relmod fields ** anvlmd w4h an mlensk 4'1 APPLICATION FOR PTA I ITN U r%.l 0, L R"' E; 4,� 17 WARRANTY MAIN (510) 785-1500 FAX (510) 785-1348 'IJ N 1 -31 � 1,. L 'OWNER -,fC)Ac,. 'M IL EAGI E AT FA I LU A E I `,. S H F'v'i r— E DA— E WHERE REPAIRED D A— E OF FA, I LU ENGINE SERIAL 4 A -0 6 E R UL- # TRANSMISSION SERIAL 0 2 'DESCRIBE SPECI,Fd('tiCOMPLAINT. CAUSE, 00IRRECT1010 fq�:'AIIRS RECIUME0 AND ATTACH ,X-)[-Y OF ALPAIR ORDER NOTE: IF CALIFORNIA SUS W-FF) Fr,-.-�MF H-`M.11f> -4r0m r;.MRWETUR OR E:cm "NAMErFHLM �-- U- CQNTACT FG;l ADC TION A., N u P MAH ArMAP.;AoP;� #29 P.MiTTP r-, BY 1 F R-`JPFRTY NAKIF A Ai)r)HF, - U-MAIL ADDRFSsfEs; # 3 - ------- AUDI �L '----------- -lhM:;UH,'A:MLN F NAME ANLJ b:S (IF Ull- F I Fl:. N - f JiQLA AUQVIE) #32 ................................... . ...... L-KIAIL ADDRI: Ssl Es; NOTE- Warranty W 111 be dL%r0-L%d it the defective material is not received by G ILLIG within 30 days of the I Ei i I U re deft 3/5 APPLICATION FOR WARRANTY 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 WarrantyParts@gillig.com. 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. 4; s APPLICATION FOR WARRANTY 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 & Mileage at Failure C. Concise reason for removal D. Bus owner's name/name of transit agency 5; 5 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 hose identifying it as FC-300. Note: White ink markings are used on FC-350 hose assemblies. 2. Blue stripe around the hose 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 blue 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-2019-02 Page 2 Product Alert Affected products: Gillig hose assemblies part numbers 46-xxBxxxx-xxxx Gillig hose assemblies made with Eaton FC300 hose, which typically have a blue yarn cover will temporarily have a black cover. L J Due to a supply issue with blue yarn Eaton is temporarily making FC300 hose with black colored yarn and applying yellow print instead of white print. The hose is otherwise identical to what has always been supplied and meets all specifications for use. HOW TO IDENTIFY THIS HOSE AS CORRECT 1. BLUE TAPE IS BEING APPLIED TO EACH ASSEMBLY AS A QUICK CHECK THAT IT IS FC300 HOSE 2. HOSE WILL HAVE YELLOW PRINTING INSTEAD OF WHITE 3. PART NUMBER ON LABEL WILL IDENTIFY THE CORRECT HOSE ASSEMBLY a❑ FS-2018-02 Page 2 FS-2019-02 Page 3 Original blue FC-300 FS-2018-02 Page 3 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. GILLIG ENGINEERING ORGANIZATION Name • • •Background K. Vorsatz Vice President, Engineering BSME 18 yrs. industry experience at Metro Mobile Communications, BAE Systems & GILLIG Sr. Director, New Product 37 yrs. experience at Ford, Caterpillar, CNH Industrial & T. Meagher Engineering and Advanced BSME, BSEE GILLIG Engineering R. Donovan Director, Validation ASME, BSEE, MBA- 28 Yrs. Industry Experience. Executive Leadership General Motors & GILLIG B. Nguyen Director, New Product BSEE 17 yrs. industry experience at HP, Kla-Tencor and GILLIG Engineering N. Hofmann Director, Sustaining MScME 22 years Industry Experience Mercedes-Benz, Daimler Trucks & GILLIG D. Faw Director, Customer BS Aerospace 23 years Industry experience at Peterbilt, Kenworth, Engineering Engineering 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 BSME 18 yrs. industry experience at GILLIG Body & Interior - CPE F. Andrade NPE Manager - Electrical BSEE 11 yrs. industry experience at E-N-G Mobile Systems & GILLIG H. Tuft Manager, Mechanical, BSME, MSME 2 yrs. experience at Electroglas Inc & AutoCat USA Inc., 17 Powertrain & Structures - CPE yrs. experience at GILLIG J. Ralleta Manager, BOM Configurator College 13 yrs. experience at GILLIG BSEE, MSc. EE, M. Itanna Manager, Electrical MBA -Organizational 12 yrs. industry experience at Parker Hannifin, United States Engineering - CPE Leadership Stee (USS), Emerson/Vertiv & GILLIG Manager, Continuous Process BSME, MSME, M. Pinto Improvement MSPM, L6Sigma 19 yrs. industry experience at Ford, Volkswagen & GILLIG Green Belt and PMP R. Quebbeman Manager, Order Management AS 59 yrs. industry experience bus and truck design - Mack, Mech. Engr. International & GILLIG 11-2023 CONFIDENTIAL GILLIG ENGINEERING ORGANIZATION BS Computer Engineering, MBA 20+ years of progressive experience in product life cycle J. Lakshmi Manager, PLM Systems & management at Northop Grumman, Maxar, Siemens & Operations GILLIG M. Genova Manager, Product Safety & MSAE 25 yrs. industry experience at Fiat, AVL, General Electric, Compliance LR USA-Baytech, GILLIG J. Yang Manager, Advanced MSEE 19 yrs. industry experience at Auto, Commercial Avionics, Engineering Autonomous Vehicle. BAE & GILLIG & LIGHT S. Vanderlip Vehicle Systems Integration BSETME, PE 37 yrs. industry experience at Peterbilt & GILLIG Specialist B. Bachellor Supervisor, Passengers BSME 7 yrs. industry experience at Lennox & GILLIG Interior 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 BSEE 8 yrs. Experience at Crown Castle, Sage Analytical, NATC Engineering - CPE 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/Castro) & GILLIG S. Yusoff Supervisor, Structures BSAE, MBA 12 yrs. Industry experience at Electro Motive Diesel, Hendrickson International and GILLIG L. Bush Supervisor Electrical BSIT 24 yrs. industry experience at Compass, Autocam, TPI, Dow Engineering Jones & GILLIG H. Chang Supervisor— Body BSME, PMP 9 yrs. industry experience at General Dynamics, General Attachments 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 11-202- CONFIDENTIAL GILLIG ENGINEERING ORGANIZATION 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 Sr Electrical Engineer II, 30 yrs. industrial experience at SAIPACorp, MegaMotor(car C. Family Sustaining BSEE/MSEE manufacturing), other companies (instrumentation), and GILLIG C. Gonzalez BOM Specialist College/USMC 15 yrs. GILLIG experience C. Nguyen Production Support AS 24 yrs. industry experience at GILLIG Technician C. Silva BOM Analyst HS 37 yrs. industry experience at GILLIG 26 yrs. industry experience at MascoTech, Metaldyne, Ford, D. Aranovich CAD Designer BS Engr Tech 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 26 yrs. Industry experience at Blue Bird Corp, Heil D. Lewis Sr. Electrical Engineer II BSEE Environmental, United Streetcar, Freightliner, E-One, RFA/Roadtec, and GILLIG D. Jalving Senior Technical Specialist BSAE MS -Systems 33 yrs. Industry experience at Northrop Grumman, Terex, Architecture Siemens, Hunter Douglas, ULA & GILLLIG D. Williams Mechanical Engineer II BSME 8 yrs. industry experience at civilian/government proving grounds, NDT, NATC, & GILLIG L E. Hughes Mechanical Engineer II BSME 5 yrs. industry experience at GILLIG 11-2023 CONFIDENTIAL GILLIG ENGINEERING ORGANIZATION 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 15yrs of automotive engineering experience. Working with Six Sigma Black Belt 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 15 Yrs experience in Automotive Engineering at Denso K. Patel Sr. Systems Engineer I EE, MSEE, EVE Cert (Toyota), Chrysler, Pandora, Cruise, Waymo (Google) & Gillig 11-2023 CONFIDENTIAL GILLIG ENGINEERING ORGANIZATION 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 15 yrs. industry experience at SUDAN Oil and Gas, M. Mohammedkair Sr. Electrical Engineer I BSEE 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, 13 yrs. Industry experience at General Motors, Ford, Tesla 6Sigma Green Belt 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 15 yrs. industry experience- Int'I Cars & Motors, Heil Trailer Engineering & 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 BSEE/MSEE 8Yrs. Industry Experience, Space Systems/Loral, Brava & Engineer 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 CONFIDENTIAL GILLIG T. Nguyen Electrical Engineer I T. Talavera BOM Analyst V. Ng Mechanical Engineer I V. Vo Production Support Specialist W. Nairn Production Support Lead M. Perrin Mechanical Engineer II Arash PJ Lead FEA Engineer M Guo Sr. Validation Engineer T Hornbeck Associate Electrical Engineer ENGINEERING ORGANIZATION BSEE 3.5 yrs. industry experience at EBMUD, Teledyne RISI, and GILLIG College/USCG 5 yrs. Industry experience BSME 4 yrs. industry experience at GILLIG College 16 yrs. industry experience at GILLIG College/USMC 25 yrs. industry experience at GILLIG BSME 2 yrs. Engineering Experience at Dimaag with 10+ yrs. hands on experience BS-Aerospace Eng MS -Aerospace Eng MS -Materials Sci & Eng PhD -Mechanical Eng MSME, MS - Computer Engineering BSEE BA Mathematics 10 years: Sigma / LSU, CeRoM, NSF-CISIA / GILLIG 23 yrs industry experience including Chrysler, Caterpillar, Cummins, Rivian, and GILLIG 4 months industry experience at GILLIG. 11-2023 CONFIDENTIAL CNG A Natural Alternative 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. Lr 1!!=I EM= I S llimirftlmu I= BRT Plus 1 uE-=nnI Low Floor Plus 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 Maintenance -Friendly Mounting Locations for CNG Serviceable System Components Integrated CNG Fuel Management Panel 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 Specifications and features are for reference only and subject to change without notice or obligation. 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 CUMMINS ON ENGINE 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, evaluate 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. CILLIC; CUMMINS ON ENGINE L9N Specifications NOx emission 0.02 g 1 bhp-hr. (90%below EPA) Maximum Horsepower 320 HP 1 239 kW Peak Torque 1,000 LB -FT 11,356 Nm Governed Speed 2200 RPM Type 4-cycle, spark -ignited, in -line 6 cylinder, turbocharged, CAC Engine Displacement 540 CU IN 18.9 LITERS Number of Cylinders Operating Cycles 6 4 Net Weight (dry) 1,625 lb 1 737 KG Fuel Type CNG 1 LNG 1 Biomethane Aftertreatment Three -Way Catalyst Base Warranty 2 Years, 250,000 Miles (402,336 KM) Truck 2 Years, Unlimited Miles Transit/Shuttle OILLIC; Source: Cummins Smart Support' To provide unparalleled service and support for transit authorities, Cummins now offers the SmartSupport- program, by which Cummins will proactively replace critical engine components to reduce unscheduled downtime far end customers. The proactive replacement will utilize Cummins Connected Diagnostics- to keep transit fleets operating with maximum reliability and minimum dawntime. SmartSupport is currently available on 1-9-powered transit applications, but Mil be cascaded through the lineup in the near future. Contact your local Cummins representative for updates.. Connected Diagnostics° The Lifeline For Your Engine. Cummins Connected Diagnostics wirelessly connects your Cummins -powered transit and shuttle buses to product experts at Cummins. Available on 2007 and newer diesel and natural gas engines, Connected Diagnostics instantly transmits key data surrounding the event through your vehicle's existing telematics system to Cummins for immediate analysis. Source: Cummins CUMMINS ON ENGINE A A notification based on the most probable cause is sent instantly to you via email or the free Connected Diagnostics mobile app, so you know exactly what action to take. That reduces guesswork and allows operators to safely proceed on their trip with the knowledge of the probable cause and information on when service can wait or if it needs to be performed immediately. Key service event information that can be accessed using the Connected Diagnostics app includes the following: ■ Derate notice banner ■ Active and inactive faults ■ Suggested root cause ■ Derate notice details ■ Possible performance impact ■ Equipment information ■ Cummins Service Locator ■ Cummins contact information ■ Current status of service events Connected Diagnostics is designed to maintain complete service histories attached to each engine. Information about your transit or shuttle bus fleet is available on the Connected Diagnostics web portal anywhere you have Internet access. Learn more at cu mmi nsengines. conVconnected -di agnostics. MOVE TO ZERO Setting new standards for performance and reliability with near -zero emissions. a THE L9N. MOVE TO ZERO. Introducing the next generation of low -emission engine technology. 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 (RING) as a fuel. RING 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 RING 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. Maintenance L9N Truck < 66,000 Ibs (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. ^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. L91N 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 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. Torque Curves 1050 1000 950 900 LL m 850 N s 800 v � 750 s w` 700 650 600 550 — L9N I'll/ 730 — L9N 260 / 660 L9N 280 / 900 L9N 300 / 860 L9N 320 / 1000 600 800 1000 1200 1400 1600 1800 2000 2200 2400 Engine Speed (RPM) L9N Ratings Truck & Refuse Engine Model Advertised hp (kVV) @ rpm Peak Torque 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 Advertised hp (kVV) @ rpm Peak Torque 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 Transit Bus Engine Model Advertised hp (kVV) @ rpm Peak Torque 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 Engine Features & Enhancements 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. 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 INSITETM and diagnostic service tools. Electronic Features — Road -speed governing — Accelerator interlock — SAE J 1587/J 1939 — Power Take -Off (PTO) control — Cruise control — Engine protection system Wastegate Turbocharger Water-cooled bearing housing for durability. Electronic control for precise air handling. Specifications NOx Emission 0.02 g / bhp-hr. (90% below EPA) Maximum Horsepower 320 HP 1 239 kW Peak Torque 1,000 LB -FT 11,356 Nm Governed Speed 2200 RPM Type 4-cycle, spark -ignited, in -line 6-cylinder, turbocharged, CAC Engine Displacement 540 CU IN 18.9 LITERS Number of Cylinders 6 Operating Cycles 4 Net Weight (dry) 1,625 lb 1 737 KG Fuel Type CNG / LNG / RNG Aftertreatment Three -Way Catalyst Base Warranty Cummins Westport engines feature the same factory base warranty coverage as Cummins diesel 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-CUMMINSTM (1-800-286-6467). X7�� CUMM�ti ��cREs� q�W SAY p 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'I I guide you through what you need to know to ensure a successful implementation and operation of your natural gas engines. cwiplaybook.com Q' Westport Bulletin 5411036 Printed in U.S.A. 2/18 ©2018 Cummins Westport Inc. cumminswestport.com 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 ProbalyzerTm 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 11 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. 0-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 0-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. SOLENOID O-RING WICK BRUSH _ r SHIFT LEVER O-RING WICK - BEARING - PINION BEARING SEAL BEARING O-RING � O-RING 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. CAC Outlet Harness Assembly CAC Inlet Coolant Inlet 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. Cold Full Sight Glass Manual Pressure Relief Valve Pressure Relief Cap Coolant Level Probes January 2311, 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: ModelEngine 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, �1� Francisco Lagunas General Manager - North America Bus Cummins Inc. 500 Jackson St. Columbus Indiana 812-341-8808 francisco.lagunas@cummins.com 41 R 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 head 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. 41 R 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. Inlet Section ection QOutlet Section 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. DEF Coolant Fitting DEF Hose Fitting DEF Multifunction Hoed DEF Harness Connectors DEF Tank DEF Tank / Mounting Strap�_A, � �> DEF Tank Mounting Brackets 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. r � 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 13 lea 8-rq7,, UNITED STATES ENVIRONMENTAL PROTECTION AGENCY OFFICE OF TRANSPORTATION M owl w 2024 MODEL YEAR CERTIFICATE OF CONFORMITY AND AIR QUALITY 2� `°= ANN ARBOR, MICHIGAN 48105 % WITH THE CLEAN AIR ACT PROSE.�i Certificate Issued To: GILLIG LLC Effective Date: Issue Date: (U.S. Manufacturer or Importer) 05/23/2023 05/23/2023 Certificate Number: RGLG2VOCVHHD-002 Expiration Date: Revision Date: Byron J Division Director unker, ompliance Division N/A 12/31on Model Year: 2024 CO2 Emission Standard (g CO2/ton-mile): 300 Vehicle Family: RGLG2VOCVHHD Highest Projected CO2 Family Emission Limit (g/ton-mile): 330 Vehicle Regulatory Sub -category: Transit and other bus Lowest Projected CO2 Family Emission Limit (g/ton-mile): 283 Averaging Set: Transit and Other bus 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. GILLIG 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 world leader in the market. The proposed transmission meets all applicable Federal EPA & FMVSS requirements currently in effect and Allison has committed to meeting future requirements 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 maintenance people. The removal of either the engine &/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. MIC:� SERIAL NUMBER RATIO PARK PA'd1. MAX INPUT POWER' mmo SEM 'M II'A7 MAN INPUT POWER WHIMTOI40UE LIM'.IT1NG-' nP(M MAX INPUT TORQUE' Wa 5EM1 1101 RPmI MAX INPUT TORQUE WHIMTORQUE LIMITNG" I4t IN -MI WL[TURUIME TORQUE' ehPwni MAX GM 15�d9i MAx �W 135 Wo, 111.210 6310 -Transit Close Ratio No 230 (172) 270 (201) 520 (7U5) 575 {780) 850 (1152) 29,004 (13,150) 29,000 (13.150) 8 220 6310 -Transit Close Ratio Yes 134 (172) 270 (201) 520 {795) 575 {780) 850 (1152) 29,000 (13,150) 29.000 i13.150) 8 295 6510 -Transit Close Ratio NIA 230(172) NIA 620{841) N?A 1370(1657) 33,000(14968) 33,000(14.%8) 8 300 6510 -Transit Close Ratio NIA 280(209) NIA 735(997) N?A 1370(1857) A009(17,236) 38,000(17.236) 8 400 6510 - TWA Close Ratio NIA 31A (224) NIA 925 (1254) N?A 1370 (1857) 45,000 (20,412) 45,000 (20.412) -Tt -Er ch Close Ratio NIA 330 (246) NIA 1000 {1356) N?A 160 (2170} 45,000 (24Al2) 45,000 (20.412) 934QUXFF 6510 -Transit Close Ratio NIA 300 (224} NIA 925 (1254) N?A 1376 (1857) 45,A09 (26Al2) 45,000 (20.412) 6 5W 6610 -Transit Clare Ratio NIA 426 (313) NIA 1300 {1753) N?A 2450 (3322) — - - hbity C-1h Close Ratio NIA 550 (410) NIA 1700 (2305) WA 24M (3322) — — 1 Gma r qr dr(nsc by I50155i vSAE 11996. 75EM - oyn mnLE tF RIR F- T OLmag—L STwNwlmw Ymt6x"s SWI, swdard ixuco The World's Leading Bus Transmission Series Around The Corner And Around The Globe ZAllison Mransmissiono ` r1 !It loco Opp FUELSENSV 20 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'. 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. 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 ManagementA 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. 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. 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 TechnologyT"', 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 Syste The Allison Hybrid EP system dramatically reduces both diesel fuel cor and CO2 emissions. An Allison Hybrid System improves fuel consump 25 percent over a typical bus'. Additionally, its regenerative braking ca significantly extend the brake change interval by as much as 350 perce 1 Available In Fuelse -- 2.0 Max only 2 R-1h pan vary depending - the duty­lu. \\\\\\\\\\\\\\\\\\\\\\\\\\\\\\ 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. Calibrated to the vehicle's particular operating requirements, Allison Prognostics 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. Allison's integral hydraulic retarder complements and enhances vehicle service brake performance. It reduces braking distance, while offering full Retarder Benefits 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 Allows driver to select between two pre-programmed shift patterns, Schedule quickly and easily, to match driving conditions. Direction Prohibits shifts from Neutral to Drive or Reverse without first pressing Change Enabled a dash switch or applying the service brakes. Auxiliary Function Will not allow transmission to shift into forward or reverse unless the Range Inhibit service brakes are applied. MODEL SERIAL NUMBER RATIO PAWL PARR MAX INPUT POWER' wlo SEM hp (kW) MAX INPUT POWER .1SEM TORQUE LIMITING-' hp (kW) MAX INPUT TORQUE' wlo SEM I1-11 IN-) MAX INPUT TORQUE wISEM TORQUE LIMITING-' libi (N•m) MTORQUEINE ORQUP 11i (N•m) MAX GVW his (kg) MAX GCW Ihs (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 NIA 230 (172) NIA 620 (841) NIA 1370 (1857) 33,000 (14,968) 33,000 (14,968) B 300 6510 -Transit Close Ratio NIA 280 (209) NIA 735 (997) NIA 1370 (1857) 38,000 (17,236) 38,000 (17,236) B 400 6510 -Transit Close Ratio NIA 300 (224) NIA 925 (1254) NIA 1370 (1857) 45,000 (20,412) 45,000 (20,412) -Tour Coach Close Ratio NIA 330 (246) NIA 1000 (1356) NIA 1600 (2170) 45,000 (20,412) 45,000 (20,412) B 3400 XFE 6510 -Transit Close Ratio NIA 300 (224) NIA 925 (1254) NIA 1370 (1857) 45,000 (20,412) 45,000 (20,412) B 500 6610 Transit Close Ratio NIA 420 (313) NIA 1300 (1763) NIA 2450 (3322) - - Intercity Coach Close Ratio NIA 550 (410) NIA 1700 (2305) NIA 2450 (3322) - - 1 Gross ratings as defined by ISO 1595 or SAE J1995. 