Double K Inc., dba Hometown Trolley submitted a model Streetcar, diesel powered
30 seat (including the driver) 36-foot trolley, for a 10 yr./350,000 mile STURAA