2 SEM - engine controls ,ch Shift Energy Management. 3 Turbine torque limit based on iSCAAN standard dedu Rions. GEAR RATIOS -TORQUE CONVERTER MULTIPLICATION NOT INCLUDED ®®®®®®ate FULL LOAD GOVERNED SPEED Min -Max (rpm) IDLE SPEED OUTPUT IN DRIVE SHAFT Min -Max SPEED (rpm) (rpm) MODEL B 2101220 2200 3800 500-820 4500 B 295 2200-5000 500-820 5000 B 300/400 1950-2800 500-800 3600' B 3400 XFE 1950-2800 500-800 3600' B 500 1700-2300 500-800 - moadis only. OIL SYSTEM MODEL CITY'MAIN quarts (liters) CIRCUIT FILTER LUBE CIRCUIT FILTER ELECTRONIC OIL LEVEL SENSOR (OLS) B 2101220 Spin -on Canister -Standard Oil Sump 131`(13.0)` -Shallow Oil Sump 11.6`(11.0)` B 3001400 Integral Integral Standard - Deep Oil Sump w/ PTO 29.75` (28.1` - Deep Oil Sump w/o PTO 29` (27.4)` -Shallow Sump w/o PTO 26.75` (25.3)` - Shallow Oil Sump w/o PTO 26`(24.6)` B 3400 xFE Integral Integral Standard -Deep Oil Sump w/PTO 29.75`(28.1)` - Deep Oil Sump w/o PTO 29` (27.4)` -Shallow Sump w/o PTO 26.75` (25.3Y - Shallow Oil Sump w/o PTO 26`(24.6)` B 500 Integral Integral Standard - Deep Oil Sump and PTO 51`(48)` - Deep Oil Sump 48` (45Y - Shall ow Oil Sump and PTO 43`(41` -Shallow Oil Sump 40'(38)c Recommended oil types for all models are Allison Approved TES 295® transmission fluid. 1 Transmission only. Does not Include cooler, hoses or fi ings.2 Amount of oil necessary to fill a dry tansmission. MODEL TORQUE CAPACITY @-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) B 300' 4 and 8 o'clock 485 (660) 6853 (930)3 Engine B 3400 xFE' 4 and 8 o'clock 485 (660) 6853 (930)3 Engine B 400' 4 and 8 o'clock 485 (660) 6853 (930)s Engine B 500' 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. DEPTH'w/DEEP DEPTH'w/SHALLOW LENGTH' DRY WEIGHT MODEL in (mm) OIL PAN/SUMP OIL PAN/SUMP Ins in (mm) in (mm) g B 2101220 -SAE No.3 mounting 28.01 (711.4) 1 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 xFE - 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) 1 L90 (327.7) 11.14 (283.1) 615 (279) -With PTO & retarder 1 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) 1329 (337.6) 893 (405) - With retarder only 33.54 (775.7) 14.75 (374.7) 13.29 (337.6) 906 (411) With PTO &retarder 1 33.41 (848.7) 14.75 (374.7) 13.29 (337.6) 968 (439) 1 Length measured from flywheel housing to end of ougautshaft. 2 Depth measured below transmission centerline. Allison Transmission Authorized Service Coverage A World Of Support 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'". One Allison Way Indianapolis, Indiana USA 46222-3271 Information or specifications subject to change without notice or obligation. aIIisontransmission.com SA8675EN (2020104) © 2020 Allison Transmission Inc. All Rights Reserved. w0^"%Allison `I ransmission. 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. 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. NOTICE 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. WARNING 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: • Welding 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. Suspension 230 94251-94252 November 2022 King Pin Cap Knuckle Bushing Tie Rod Arm Nut Seal Cotter Pin��� Steering Knuckle Grease Fitting Draw Key Shims Stop Screw �� O CABS Sensor Woodruff Keyes" King Pin Seal Cotter Pin Knuckle Bushing Steering Arm Nut RI Draw Key Seal Thrust Bearing Axle Beam Woodruff Key O Steering Arm Cotter King Pin Cap--, Tie Rod Arm �, Tie Rod End --AIOI Grease Fitting ' Figure 5-20, Meritor Axle (model FH946 shown) Tie Rod Assembly uiamp 94251-94252 231 November 2022 Suspension 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 Mentor axles with Mentor -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/tp9539.12df and Lubrication Maintenance Manual 1, which you can access at http://g_raphicvillage.org/meritor/MM 1.12df CAUTION 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. CAUTION 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. 94251-94252 203 Transmission/Driveline/Rear Axle November 2022 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. Transmission/Driveline/Rear Axle 204 94251-94252 November 2022 MERITOR7 TRANSIT BUS AND COACH AXLES J� . . ...................... PERFORMANCE MERITOR RUN WITH THE BULL THE INDUSTRY'SAXLE LEADER 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. 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 Plus7 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 PluS7 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. ,000 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. R160 Series Rear Drive Axle 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) 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. 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. MERITOR Meritor Heavy Vehicle Systems, LLC Call 1-866-668-7221 ©2021 Mentor, Inc. RUN WITH THE BULL 2135 West Maple Road or visit meritor.com Litho in USA, SP-11149 Troy, Michigan 48084 USA Revised 5/21 CORROSION PROTECTION: OVERVIEW 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. 1 of 1 CORROSION PROTECTION: MATERIALS 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 1 of 2 CORROSION PROTECTION: MATERIALS ■ 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 2 of 2 CORROSION PROTECTION: EXPLAINED 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 (02) 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 (Fe203), known more commonly as rust. water Fee+ anodic iron site 4 02 Rust Fe203 • x H 20 H2O 02 cathodic site 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. 1 of 3 CORROSION PROTECTION: EXPLAINED 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 2 of 3 CORROSION PROTECTION: EXPLAINED 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. 3 of 3 CORROSION PROTECTION: LOCATIONS 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 1-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. 1 of 7 CORROSION PROTECTION: LOCATIONS 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. 2 of 7 CORROSION PROTECTION: LOCATIONS 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. r:1 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. 3 of 7 CORROSION PROTECTION: LOCATIONS 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. 4 of 7 CORROSION PROTECTION: LOCATIONS Skirt Panels Skirt (side) panels are manufactured from 0.125-in. (0.318-cm) thick sheets of 5052-1-132 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 5052-1-132 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 5052-1-132 aluminum. The material comes from a pre -primed aluminum coil that is treated with an epoxy paint. 5 of 7 CORROSION PROTECTION: LOCATIONS 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. 6 of 7 CORROSION PROTECTION: LOCATIONS 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. Lower Upper Flooring material Stainless - Aluminum seat rail steel crash barrier Steel riaet with new coating to provide _ Sealant increased salt spray durability Flooring material EPDM gasket Suhflaor under the rivet head Aluminum seat rail L� Flooring material Added sealant Skirt panel Stainless -steel rivet Stainless -steel crash barrier 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 Q 7 of 7 02„3 Corrosion Protection - Locations - 20'9-'0 'Z.docx CORROSION PROTECTION: TESTING 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. 1 of 1 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. GILLIG mmo F r .moo lie a k-R r e r� 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. GILLIG MILLIG . ...... Ile ,Tl AEI jMb hill MILLIG z-- V, Ghu www.sdmts,com RJI,-%*I %#" tagTran it Sy stem GILLIG ._�__nay_.-�.�-.--sx:.�___�rz..-ems,• M9N w .a•rarrr.■rrra+rarrRraraaaaaw Rwaraaaaawaaiaaa■/aaww,�r<AR'/I�r�rrrrnrnwrrrr:rir .Yaaaaaawaawwwawawfwfaa7aafaw rafaaifaaaaaaaaaa 317/ a Mw !I! wl&AIN&rrulrr_^ram ff aa-wwaw■awa■aaaa■a■aaaww • /uiu/■ou/oa■ _ �-1ai�warraarw■a�aaa■■raaa■aaoaia w■Rr.a..... /.■/a■ ,..�,� _ ._ O .alga aaalaal■aaw�aw■aaafa Raarwaaaaf iaa■■/i■■■/■■/■/■-_-_--- �, _ rr ......... -a a�+aaaaaaaaaaRaarawa■aaiaaaaaaaa ■www■Reawr■=r■w/w _....-...-_ _ ti r,� rrrrrwaaaaaa■aaRR■aaaaaaaau aiaara �aa■ as/i/r .airaaaaaaaaaaraaas■aaa■■■Riaaaa■aaa. areaiiLaaaa/iirr■■RA.:a....�.�...r.....sr..=..li �r --a.-----------41� _ E •. pan. � - ®-yw' �. 1 l � � r r :♦ � e if7rd r CNG MAINTENANCE ACCESS HVAC ACCESS DOOR REAR WHEEL SKIRT PANEL ACCESS CNG MAINTENANCE ACCESS BATTERY ACCESS DOOR 21 AIR TANK DRAIN VALVES AND BATTERY CUTOFF SWITCH CNG MAINTENANCE INTERIOR MAINTENANCE ACCESS REAR BULKHEAD MOUNTED 1/0 PANEL FRONT AIR TANK COMPARTMENT MOUNTED 1/0 PANEL CNG MAINTENANCE SETTEE ENGINE ACCESS COVER l 1 ENGINE ACCESS MILLIG CA GILLIG f � 7 177,W,", ff Ea7t CMGf Puri®aa Salida CNG MAINTENANCE DESTINATION SIGN COMPARTMENT CNG MAINTENANCE 0301 E's 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 951n percentile male to the 51" 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 that 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 95th percentile male to the 5 t h 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 that 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 Drivers Door Control Left Side Dash Drivers Controls C ji F E 0 � e O 1Ol II _ ID ❑ o ❑ �' ��, � . = s a � ram. l , , 0 < ,- � ,� ' . < u i 0 0 F II E E _ n i irE F H- n o_ E F N E -- 0 0 \ / / ❑ �'I !rr r e. e ❑ i €l Q'��' s r 1 ❑ O __ O ---- — ..N O ❑ L lE —E Ili! f I. i zml� O. o 0 ov ❑ALL—_L� - --i--- IJ T - `I I/f.l T C The GILLIG Low Floor bus operator's area has been designed to provide maximum comfort to drivers from the 95th percentile male to the 5th 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 OPERATOR'S SEAT 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 Headrest Support Height Adjust -Pull up or push down until the desired height is obtained. Tilt Adjustment- Pull forward or push back until the desired angle is obtained. Thigh Extension (Cushion Length Adjustment) The front part of the seat cushion can be extended up to 2 in. (50mm), by pulling the front of the thigh extension fomard or 6xkwards to desired length. Backrest Recline For desired back angle rotate hand wheel clockwise or cou Memlockwise. Manual Fora'Aft Adjustment Pull handle up to move seat back and forth' Adjustable Shock Tb adjust shock turn clockwise Seat Cu shian Rake to soften ride, counterclockwise Adjustment to stiffen ride. The front part of the seat can be adjusted ... ,5degrees by pulling handles up and moving thigh extension up and down to the desired angle. Air Lumbar Adjustments Push switch Seal Cushion Rake Adjustment forwardto inflate push sxitch rearward to deflate. Pneumatic Air Suspension Switch Air Track. Release Push switch up to raise To release tracks push button and shift body for desired suspension push switch position. down [o lower suspension. RECARO ERGO M (AM384) 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. Contact us: 1.800.8.RECARO 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 • Seat Cushion Alarm Switch Cushion) • Various treated fabrics and specialty • Silicone Foam Cushion covers available • FR Treated Foam for Low Smoke / • 12, 20 or 25 Degree Recline Stop Low Flame • Adjustable Armrests • Seat Belt Alarm www.recaro-automotive.com ADJUSTMENT FEATURES OVERVIEW OF SEAT OPTIONS mm 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. 4 Way Adjustable Headrest Manually adjustable headrest moves up, down, forward and backward providing optimum comfort and safety. Suspension w/ Adjustable Shock Pneumatic suspension with 6" suspension travel. Allows operator to adjust the suspension to individual comfort needs. Pneumatic Adjustable Lumbar 3 separate chambers fill with air independently allowing for individually optimized lumbar support. 3-point Seatbelt Presenter Allows for a more comfortable range of fitment for occupant. STANDARD QUALITY AND DURABILITY FEATURES Solid Steel Back High quality solid steel back for the best in strength and durability. Plastic Seat -Back Protector Plastic seat -back keeps the seat looking good for years. High Density Foam Quality high density foam keeps its shape over time and provides superior comfort and firm support. Fully Supported Seat Cushion The seat pan fully supports the seat cushion for long lasting durability 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 0 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 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 FIR Treated Foam -Docket 90a for Low Smoke / Low Flame Seat Belt Alarm Seat Cushion Alarm Switch • Standard features, O Option / accessories Ergo M (AM384) O O • www.recaro-automotive.com 8 7 6 5- 4 3 2 1 DI CI BI A senuzoa 8 J (32.1) r)y,^\ 32 1 32.1 65.0 65.0 - r�� 55.D 55.D III W k I I4 22.5 ` 6"A (46.0)rr,v, VIEW B-B 14C 141 14D 14D 4 5—O 9 O7 10ON .00 8 x ¢D r2 LL I. . , 14- - III - — 94.5 - - (21.3x0.5) AISLEWIDTH 0490 0480 WIC MANUVERABILTV WIC MANUVERA9IL - 102.0 10 1 1 A / 137.7 148 OAO 32.1 32.1 22.5 \ / \ VIEW A -A L (34.0) - �(4D.0)� 7 6 5 L 4 ID IB 1) Rt t) SPRINGS CO SINGLE LOCKING PIN — a x SAMPLE VENRDRPART N w _� _ NG,ESANOGONIIENTs o � A PASSENGER SEAT SUPPLIER: AMERICAN SEATING CO. nur suasosE xuPI LL. sr aE 2 v( PASSENGER SEAT MODELS' INSIGHT 18.0 WIDE RovEo u rtiNc er uLL pGILLIG LLC LLC 451 DISCOVERY DRIVE LIVERMORE. CA 94551 FORWARD FACING INSIGHTI7.OWIDEAISLE DWGNO REV FACING, NARROW ADA AREA SL-86365-94491 A PASSENGERS SIVE D E 1:28 SHEET 20F 2 3 2 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. r� Lo I 1F ir, tj Division of Hogan IManufacturing, Inc. "DUAL -MODE" MODEL LU18 LOW FLOOR RAMP LIFT-U introduces the new curb -smart "Dual -Mode 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 .... Better to the Curb! 1:8 Slope When Deployed to a 6-inch Curb; Maintaining a Level Entrance The LU18 "two -position" interior floor automatically lowers on an incline when the outer ramp reaches a pre -determined angle. Operator involvement is not required. Ramp Removal is Not Required for Maintenance Extended Length Outside the Bus is Only 48-inches For More Information Call (209) 838-2400 or Email liftusales@lift-u.com 200114G L01HIF ti 7rl Division of Ho -clan Manufacturing, Inc, • 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. 48.3 BUS SIDE -WALL 12 0 INTERIOR FLOOR REMAINS LEVEL o o m POSITION ONE DEPLOYED TO 6 in. CURB; KNEELED 12.0 6 INTERIOR FLOOR LOWERS TO A 1:6 SLOPE I POSITION TWO DEPLOYED TO GROUND; KNEELED The interior floor lowers to a fixed incline angle when the angle of the outer ramp exceeds the fixed angle of the interior floor. For example, on level ground the interior floor will lowerto its inclined position when the outer ramp exceeds 9.5° (1 :6). • 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: ywvw.Iift-u.com/patents.pdf CILLIC; TESTING &DESIGN OPERATING PROFILE VALIDATION 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 1-2023 CILLIC; TESTING &DESIGN OPERATING PROFILE VALIDATION • 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 (S40/13300) — 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 (3301-9/13AE 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 0 2019 - 40' Low Floor Meritor Disc Brakes Electric Bus @ 45,000 Lbs. GVWR 0 2020 - 40' Low Floor Meritor Disc Brakes Electric Bus @ 47,180 Lbs. GVWR 0 2022 - 40' Low Floor Meritor Disc Brakes Electric Bus @ 48,200 Lbs. GVWR 1-2023 CILLIC; TESTING &DESIGN OPERATING PROFILE VALIDATION • 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/1-9 • 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 1-2023 Request for Proposal RFP 23-01 (HD Transit Vehicles), REV 1 February 2024 CER 1.6 Certificate of Compliance with Bus Testing Requirement The undersigned certifies that the vehicle offered in this procurement complies and shall, when delivered, comply with 49 USC § 5324(c) and FTA's implementing regulation at 49 CFR Part 665 according to the indicated one of the following three alternatives. Mark one and only one of the three blank spaces with an "X." *1. _XThe buses offered herewith have been tested in accordance with 49 CFR Part 665 on SEE BELOW (date). If multiple buses are being proposed, provide additional bus testing information below or on attached sheet. The vehicles being sold should have the identical configuration and major components as the vehicle in the test report, which must be submitted with this Proposal. If the configuration or components are not identical, then the manufacturer shall provide with its Proposal a description of the change and the manufacturer's basis for concluding that it is not a major change requiring additional testing. if multiple buses are being proposed, testing data on additional buses shall be listed on the bottom of this page. 2. The manufacturer represents that the vehicle is "grandfathered" (has been used in mass transit service in the United States before October 1, 1988, and is currently being produced without a major change in configuration or components), and submits with this Proposal the name and address of the recipient of such a vehicle and the details of that vehicle's configuration and major components. ** 3. x The vehicle is anew model proposed as per SP 20 which shall be tested and the results shall be submitted to the Agency prior to acceptance of the first bus. The undersigned understands that misrepresenting the testing status of a vehicle acquired with federal financial assistance may subject the undersigned to civil penalties as outlined in the Department of Transportation's regulation on Program Fraud Civil Remedies, 49 CFR Part 31. In addition, the undersigned understands that FTA may suspend or debar a manufacturer under the procedures in 49 CFR Part 29. Company name: GlLLIG LL% Name nd title of the pro oser's authorized official: WILLIAM F. FAY, JR., VICE PRESIDENT, SALE / 7 �� * DIESEL 30' - JUNE 2000 DIESEL 35/40' - DECEMBER 2004 CNG 30' - JANUARY 2012 CNG 35/40' - MARCH 2O20 ELECTRIC 35/40' - DECEMBER 2022 HYBRID ALLISON 35/40' - OCT. 2004 MARCH 18, 2024 Date ** FUEL CELL - PENDING TESTING NOTE: Reference out attached Certification. 97 GILLIC4 A,@.,` OONA TEST CERTIFICATION This is to certify that the bus model proposed for your procurement complies with the bus testing regulations required by the Surface Transportation and Uniform Relocation Assistance Act of 1987 as defined in the Interim Final Rulemaking (IFR) by the FTA in the Federal Register 49 CFR Part 665, dated July 28, 1992 and the Final Rule in the Federal Register 49 CFR part 665, dated August 1, 2016. This statement means that the proposed vehicle complies with one or more of the clauses below, as required by the above IFR: • was in mass transportation service prior to September 30, 1988, or is the same vehicle model that has been previously tested in PTI (Altoona), and that • any new component(s) has (have) been tested at PTI (Altoona), or • the installation of any new component(s) did not result in significant structural modification to the vehicle; or • the installation of the component(s) did not result in a significant change in the data obtained from previous testing of the vehicle model. is a new bus model or a bus produced with a major change in components or configuration and shall provide a copy of the final test report to the recipient prior to the recipient's final acceptance of the first vehicle. GILLIG LLC By: . . 2' WILLIAM F. AY, JR. Title: VICE PRESIDENT, SALES Date: MARCH 18, 2024 STU RAA TEST 12 YEAR 500,000 MILE BUS from GILLIG MODEL LOW FLOOR JANUARY 2012 PTI-BT-R1109 PLINNST4Ti 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 ACCOR 61TED MECHANICAL TESTING CERTIFICATE 3172.01 TABLE OF CONTENTS Paqe EXECUTIVE SUMMARY.......................................................................................................................... 3 ABBREVIATIONS.................................................................................................................................... 5 BUSCHECK-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 SPEEDTEST............................................................................................................... 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 TOWINGTEST............................................................................................................ 64 5.4 STRUCTURAL STRENGTH AND DISTORTION TESTS - DYNAMIC TOWINGTEST............................................................................................................ 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 2 EXECUTIVE SUMMARY Gillig submitted a model 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 test vehicles transported or operated over public roadways will be loaded to comply with the GAWR and GVWR specified by the manufacturer. Accessibility, in general, was adequate, components covered in Section 1.3 (Repair and/or Replacement of Selected Subsystems) along with all other components encountered during testing, were found to be readily accessible and no restrictions were noted. The Reliability section compiles failures that occurred during Structural Durability Testing. Breakdowns are classified according to subsystems. The data in this section are arranged so that those subsystems with more frequent problems are apparent. The problems are also listed by class as defined in Section 2. The test bus encountered no Class 1 or Class 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 3 mph. The performance of the bus is illustrated by a speed vs. time plot. Acceleration and gradeability test data are provided in Section 4, Performance. The average time to obtain 50 mph was 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 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. 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 properly. No water leakage was observed throughout the test. All subsystems operated properly. The Static Towing Test was performed using a target load (towing force) of 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. 4 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 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. 6 VEHICLE DATA FORM Bus Number: 1109 Arrival Date: 6-7-11 Bus Manufacturer: Gillig Vehicle Identification Number (VIN): 15GGE2718131092262 odelNumber: Low Floor Date: 6-7-11 ersonnel: B.L., E.D. & E.L. L Chassis: N/A WEIGHT: Individual Wheel Reactions: Weights (lb) Front Axle Middle Axle Rear Axle Ri ht Left Right Left Right Left CW 3,950 3,910 N/A N/A 9,070 9,380 SLW 4,480 4,420 N/A N/A 10,580 10,830 GVW 5,160 5,060 N/A N/A 11,390 11,830 Total Weiqht Details: Weight(lb) CW SLW GVW GAWR Front Axle 7,860 8,900 10,220 11,000 Middle Axle N/A N/A N/A 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 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 de 8.7 Rear Approach Angle de 9.0 Ramp Clearance Angle de 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 1 ■ Movable Window Mfg./Model No. Ricon / AS-3 DOT 322 M-299 Number of Doors 1 Front 1 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 / 1 MBA36LNNNOBBO8 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) Bus Number: 1109 Date: 6-7-11 BODY DETAILS (Contd..) Free Floor Space ftZ 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 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 / B40OR 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 10 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 I ❑ 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. I Thermo Kin / T14 Air Conditioner ■ Yes ❑ No Location Rear Btu/hr 101,000 hCapacit /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 11 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 12 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 N/A N/A 13 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. 14 CHECK - IN GILLIG MODEL LOW FLOOR 15 CHECK - IN CONT. GILLIG MODEL LOW FLOOR EQUIPPED WITH A LIFT-U MODEL LU11-08-05 FOLDOUT HANDICAP RAMP Y 16 CHECK - IN CONT. OPERATOR'S AREA MANUFAGTURED BY GILLIG LLG HAYWAIAU GA [JAII_ . (lvvJR . I I kq 4kll Ih- GAW11- I HOW kg lb- WIIH WE S, Rims At psi COLD %INGLE GAWH 8EAll kid lb. WITH Rims AT psi COLD DUAL THISVCHICLU GONFORMS TO ALL APPLICABLE U.S. FLOLHAt MO 1 (01 VEH Wt I SAF L I Y STANDARDS IN EFFECT ON I HE DA I L 0 F MANUFAC I URI, SHOWN ABOVE, VEHICLE I.U. NO.-, MODEL: TYPE Of VEHICLE; ENGINE NUMBER: PASSENGERS CAPACM: LUNLADEN WEIGHT. V I N TAG 17 CHECK - IN CONT. INTERIOR FORWARD INTERIOR REAR 18 CHECK - IN CONT. ENGINE COMPARTMENT CNG FUEL TANKS 19 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. 20 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. 21 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: 22 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 23 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. 24 N C" (Page 1 of 2) SCHEDULED MAINTENANCE Gillig Bus #1109 DATE TEST MILES SERVICE ACTIVITY DOWN TIME HOURS 06-27-11 1,070 P.M. / Inspection Linkage, tie rods, universals/u-joints all 4.00 4.00 lobed; all fluids checked. 07-11-11 1,722 P.M. / Inspection Linkage, tie rods, universals/u-joints all 4.00 4.00 lobed; all fluids checked. 07-20-11 3,349 P.M. / Inspection Linkage, tie rods, universals/u-joints all 4.00 4.00 lubed; all fluids checked. 08-09-11 4,543 P.M. / Inspection Linkage, tie rods, universals/u-joints all 4.00 4.00 lubed; all fluids checked. 08-25-11 5,451 P.M. / Inspection Linkage, tie rods, universals/u-joints all 4.00 4.00 lobed; all fluids checked. 08-31-11 6,344 P.M. / Inspection Linkage, tie rods, universals/u-joints all 4.00 4.00 lubed; all fluids checked. 09-19-11 7,274 P.M. / Inspection Linkage, tie rods, universals/u-joints all 8.00 8.00 Fuel Economy Prep lubed. Oil changed. Oil, fuel, and air filters changed. Transmission oil and filter changed. N (Page 2 of 2) SCHEDULED MAINTENANCE Gillig Bus #1109 DATE TEST MILES SERVICE ACTIVITY DOWN TIME HOURS 10-06-11 8,799 P.M. / Inspection Linkage, tie rods, universals/u-joints all 4.00 4.00 lubed; all fluids checked. 10-27-11 9,600 P.M. / Inspection Linkage, tie rods, universals/u joints all 4.00 4.00 lubed; all fluids checked. 11-03-11 10,713 P.M. / Inspection Linkage, tie rods, universals/u-joints all 4.00 4.00 lubed; all fluids checked. 11-09-11 11,329 P.M. / Inspection Linkage, tie rods, universals/u-joints all 4.00 4.00 tubed; all fluids checked. 11-17-11 12,351 P.M. / Inspection Linkage, tie rods, u n ive rsals/u -joints all 4.00 4.00 lubed; all fluids checked. 11-29-11 13,924 P.M. / Inspection Linkage, tie rods, universals/u-joints all 4.00 4.00 lubed; all fluids checked. 12-09-11 14,999 P.M. / Inspection Linkage, tie rods, universals/u-joints all 4.00 4.00 lubed; all fluids checked. 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 27 1.3 REPLACEMENT AND/OR REPAIR OF SELECTED SUBSYSTEMS 1.3-I. TEST OBJECTIVE The objective of this test is to establish the time required 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 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. Q1 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 1.3 REPLACEMENT AND/OR REPAIR OF SELECTED SUBSYSTEMS 0 1-7 TRANSMISSION REMOVAL AND REPLACEMENT (6.00 MAN HOURS) WIPER MOTOR REMOVAL AND REPLACEMENT (1.00 MAN HOURS) 31 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) Kea 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 somewhat 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 provide a reference for the repairs that are included in the Reliability Data Forms. KN 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. 34 RELIABILITY DATA FORMS Bus Number: 1109 Date: 12-09-11 Personnel: Bob Reifsteck Failure Type Class 4 Class 3 Class 2 Class 1 Bad Bus Road Physical Order Change Call Safety Subsystems Mileage Mileage 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 35 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, travel 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 November 8, 2011; therefore, are not considered to be accredited in accordance with A2LA policy. Kit 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. K1rl 3. SAFETY RIGHT - HAND APPROACH LEFT - HAND APPROACH KM 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 the 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. KE PERFORMANCE DATA FORM Bus Number: 1109 Date: 9-23-11 Personnel: B.G., T.S. & B.L. Temperature °F : 66 Humidit % : 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 interior lights -ON ✓ Checked LEteriorand indows 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 i' N PERFORMANCE SUMMARY SHEET BUS MANUFACTURER :Gillig BUS NUMBER :1109 BUS MODEL :Low Floor TEST DATE :09/23/11 TEST CONDITIONS : ----------------- TEMPERATURE (DEC F ) 66.0 WIND DIRECTION Calm WIND SPEED (MPH) .0 HUMIDITY (%) 100 BAROMETRIC PRESSURE (IN. HG) 30.1 ------------------------------- VEHICLE SPEED ---------------------------------- AVERAGE TIME (SEC) (MPH) ----------------------------------------------------------------- CCW DIRECTION CW -- -------------- DIRECTION TOTAL 10.0 4.04 3.92 3.98 20.0 7.13 7.01 7.07 30.0 11.74 11.24 11.49 40.0 19.56 18.61 19.09 50.0 ----------------------------------------------------------------- 31.25 27.70 29.47 TEST SUMMARY : -------------- ----------------------------------------------------------------- VEHICLE SPEED TIME ACCELERATION MAX. GRADE (MPH) ----------------------------------------------------------------- (SEC) (FT/SEC'2) (%) 1.0 .29 5.0 15.8 5.0 1.50 4.7 14.6 10.0 3.16 4.2 13.2 15.0 5.01 3.7 11.7 20.0 7.09 3.3 10.3 25.0 9.45 2.9 9.0 30.0 12.17 2.5 7.8 35.0 15.35 2.1 6.6 40.0 19.11 1.8 5.5 45.0 23.65 1.5 4.5 50.0 ----------------------------------------------------------------- 29.27 1.2 3.6 NOTE : Gradeability results were calculated from performance ---- test data. Actual sustained gradeability performance for vehicles equipped with auto transmission may be lower than the values indicated here. 41 Velocity vs. Time GILLIG #1109 60 50 40 s C E '0 30 d d CL 20 10 0 0 5 10 15 20 25 30 Time (sec) 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 Dry surface (high -friction, Skid Number within the range of 70-76) 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 961 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). (1) 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 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 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. 44 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 120 120 Inner Outer Inner Outer Rear 120 120 120 120 Rear 120 120 120 120 AXLE LOADS (lb) (GVW) Left Right Front 3,910 3,950 Rear 9,070 9,380 Bus Number: 1109 Personnel: G.C., T.S. & E.D. FINAL INSPECTION Date: 8-31-11 !167 Table 4.2-7. Record of All Braking System Faults/Repairs. Date Personnel I Fault/Repair Description 8-31-11 G.C., T.S. & E.D. None noted. !1. Table 4.2-8.1. Stopping Distance Test Results Form Stopping Distance ft Vehicle Direction CW CW CCW 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 1 35.39 1 36.74 1 39.80 1 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) CW 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 X 2 3 Front down 1 5 min X 2 3 !IF/ 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 distributed 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 each 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 passenger 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 to 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. 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) Right Front of Bus Left Indicate Approximate Location of Each Reference Point 11 10 9 8 0 12 1 2 3 4 5 6 0 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 .023 .015 .-15 2 0 .030 .030 .009 .009 3 0 .036 .036 .010 .010 4 0 .052 .052 .012 .012 5 0 .045 .045 .011 .011 6 0 .030 .030 -.003 -.003 7 0 .035 .035 -.002 -.002 8 0 .053 .053 .010 .010 9 0 .150 .150 .102 .102 10 0 .044 .044 .005 .005 11 0 .039 .039 .004 .004 12 0 .021 .021 .015 .015 !P'7 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) Right Front of Bus Left Indicate Approximate Location of Each Reference Point 11 10 9 8 0 12 1 2 3 4 5 6 0 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 kill 5.1 STRUCTURAL SHAKEDOWN TEST DIAL INDICATORS IN POSITION BUS LOADED TO 2.5 TIMES GVL (163575 LBS) 51 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 bus 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. 52 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. 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 ff ): 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 5.2 STRUCTURAL DISTORTION TEST LEFT REAR WHEEL SIX INCHES LOWER m op 0 RIGHT FRONT WHEEL SIX INCHES HIGHER 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, if 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 Ibs (1.2 x 26,310 Ibs CW). No damage or deformation was observed during all four front pulls of the test. Rear towing is not recommended. 64 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 Ibs CW 65 oow� 5.3 STATIC TOWING TEST I FRONT 200 DOWN PULL �. f 66 5.3 STATIC TOWING TEST CONT. FRONT 200 LEFT PULL FRONT 200 RIGHT PULL 67 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. 68 DYNAMIC TOWING TEST DATA FORM Bus Number: 1109 1 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. .• .V V, 5.4 DYNAMIC TOWING TEST TOWING INTERFACE TEST BUS IN TOW 70 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. 71 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. Jacking Pad Jacking Pad Deflated Clearance Clearance Tire Body/Frame Axle/Suspension Comments in in 11.5" 1 7.7" 1 Right front 8.9" D 4.4" D 11.2" 1 7.7" 1 Left front 8.7" D 4.5" D 12.7" 1 9.91, 1 Right rear —outside 11.9" D 9.3" D 12.7" 1 9.91, 1 Right rear —both 9.8" D 7.8" D 12.5" 1 9.8" 1 Left rear —outside 11.8" D 9.3" D 12.5" 1 9.8" 1 Left rear —both 8.8" D 7.3" D Right middle or NA NA tag —outside Right middle or NA NA tag —both Left middle or tag— NA NA outside Left middle or tag— NA NA both Additional comments of any deformation or difficulty during jacking: 72 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. 73 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 iack stands: None noted. Comments of any structural damage to the jacking pads or axles while both the rear wheels are supported by the iack 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 iack stands: None noted. 74 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 Ibs and completed on October 21, 2011, and the final 6,250 mile segment was performed at a CW of 26,310 Ibs 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. 75 GILLIG - TEST BUS #1109 MILEAGE DRIVEN/RECORDED FROM DRIVER'S LOGS DATE TOTAL TOTAL TOTAL DURABILITY OTHER TRACK MILES 06/13/11 TO 193.00 55.00 248.00 06/19/11 06/20/11 TO 731.00 45,00 776.00 06/26/11 06/27/11 TO 420.00 19.00 439.00 07/03/11 07/04/11 TO 168.00 20.00 188.00 07110/11 07/11/11 TO 941.00 39.00 980.00 07/17/11 07/18/11 TO 1058.00 96.00 1164.00 07/24/11 07/25/11 TO 0.00 0.00 0.00 07131 /11 08/01/11 TO 482.00 20.00 502.00 08/07/11 08108111 TO 414.00 29.00 443.00 08/14/11 08/15/11 TO 658.00 63.00 721.00 08/21/11 08/22/11 TO 185.00 302.00 487.00 08/28/11 08/29/11 TO 247.00 438.00 685.00 09/04/11 09/05/11 TO 0.00 0.00 0.00 09/11/11 09/12/11 TO 463.00 72.00 535.00 09/18/11 76 G[LL[G -TEST BUS #1109 MILEAGE DRIVEN/RECORDED FROM DRIVER'S LOGS DATE TOTAL TOTAL TOTAL DURABILITY OTHER TRACK MILES 09/19/11 TO 98.00 175.00 273.00 09/25/11 09/26/11 TO 613.00 39.00 652.00 10/02/11 10/03/11 TO 579.00 210.00 789.00 10/09/11 10/10/11 TO 0.00 0.00 0.00 10/16/11 10/17/11 TO 0.00 69.00 69.00 10/23/11 10/24/11 TO 873.00 154.00 1027.00 10130/11 10/31/11 TO 742.00 32.00 774.00 11/06/11 11/07/11 TO 1151.00 74.00 1225.00 11113/11 11/14/11 TO 710.00 34.00 744.00 11/20/11 11/21/11 TO 764.00 68.00 832.00 11/27111 11/28/11 TO 1012.00 71.00 1083.00 12/04/11 12/05/11 TO 0.00 382.00 382.00 12/11/11 TOTAL 12502.00 2506.001 15008.00 77 Table 4, Driving Schedule for Bus Operation on the Durability Test Track_ STANDARDOPERATING SCHEDULE Monday through Friday a I roillok�� -.1411119H Shift 1 midnight D 1:40 am C 1:50 am B 2:00 am D 3:35 am C 3:45 am e 4:05 am D 5:40 am C 5:50 am B 6:00 am D 7:40 am C 7:50 am F Shift 2 8:00 am D 9:40 am C 9:50 am B 10:00 am D 11:35 am C 11:45 am B 12:05 prn D 1:40 prn C 1:50 pm B 2:00 prn D 3:40 prn C 3:50 pm F Shift 3 4:00 pm D 5:40 pm, C 5:50 prn B 6:00 prn D 7:40 prn C 7:50 prn B 8:05 prn D 9:40 prn C 9:50 pm B 10:00 pm 0 11:40 pm C 11:50 pm F B—Break C--Cycle all systems five times, visual inspection, drivers tog entries D—Drive bus as specified by procedure F—Fuel bus, complete driver's log shift entries 78 "PLAN VIEW OF PENN STATE BUS TESTING AND RESEARCH FACILITY"' 79 Ke C'h T lY r r iV � crmm mm c s c c s t LQ CD L^ N O G T N G rs ,c oa(Bc)o®a 0 r- 80 I Staggered —_..� Bumps (10 mph) 22'- 0" Railroad 1 - 011 N Crossing a,_ s,e (8 mph) 0,_11, 1" Random � (Typical) Chuck Holes (20 mph) 0'- 0.76" Chatter Bumps � 15 dog_ skew (20 mph) 4'- 0" � Note: This hale has a bridge to block one side on a daily 4" Chuck Hole rotational basis. (5 mph 0'- 4" High Crown I 0'- 1.5„ Intersection (20 mph) Frame Twist (10 mph) 60'- 07. 0'- 3.5" - Durability Element Profiles The Pennsylvania Transportation Institute Penn State 81 00 N (Page 1 of 3) UNSCHEDULED MAINTENANCE Gillia Bus #1109 DATE TEST MILES SERVICE ACTIVITY MAN HOURS DOWN TIME 06-30-11 1,384 The right front shock is leaking oil, and Replaced right front and right rear 2.00 4.00 the right rear lower shock bushing is shocks. missing. 07-07-11 1,463 The manufacturer's rep requests the Replaced rear lower shock spacers. 1.00 118.00 lower, rear shock spacers be replaced. 07-12-11 1,722 The left front shock is leaking oil. Replaced left front shock. 1.00 16.00 08-03-11 3,785 The traverse bar in the rear, lower Removed rear lower control arm 24.00 187.00 control arm assembly is cracked. The assembly. Replaced new lower track rod and bracket are cracked. control arm assembly, track rod and mounting bracket. 08-05-11 4,146 Manufacturer requests both front Replaced both front shocks. 2.00 1.00 shocks be replaced. 08-08-11 4,379 The front shocks are leaking oil and the Replaced both front shocks and 2.00 2.00 right front shock is missing the lower bushings. shock bushing. 08-15-11 4,730 The charging system is not charging. Troubleshoot charging system, wiring 6.00 77.00 and connections. Check I/O system operation and voltage regulator. Replaced alternator. 08-24-11 5,451 The "ABS" light is on. The left rear sensor wire is cut. 1.50 1.00 Replaced left rear sensor. 00 w (Page 2 of 3) UNSCHEDULED MAINTENANCE Gillia Bus #1109 DATE TEST MILES SERVICE ACTIVITY MAN HOURS DOWN TIME 08-25-11 5,451 The eye bushing is worn in the rear axle Removed rear axle to replace rear 13.00 120.00 lateral bar. axle lateral bar with strain gauged lateral bar. Installed rear axle and rear lateral bar. 08-25-11 5,451 The left rear brake chamber/S-cam Replaced brake chamber and bracket. 10.00 14.00 bracket is broken. 09-02-11 6,516 The right rear brake chamber/S-cam Replaced brake chamber and bracket. 3.00 10.00 bracket is broken. 09-14-11 6,614 The eye bushing is out of the rear axle Replaced rear lateral bar. 4.50 184.00 lateral bar. 09-15-11 6,749 The manufacturer requests information Removed rear seat to gain access to 2.00 4.00 on the alternator build tag. alternator. Information acquired and replaced seat. 09-29-11 7,802 The left rear suspension beam eye bolt Replaced eye bolt washers and lock 2.00 26.00 will not maintain torque and the nut. Realigned eccentric washers and alignment eccentric washers are moving torque to 600 ft/lbs. out of alignment. 10-03-11 8,074 The air tank bracket is broken near the Removed tank and bracket. 3.00 20.00 air dryer. Welded/repaired bracket. Replaced broken drain fitting in tank. Reinstalled tank and bracket. 00 (Page 3 of 3) UNSCHEDULED MAINTENANCE Gillia Bus #1109 DATE TEST MILES SERVICE ACTIVITY MAN HOURS DOWN TIME 11-09-11 11,291 The upper bracket bolts are broken on Removed privacy panel, bracket cover 4.50 4.00 the front entrance door support. and door support to replace broken bolts. 11-17-11 12,351 Four bolts are broken on the front door Removed broken bolts and installed 1.50 1.50 support bracket. new nuts and bolts. 11-17-11 12,351 The right rear air tank bracket is broken. Replaced right rear air tank bracket. 1.50 1.50 11-29-11 13,877 Three bolts are broken on the front door Replaced three broken bolts. 2.00 4.00 support bracket. UNSCHEDULED MAINTENANCE f rid LEAKING RIGHT FRONT SHOCK (1,384 TEST MILES) 0 NEW REAR, LOWER SHOCK SPACERS (1,463 TEST MILES) 85 UNSCHEDULED MAINTENANCE CONT. CRACKED TRANSVERSE BAR IN REAR, LOWER CONTROL ARM ASSEMBLY (3,785 TEST MILES) 86 UNSCHEDULED MAINTENANCE CONT. CRACKED TRANSVERSE BAR IN REAR, LOWER CONTROL ARM ASSEMBLY (3,785 TEST MILES) BROKEN TRACK ROD EYE (3,785 TEST MILES) 87 UNSCHEDULED MAINTENANCE CONT. FRONT SHOCK LEAKING OIL (4,379 TEST MILES) FAILED ALTERNATOR (4,730 TEST MILES) UNSCHEDULED MAINTENANCE CONT. IN BROKEN LEFT REAR ABS SENSOR (5,451 TEST MILES) BROKEN LEFT REAR BRAKE CHAMBER BRACKET (5,451 TEST MILES) 89 UNSCHEDULED MAINTENANCE CONT. BROKEN RIGHT REAR BRAKE CHAMBER BRACKET (6,516 TEST MILES) FAILED BUSHING; REAR AXLE LATERAL BAR (6,614 TEST MILES) UNSCHEDULED MAINTENANCE CONT. w r' ry y FAILED AIR TANK MOUNTING BRACKET (8,074 TEST MILES) BROKEN BOLTS FRONT DOOR; UPPER SUPPORT BRACKET (13,877 TEST MILES) 91 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. 92 The test procedure is the ADB cycle with the following four modifications: 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. 93 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 Ibs/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 FEom;/ib = Observed fuel economy = miles lb of fuel 94 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/ib 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 Ibs 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/Ib) of test fuel at standard conditions (P=14.73 psia and T=60 EF) 95 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/ft). 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/ib = 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. where Eq = ((FEomi/lb)/H)x106 Eq = Energy equivalent of miles/lb to mile/BTUx106 H = Volumetric heating value of test fuel at standard conditions 96 6-III. DISCUSSION This is a comparative test of fuel economy using CNG fuel with a heating value of 1,008.1 btu/Ib. 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. 97 FUEL ECONOMY PRE -TEST MAINTENANCE FORM Bus Number: 1109 Date: 9-19-11 TSLW Ibs : 30,310 Personnel: S.C. & T.S. FUEL SYSTEM OK 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 OK Date Initials Inspect hoses ✓ 9-19-11 S.C. Inspect brakes ✓ 9-19-11 S.C. Relube wheel bearings ✓ 1 9-19-11 1 T.S Check tire inflation pressures mfg. specs. ✓ 9-19-11 S.C. Remarks: None noted. COOLING SYSTEM OK Date Initials Check hoses and connections ✓ 9-19-11 S.C. Check system for coolant leaks ✓ 9-19-11 S.C. Remarks: None noted. 98 FUEL ECONOMY PRE -TEST MAINTENANCE FORM (page 2) Bus Number: 1109 Date: 9-19-11 Personnel: S.C. & T.S. ELECTRICAL SYSTEMS OK 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 1 1 9-19-11 1 S.C. Remarks: None noted. DRIVE SYSTEM OK 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 4"199-19-11 -19-11 T.S. Check for fluid leaks T.S. Remarks: None noted. LUBRICATION OK Date Initials Drain crankcase oil ✓ 9-19-11 T.S. Replace filters ✓ 1 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. 99 FUEL ECONOMY PRE -TEST MAINTENANCE FORM (page 3) Bus Number: 1109 Date: 9-19-11 Personnel: S.C. & T.S. EXHAUST/EMISSION SYSTEM OK Date Initials Check for exhaust leaks ✓ 9-19-11 S.C. Remarks: None noted. ENGINE OK 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 OK 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. OK Date Initials Ballast bus to seated load weight ✓ 9-19-11 S.C. TEST DRIVE OK Date Initials Check brake operation ✓ 9-19-11 S.C. Check transmission operation ✓ 9-19-11 S.C. Remarks: None noted. 100 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. 101 3 0 N FUEL ECONOMY DATA FORM (Gaseous Fuels) Bus Number: 1109 Manufacturer: Gilli Date: 9-22-11 Run Number: 1 Personnel: B.G., B.L. & S.C. Test Direction: ❑CW or ■CCW Ambient Temperature °F : 68 Humidity (%): 93 SLW Ibs : 30,310 1 Wind Speed (mph) & Direction: Calm Barometric Pressure in.H : 30.12 Cycle Type Run Time (min:sec) Cycle Time (min:sec) Fuel Temperature (OF) Total Measured Fuel Used (SCF) +8r Carbon Balance Correction Start Finish Start CBD #1 0 8:43 8:43 74 48 51.8 ART #1 0 4:04 4:04 80 44 47.5 CBD #2 0 8:39 8:39 81 48 51.8 ART #2 0 3:59 3:59 81 46 49.7 CBD #3 0 &31 8:31 81 48 51.8 COMMUTER 0 5:59 5:59 81 53 1 57.2 Total Fuel: 309.8 SCF 20 minute idle: Total Fuel Used = 38 SCF 41.0 * * f8% Carbon Balance Correction No Load Flow Rate at Idle = 1.85 SCFM No Load Flow Rate at Full Throttle = 9A5 SCFM Heat 'rn Value = 1,008.1 BTU/LB Comments: None noted. 3 0 W FUEL ECONOMY DATA FORM (Gaseous Fuels) Bus Number: 1109 Manufacturer: Gilli Date: 9-22-11 Run Number: 2 Personnel: B.G., B.L. & S.C. Test Direction: ■CW or ❑CCW Ambient Temperature ('F): 68 Humidity (% : 93 SLW Ibs : 30,310 Wind Speed (mph) & Direction: Calm Barometric Pressure in.H : 3.0.12 Cycle Type Run Time (min:sec) Cycle Time (min:sec) Fuel Temperature (°F) Total Measured (S F)d +8% rbon Ba CaCorr ctonce Start Finish Start CBD #1 0 8:43 8:43 80 47 50.8 ART #1 0 4:05 4:05 82 43 46.4 CBD #2 0 8,39 8:39 83 48 51.8 ART #2 0 4:00 4:00 83 43 46.4 CBD #3 0 8:36 8:36 83 47 50.8 COMMUTER 0 6:03 6:03 82 51 55.1 Total Fuel: 301.2 SCF 20 minute idle: Total Fuel Used = N/A SCF No Load Flow Rate at Idle = N/A SCFM No Load Flow Rate at Full Throttle = N/A SCFM Heating Value = 1,008.1 BTU/LB Comments: None noted. 1 0 FUEL ECONOMY DATA FORM (Gaseous Fuels) Bus Number: 1109 Manufacturer: Gilli Date: 9-22-11 Run Number: 3 Personnel: B.G., B.L. & S.C. Test Direction: ❑CW or ■CCW Ambient Temperature °F : 73 Humidity (%): 82 SLW Ibs : 30,310 1 Wind Speed (mph) & Direction: Calm Barometric Pressure in.H : 30.12 Cycle Type Run Time (min:sec) Cycle Time (min:sec) Fuel Temperature ('F) re Total MU su Fue[sed d (SCF) +8% Balance Correction Start Finish Start CBD #1 0 8:33 8:33 80 45 48.6 ART #1 0 4:01 4:01 85 44 47.5 CBD #2 0 8:35 8:35 87 47 50.8 ART #2 0 4:02 4:02 86 44 47.5 CBD #3 0 8:34 8:34 86 47 50.8 COMMUTER 0 5:58 5:58 85 53 57.2 Total Fuel: 302.4 SCF 20 minute idle: Total Fuel Used = N/A SCF No Load Flow Rate at Idle = N/A SCFM No Load Flow Rate at Full Throttle = N/A SCFM Heat in Value = 1,008.1 BTU/LB Comments: None noted. FUEL ECONOMY DATA FORM (Gaseous Fuels) Bus Number: 1109 Manufacturer: Gilli Date: 9-22-11 Run Number: 4 Personnel: B.G., B.L. & S.C. Test Direction: vCW or ©CCW Ambient Temperature °F : 74 Humidity (%): 80 SLW Ibs : 30,310 Wind Speed (mph) & Direction: Calm Barometric Pressure in.H : 30.12 Cycle Type Run Time (min:sec) Cycle Time (min:sec) Fuel Temperature ('F) Total Measured Fuel Used (SCF) +S% Carbon Balance Correction Start Finish Start CBD #1 0 8:35 8:35 84 48 51.8 ART #1 0 4:04 4:04 86 44 47.5 CBD #2 0 8:41 8:41 86 48 51.8 ART #2 0 4:04 4:04 87 43 46.4 CBD #3 0 8:39 8:39 88 49 52.9 COMMUTER 0 6:02 6:02 87 52 56.1 Total Fuel: 306.5 SCF 20 minute idle: Total Fuel Used = 34 SCF 36.7 * * +8% Carbon Balance Correction No Load Flow Rate at Idle = 1.64 SCFM No Load Flow Rate at Full Throttle = 9.40 SCFM Heat in Value = 1,008.1 BTU/LB Comments: None noted. 1109 Jul FUEL ECONOMY SUMMARY SHEET BUS MANUFACTURER :Gillig BUS NUMBER :1109 BUS MODEL :LOW Floor TEST DATE :09/22/11 FUEL TYPE NATURAL GAS SP. GRAVITY .5570 HEATING VALUE 1008.10 BTU/Cf FUEL TEMPERATURE 60.00 deg F Standard conditions 60 deg F and 14.7 psi Density of Air 0.0729 lb/scf --------------------------------------------------------------- CYCLE TOTAL FUEL TOTAL MILES FUEL ECONOMY FUEL ECONOMY USED (SCf) M/Scf(Measured) M/Lb(Corrected) --------------------------------------------------------------- Run # :1, CCW CBD 155.4 5.73 .04 .91 ART 97.2 3.82 .04 .97 COM 57.2 3.82 .07 1.64 TOTAL 309.8 13.37 .04 1.06 Run # :2, CW CBD 153.4 5.73 .04 .92 ART 92.8 3.82 .04 1.01 COM 55.1 3.82 .07 1.71 TOTAL 301.3 13.37 .04 1.09 Run # :3, CcW CBD 150.2 5.73 .04 .94 ART 95.0 3.82 .04 .99 COM 57.2 3.82 .07 1.64 TOTAL 302.4 13.37 .04 1.09 Run # :4, CW CBD 156.5 5.73 .04 .90 ART 93.9 3.82 .04 1.00 COM 56.1 3.82 .07 1.68 TOTAL 306.5 13.37 .04 1.07 --------------------------- IDLE CONSUMPTION (MEASURED) First 20 Minutes Data : 41.0 scf Last 20 Minutes Data : 36.7 Scf Average idle consumption : 116.6 scf/Hr RUN CONSISTENCY: % Difference from overall average of total fuel used --------------- Run 1 . -1.6 Run 2 . 1.2 Run 3 .9 Run 4 . -.5 SUMMARY (CORRECTED VALUES) Average Idle Consumption 4.73 LB/Hr Average CBD Phase consumption .92 M/Lb Average Arterial Phase Consumption .99 M/Lb Average Commuter Phase Consumption 1.67 M/Lb overall Average Fuel consumption 1.08 M/Lb Overall Average Fuel Consumption 43.49 Miles/ Million BTU 106 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: 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. 107 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. 108 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. 109 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 anv other vibration or noise source which may have occurred that is not described above: None noted. 110 7.1 INTERIOR NOISE TEST OUR NEWEST FUH, OPTION! m TEST BUS SET-UP FOR 80 dB(A) INTERIOR NOISE TEST 111 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. 112 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 November 8, 2011; therefore, are not considered to be accredited in accordance with A2LA policy. 113 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 30T 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) 7FinalSound Level Meter Calibration Check: ■ checked by: T.S. Comments: None noted. 114 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 30T 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) 7FinalSound Level Meter Calibration Check: ■ checked by: T.S. Comments: None noted. 115 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 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 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. 116 w 7.2 EXTERIOR NOISE TESTS TEST BUS UNDERGOING EXTERIOR NOISE TESTING 117 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 118 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. Time, s Figure 1. Manhattan Driving Cycle (duration 1089 sec, Maximum speed 25.4mph, average speed 6.8mph) 50.00 40.00 30.00 20.00 10.00 0.00 0 500 1000 1500 2000 Time, s Figure 2. Orange County Bus Cycle (Duration 1909 Sec, Maximum Speed 41 mph, Average Speed 12mph) 119 70 60 60 s 40 a 30 CL cn 20 10 0 0 200 400 600 800 1000 Time, s Figure 3. HD -ODDS 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 120 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 121 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 NO, gm/mi 0.75 0.77 0.59 Particulates. gm/mi na na na Fuel consumption SCUM i 43.6 29.9 21.7 122 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. GILLIG Paint Appearance Standard I.Purpose 1.1 The purpose of this document is to identify the steps required to inspect the exterior surface of a painted bus. 2. Scope 2.1 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. 3. Responsibilities 3.1 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 bythe paint department supervisor. 3.2 Proper adhesion between the basic surface and successive coats of the original paint shall be measured using ASTM D3359, Method B. 4. Procedure 4.1 Appearance Zones - Exterior Body 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. Zone Description Sides - Horizontal mid -rail extrusion along length of bus. A Front - From bottom edge of windshield down. Rear - From the bottom edge of AC access door down. Sides - From the bottom edge of the horizontal mid -rail extrusion down and from the top edge the horizontal mid -rail upward. B 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). C All surfaces of the lower bottom edge of skirt panels, interior side of all panels, and access doors. B-Surface C-Surface Surface Area (sgft) Inspection Duration (min) Location Rate (sqft/min) 29' 35' 40' 29' 35' 40' Front 24 40 40 40 2 2 2 Curb Side 24 165 198 210 7 8 9 Rear 24 80 80 80 3 3 3 Street Side 24 180 213 220 8 9 9 Total Inspection Time 19 22 23 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. GILLIG Paint Appearance Standard 4/24/19 1 of 6 GILLIG Paint Appearance Standard 4.2 Paint Audit Procedure 4.2.1 Quality Requirements for Appearance Attributes 4.2.1.1 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. 4.2.1.2 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. 4.2.1.3 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: Table 2 - Orange Peel Zone Requirements A >_ 4.5 B >_ 4.0 C >_ 3.5 Note: Wet sand and polish is an acceptable repair method. 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: Table 3 - Solids Gloss - Using BTK Gardener Micro -Gloss Meter Zone Requirements A 80 units+ B 80 units+ C 80 units+ Note: Wet sand and polish is an acceptable repair method. GILLIG Paint Appearance Standard 4/24/19 2 of 6 GILLIG Paint Appearance Standard 4.2.1.4 Uniformity 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. * 9205 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. * 9205 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. * 88315 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. GILLIG Film Build Measurement Process: * 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 ofthat low reading (see below diagram for reference). * If three (3) ofthe 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. 6"'-12- 6" 12 0 6 -12- 6"-12„ 0 4.2.1.5 Bubbles/Craters - Fish Eyes Small round depressions in the paint film which may or may not expose the underlying surface. Method of Inspection: Visual evaluation and comparison to zone table 4. Table 4 - Bubbles/Craters Zone OK City Per Panel Per Max Size / Diameter Description A No B Yes 2 within 2 ft square 0.059 in Primer Not Exposed (No Cluster) (1.5mm) C Yes No More than 3 per 0.059 in Primer Not Exposed panel (1.5mm) Note: Wet sand and polish is an acceptable repair as long as the mil thickness is not compromised or repaint. GILLIG Paint Appearance Standard 4/24/19 3 of 6 MILL11M Paint Appearance Standard 4.2.1.6 Dirt Inclusion Foreign matter in, on, or under the paint film surface (i.e.: lint, fibers, sanding dust, etc...). Method of Inspection: Standard/Metric scale with visual evaluation and comparison to zone table 5. Table 5 - Dirt in Paint Zone OK Qty Per Panel Per Zone Max Size / Diameter A Yes No more than 2 spec. in 2 ft section but not in a cluster 0.059 in (1.5mm) B Yes No more than 3 spec. in 2 ft section but not in a cluster 0.059 in (1.5mm) No more than 5 spec. on any panel, should not be in a 0.059 in C Yes cluster (1.5mm) Note: Wet sand and polish is an acceptable repair as long as the mil thickness is not compromised. 4.2.1.7 Ding A localized depression or protrusion in the metal surface or substrate, which is visible after paint. Method of Inspection: Visual evaluation and comparison to zone table 6. Table 6 - Ding in Paint Coating Zone OK Description A No B No C Yes Slight (less than 2 mm) Note: Wet sand and polish is an acceptable repair as long as the mil thickness is not compromised or repaint. 4.2.1.8 Overspray/Dry Spray Rough or gritty texture on paint film surface. Method of Inspection: Visual evaluation and comparison to zone table 7. Table 7 - Overspray/Dry Spray Zone OK Description A No B No C Yes Only on inside of flange Note 1: Wet sand and polish is an acceptable repair. Note 2: Acceptable on underside of chassis, engine compartment, and inside of wheel wells. GILLIG Paint Appearance Standard 4/24/19 4 of 6 GILLIG Paint Appearance Standard 4.2.1.9 Solvent Pop 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. Method of Inspection: Visual evaluation and comparison to zone table 8. Table 8 - Solvent Pop Zone OK Description A Yes Pinhole type solvent pops, which are visible only when viewed at an angle or small random pops not visible from 3 ft away. B Yes C Yes Note: Wet sand and polish is an acceptable repair as long as the mil thickness is not compromised or repaint. 4.2.1.10 Polish Marks Visible swirl marks or hazy marks, which are caused by polishing techniques viewed in reflected or non -reflected lighting. Method of Inspection: Table 9 - Polish Marks Zone OK Description A Yes Provided the gloss meets the Paint Appearance Standards. B Yes Provided the gloss meets the Paint Appearance Standards. C Yes Provided the gloss meets the Paint Appearance Standards. 4.2.1.11 Sags and Runs Method of Inspection: Visual evaluation and comparison to zone table 10. Table 10 - Sags and Runs Zone OK Description A Yes Slightly below punched/hole, rivets, and screws in panels. B Yes Slightly below punched/hole, rivets, and screws in panels. C Yes Slightly below punched/hole, rivets, and screws in panels. Note: Wet sand and polish is an acceptable repair. 4.2.1.12 Scratches Scratches on surface of paint film. Method of Inspection: Visual evaluation and comparison to zone table 11. Table 11 - Scratches Zone OK Length Description A No B Yes Not >5 mm On Non -Metallic C Yes Not >5 mm On Non -Metallic Note: Touch-ups with a brush with primer and paint acceptable repairs. GILLIG Paint Appearance Standard 4/24/19 5 of 6 GILLIG Paint Appearance Standard 4.2.1.13 Sand Marks Cuts in the surface metal caused by poor sand technique or improper repair, only visible after paint. Method of Inspection: Visual evaluation and comparison to zone table 12. Table 12 - Sand Marks after Paint Zone OK Description A No B No C Yes Minor Note: Touch-ups with a brush with primer and paint acceptable repairs. 4.2.1.14 Pinholes Small holes in a paint film, usually in the area of fiberglass gelcoat parts (i.e. porosity). Method of Inspection: Visual evaluation and comparison to zone table 13. Table 13 - Pinholes Zone OK Qty per Description A No B Yes 2 Not in a cluster 2 sgft area C Yes 2 Not in a cluster 2 sgft area Note: Wet sand and polish is an acceptable repair as long as the mil thickness is not compromised or repaint. 4.2.1.15 Paint Chips The absence of a small portion of the paint film. Method of Inspection: Visual evaluation and comparison to zone table 14. Table 14- Paint Chips Zone OK Qty per Description A No 0 Not Allowed B C Note: Touch-ups with a brush on panel -edge is acceptable if no color change. 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. Ben Grunat Vice President, Product Planning & Strategy Heather Baron Senior Manager, Technical Publications Technical Technical Publications Writers & Editors Specialists & Illustrators 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 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. GILLIG 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. GILLIG TECHNICAL PROPOSAL 5. Manufacturing 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. GILLIG LLC 451 Discovery Drive, Livermore, CA 94551 PHONE: 800-735-1500 FAX: 510-785-6819 Email: sales(a)gillig.com We manufacture 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. The 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 photographs of the manufacturing plant/office exterior. GILLIG considers a narrative or list of work being done at each station as "Proprietary 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 Service and Support to our customers. Additional information can be provided on request. Contact: WILLIAM F. FAY, JR., VICE PRESIDENT, SALES Phone: 800-735-1500 or office 510-264-3818 Fax: 510-785-6819 E-mail: sales@gillig.com 4-2024 GILLIG - LIVERMORE, CA TECHNICAL PROPOSAL 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 small 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. 4-2024 CILLIC; ORDER PROCESSING TO ENSURE TIMELY DELIVERY • 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 Bill of Material (BOM) definition released approximately 22 weeks prior to initial production start date. • Upon release of BOM data, the Material Resource Planning (MRP) master 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. REV: 9/2021 UNDERSTANDING THE SCOPE OF WORK 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 31 C, • 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. 1 /3 REV: 9/2021 UNDERSTANDING THE SCOPE OF WORK 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. 2/3 REV: 9/2021 UNDERSTANDING THE SCOPE OF WORK • 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 operation 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! 3/3 REV: 9/2021 SUMMARY OF STANDARD WARRANTIES (Provide complete warranty information and parchment with proposal) D R rcm T-rf•*Tel i Warranty Miles* Years* Warranty Details Complete Bus 50,000 1 Bumper to Bumper Body Structure 150,000 3 Aluminum Body Frame Chassis 350,000 7 Bus understructure/chassis Drive Motor Unlimited 2 Cummins Engine Transmission Unlimited 2 Allison Transmission Air conditioner Unlimited 2 Thermo King Lift/Ramp Unlimited 2 Lift-U EV Battery NA EV Conversion/Installation NA Battery Degradation Warranty NA Propulsion Control Syste, NA Axles 300,000 350,000 5 7 Front Axle Rear Axle l V—MQL L—LaM I Inc FIR. I LAI-IRM I IUIV ur I nc 1 I IVIC UR Ula I IAM-C INU ICU. ZICIZ AUUI I IVINIAL 1,31LI-10 VVIAKKIANI T A I I At-MW. GILLIG LLC LOW FLOOR TRANSIT COACH STANDARD LIMITED WARRANTY & EXTENDED COVERAGE FOR ICING 30 CaIACT JOINT PROCUREMENT - STATE OF CALIFORNIA RFP NO. 23-01 HEAVY DUTY TRANSIT VEHICLES — APRIL 12, 2024 GILLIG LLC warrants to the original purchaser, that its transit coaches, save and except for those major component assemblies and other parts described below which are separately warranted by their respective manufacturer's (OEM's), will be FREE FROM DEFECTS IN MATERIAL AND WORKMANSHIP UNDER NORMAL USE AND SERVICE, for the distance or time periods specified in the attached, and agrees to REPAIR or REPLACE the defective parts AT NO COST TO THE PURCHASER. This is a limited warranty subject to the provisions stated below and is referred to as GILLIG's Standard Limited Warranty. This warranty DOES NOT COVER malfunction or failure resulting from the purchaser's or its agents or employees alteration, misuse, abuse, accident, neglect or failure to perform normal preventive maintenance as outlined in GILLIG's Service Manual, nor does it cover components or assemblies not originally provided by GILLIG. Further, this warranty DOES NOT APPLY to normal replacement items such as light bulbs, seals, filters or bushings, nor to consumable items such as belts, tires, brake linings or drums. PURCHASER'S SOLE REMEDIES FOR LIABILITY OF ANY KIND WITH RESPECT TO THE PRODUCTS FURNISHED UNDER THIS WARRANTY AND ANY OTHER PERFORMANCE BY GILLIG UNDER OR PURSUANT TO THIS WARRANTY, OR WITH RESPECT TO PURCHASER'S USE THEREOF, INCLUDING NEGLIGENCE, SHALL BE LIMITED TO THE REMEDIES PROVIDED IN THIS WARRANTY AND SHALL IN NO EVENT INCLUDE ANY INCIDENTAL, INDIRECT, SPECIAL OR CONSEQUENTIAL DAMAGES OR LOSS OF USE, REVENUE OR PROFIT. IN NO EVENT SHALL GILLIG'S LIABILITY FOR DAMAGES WITH RESPECT TO ANY OF THE PRODUCTS COVERED UNDER THIS WARRANTY EXCEED THE AMOUNT PAID BY THE PURCHASER TO GILLIG FOR SUCH PRODUCTS. GILLIG DOES NOT WARRANT some major component assemblies (such as the engines, transmissions and air conditioning systems) which are warranted by their respective manufacturers (OEM's) and identified as Category 3 items on page three (3) of this Warranty. Warranty coverage for these items is as defined in those manufacturer's own warranty documents and per their terms and conditions, and as administered by their own support networks. GILLIG makes NO OTHER WARRANTIES, except as stated herein, and GILLIG's obligation under this warranty is LIMITED AND FULLY DESCRIBED HEREIN. Determination of warrantable defects is at GILLIG's (or the OEM's) discretion and will require inspection of failed components. Correction or compensation under this warranty for Category 1 and Category 2 items cannot be made unless requested on a GILLIG Application for Warranty Claim form and in accordance with the claim procedure established by GILLIG. THIS WARRANTY IS EXPRESSLY IN LIEU OF ANY OTHER WARRANTY EXPRESSED OR IMPLIED, but if such has legal status, it CANNOT EXCEED THE DURATIONS STATED HEREIN. This warranty gives the purchaser specific legal rights and some state statutes may include other rights. This is GILLIG's sole warranty with respect to its transit coaches. GILLIG MAKES NO OTHER WARRANTY OF ANY KIND WHATEVER, EXPRESS OR IMPLIED; AND ALL IMPLIED WARRANTIES OF MERCHANTABILITY AND FITNESS FOR A PARTICULAR PURPOSE WHICH EXCEED THE AFORESAID OBLIGATION ARE HEREBY DISCLAIMED BY GILLIG AND EXCLUDED FROM THIS AGREEMENT. Standard & Extended Warranty Revised: 05/2022 Page 1 of 4 GILLIG LLC LOW FLOOR TRANSIT COACH STANDARD LIMITED WARRANTY & EXTENDED COVERAGE FOR (CNG 30 CaIACT JOINT PROCUREMENT - STATE OF CALIFORNIA RFP NO. 23-01 HEAVY DUTY TRANSIT VEHICLES — APRIL 12, 2024 GILLIG's Standard Limited Warranty which covers Category 1 and Category 2 parts, components and assemblies, covers the following systems, components or assemblies for the period specified, and includes 100% PARTS AND LABOR to repair or replace the defective components as determined by GILLIG. (See Page 3 for explanation of notes (1)-(7)•) CATEGORY 1 Includes GILLIG manufactured or assembled components and systems as well as some purchased assemblies. Warranty and warranty claims administration provided by GILLIG. Coverage Period (1) Months Miles FULL COACH WARRANTY (2) (3) (7) 12 50,000 BODY STRUCTURE WARRANTY (4) 36 150,000 CORROSION & STRUCTURAL INTEGRITY WARRANTY (5) 84 350,000 TOWING 12 50,000 CATEGORY 2 Includes major components purchased and installed by GILLIG. Warranty provided by component OEM's. Warranty claims administration provided by GILLIG. Coverage Period (1) Months Miles AXLE Meritor Front Steering 60 300,000 Meritor Rear Driving 84 350,000 BRAKE SYSTEM (Excludes Friction Material) Meritor Brakes 12 100,000 RADIATOR & CHARGE AIR COOLER EMP Gen IV 24 Unlimited Standard & Extended Warranty Revised: 05/2022 Page 2 of 4 GILLIG LLC LOW FLOOR TRANSIT COACH STANDARD LIMITED WARRANTY & EXTENDED COVERAGE FOR (CNG 30 CalACT JOINT PROCUREMENT - STATE OF CALIFORNIA RFP NO. 23-01 HEAVY DUTY TRANSIT VEHICLES — APRIL 12, 2024 CATEGORY 3 Major components listed below under "Category 3" are covered by warranties or extended coverages('), for the miles and/or months indicated, provided by the manufacturer (OEM's) of those components. Purchasers should refer to specific OEM warranty documents for details. Warranty claims are and will be administered by the respective manufacturers (OEM's) and all warranty claims must be made directly to said manufacturers. GILLIG will assist purchasers in dealing with these OEM's and warranty issues that may arise from time to time. Coverage Period (1) Months Miles ENGINE Cummins L9N 24 Unlimited ENGINE ACCESSORIES Delco Starter 36 350,000 EMP Alternator 24 Unlimited Air Compressor 24 Unlimited TRANSMISSION Allison B40OR 24 Unlimited AIR CONDITIONING SYSTEM Thermo King 24 Unlimited WHEELCHAIR RAMP Lift-U LU18 24 Unlimited DOOR SYSTEM (8) Vapor 36 150,000 INTERIOR LIGHTING 1/0 Controls 144 500,000 FIRE SUPPRESSION Fogmaker 24 Unlimited Low Floor Transit Coach Emission Warranty GILLIG warrants to the ultimate purchaser and each subsequent purchaser that the new vehicle is designed, built and equipped so it conforms at the time of sale to the ultimate purchaser with all U.S. federal emissions regulations applicable at the time of manufacture and that it is free from defects in materials or workmanship which would cause the vehicle to fail to not meet these regulations within five years or 100,000 miles of operation, whichever occurs first, as measured from the date the vehicle is placed into service. In no case may this period be less than the Standard Limited Warranty where applicabletoemission warrantable parts. If the ultimate purchaser registers the GILLIG LLC - LOW FLOOR TRANSIT COACH Standard & Extended Warranty Revised: 05/2022 Page 3 of 4 STANDARD LIMITED WARRANTY & EXTENDED COVERAGE FOR (CNG 30 FT) CalACT JOINT PROCUREMENT - STATE OF CALIFORNIA RFP NO. 23-01 HEAVY DUTY TRANSIT VEHICLES — APRIL 12, 2024 vehicle in the state of California (or any other state following the applicable California Air Resources Board regulations) a separate California Emissions Warranty applies. GILLIG warrants to the ultimate purchaser that registers the vehicle in the state of California (or any other state following the applicable California Air Resources Board regulations), and each subsequent purchaser, that the new vehicle is designed, built and equipped so it conforms at the time of sale to the ultimate purchaser with all applicable regulations adopted by the California Air Resources Board at the time of manufacture and that it is free from defects in materials or workmanship which would cause the vehicle to fail to not meet these regulations within five years, 100,000 miles or 3000 hours of operation, whichever occurs first, as measured from the date the vehicle is placed into service. In no case may this period be less than the basic mechanical warranty provided to the purchaser of the engine. GILLIG warrants to the ultimate purchaser and each subsequent purchaser that the tires on this vehicle conform at the time of sale to the ultimate purchaser with all U.S federal emissions regulations and all applicable regulations adopted by the California Air Resources Board at the time of manufacture and are free from defects in materials or workmanship which would cause the vehicle to fail to not meet these regulations for a period of 2 years or 24,000 miles, whichever occurs first. This list of emission control parts may be covered by the Emission Warranty under certain failure modes. • Ambient Air Temperature Sensor • Charge Air Cooler and associated plumbing • Wire harness circuits connected at both ends to emissions warrantable components • Exhaust gas pipes from turbocharger out to the last after treatment device • Urea quality sensor • Urea tank, heating element, level sensor, temperature sensor, coolant control valve • Urea lines and line heater controls • On -Board Diagnostic (OBD) Malfunction Indicator Lamp (MIL) • Diesel Exhaust Fluid (DEF) Lamp • OBD Connector NOTES 1) Coverage ceases at the first expiration of the time or distance noted. 2) Full coach warranty includes and applies to electrical, doors, seats, flooring, roof hatches, destination signs, wheelchair ramp, handrails, radio, P.A., etc., but not to IVS systems or special options. 3) Fleet defect coverage is for a maximum of 12 months or 50,000 miles and includes all warrantable components and assemblies on the vehicle. 4) Basic body structure warranty includes and applies to structural members in the body and undercarriage including the structural members in the suspensions. 5) The corrosion and structural integrity guarantee covers against a significant loss of structural integrity of the assembly or its functional performance, resulting from a pertinent loss of cross-section due to corrosion caused by normal environmental elements but excludes corrosion caused by aggressive road de-icers such as Magnesium Chloride or equivalents, unless GILLIG approved preventative measures are taken (see Service Manual). 6) Extended coverage may not duplicate Standard Limited warranty coverage. Note: Please refer to OEM warranty documents for details. 7) Use of non-ASTM biodiesel blends from non-BQ9000 suppliers in excess of B20 may void the engine manufacturer's warranty on fuel related components, and also may void warranties of hoses, seals and fittings in contact with the fuel. 8) For consumable components like brushes, seals, air wave switches & related wear items a 1-year parts and labor warranty applies Standard & Extended Warranty Revised: 05/2022 Page 4 of 4 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 • Destination Signs • Transmission • Video Surveillance Systems • Axles • Intelligent Transit Systems • Air Conditioning Unit • Agility CNG Fuel System • Batteries 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 FieldService@GILLIG.com GILLIG WARRANTY SERVICE STAFF 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. 1 /31 /2024 APPLICATION FOR WARRANTY 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 WarrantyClaims(a-)gillig.com. 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 linings, 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 WarrantyClaims(a-)gillig.com. 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 Warranty 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. 1; 5 APPLICATION FOR WARRANTY 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. 2; 5 GILLIG APPLICATION FOR WARRANTY Relmod fields ** anvlmd w4h an mlensk 4'1 APPLICATION FOR PTA I ITN U r%.l 0, L R"' E; 4,� 17 WARRANTY MAIN (510) 785-1500 FAX (510) 785-1348 'IJ N 1 -31 � 1,. L 'OWNER -,fC)Ac,. 'M IL EAGI E AT FA I LU A E I `,. S H F'v'i r— E DA— E WHERE REPAIRED D A— E OF FA, I LU ENGINE SERIAL 4 A -0 6 E R UL- # TRANSMISSION SERIAL 0 2 'DESCRIBE SPECI,Fd('tiCOMPLAINT. CAUSE, 00IRRECT1010 fq�:'AIIRS RECIUME0 AND ATTACH ,X-)[-Y OF ALPAIR ORDER NOTE: IF CALIFORNIA SUS W-FF) Fr,-.-�MF H-`M.11f> -4r0m r;.MRWETUR OR E:cm "NAMErFHLM �-- U- CQNTACT FG;l ADC TION A., N u P MAH ArMAP.;AoP;� #29 P.MiTTP r-, BY 1 F R-`JPFRTY NAKIF A Ai)r)HF, - U-MAIL ADDRFSsfEs; # 3 - ------- AUDI �L '----------- -lhM:;UH,'A:MLN F NAME ANLJ b:S (IF Ull- F I Fl:. N - f JiQLA AUQVIE) #32 ................................... . ...... L-KIAIL ADDRI: Ssl Es; NOTE- Warranty W 111 be dL%r0-L%d it the defective material is not received by G ILLIG within 30 days of the I Ei i I U re deft 3/5 APPLICATION FOR WARRANTY 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 WarrantyParts@gillig.com. 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. 4; s APPLICATION FOR WARRANTY 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 & Mileage at Failure C. Concise reason for removal D. Bus owner's name/name of transit agency 5; 5 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 hose identifying it as FC-300. Note: White ink markings are used on FC-350 hose assemblies. 2. Blue stripe around the hose 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 blue 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-2019-02 Page 2 Product Alert Affected products: Gillig hose assemblies part numbers 46-xxBxxxx-xxxx Gillig hose assemblies made with Eaton FC300 hose, which typically have a blue yarn cover will temporarily have a black cover. L J Due to a supply issue with blue yarn Eaton is temporarily making FC300 hose with black colored yarn and applying yellow print instead of white print. The hose is otherwise identical to what has always been supplied and meets all specifications for use. HOW TO IDENTIFY THIS HOSE AS CORRECT 1. BLUE TAPE IS BEING APPLIED TO EACH ASSEMBLY AS A QUICK CHECK THAT IT IS FC300 HOSE 2. HOSE WILL HAVE YELLOW PRINTING INSTEAD OF WHITE 3. PART NUMBER ON LABEL WILL IDENTIFY THE CORRECT HOSE ASSEMBLY a❑ FS-2018-02 Page 2 FS-2019-02 Page 3 Original blue FC-300 FS-2018-02 Page 3 QUALITY ASSURANCE OVERVIEW GILLIG's Quality Assurance Program effectively ensures only the highest quality products and services reach our customers. Due to GILLIG's unique management and operating style, we rely more on total commitment to satisfying our customers, than to conforming to documented standards that fall short of assuring quality. We feel continual process and product improvement, and increased customer satisfaction meets our main focus of attention. The following is an overview of GILLIG'S Quality Assurance Program that has a proven track record of ensuring that customer satisfaction and product reliability remain at the highest possible levels. Design Review Participation The Director of Quality & Service participates in meetings and other communication forms on design and customer issues pertaining to the quality performance and acceptance of GILLIG'S product and services. Quality is designed in. Manufacturing and Vendor Qualification Manufacturing procedures are constantly reviewed to ensure achievement of quality goals. Vendors are pre -qualified to ensure their products meet GILLIG'S standards, and periodic reviews ensure standards are maintained, as needed. Receiving Inspection Inspection of the majority of incoming materials takes place at the actual location of assembly by Production associates. Any concerns of material quality are directed to the designated Area Quality Inspector, or to the Quality Manager for investigation. When deemed appropriate, certain incoming parts, components, assemblies, or materials are reviewed prior to acceptance into storage or delivery to the assembly line. All rejected material is identified and held from further use until proper disposition is resolved. Disposition is coordinated in a timely manner with Purchasing and Production to eliminate line shortages. In -Process Inspection Fourteen Quality Inspectors, with a combined GILLIG experience of over 230 years, are assigned to monitor and verify compliance to specifications, including specific customer requirements. Customers' Resident Inspectors are also encouraged to work closely with Production and Quality personnel throughout all phases of assembly. Their knowledge is continually passed on to the assemblers in the form of instructions and information to ensure compliance. Any discrepancies found during in -process inspection that cannot be corrected in -station are recorded on the Green Inspection Report that accompanies each bus throughout production. Production Management reviews each discrepancy, and the appropriate production associate is assigned to correct the discrepancy. Communication of discrepancies caused by previous operations is also accomplished in real time to help eliminate error redundancy. Production and Quality personnel utilize direct feedback from Post Delivery Inspection reports in an ongoing effort to improve assembly quality. 1/2 QUALITY ASSURANCE OVERVIEW Final, Inspection & Acceptance Each bus is inspected after final assembly for completeness, conformance to specifications and customer requirements. When it is deemed ready, a road test is performed to check for operational quality, often with the customer's inspectors present. After road testing, all open issues are reviewed by Quality and Production personnel, along with Resident Inspector/s if present, and resolved. Upon acceptance, the Resident Inspector signs the Green Sheet, authorizing delivery to the customer's property. Final acceptance occurs when all Post Delivery Inspection issues are amended by GILLIG'S Field Service Department. All inspection and test records are maintained for the life of the bus. Enclosed please find a copy of our Quality Assurance Manual and the individual bus Inspection Record for your review. Note that the GILLIG Inspection Record includes (546) independent and documented checks on each bus. These documents are used to ensure the highest quality buses and assist GILLIG with meeting and exceeding customer expectations. Continuous Improvement Customer, Field Service, Sales, and Warranty data are used to provide feedback of the performance of the buses and components. This feedback is utilized to bring about product improvements on a continuous basis through weekly management meetings. 2/2 CONTINUOUS IMPROVEMENT PROGRAM GILLIG continues to enhance our manufacturing process through our Continuous Improvement (CI) Program. Using Lean methods, our Cl Program employs metrics and specific tools, like 5S (Sort, Set in order, Shine, Standardize, and Sustain), to streamline our manufacturing process, increasing efficiency and reducing waste. Armed with tools like 5S, our team ensures GILLIG Excellence by working together to identify, devise, implement, and sustain Cl solutions. 5S Rollout We've rolled out 5S in all areas of our manufacturing process with great success, including improved material workflow, storage location, and rack consolidation. Other accomplishments include: • Increased efficiency • Enhanced use of space • Inventory control • Improved safety • Advanced kitting Team -led Solutions Team -led solutions are central to our GILLIG Excellence Cl Program. Visual management tools, like our Team Huddle Boards, enhance team -led problem -solving by helping our team identify, implement, and sustain their solutions. All production department teams devise questions about how to improve the workplace while empowering team members to come up with answers to these questions. Our "Camp Kaizen" work area is designed for collaboration. On any given day, multiple team members are working together on Cl projects in different areas of our production facility. Every production employee takes ownership of the Continuous Improvement program. GILLIG will always make the pursuit of excellence and the practice of Continuous Improvement a priority and a shared experience. The end goal of all of our efforts is to continue building the highest -quality, lowest cost, safest, and most reliable buses in the United States. MILLIC; QUALITY ASSURANCE CHECKS ■ Specific QA Checks: ■ Chassis (4a, 4b, 4c) 103 checks ■ Body Dept. (5a, 5b) 57 checks ■ Sheet Metal Dept. (6) 39 checks ■ Rack Dept. (9) 61 checks ■ Paint Dept. (7) 36 checks ■ Trim Dept. (8a, 8b) 60 checks ■ Electrical Dept. (3) 91 checks ■ Final Line Dept. (11) 20 checks ■ Ready Row Dept. (10) 79 checks ■ Total Documented QA Checks = 546 REV: 1/2023 Quality Manual Approved by Director of Quality: AG f aC,G Yea(/" ualitv Manual CONTENTS INTRODUCTION................................................... Quality Control ................................................... Quality Assurance ............................................. Supplier Quality Management ........................... STANDARDS and REQUIREMENTS ................... Engineering Design and Specification Controls Engineering Drawings ....................................... Engineering Design Bulletins ............................ Regulations....................................................... Build Process........................................................ Inspection Process ................................................ Documentation...................................................... GILLIG Inspection Record - "Hardcard.............. Authorization to Ship — "Greensheet.................. PartControl........................................................... Receiving inspection ......................................... Non-conformance .............................................. PROBLEM SOLVING and RESOLUTION............ 8 D...................................................................... AQL................................................................... PPAP Guidance for Suppliers ........................... Forever Requirements ...................................... Deviation Requests ........................................... Revision 2 2 September 2020 ualitv Manual INTRODUCTION The GILLIG Quality Manual describes the quality system that assures conformance to customer requirements during the bid process, product definition, product design, supplier procurement, assembly testing, and shipment of the GILLIG Bus. This manual documents the general quality policies, procedures and practices of GILLIG LLC. The quality philosophy of GILLIG stresses continuous measurable improvements in the quality of products, services, and processes at our Livermore design and assembly facility as well as at our suppliers. Our goal is to produce durable, reliable, cost-effective vehicles which satisfy our customer's expectations. Our customer is an integral part our quality focus. We carefully review contract specifications, elicit continuous improvement recommendations, and drive back quality issues into our designs and assembly processes. We understand timely and accurate communications leads to customer confidence and satisfaction. There has been a revised emphasis within GILLIG to have Quality Assurance provide real time feedback to Sales with respect to potential suppliers. In an environment where much of the critical supply base is chosen by the customer, GILLIG is committed through internal communications through Sales, to ensuring that the customer is well informed regarding supplier's quality, and potential design limitations; thus, helping to create a realistic customer expectation. With an overall goal being "customer satisfaction". Each GILLIG employee is also a customer of a preceding assembler, designer, supplier, sales specialist, warranty administrator or field service representative. GILLIG's quality focus requires a continuous feedback loop to recommend, validate, document, and incorporate improvements. GILLIG performs minimal machining and stamping. Much of the dollar content of our product are customer specified major components including the engine, transmission, mobility impaired lift, wheelchair positions, seating, axles, tires, wheels, air conditioner, windows, filters, coolers, floor cover, destination signs, and ITS systems. It is GILLIG Quality's responsibility to reliably and safely integrate these components to meet the supplier's application requirements, American Disability Act Laws, National Highway Traffic Safety Laws, State Codes, FTA Specifications, Maintenance Accessibility Criteria, and the Customers Expectations. Strategies for Success • Standardization o Inspection standards based on Engineering designs, rules, and regulations. o Revise GILLIG Quality Manual & update GILLIG Supplier Quality Manual. o GILLIG PPAP education and guidelines. • Continuous Improvement o In station quality through error proofing. o Lean methodology creates more enablers through elimination of waste. o Be Effective by doing the right thing. o Be Efficient by doing things right. o Supplier Quality Management focused on defect prevention. • Teamwork • Champion Quality culture. • Communication and feedback loop. • Respect. • Strong partnerships with other departments to enable future activity successes. Revision 2 3 September 2020 ualitv Manual Quality Control • Develops and maintains quality standards and inspections. • Confirm functionality. • Confirm installed components. • Identify defects. • Identify process errors. • Driving correction action using Practical Problem Solving techniques. Quality Assurance • Quality issues management. • Assistance in field troubleshoot at customer site. • Analytics and reporting. • Focusing on the process, building it Right First Time (RFT). • Driving quality issue throughout the GILLIG organization (re -affirming ownership). • Driving design recommendations on new and existing products based on field performance/reliability. Supplier Quality Management • Supplier Quality Management and Development. • Works closely with Supply Chain and QAE/QCE. • Travels —50% • Compliance to SQAM determines level of involvement of SQE at supplier. • Zero compliance, business decision on stability of supplier. • Compliance with some improvement needed. • Complete error proof process, role model supplier. • Component inspections. • First Article review and scheduled part inspections. • Supplier Quality audits, inspections, and evaluations. STANDARDS and REQUIREMENTS Contract Review and Change authorization. The purpose of this section is to document how we coordinate activities related to defining and documenting of customer requirements, resolving issues, and determining the capability of GILLIG to meet customer requirements. GILLIG produces a heavy-duty transit bus of 102" width and 29', 35', or 40' length. These are FTA defined standard lengths and widths and Federal and State mandated compliance features. The customer bid document offered to multiple U.S., Canadian and Off -shore heavy duty transit bus builders, details the standard and non-standard major components and design variations that the specific transit district customer expects on their bus order. GILLIG, in their bid response has the option of accepting the bus property bid features or proposing an "approved equal." It is the responsibility of GILLIG Sales to inform the bus property, in writing why an "approved equal" is preferred for durability, reliability, safety, federal compliance, standardization, or cost control reasons. The customer then has the Revision 2 4 September 2020 ualitv Manual option of approving or disapproving the "approved equal" proposal. GILLIG Sales reviews all approved equals requests, updates the internal documentation and prepares the bid submission package. The sales contract for a bus may be hundreds of pages. There will be one or multiple pre -build meetings to help with the customer and GILLIG Sales reviews the contract for final definition of the customer's specifications. These GILLIG/customer pre -bid meetings will be documented by the GILLIG Sales with a copy forwarded to the GILLIG affected departments, a copy maintained in the contract file for that order, and a copy forwarded to the customer. This will contain the agreed on interpretation and modifications of the specifications. As the bus is built, the customer may assign a "Resident Inspector" to review the contract and document revised specifications. As the bus is built the Inspector sometimes has personal specification preferences that vary from the contract. The Inspector may observe a singular or multiple frequency quality control concern. If the Inspector requests a Contract Change, the change cannot be made Manufacturing until it is approved in writing by GILLIG Sales through issue of a Production Change Order (PCO) to Engineering to document the design change for future service parts support. Without a PCO there can be no Engineering change documentation. Engineering Design and Specification Controls All production material shall be designed to specifications established by the Engineering Department and controlled by supplier drawings, GILLIG proprietary drawings, and part number databases. In addition to ANSI standard dimensions and specification requirements, drawings shall specify materials and test processes where applicable. Customer contract requirements shall be converted to GILLIG specifications and drawings by the Engineering Department who is also responsible for maintaining and distributing all drawings to the latest revisions. Engineering Drawings Identify the requirements for the supplier, and aide manufacturing. New component drawings may have Critical To Quality (CTQ) dimensions to assure suppliers can meet First Article requirements. Engineering Design Bulletins Quality Assurance Codes (QAC) Bulletin 240.000 Quality Assurance Codes Appendix Bulletin 240.000A Bill of Materials IBOM All documentation requirements for manufacturing Customer Meeting Notes Customer requirements from By Design Regulations Engineering is responsible for reviewing the applicable bus Federal Motor Vehicle Safety Standards and State Regulations, designing for compliance to the FMVSS and State Regulations, and auditing compliance to the attached FVMSS list. Revision 2 5 September 2020 GILLIG Order Received -� Specifications -� Order Entered -- Existing REI Generated Selected into BuyDesign Design Design Pass FA ew Parts or Review BOM generated=�FA required BOM generated Completed, REI q Released Production build Order Parts papers, pick lists, Bus in WIP sops, etc. created Pas Final ew Parts or, DeliveryFinal BuyOff Inspections/ Ready Row=�FA required Tests PDI Inspection � Pass PDI � Customer Acceptance Quality Manual Inspection Process The standard GILLIG inspection process uses the following workflow. i�reo-�•a+�rr�rd, tom, Pso,arded Swperviaaar kero+rig•, oeni ri isnt:ee Contod EnginccrW Appr LieM[Assign gssue? Pik 10 dram Oocwm-mtwi h c4otactQA1 , �Cnard.ac6. QA REP pprCtadiM 5upsivi "- Revision 2 7 September 2020 uality Manual Documentation GILLIG Inspection Record - "Hardcard" All bus inspections are documented and recorded on the Hardcard. CUSTOMER COACH NO. CHA$31$SERIAL N0 Air Conditioning System PDI Chassis Start Date I Complete Date Coach Weight - Unladen Front Axle Weight Odometer! Hub Odometer VD Program Attachment Check List PROD QC 1. Weigh Slip Green Shea! 2. Final Bus Parking & Walk Through Sheet 3. CNG Agility Fapket 4. BAE Health Check Packet S. ITS ATP S. ITS P-Ine Adoeptance Sheet ]. C.- Vi- Sheet S. Day -Wireless 2-Way Radio ATP 9. Cestomer Discrepancy Sheet 1g. 11. 12. 13. 14. Serial numbers required for tracking, warranty and service are also recorded in the Hardcard. DESCRIPTION SERIALNUMBER REMARKS 6, Maeler EM3 ], Cnarger Cpntrcll<r E, 6, XVDC Junction Bgu 9 TMS ro. rchsung swncn sox _.. 11. Baeery Pack 3. d. 6. 6. LM1asais E. Canbr C. e. seknNn�an A Frent Towers I. SIS L!S i, AI wra a E M.I r 9. amp 16 A' C mpresepr 11. hans it Caaler 14. Wvbasw Heger 6. Heater Booster Pump A 16. DEF T.nk elmge nvgmater 9_Fual TanN ]e. Al.r Cand. Cempreswr 21. Equalizer IVanmr d2. Mutllvr.DPF DESCRIPTION SERIAL NUMBER REMARKS 23. Fire Bottle 25, Front Dodl M-16e 26. Front Eau Plate V Rekr Door Motor 28, Rear Base Plate zs. Dc-Dc ceneeder d1. Driver's Hearer 82. MFD aa. on,era seat 34. F.-.-It 35. Farebex St. FrontDN.. Sig, 3T. Sid. gent Sign 33. Rear Route N. Sign . 2-Way Radle Sign Controller Keypad Dieprey HS d2. VJM1eeleM1alr It 43 An star 44 In4 -9gn 45 Vid R Ner B. C, 96. Farebex K",d 47. Camera 1. R, 6. T. 8 9 m. 11. 63. Rear View Camera IF..'... ' ...'...... ... DEPT 5A LABEL HERE Revision 2 8 September 2020 Quality Manual Authorization to Ship — "Greensheet" The Greensheet requires customer sign off (or their designated inspector representative) in order to ship/invoice the bus. Normally customers will have their inspectors on site. However, there are times, the customer does not designate a representative or the inspectors have already left and there are buses still to ship. In those cases, a written document (letter, e-mail, etc.) from the customer stating the buses can ship with GILLIG QC approval or GILLIG Sales can be the voice of the customer by providing the same written documentation on behalf of the customer. TO: SALES DEPARTMENT CUSTOMER: ❑ LOW FLOOR MODEL ❑ HYBRID MODEL BUS MILEAGE DATE COMPLETED SERIAL NO. ❑ SERVICE DEPT REPAIR WORK $f ❑ OTHER ALL ITEMS SHIPPED LOOSE INSIDE BUS OR ITEMS MISSING FROM BUS MUST BE RECORDED: SHIP LOOSE ITEMS SHPSHORT ITEMS ',.EEL - ANS F LTEFI -VAC'ILTEP Mr FRAM- SCI ICD. PACK =AP=3CX:SLAP] GI LUG Q.C. APPROVED: DATE "ITCL'.IIOCK5-WINGLE SLT ... "L-CLTTEFI :1::57AIDK- .Y_3LXVALL7 'DP'ITVALNE :BIKE PACK L, SET IU ENT. RESIDENT INSPECTOR AP PROVED: iFOR ALL VEH ICLES— ATTACH WEIGHT CERTIFICATE AND FEDERAL SERIAL REGISTER) TO: SERVICE/ACCOUNTING/PUBLICATION DEFrs. +copy of Serial Register ESTIMATED DELIVERY DATE BUS: SALES DEPARTMENT ❑ DELIVERYSLIP ❑ DMVLICENSE ICAONLY) OUT OF STATE: ❑ M.S.01WEIGHT CERT TO ACCOUNTING NOTE: DATE LEAVES FACTORY REQUESTED BY DELIVERY BY DATE Revision 2 9 September 2020 ualitv Manual Part Control SREA- Supplier Request for Engineering Approval As the name implies, SREA is a request from a supplier for a change to GILLIG Engineering Drawing, or for Supplier to inform GILLIG of a critical process change. Plant Move: The supplier is notifying GILLIG of a move of their manufacturing site from one location to another. GILLIG is not in control of the supplier's plant move, but GILLIG does control the decision to use product that is coming out of the new plant. Hence GILLIG will decide what steps GILLIG and "potentially" the supplier will take, in order for GILLIG to feel confident that the product coming out the new location is as good or better that product coming out of the old location. Change In Products Form, Fit or Function: The supplier is asking GILLIG to make a change to a released drawing that may affect their product's form, fit, or function (FFF) and would like GILLIG to evaluate samples of their changed part (a "new" part). This type of change would involve GILLIG's Quality, Design Engineering, and Purchasing Department's involvement; in order to determine if the new part would be acceptable to use. Significant Change In Their Manufacturing Process: The supplier is making a significant change to the process that may or may not impact its' performance/reliability in GILLIG's bus (as in a system or subsystem's performance). An example of this change is the supplier has a "burn -in" process when their product is running a series of test at an elevated temperature; and now the supplier is going to eliminate the burn in process for this specific product. This type of change would also involve GILLIG's Quality, Vehicle Integration, Design Engineering, and Purchasing Department's involvement; in order to determine if the new part would be acceptable to use. GILLIG will follow the process details identified on the flowchart on the next page to ensure that GILLIG is always shipping buses that are reliable and meet the customer's quality expectations. Revision 2 10 September 2020 Quality Manual .•. ..ram- is Completes GILLIG SREA Identifies need for change in material, software, form (Word and Start ompliance or saftey, site relocation, o r a my submits to G ILLIG End change to form, fit or function Purchasing N Buyer receives SREA form and evaluates It Buyer creates REI Buyer sends for co mplete ness and ensures Matfrom Buyer accepts SREAform and inputs REI PUR/toquality email Purchasing's perspective thesupplier's change? number onto SREA requestshould beprocessed. V distribution list Log file on Sharepolnt Buyer updates Buyer updates 4Be Buyer issues status in SREA SREA form to Buyer informs PC (if Logto indicate approved supplier that needed) that REI is (approve per SREA is completed RElxxxxxx) approved qE/Y Y Quality Engineer(CE) reviews qE nstructs CIE informs VI/ qE works wiM CIE assi Me SREA tim Y gns eques pac Buyer to Supplier to review umber and ente rs it into the product de sign or DE of change 10 the changed JSREA. CIEaccepts SREA Log file, qE also does initial specs? create an to keep them form anyan perform change? N assessment of request. REI. Informed portingtask N N Validation Chief Engineer reviews Validation N RE l a rid determ ines Chief Engineer Manager Validation Manager informs Manager u by,grees assigns s bs tems affected, VIa to REI to drives alidation show Y DE Su design change Supervisor gn c ge informed DE interfaces, and change? Configuration validation changels has passed validation Su of validation strategy and Y Engineer Lead activfties to msign mplementable? testing. validation discusses with DE completion fal ure N Design Supervisor Design engineer Configuration Engineer Configuration Y ensures REI is cancels REI. Le ad reviews REI and En Lead DE Supervisor Engineer gnc ges Els design changes released and DEn, Indicating design No manages RElsto deMrmines subsystems ssigns REI to m arelevant ready for Vlto review change officially ge y change cannot be affected, Interfaces, and DE completion for and or valid ate? n documented;and implemented validation strategy Supervisors design activities approves REl Revision 2 11 September 2020 Quality Manual Receiving inspection GILLIG performs receiving inspection (RI) in manufacturing as a standard practice. As GILLIG moves into a -Bus manufacturing, RI will occur on complex electronic subassemblies (batteries, junction boxes, etc). The RI for the a -Bus subassemblies is based on corrective action recommendations from historical quality issues and GILLIG's Design Engineering recommendations. Each subassembly selected for inspection has inspection procedures with well-defined pass/fail criteria and disposition instructions for any failures identified during the RI process. Non-conformance Parts that are rejected are processed with the following workflow. Inform Production Revision 2 12 September 2020 Quality Manual PROBLEM SOLVING and RESOLUTION GILLIG Quality Control (QC) and Quality Assurance (QA) are trained in Practical Problem Solving techniques aiding the Quality Management System. GILLIG QA/QC leverages standard Six Sigma Quality practices. Tools such as fix bone diagrams, 5 Whys, Lean Manufacturing, 8-D Problem Resolution, and DMAIC principles. Fishbone Diagram Revision 2 13 September 2020 ualitv Manual 8D The 8D approach is used to resolve problems, establishes a permanent corrective action by determining the root causes. Gillig - 8D Response Report WHO IS EFFECTED BY THE PROBLEM? Date Open: Initial Response: Target Close Date: Revision Date(s): 8D Initiator: Actual Close Date: 18D No.: Company: Address: Fleet: Part No. D1 TEAM MEMBER NAMESITITLES: D2 PROBLEM STATEMENTIDESCRIPTION (quantify) (one defect per 8D) Champion, Team Leader: Team Members D3 CHOOSE AND VERIFY INTERIM CONTAINMENT ACTION(S) (ICA): % Effective: Target Date: Actual Date: HOW DID YOU VERIFY THE EFFECTIVENESS OF THE ICA? D4 DEFINE AND VERIFY ROOT CAUSES : % Contribution: HOW DID YOU VERIFY THE ROOT CAUSE(S)? D5 CHOOSE AND VERIFY PERMANENT CORRECTIVE ACTIONS (PCA): % Effective: HOW DID YOU VERIFY THE EFFECTIVENESS OF THE PCA?: D6 IMPLEMENT AND VALIDATE PERMANENT CORRECTIVE ACTION(S) (PCA): Target Date: Actual Date: HOW WILL YOU VALIDATE THE PCA? Mistake Proofin : How are you cioina to ensure it can't ha en a ain? Target Date: Actual Date: D8 TEAM AND INDIVIDUAL RECOGNITION: Recognize the collective efforts of the team. Revision 2 14 September 2020 rWTTW7W"_,11 Quality Manual AQL Acceptable Quality level for sample inspections should follow MIL-STD-105E sampling plan. GILLIG's supplier minimum AQL requirement level is 2.5 at general inspection level C sample size 5. MIL-STD-105E Sampling Plan Sample Size Code Letters LotBatrh Sue Special inspection levels General inspection levels 5-1 S-? S-3 SA I H EI 2 to 8 A A A A A A B 9 to 15 A A A A A B C 16 to 25 A A B B B C D 26 to 50 A B B C' C D E 51 to 90 B B C C C E F 91 to 150 B B C D D F G 151 to 280 B C D E E G H 281 to 500 B C D E F H d 501 to 1200 C: C: £ F G J K 1201 to 3200 C D £ G H h L 3201 to 10000 C D F G d L M 10001 to 35000 C D F H k ]1 N 35061 to 150000 D E G d L N P 150001 to 500000 D E G d M P Q 500001 and over D E H K N Q R Sump] Acceptable Quality- Levels (Double -normal inspection) Sample Qmn- srze Sale ,,.,a laticm #k#d M4 ### aYtJdk t#d!I! 0.10 0.1S D_'S 0.40 0.65 1.0 1.3 2.5 40 6.5 lU 15 25 40 lie 1110 150 254 400 650 L000 code sample letter — Ac Re Ac Ac Re Ac R Ac Re Ac F. Ac Ac Re Ac Ac Ac R Ac Re 1. .4c Re Ac Re Ac .1, & Ac Re Ac Re Ae Ai Re Ac & Ac Ac Re Ac Ac Fvst 2 2 0 2 0 3 l d 2 i 3 7 5 9 7 11 11 16 17 22 25 31 R Secmd 2 4 1 2 3 4 4 5 6 7 8 9 12 13 18 l9 26 27 37 38 56 57 C Fus1 3 3 0 2 D 3 1 4 2 5 3 7 5 9 7 ll 11 16 17 22 25 31 Secmd 3 6 l 2 3 4 4 5 6 7 8 9 12 13118 19 26 27 37 38 56 57 Fni 5 5 02 0 3 1 4 2 5 3 7 59 711 111617222531 D Secmd 5 10 1 2 3 4 4 5 6 7 8 9 12 13 18 19 26 27 37 38 56 57 F=1 8 8 0 2 0 3 l 4 2 5 3 7 5 9 7 11 11 16 17 22 25 31 E Secmd 8 16 1 2 3 4 4 5 6 7 8 9 12 13 18 19 26 27 37 38 56 57 P Fvs1 13 13 0 2 0 3 1 4 2 5 3 7 5 9 7 11 11 16 Secmd 13 26 1 2 3 4 4 5 6 7 8 9 12 13 18 19 26 27 Fn i 20 20 0 2 0 3 1 4 2 5 3 7 5 9 7 Il 11 16 G Secmd 20 40 1 2 3 4 4 5 6 7 8 9 12 13 IS 19 26 27 H Fusl 32 32 0 2 0 3 1 4 2 5 3 7 5 9 7 11 11 16 ec Smd 32 64 1 2 3 4 4 5 6 7 8 9 12 13 18 19 26 27 7. Fn i 50 50 D 2 0 3 1 4 2 5 3 7 5 9 7 11 11 16 Secmd 50 100 1 2 3 4 4 5 6 7 8 9 12 13 18 19 26 27 R Fvst 8o So 0 2 D 3 1 4 2 5 3 7 5 9 7 11 11 16 Seemd 80 160 1 2 3 4 4 5 6 7 8 9 12 13 18 19 26 27 L F—i 1?5 125 0 '_ 0 3 1 4 2 5 3 7 5 9 7 11 11 16 ec Smd 125 250 1 2 3 4 4 5 6 7 8 9 12 13 18 19 26 27 M Fyn 200 200 0 2 0 3 1 4 2 5 3 7 5 9 7 11 11 16 Secmd 2D0 400 1 2 3 4 4 5 6 7 8 9 12 13 18 19 26 27 N Fusl 315 315 D 2 D 3 1 4 2 5 3 7 5 9 7 11 11 16 Secmd 315 630 1 2 3 4 4 5 6 7 8 9 12 13 18 19 26 27 P F6s1 500 500 0 2 0 3 1 4 2 5 3 7 5 9 7 Il ll 16 Secmd 500 1000 1 2 3 4 4 5 6 7 8 9 12 13 I8 19 26 21 Q F6s1 8)0 800 0 2 0 3 1 4 2 5 3 7 5 9 5 9 11 16 Secmd 8D0 1600 1 2 3 4 4 5 6 7 8 9 12 13 18 19 26 27 Fvsl 1250 1250 4 2 0 3 1 4 2 5 3 7 5 9 7 11 11 16 R Secmd 1250 2500 1 2 3 4 4 5 6 7 8 9 112 13119 19 26 27 .� = Use fast sampling plan below arrow. If sample sin equals, or exceeds, lot or batch size, do 100 percent inspection.. = Use fast sampling plan above arrow. Ac = Acceptance number. Re = Rejectiennumber- = Use corresponding single sampling plan (or alternatively, use double sampling plan below, where available). Revision 2 15 September 2020 ualitv Manual PPAP Guidance for Suppliers Introduction The GILLIG Production Part Approval Process (PPAP) defines the approval process of new or revised parts, or parts that are from new or significantly revised production process. As a supplier to GILLIG, it is your responsibility to ensure that only parts are shipped that have been approved to meet GILLIG's specifications. If supplier has any questions regarding the contents or process described in this document, please contact the GILLIG Quality Department. For further information about the contents of this guide, please refer to the Automotive Industry Action Groups (AIAG) Production Part Approval Process (PPAP) 41h edition. Purpose The purpose of the Production Part Approval Process (PPAP) is: ➢ To provide evidence that all GILLIG engineering design records and specification requirements are properly understood and fulfilled by the supplier. ➢ To demonstrate that the established manufacturing process produces product that consistently meets all requirements during an actual production run. PPAP Submission Guideline In general, PPAP is use as a guideline anytime a new part or a change to an existing part or process is being implemented. GILLIG retains the right to determine whether a PPAP will be required. As a supplier to GILLIG your quality system should be capable of meeting the requirements of the PPAP submission regardless of whether a submission has been requested. See PPAP Process Flow Chart between GILLIG and the supplier for PPAP submission workflow. The GILLIG PPAP submission follows the AIAG standard Level 2 with the following required items for submission: 1. Design Record 2. Engineering Change Documents (if any) 3. Dimensional Results 4. Sample FA Product (if available) 5. Records of Compliance 6. Part Submission Warrant (PSW) Request to waive specific requirements in the PPAP submission must be submitted to GILLIG within a timely manner prior to the application of the part in production. The approved waiver document/correspondence must be submitted in lieu of original PPAP requirement as part of PPAP submission package. If part of the waiver request is a deviation to the part specifications, the GILLIG Part Deviation Form must be submitted as part of the PPAP submission package. PPAP Forms Please ask your GILLIG buyer or QA contact for the PPAP forms. Supplier PPAP forms that follow the PPAP standard are acceptable. Revision 2 16 September 2020 Quality Manual PPAP Submissions Timing PPAP submissions are required minimum 4 months prior to the application in GILLIG production. Submission timing will vary depending on the complexity and manufacturing lead time of the Supplier. In general, the Supplier must submit the PPAP with enough time for approval and any unforeseen changes. PPAP Process Flow Chart GILLIG SUPPLIER GILLIG Initiated Revision 2 17 September 2020 Quality Manual Forever Requirements In addition to the PPAP process all suppliers are to adhere to the Forever Requirements. The Forever Requirements are terms used in the industry to denote requirements that apply forever (i.e. throughout the life of the contract with the suppliers). Suppliers shall proactively communicate with GILLIG any plan to change something in the product or process or sub -suppliers. Deviation Requests In the event a part deviation is requested, the supplier shall submit this request using the Part Deviation Request Form. Please ask your GILLIG buyer or QA contact for a copy of this form. Part Deviation Request Form SUPPLIER NAME: REQUEST DATE: ORIGINATOR: EMAIL: PHONE#: GIL IG PART#: REVISION: SUPPLIER PART#: PART DESCRIPTION: DEVIATION AND REASON: ENGINEERING APPROVAUCOMMENTS: TO BE COMPLETED BY GILLIG 0 APPROVED ❑ APPROVED WIREWORK ❑ DISAPPROVED DURATION OF APPROVAL: DISTRIBUTION: DATE: SUPPLY CHAIN: QUALITY: EXPRIRATION DATE: ENGINEERING: Revision 2 18 September 2020 RIGHT TIME, FIRST TIME APP GILLIG has instituted our Right Time, First Time APP for customers to monitor the progress of their fleet down the production line. This DIGITAL INSPECTION CARD gives customers real- time access during the entire production of their fleet! Build better with more efficiency and productivity. The Right First Time app, it's a digital tool that enables tracking of the build status of each bus. The app enhances our collaboration with its capabilities such as picture sharing of current issues and their status. Transparent and informative in real time. The app allows our customers to stay in the know at all times, by offering visibility into location of the bus, discrepancies, shortages, and their status, all in real time. Real time data on shortages. Inspection records & Serial numbers. Data collected can be made available via PDF format, history of each transaction (discrepancies, shortages) are captured, and serial numbers for critical components recorded. (Right First -Time data is also Excel friendly.) Easy to use. An iPad and training are provided upon our customer inspection visit, the iOS interface makes this app an intuitive and unique user experience. Practical benefits. Utilize the Heat map to track the exact location of each bus. Paint layout location and specification meeting notes at the customer's fingertips. v2 GILLIG RIGHT TIME, FIRST TIME APP Benefits of the Digital Inspection Card Heat -map. Digital I representation of the M production floor. Serial Number database. Assembly Schedule: Bus start date. NOWN 2 a& , Transparency. see your data in real time Shortage DB & Discrepancy DB Dashboard "Bus P.W.� Details" Discrepancies and Shortages. Info overview & attachments: VIN, Emissions Label, Camera views. Actionable Insights: see ETA on shortages. PDF available. Inspection record. Meeting notes & Paint layout. 2/2 CUSTOMER CHASSIS SERIAL NO Bxxxxxxx Chassis Start Date Coach Weight Unladen Odometer COACH NO Air Conditioning System PDI Complete Date Front Axle Weight 1/0 Program VIN EMISSIONS Title QC PASS/FAIL Part No Part Name Serial Number WC-BS Operations 0580-580.645 CUT MODESTY PNL MELAMINE 0580-580.647 CUT 29' DRIVERS BARRIER MELAMINE 0580-580.530 CUT ROOF INSULATION 0580-580.533 CUT CEILING PNL MELAMINE 0580-580 MELAMINE FOR ROUTING 0580-580.5835 CUT PLYWOOD FLOOR PNLS 0580-580.8140 CUT LWR INTERIOR SIDEWALL PNL MELAMINE 0580-580.5805 CUT INTERIOR FWD SIDEWALL PNL MELAMINE 0580-580.5105 CUT INTERIOR POST CAPS WC-BS Target Actual Remarks Prod QC Status Id Defect Code BS Description Prod QC Status Part No P.O. Description Quantity Prod QC Status •- [OPERATION Operation Check Value Status Verified By WC-BS Operations Prod QC Status WC-BS Target Actual Id Defect Code BS Description Prod QC Status Part No P.O. Description Quantity Prod QC Status • •- HOME DEPT•- • Operation Check Value Status Verified By WC-BS Operations 0327-327.5050 SUB ENGINE COMPT LAMPS 0327-327.6210 SUB RR RUN BOX LAMP 0327-327.6800 SUB DASH PNL #2 AND #5 Prod QC Status 0329-329.6605 SUB EE BOX TRAY ASSY 0330-330.6605 SUB EE BOX ASSEMBLY 0332-332.1000 SUB B-POST COVER 0332-332.6605 SUB SAWTOOTH CONSOLE 0333-333.6040 SUB DASH HARN 0334-334.6800 SUB DASH PANEL #1, #3, AND DOOR CONTROL 0335-335.540 SUB FRT 10 PNL 0335-335.550 SUB INT COMPT LAMPS 0335-335.5805 SUB REAR 1/0 PANEL 0335-335.8060 SUB EXTERIOR SPEAKER 0336-336.4090 SUB TOE SW BRKT 0336-336.6800 SUB DRIVERS SIDE CONSOLE PNL #6 0336-336.8250 SUB DASH FANS EXT. HARN. 0337-337.5800 SUB INT / EXT COMPT TILT SW'S 0337-337.8055 SUB EXT ELECT 0337-337.8060 SUB ROOF RAIL LAMPS / CURB LAMPS 0337-337.8065 SUB BATT COMPT STRIP LAMP / PANEL LAMP WC-BS Target Id Defect Code BS Description Actual Prod QC Status Part No P.O. Description Quantity Prod QC Status Operation Check Value test Pocatello 94143 25-03-2022 test OP-ck 194930 test wayne 196710 94143 poxtell elect test E.L. Testing on missing x on the verified icon. Rear Start & Reverse Fan Check (testing) Testing adding a discrepancy to a build station that is static, If a Build station analyst deletes a build station all i have to do is move the OP- CK to a New Build Station. and record the changes. WC-BS Operations WC-BS Target Prod Id Defect Code BS Description V Part No P.O. Description Quantity Status Verified By NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED QC Status Actual Prod QC Status Prod QC Status Operation Check Value Status Verified By WC-BS WC-BS Operations Target Prod Id Defect Code BS Description ONLINE INSTA Part No P.O. Description Quantity Operation Check Value QC Actual Prod Status WC-BS Operations 0407-407.4075 SUB DEF Tank 4000-4001 CHASSIS KIT 4000-4002 COPPER PIPE KIT 4000-4003 CHASSIS HARN KIT 4000-4005 CHASSIS CENTER SECTION ASSEMBLY 4015-4007 CHASSIS STUD WELD 4015-4010 CHASSIS ASSEMBLY & RESERVOIR INSTL 4015-4020 FRT CHASSIS SECTION PREP 4035-4015 INSTL BRAKE VLV, TRANS COOLER & AIR DRYR 4055-4056 COPPER PIPING 4055-4058 CHASSIS ELECT & AIR ROUTING Status QC Status Prod QC Status Verified By Prod QC Status 4055-4070 WHEEL WELL PIPING 4055-4080 CHASSIS HARN INSTL 4075-4065 INSTL FRT THRESHOLD HEATER 4075-4075 INSTL STEERING GEAR 4075-4085 CHASSIS HYDRAULIC PIPING 4095-4090 INSTL DRIVERS PLATFORM COMPONENTS 4100-4105 SUB FRT AXLE 4100-4110 SUB RR AXLE 4100-4160 INSTL RR AXLE 4100-4165 INSTL FRT AXLE WC-BS Target Id Defect Code BS Description Part No P.O. Description Operation Check CB - 05-10-2022 B196987 - BS 4001 CB BS 4001 - Add CB BS 4002 Only (no customer/bus/bus mode/transmission) CB BS 4002 Only #2 (no customer/bus/ busmode/transmission) Value Quantity Actual Prod QC Status Prod QC Status Status NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED Verified By CB BS 4002 BUS B196988 ONLY. No mode NOT VERIFIED or trans CB 04A/bs 4003/seq 2 NOT VERIFIED Fire Suppression Cable Routing NOT VERIFIED CB - Individual bus test 197654 NOT VERIFIED CB - Change BS to 4002 and change NOT VERIFIED description CB - Add bus -specific op-chk - B197287 NOT VERIFIED CB BS 4007 + Allison B400R-6 Transmission NOT VERIFIED Chassis Eng. Mounts + Cushy Floats NOT VERIFIED All cape code bus opck NOT VERIFIED Chassis test 195602 NOT VERIFIED Air System Install, Air Dryer, Ping Tank, Purge NOT VERIFIED Tank, Kneeling + Leveling Valves Front S/S + C/S Wheel House NOT VERIFIED Chassis Model + ID NOT VERIFIED Chassis Huck Bolts NOT VERIFIED Heater Lines + Clamps & Insulation NOT VERIFIED Elect/Air Routing + Inst Fwd to Aft of Chassis NOT VERIFIED Insulation / Corrosion Package NOT VERIFIED DEF Tank Installation NOT VERIFIED Skid Plate, Heater Valve NOT VERIFIED S/S Wheelwell Prep, Piping, & Miter Box NOT VERIFIED Hyd/Fuel Lines Routing & Clamped Apart NOT VERIFIED Front Brake lines Routing & Clamping NOT VERIFIED Steering Gear & Pitman Arm Install & Torque NOT VERIFIED Steering Shaft & Torque NOT VERIFIED Front & Rear Shop Air + Tow Connection NOT VERIFIED Tow Connection, Toe Switches NOT VERIFIED Throttle & Brake Pedals NOT VERIFIED Trans Retarder PSI Switches NOT VERIFIED No Dielectric Grease at Hybrid Transducer NOT VERIFIED No Dielectric Grease at Hybrid Transducer NOT VERIFIED (FRONT) Axle ASM Verification - Torque Rod NOT VERIFIED Install & Torque (FRONT) Axle ASM Verification - Towers, Air NOT VERIFIED Bags, Shocks Install & Torque (REAR) Axle ASM Verification - Axle Oil Type NOT VERIFIED (REAR) Axle ASM Verification - Air Bags, NOT VERIFIED Shocks Install & Torque (REAR) Axle ASM Verification - Grease Hub - NOT VERIFIED Oil Level FR/RR Axle Pods, Cage Bolts, Slacks, & Lock NOT VERIFIED Clips Rear Suspension Install & Torque NOT VERIFIED Center Rear Axle (1/8") NOT VERIFIED Pinion Angle NOT VERIFIED Front Suspension Install & Torque NOT VERIFIED Draglink Installation NOT VERIFIED WC-BS Operations 0450-450.4065 SUB DRIVERS HEATER 1/4 TURN VALVES 0450-450.4255 PIPE KIT 0455-455.4225 ENGINE LINE HOSE KIT 4102-4125 RR BRAKE VALVE PIPING 4102-4150 FRT & RR AXLE BRAKE PIPING 4102-4170 CONNECT AIR DRYER & AIR SYS PIPING 4200-4201 ENGINE LINE - SUB ASM 4200-4205 ENGINE LINE - ALTERNATORS Prod QC Status 4200-4210 ENGINE LINE - TRANSMISSIONS 4200-4215 ENGINE LINE - FUEL FILTERS 4200-4220 ENGINE LINE - HYDRAULIC PUMPS 4200-4230 ENGINE LINE - ELECTRICAL 4200-4235 ENGINE LINE- TRANS PIPING 4200-4245 ENGINE LINE - FUEL AND HYDRUALIC LINES 4200-4255 SETTEE INSTL & DEF ROUTING 4200-4260 TRANS PIPING - ON LINE 4200-4265 AIR PIPING 4200-4280 INSTL BATTERY BOXES 4300-4305 AUX HTR / DEF TANK / ELECT RAID WIRING 4300-4310 INSTL BATTERIES & FUSE BOX 4300-4330 SUB RADIATOR & RADIATOR BAFFLE 4300-4350 INSTL RADIATOR & HYD PIPING WC-BS Target Id Defect Code BS Description Part No P.O. Description Quantity Actual Prod QC Status Prod QC Status Operation Check Value Status Verified By Rear Brake lines Routing & Clamping NOT VERIFIED CB BS 4170 - Account only - Cape Cod, MA NOT VERIFIED Engine Installation & Torque NOT VERIFIED Starter Cable Torque NOT VERIFIED Alt. Cable Clamp / Torque NOT VERIFIED Alternator Install NOT VERIFIED Starter Install / Torque NOT VERIFIED Trans Install & Torque - Turn Bolts, Flex Plate, NOT VERIFIED Outer Housing, Flywheel Trans Install & Torque - Turn Bolts, Flex Plate, NOT VERIFIED Outer Housing, Flywheel Trans Install & Torque - Turn Bolts, Flex Plate, NOT VERIFIED Outer Housing, Flywheel Trans Install & Torque - Turn Bolts, Flex Plate, NOT VERIFIED Outer Housing, Flywheel Trans Install & Torque - Turn Bolts, Flex Plate, NOT VERIFIED Outer Housing, Flywheel, Damper Trans Install & Torque - Inner Ring, Hydrodamp, Intermediate Ring, Outer NOT VERIFIED Housing Trans Install & Torque - Inner Ring, Hydrodamp, Intermediate Ring, Outer NOT VERIFIED Housing Trans Install & Torque - Inner Bolts, Cover NOT VERIFIED Plate, Outer Housing Trans Install & Torque - Inner Ring, Outer NOT VERIFIED Ring, Turn Bolts Engine Fill Tube Installation NOT VERIFIED Hydralic Pump Install / Torque NOT VERIFIED Hybrid Cable Continuity Test NOT VERIFIED Ring Terminal Install / Torque NOT VERIFIED Ring Terminal Install / Torque NOT VERIFIED Connector Install / Torque NOT VERIFIED Connector Install / Torque NOT VERIFIED Hybrid Cable Continuity Test NOT VERIFIED Cover Plate Install / Torque NOT VERIFIED Cover Plate Install / Torque NOT VERIFIED Coolant Hose / Filter Install NOT VERIFIED DeAiration Hose Routing Install NOT VERIFIED Transmission Cooler Hose Install NOT VERIFIED Hydraulic Reservior Hoses NOT VERIFIED Fuel Hose Install NOT VERIFIED Fuel Hose Install, Top fuel Hose Torque NOT VERIFIED Fuel Hose Install, Bottom fuel Hose Torque NOT VERIFIED Air Compressor Hose NOT VERIFIED Settee Installation / Drive shaft greased NOT VERIFIED Booster Pump Piping & Clamping NOT VERIFIED Air Piping: RR Ivl / Ping /Purge / Dryer / Gov NOT VERIFIED Battery Box NOT VERIFIED Radiator Power Cable Install NOT VERIFIED Aux Coolant Heater Piping NOT VERIFIED DEF Coolant Piping & Clamping NOT VERIFIED Radiator Mounting & Hoses NOT VERIFIED WC-BS Operations 0405-405.4310 SUB BATTERY & FUSE BOX 0410-410.4235 SUB BOOSTER PUMP W/O AUX HTR 0410-410.4305 SUB AMETEK BOOSTER PUMPS 0410-410.4510 SUB SURGE TANK 0415-415.4395 SUB RR FLAG ASSY 0415-415.6050 SUB RR RUN BOX Prod QC Status 0420-420.4005 SUB AIR VALVES & FRT SHOP AIR CONN 0420-420.4105 SUB DISC BRAKE BULKHEAD FITTINGS 0420-420.4510 SUB ISO LOOP TANK 0425-425.4005 SUB RR SHOP AIR ASSY 0425-425.4015 SUB PURGE TANK & AIR DRYER 0440-440.4005 SUB PARKING BRAKE ASSY 0440-440.4090 SUB BRAKE RETARDER PRESS SWS & THROTTLE 0445-445.4056 SUB AUX & U'SEAT HTR VALVES & SOLENOID 0445-445.4060 SUB AUX COOLANT HEATER 0460-460.4005 SUB BULKHEAD PLATE & AIR GOV 0460-460.4010 SUB HYDRUALIC RESERVOIR 0460-460.4015 SUB PING TANK 0480-480.1800 SPARE TIRE & WHEEL 0480-480.4610 SUB WHEELS - TIRE SHED 4302-4395 INSTL RR FLAG ELECT 4500-4501 SUB & INSTL FUEL TANK 4500-4505 INSTL AC COMPRESSOR 4500-4510 ENGINE PIPING 4600-4605 CHASSIS START-UP 4600-4610 INSTL WHEELS & FUEL TANKS 4800-4805 CHASSIS UNDERSIDE & PICK UP WC-BS Target Actual Id Defect Code BS Description Prod QC Status Part No P.O. Description Operation Check Flag Panel Instl. & Torque 140 In -Lb Battery Fuse Installation Electrical Harnesses & Clamps J-1939 Connections Power Cables & Vanner Torque Fuse Box Install Power Cables & Cut-off Switch Torque Battery Cables Clearance Fuel Tank Installation Fuel Lines Routing & Clamping Torque A/C Compressor Installation Air Compressor Piping Air Intake System Surge Tank & Hoses CAC Installation & Clamping TEST TEST TEST TEST Turbo Piping & Clamping Exhaust Test Ports and Plugs Air Restriction Indicator Isoloop Coolant Hose Routing & Clamping Verify Surge Tank Coolant Sensor -Level Location Value Quantity Prod Status NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED QC Status Verified By Engine Oil Type & Level Transmission Oil Type & Level Radiator Coolant Hydrualic Fluid Type & Level Engine Startup Tires & Wheels Verification Rear Wheel Lug Torque Front Wheel Lug Torque Air Test (Wet Test) Coolant Hose Leak Test FR/RR Axle Pods, Cage Bolts, & Lock Clips Hybrid Sub Station Comp. Instl. & Torque Hybrid Sub Station Comp. Instl. & Torque FR/RR Brake Hose Clearance on Bump Stops RR Brake Hose Clearance, Raised WC-BS Operations WC-BS Target Prod NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED QC Actual Id Defect Code BS Description Prod Status QC Status Part No P.O. Description Quantity Prod QC Status 04•UTSIDE [OPERATION Operation Check Value Status Verified By WC-BS Operations Prod QC Status WC-BS Target Actual Id Defect Code BS Description Prod QC Status Part No P.O. Description Quantity Prod QC Status -••F/SIDEWALL [OPERATION Operation Check Value Status Verified By WC-BS Operations 0500-500.5000 ROOF FRAMING 0510-510.5000 ROOF SKIN 0521-521.5000 SUB ANTENNA & CAMERA CABLES 0525-525.5000 ROOF INTERIOR #1 0530-530.5000 ROOF INTERIOR #2 & AIR TANK INSTL 0540-540.5000 ROOF INTERIOR #3 Prod QC Status 0540-545.5000 LAMP KIT & LAMP DUCT & HARN PREP 0550-550.5000 INSTL CAMERAS & MICS 0550-555.5000 ROOF INSPECTION 0560-560.5000 SUB MUFFLER / AFTERTREATMENT ASSY 0562-562.5000 SUB HVAC BULKHEAD & FRAME ASSY 0564-564.5000 SUB HVAC PLATFORM ASSY 0566-566.5000 SUB HVAC ASSY 0568-568.5000 SUB BULKHEAD HARN WC-BS Target Id Defect Code BS Description 0 -O•[SHORTX Part No P.O. Description Quantity Operation Check CB 05A/BS 500.5000/Seq 3 CB - 197439 Bus Only - 500.5000 CB B094193 - Bus Only 500.5000 Value Actual Prod QC Status Prod QC Status Status NOT VERIFIED NOT VERIFIED NOT VERIFIED Verified By WC-BS Operations Prod QC Status WC-BS Target Id Defect Code BS Description Part No P.O. Description Quantity Operation Check Value WC-BS Operations 5000-5005 LAND SIDE FRAME @ UNIBODY 5000-5015 INSTL SETTEE ASSY @ UNIBODY 5000-5020 INSTL RR FRAME ASSY @ UNIBODY 5100-5110 INSTL WINDOW POSTS @ UNIBODY 5100-5115 INSTL FRT FRAME & DEST SIGN BRKTS 5100-5120 INSTL STRESS PNLS @ UNIBODY 5100-5125 RR DOOR STRESS PNL & UPR POSTS @U'BODY 5200-5205 INSTL SPEAKER PNL 5200-5215 INSTL EXTERIOR POST CAPS 5200-5220 UNIBODY CORROSION COATING 5400-5405 CONNECT ENGINE COMPARTMENT PIPING 5400-5410 INSTL TAPPING PLATES 5400-5415 LAND UNIBODY ON CHASSIS Actual Prod QC Status Prod QC Status Status Verified By Prod QC Status 5400-5420 5400-5615 5600-5605 5600-5610 5600-5620 5802-5835 WC-BS INSTL FRT HOOP & STEERING BRKT INSTL RR WHEEL WELLS INSTL FRT WHEEL WELLS INSTL CNG & HYB ROOF MOUNTED COMPONENTS INSTL THEATER STEP FLOOR PNL & PLATFORM INSTL Id Defect Code Part No P.O. BS Description Operation Check Settee Frame / Seal A/C & Side Frame Install Rear Frame Installation Exit Door Header Install Window Post Installation Destination Sign Compartment Side Frame Gusset (15 FT -LB) Front & Rear Door Stress Panels Side Frame Stress Panels Target Description Value Quantity Actual Prod Prod Status NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED QC Status QC Status Verified By Speaker Panels Exterior Post Caps Air Filter Flex Pipe / Surge Tank Install Body to Chassis Coating Body to Chassis Assembly Body Squareness Steering Column Bracket Front Wheel Well Install CNG Component Installation Hybrid Component Roof Installation Hybrid Component Roof Installation High Voltage Cable Roof Installation High Voltage Cable Roof Installation - Allison Hybrid High Voltage Cable Roof Installation- Electric High Voltage Cable Roof Installation High Voltage Cable Roof Installation High Voltage Cable Roof Installation - BAE Hybrid Rear Wheel Well Install Floor Installation Floor Sealer WC-BS Operations NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED Prod QC Status WC-BS Target Actual Id Defect Code BS Description -O• • Part No P.O. Description Quantity Operation Check Value Prod QC Status Status WC-BS Operations 0608-608.6205 SUB FRT W/WELL TUBS 0610-610.6410 SUB FRT CAP 5800-5805 INSTL AIR TANK COMPT CLOSEOUT 5800-5815 INSTL FRT DR HEADER 5800-5820 ENGINE & HVAC COMPT PIPING 5800-5825 INSTL SKIRT PNL BRKTS 6000-6015 INSTL EXTERIOR SKIRT PNLS 6000-6020 INSTL FRT & RR DOORS 6200-6205 INSTL FRT W/WELL TUBS 6400-6410 INSTL FRT CAP 6400-6405 DRIVERS BARRIER & EE BOX INSTL 6600-6600 INSTL DRIVERS DASH POD & SIDE CONSOLE 6600-6610 INSTL RR CAP 6600-6605 INSTL HEADLAMPS & SAWTOOT CONSOLE 6800-6810 INSTL DRIVERS HEATER & W/S WASHER BOTTLE Prod QC Status I Verified By Prod QC Status 6800-6815 INSTL RR ENGINE DOOR & RR CORNER PNLS 6800-6833 AC COMPRESSOR HOSES (2nd SHIFT) WC-BS Target Id Defect Code BS Description 0. BODY/PANELING [SH4 Part No P.O. Description Quantity Operation Check Value Rear Electrical Panel Installation Air Tank Closeout Installation CB Cape Cod, MA Only bs 5805 CB BS 5820 Bus Mode ONLY - Diesel Skirt Panel Brkt Installation Skirt Panel Installation Skirt Panel Prep, Locks, Latches & Primer Front Door Harness Interference Front Door Header Installation Electrical Panel Closeout & Side Access Door Installation Front Door Installation Exit Door & Nosing Installation Actual Prod QC Status Prod QC Status Status NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED Verified By Wheel Tub Installation NOT VERIFIED Qpod Harness Routing NOT VERIFIED Chime Harness Routing NOT VERIFIED Driver's Side Console Installation NOT VERIFIED Driver's Barrier Installation NOT VERIFIED Electrical Equipment Box Verification NOT VERIFIED Side Overhead Grabrail Installation NOT VERIFIED Front Cap Installation NOT VERIFIED Rear Cap & HVAC Door Installation NOT VERIFIED Tail Pipe Installation NOT VERIFIED Windshield Opening NOT VERIFIED BRT Windshield Squareness NOT VERIFIED Drivers Heater / Washer Bottle Installation NOT VERIFIED Sawtooth / B-Post Closeout Installation NOT VERIFIED Fire Suppression System Installation NOT VERIFIED Engine Compartment Harness / Hose Routing NOT VERIFIED & Clamping 12/24v Cable Torque Frt Panel NOT VERIFIED 12/24v Cable Torque Rear Panel NOT VERIFIED Engine Compt Routing @ Settee Hatch NOT VERIFIED Dash Prep & Installation NOT VERIFIED Engine Door & Light Corner Installation NOT VERIFIED Engine Belt Guard Installation NOT VERIFIED Headlamp Installation NOT VERIFIED WC-BS Operations Prod QC Status 0570-570.5000 SUB AIR TANKS 0590-590.5000 SUB CURB SIDE FRAME ASM 0590-591.5000 SUB STREET SIDE FRAME ASM 0590-592.5000 SUB & INSTL AIR TANK DRAIN VALVES 0595-595.5000 SUB RR FRAME ASSY 0601-601.6015 SUB BATTERY DOOR 0601-601.6020 SUB UPR ACCESS DOORS 0602-602.5805 SUB AIRTANK COMPT CLOSEOUT & RR BULKHEAD 0603-603.6610 SUB HVAC DOOR 0604-604.6815 SUB ENGINE DOOR 0605-605.6015 SUB EXTERIOR SKIRT PNLS 0606-606.5820 SUB DEST SIGN COMPT DOOR 0606-606.6600 SUB DRIVERS DOOR DUMP VALVE 0606-606.6815 SUB ENGINE BELT GUARD 0606-606.8715 SUB HVAC RETURN AIR GRILL 0607-607.525 SUB BSTR FN/SAWTOOTH/FRT DR HDR CMPT DRS 0607-607.540 SUB DEST SIGN COMPT DOOR BRACKETS 0607-607.5805 SUB CABLES FOR AIR TANK COMPT C/O 0607-607.5825 SUB GAS SPRING BRKT 0607-607.6810 SUB 29' FUEL FILL CLOSEOUT 0609-609.5205 SUB RR DOOR BASEPLATE 0609-609.6600 SUB DRIVERS SIDE CONSOLE 0645-645.8305 SUB MODESTY PNL SUB-ASSY 0646-646.8410 SUB CHIME SW, PULL CORD & TOUCH TAPE 0646-646.8570 SUB TRANSFER CUTTER SUB-ASSY 0646-646.8640 SUB WIPER BOTTLE ACCESS DOOR SUB-ASSY 0647-647.6605 SUB 29' DRIVER BARRIER 0647-647.8135 SUB FRT MODESTY PANEL 0647-647.8160 FRT DEST SIGN GLAZING MASKING 0647-647.8315 SUB DRIVER'S STORAGE BOX SUB-ASSY 0647-647.8510 SUB BLKHD CORNER TRIM ASSY 0647-647.8565 SUB 29' W/WELL F/U FOOT REST SUB-ASSY WC-BS Target Id Defect Code BS Description 0. :OD Part No P.O. Description Quantity Operation Check Value Air tank drain valves WC-BS Operations 0700-700 SIDE FRAME PREP/PRIMER 0730-730 PAINT - SMALL PARTS 0770-770 INTERIOR DETAIL Pnt001-Pnt001 09 RACK MASKING Pnt002-Pnt002 BODY SHOP Pnt003-Pnt003 PREP STALL Pnt004-Pnt004 SIDE FRAME WASH / SKIRT PANELS Pnt005-Pnt005 BACK WALL TAPE / ETCH AND WASH Pnt006-Pnt006 MAIN MIXING ROOM Actual Prod QC Status Prod QC Status Status Verified By NOT VERIFIED Prod QC Status Pnt007-Pnt007 DRYING STATION Pnt008-Pnt008 COMPLETES TEAM 1 Pnt009-Pnt009 COMPLETES TEAM 2 Pnt010-Pnt010 COMPLETES TEAM 3 Pnt011-Pnt011 LAYOUT 1 Pnt012-Pnt012 LAYOUT SANDING Pnt013-Pnt013 STRIPES TEAM 1 Pnt014-Pnt014 STRIPES TEAM 2 Pnt015-Pnt015 SATELLITE MIXING ROOM 1 Pnt016-Pnt016 STRIP/COMPARTMENTS Pnt017-Pnt017 REPAIR TEAM 1 Pnt018-Pnt018 REPAIR TEAM 2 Pnt019-Pnt019 HUBS, ROOF #'S, FINAL Pnt020-Pnt020 UNDERSEAL BUS Pnt021-Pnt021 LIFT RACK / UNDERSIDE Pnt022-Pnt022 FINAL LINE / GRILLS Pnt023-Pnt023 READY ROW Pnt024-Pnt024 UNDERSEAL BOARDS Pnt025-Pnt025 POWDER COAT WC-BS Target Actual Id Defect Code BS Description Prod QC Status Part No P.O. Description Quantity Prod Operation Check Value Status Layout NOT VERIFIED Skirt Panels Lower Edge NOT VERIFIED Front Door Rubber NOT VERIFIED Rear Door Rubber NOT VERIFIED Front cap pinhole and scratch free E.L. 05/16 NOT VERIFIED Hubs Painted NOT VERIFIED Roof Numbers NOT VERIFIED Overspray, Kick Panels NOT VERIFIED Overspray, Side Console NOT VERIFIED Overspray, Dash NOT VERIFIED Overspray, Below Driver's Window NOT VERIFIED Overspray, Entrance Doors NOT VERIFIED Overspray, Exit Doors NOT VERIFIED Overspray, Post Caps, Electrical Box / Wheel NOT VERIFIED Tubs Overspray, Entry Threshold Panels NOT VERIFIED Mid rail mills should be above 1.8 CB NOT VERIFIED CB - Test Albany NY account for PNT001 NOT VERIFIED WC-BS Operations Prod QC WC-BS Target Actual QC Status Verified By Status Id Defect Code BS Description 0• •- A9 Part No P.O. Description Quantity Operation Check Value Prod QC Status Status WC-BS Operations 0820-820.8105 SUB INTERIOR STEP TRIM 8000-8000 FLOORING INSTL 8050-8055 WELD FLOORING 8100-8101 FRONT BUMPER INSTL 8100-8102 REAR BUMPER INSTL 8100-8105 INTERIOR EDGE TRIM & STEP LAMP 8100-8120 INSTALL COWLINGS 8100-8135 FAREBOX PLATFORM 8100-8140 INSTL LWR INTERIOR SIDEWALL PNL MELAMINE 8150-8155 RR SEAT RAILS & TRACKS 8150-8160 DEST SIGN & FRT DOOR GLAZING 8150-8165 RR DOOR RUBBER & GLAZING 8200-8200 WINDSHIELD INSTL 8200-8205 UNDERSEAT HEATER INSTL 8200-8215 INT SEAT RAIL RIVET INSTL 8200-8220 FRT & RR DEST SIGN INSTL Prod QC Status Verified By Prod QC Status WC-BS Id Defect Code Part No P.O. BS Description Operation Check Flooring Installation Front Mudflaps Front Bumper Fender Installation Rear Mudflaps Rear Bumper Installation Farebox Platform Interior Panels Seat Rail Installation / T-Bolts Door Seals Door Glazing & Seal Windshield Installation Passenger Heater(s) Alignment to specifications T2 Verify Alignment Sheet upload T2 Target Description Value Quantity Actual Prod Prod Status NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED QC Status QC Status Verified By Set turn Angle T3 NOT VERIFIED Add OPCK to ok OPCK and Verified NOT VERIFIED Operation. T5 Side Destination Sign(s) & Serial Numbers NOT VERIFIED Exhaust Diffuser Installation NOT VERIFIED Rear Run Sign NOT VERIFIED Front Destination Sign & Serial Numbers NOT VERIFIED WC-BS Operations Prod QC WC-BS Target Actual Id Defect Code BS Description 0:A• Part No P.O. Description Quantity Operation Check WC-BS Operations 0870-870 LOAD SEAT CARTS 8250-8250 FRONT DASH 8250-8255 FRONT EXTERIOR TRIM Status Prod QC Status Prod QC Status Value Status Verified By Prod QC Status 8300-8305 MODESTY PNL INSTL 8300-8310 WINDOW INSTL 8300-8315 SAFETY EQUIPMENT & DRIVERS SEAT 8300-8320 EXTERIOR MIRRORS 8400-8410 PULL CORDS & TOUCH TAPES 8400-8425 INTERIOR MIRRORS 8500-8501 FRONT PASSENGER SEATS 8500-8510 SETTEE SEATS 8550-8565 MID PASSENGER SEATS 8550-8570 DASH COMPONENTS & FAREBOX 8600-8615 VERT STANCHION INSTL 8600-8655 UPPER EXTERIOR TRIM WC-BS Target Id Defect Code Part No P.O. Operation Check Sun Screens / Driver Entrance Grab Handles BRT Dash Trim BS Description Description Value Quantity Actual Prod Prod Status NOT VERIFIED NOT VERIFIED NOT VERIFIED QC Status QC Status Verified By Fire Extinguisher NOT VERIFIED First Aid Kit NOT VERIFIED Road Warning Kit NOT VERIFIED Driver Shield NOT VERIFIED Wiper Arm Asm NOT VERIFIED Exterior Side Ad Frames NOT VERIFIED Drip Rail Installation NOT VERIFIED Front License Plate NOT VERIFIED Exterior Ad Frames NOT VERIFIED Exterior Foam Tape, Reflectors and Latches NOT VERIFIED Hubodometer NOT VERIFIED Exterior Graphics NOT VERIFIED Modesty Panels NOT VERIFIED Interior Ad Frames NOT VERIFIED Passenger Windows NOT VERIFIED Driver's Window NOT VERIFIED Driver's Seat and Serial Numbers NOT VERIFIED Exterior Mirrors NOT VERIFIED Passenger Signals NOT VERIFIED Passenger Signals NOT VERIFIED Interior Mirrors NOT VERIFIED ADA Spacing NOT VERIFIED Shoulder Belt & Floor NOT VERIFIED Stanchion Location & Torque NOT VERIFIED Seat Location / Hip to Knee NOT VERIFIED Seat Mounting Torque NOT VERIFIED Window Bars NOT VERIFIED Farebox & Serial Numbers NOT VERIFIED Farebox Guard Grab Handles at Wheelwells Check Floor Sealer NOT VERIFIED NOT VERIFIED NOT VERIFIED WC-BS Operations Prod QC Status 0920-920.6910 SUB AIR INTAKE CLOSEOUT 0920-920.9220 SUB STEERING COLUMN 5001-900.5050 INSTL FIRE WIRES & ENGINE COMPT LAMPS 5101-900.5155 INSTL RR DOOR 10 & VAPOR MODULES 5601-900.5650 RR FLAG PNL PREP 5601-900.5655 DASH BRKT PREP 6001-900.6040 INSTL DASH HARN 6001-900.6050 INSTL RR RUN BOX 6001-900.6055 CAMERA CABLE PREP 6202-900.6205 FRT 10 ELECT COMPT & FLEETWATCH TX55 6202-900.6210 INSTL RR FLAG PNL COVER & RR 10 WIRING 6803-900.6800 INSTL DASH PNLS 6803-900.6855 INSTL RR AXLE MUD FLAPS 6901-900.6905 PROG STATION 9200-9210 SEAL UNDERSIDE & FLUIDS 9200-9220 INSTL STEERING COLUMN WC-BS Target Actual Id Defect Code BS Description Prod QC Status Part No P.O. Description Quantity Operation Check Value Fire Wire Routing Engine Comparment Harness & Hose Routing 12 / 24V Connections at Flag Alex and CB's op -check test AC Power Cable at Flag WC-BS Operations Prod WC-BS Target Id Defect Code BS Description 0• BODY ELECTRICAL - SUB Part No P.O. Description Quantity Prod QC Status Status NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED Verified By QC Status Actual Prod QC Status Prod QC Status Operation Check Value Status Verified By WC-BS Operations 1600-1600 ALIGNMENT& STEERING WHEELS 1700-1700 DYNO 1700-1750 ROAD TEST DRIVE 1800-1800 READY ROW 1800-1850 UNDERSIDE INSPECTION WC-BS Target Id Defect Code BS Description Part No P.O. Description Operation Check Adjust Draglink Torque Draglink & Key Rear Suspension Air Bag Height Check Horn Operation Torque Steering Wheel & Stake Step Height Clear Front Brake Lines Front Air Bags Clearance Value Quantity Prod QC Status Actual Prod QC Status Prod QC Status Status NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED Verified By Snow Chain Adjustment & Angles NOT VERIFIED CB BS change to 1700 from 1600 Syracuse NOT VERIFIED NY ONLY, no bus mode/bus/transmission Max Water Temp: Degrees NOT VERIFIED Headlight Adjustment NOT VERIFIED A/C Belt Tension NOT VERIFIED HVAC System Function NOT VERIFIED Heater/Defroster Function NOT VERIFIED Aux. Coolant Heater Function NOT VERIFIED Engine Performance NOT VERIFIED Transmission Shifting NOT VERIFIED Full Brake Retarder NOT VERIFIED 1/3 Throttle & 2/3 Brake Retarder NOT VERIFIED Aux Brake Test NOT VERIFIED Aux Brake Test NOT VERIFIED Speedometer Accuracy NOT VERIFIED Maximum Speed: MPH NOT VERIFIED Verify Dyno Sheet Upload NOT VERIFIED Test Interlock NOT VERIFIED Hydraulic Leaks NOT VERIFIED Coolant Leaks NOT VERIFIED Check For Codes NOT VERIFIED Check Engine Oil Level NOT VERIFIED Check Transmission Oil Level NOT VERIFIED Check Engine Coolant Level NOT VERIFIED Check Hydraulic Fluid Level NOT VERIFIED Axle Oil Level NOT VERIFIED Fire Suppression System Armed NOT VERIFIED Start / Stop NOT VERIFIED Depot Mode NOT VERIFIED Water Test NOT VERIFIED 1,000 Mile Road Test NOT VERIFIED Brake Test Results From Road Test NOT VERIFIED CNG Methane Leak Check NOT VERIFIED Eng. Shut Down w/ Methane Leak NOT VERIFIED WC-BS Operations 1000-1001 INSTALL DECALS 1000-1002 INSTL EXT DECALS/ KITTING/ SHIP LOOSE 1000-300.1000 ELECT COMPONENT INSTL & DEST SIGN FUNCT 1000-300.900 VIDEO SYSTEM CONFIGURATION 1400-1410 LIFT RACK UNDERSIDE 1400-1420 ADA RAMP INSTALL 8051-300.8055 INSTL EXT ELECT 8051-300.8060 EXT. VIDEO / ROOF RAIL LAMP INSTL 8051-300.8065 INT. VIDEO / PANEL LAMP INSTL 8251-300.8250 ISOLATION LOOP 8251-300.8255 ELECT DOOR INSTL 8601-300.8635 INTERIOR ELECTRICAL INSTALL #1 8601-300.8640 INTERIOR ELECTRICAL INSTALL #2 8700-120 EXTERIOR GRAPHICS - CIS INSTL 8701-300.8715 DOOR ADJUSTMENTS 8701-300.8720 VIDEO SYSTEM INTEGRATION Prod QC Status WC-BS Target Actual Id Defect Code BS Description Prod ATTACHMENT(S) I - Part No P.O. Description Quantity Prod Operation Check Value Status CB BS 1001 Customer only -Worcester, Ma NOT VERIFIED Interior & Exterior Gillig Decals NOT VERIFIED Ship Loose Items NOT VERIFIED CB Hi Alex !!! new OPCk NOT VERIFIED CB operation —check —master test V2 NOT VERIFIED Check Torque Seal All Hardware NOT VERIFIED Engine Compartment Wiring and Hose NOT VERIFIED Routing Engine Compartment Clearances NOT VERIFIED Check Fuel Leaks NOT VERIFIED Check Hydraulic Leaks NOT VERIFIED Check Coolant Leaks NOT VERIFIED Check Oil Leaks NOT VERIFIED Proper Clamps and Hanger NOT VERIFIED Brake Hose Routing NOT VERIFIED Slack Adjuster Angle NOT VERIFIED Clevis and Cotter Pins — Front NOT VERIFIED QC Status QC Status Verified By Clevis and Cotter Pins — Rear NOT VERIFIED Underside Wiring and Hose Routing NOT VERIFIED Susp. Hardware Torque and Seal NOT VERIFIED Under Seal Complete NOT VERIFIED Check Front Hub Oil Level NOT VERIFIED Cleanliness NOT VERIFIED Ramp Hardware Torqued NOT VERIFIED Ramp Trim NOT VERIFIED Ramp Nosing NOT VERIFIED Ramp Beeper NOT VERIFIED Interlock Works w/ Ramp Deployed NOT VERIFIED Interlock w/ Ramp Manually Deployed NOT VERIFIED Cycle Ramp Minimum 6 Times NOT VERIFIED Aisle Lamps NOT VERIFIED Stanchion Chime / Function NOT VERIFIED Electrical Function Check NOT VERIFIED Coolant ISO -Loop NOT VERIFIED A/C Belt Alignment Verification NOT VERIFIED Bike Rike Installation NOT VERIFIED Torque Wheel Lug Nuts NOT VERIFIED Tire Air Pressure NOT VERIFIED Tail light installation T1 NOT VERIFIED A/C Belt Alignment Verification NOT VERIFIED Turn signal at installation. NOT VERIFIED Marker Lights NOT VERIFIED Stepwell lights NOT VERIFIED Entrance Door Operation - Close NOT VERIFIED Entrance Door Operation - Sensitive Edge NOT VERIFIED Exit Door Operation - Open Exit Door Operation - Close Exit Door Operation - Sensitive Edge WC-BS WC-BS Id Defect Code Operations NOT VERIFIED NOT VERIFIED NOT VERIFIED Prod QC Status Target Actual BS Description Prod QC Status Part No P.O. Description Operation Check WC-BS Operations WC-BS Quantity Prod QC Status RE SHED [OPERATION Value Status Verified By Ta rget Prod QC Status Actual Id Defect Code BS Description Prod QC Status ATTACHMENT(S) 20S - TIRE SHED [SHORTAGES] 20S - TIRE SHED [OPERATION CHECK] 33 - 3RD SHIFT - A/C COMPRESSOR 33 - 3RD SHIFT - A/C COMPRESSOR [ATTACHMENT(S)] 33 - 3RD SHIFT - A/C COMPRESSOR [PICTURE VALIDATION] 33 - 3RD SHIFT - A/C COMPRESSOR [DISCREPANCY] ATTACHMENT(S) 33 - 3RD SHIFT - A/C COMPRESSOR [SHORTAGES] 33 - 3RD SHIFT - A/C COMPRESSOR [OPERATION CHECK] 33S - ROUTER - INSULATION 33S - ROUTER - INSULATION [ATTACHMENT(S)] 33S - ROUTER - INSULATION [PICTURE VALIDATION] Id Defect Code BS Description Prod QC Status Part No P.O. Description Operation Check WC-BS Operations WC-BS Id Defect Code Quantity Prod QC Status •N [OPERATION Value Status Verified By Target BS Description Part No P.O. Description Operation Check • WC-BS Operations Prod QC Status Actual Prod QC Status Quantity Prod QC Status [OPERATION Value Status Verified By Prod QC Status OE - FIBERGLASS / CAP AREA [ATTACHMENT(S)] OE - FIBERGLASS / CAP AREA [PICTURE VALIDATION] OE - FIBERGLASS / CAP AREA [DISCREPANCY] ATTACHMENT(S) OE - FIBERGLASS / CAP AREA [SHORTAGES] OE - FIBERGLASS / CAP AREA [OPERATION CHECK] OS - GENERIC OUTSIDE SERV OS - GENERIC OUTSIDE SERV [ATTACHMENT(S)] OS - GENERIC OUTSIDE SERV [PICTURE VALIDATION] OS - GENERIC OUTSIDE SERV [DISCREPANCY] ATTACHMENT(S) OS - GENERIC OUTSIDE SERV [SHORTAGES] OS - GENERIC OUTSIDE SERV [OPERATION CHECK] PD - GENERIC PURCHASING PD - GENERIC PURCHASING [ATTACHMENT(S)] PD - GENERIC PURCHASING [PICTURE VALIDATION] PD - GENERIC PURCHASING [DISCREPANCY] ATTACHMENT(S) PD - GENERIC PURCHASING [SHORTAGES] PD - GENERIC PURCHASING [OPERATION CHECK] SP - SPARE PARTS SP - SPARE PARTS [ATTACHMENT(S)] SP - SPARE PARTS [PICTURE VALIDATION] SP - SPARE PARTS [DISCREPANCY] ATTACHMENT(S) SP - SPARE PARTS [SHORTAGES] Part No P.O. Description Quantity Prod QC Status Operation Check Value WC-BS Operations 1501-1505 2-WAY RADIO INSTL - DAY WIRELESS WC-BS Target Id Defect Code BS Description VEND - DO- •- Part No P.O. Description Quantity Status Verified By Prod QC Status Actual Prod QC Status Prod QC Status Operation Check Value Status Verified By Step 1. Clear stored faults with Pro -Link STORED FAULT menu Step 2. Record the following ECU information from Pro -Link PROGRAM ID menu. Valve Function Test: Identification QC PASS/FAIL Modulator Valve Cycle : Left Front (A) Steer Axle NOT VERIFIED Modulator Valve Cycle : Right Front (B) Steer Axle NOT VERIFIED Modulator Valve Cycle : Left Rear (C) Drive Axle Modulator Valve Cycle: Right Rear (D) Drive Axle NOT VERIFIED NOT VERIFIED Step 3. Component test for Sensors. Check the location and voltage output of each sensor. The AC voltage output should be greater than .5 volts (a), 30 rpm Sensor Function Test : Identification QC PASS/FAIL Sensor Output: Left Front Wheel (A) Steer Axle NOT VERIFIED Sensor Output: Right Front Wheel (B) Steer Axle NOT VERIFIED Sensor Output: Left Rear (C) Drive Axle NOT VERIFIED Sensor Output: Right Rear (D) Drive Axle NOT VERIFIED Step 4: Miscellaneous Component Testing Other Function Test: Identification QC PASS/FAIL ATC Modulator Valve: Full System Only NOT VERIFIED ATC Lamp (Wheel Spin): Full System Only NOT VERIFIED ABS Lamp (Tractor ABS): D Basic and Full NOT VERIFIED ABS Check Switch, Disable ATC: D Full. Hold switch for NOT VERIFIED just over 3 sec. Engine Datalink (Eng Torque) ATC: D Full NOT VERIFIED Retarder Datalink: D Basic and Full (when equipped) NOT VERIFIED Retarder Relay: D Basic and Full (when equipped) NOT VERIFIED Step 5: Air System Function and Leak Test Air System End of Line Test: Required QC PASS/FAIL 0 psi in tanks, LPS on, Dash gauge low: Confirm NOT VERIFIED Both needles rise together, max 5 psi dill: Confirm NOT VERIFIED LPS off above 60 psi below 80 psi: Confirm NOT VERIFIED Build-up time 25 seconds or less: Confirm NOT VERIFIED Compressor Cut-out psi: 125-135 psi NOT VERIFIED Supply System Leakage test: Not to exceed 4 psi in 2 minutes Service Brake Leakage test: Not to exceed 6 psi in 2 minutes Pull up PP-1: Confirm spring brakes apply Push in PP-1: Confirm spring brakes release Wet Tank Drain Down: No drop on either gauge Secondary Tank Drain Down: Red needle drop, max 2 psi drop in green needle Service Brake Application: Rear brakes apply, front brakes do not apply, stop light lights Primary Tank Drain Down: Green needle drops Primary Tank Drain Down: PP-1 pops at 35-45 psi Primary Tank Drain Down: Green needle drops, red drops 2 psi max Primary Tank at 0 psi: Front brakes apply, Rear brakes apply with spring brake,stop lights light Drain Accessory Tank: Verify flow from accessory tank drain Front Brake Interlock: Verify operation Rear Brake Interlock: Verify operation General Functions Verify Primary Screen gauges match Programming Spec and display proper values. Verify Secondary Screen gauges match Programming Spec and display proper values. Verify Engine Test switch triggers Check Engine indicator Verify ABS test switch (if applicable) triggers ABS indicator momentarily. Verify Lamp Test switch illuminates all on -screen and physical telltale indicators for 10 seconds (or as noted). QC NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED PASS/FAIL NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED NOT VERIFIED Day Run / Night Run Modes QC PASS/FAIL Ensure Day Run shows a white background with colored NOT VERIFIED graphics Ensure Night Run shows a black background with colored NOT VERIFIED graphics Verify screen toggles properly with specified screen NOT VERIFIED control (i.e. run sw or ambient light sensor) Camera viewing QC PASS/FAIL Verify Rear door camera image appears when rear door NOT VERIFIED open is triggered. Verify Back-up camera image appears when transmission is set to reverse. Ensure image displays the curb side on NOT VERIFIED the right and street side on the left (i.e. mirrored) When interlock is ACTIVATED, verify that the REAR DOOR camera image appears, when BOTH rear door NOT VERIFIED open and reverse signals are active. When interlock is DEACTIVATED, verify that the BACK- UP camera image appears, when BOTH rear door open NOT VERIFIED and reverse signals are active. Seat Cushion Alarm QC PASS/FAIL Verify that the "Set Parking Brake" image functions as NOT VERIFIED described. Seat Belt Alarm QC PASS/FAIL Verify that the "Check Seatbelt" image functions as NOT VERIFIED described. Maintenance / Driver mode QC PASS/FAIL Verify that the Maintenance/Driver mode switch toggles NOT VERIFIED the screen between Maintenance Mode and Driver mode. In Maintenance Mode, Verify J1939 button displays J1939 NOT VERIFIED signals. In Maintenance Mode, Ensure "System Status" button NOT VERIFIED displays all I/O modules on bus and show as "Online" In Maintenance Mode, Verify that the screen remains on the current screen while the bus is moving more than 3 NOT VERIFIED mph. In Driver Mode, Verify Diag. Menu button does not appear NOT VERIFIED on the Primary Screen. In Driver Mode, Verify that the screen returns to the NOT VERIFIED Primary Screen when the bus is moving more than 3 mph. Shutdown QC PASS/FAIL Turn Ignition off, and Verify screen remains on while 1/0 NOT VERIFIED multiples system is on. Set the Maintenance/Driver mode switch to "Driver" before NOT VERIFIED leaving the bus. OPERATION QC PASS/FAIL VIN Plate Installed NOT VERIFIED All Shortages Addressed NOT VERIFIED All Write -Ups Completed NOT VERIFIED All Final Operations Completed NOT VERIFIED All Safety Gear Installed NOT VERIFIED All Interior Doors Secured NOT VERIFIED All Exterior Doors Secured NOT VERIFIED Ship Loose Items (Noted On Green Sheet) NOT VERIFIED Function Check Complete NOT VERIFIED Fire Suppression Sys. Activated NOT VERIFIED End -Of -Line Air System Test NOT VERIFIED Attachment Check Off List Complete NOT VERIFIED Defect Code Description Prod QC Status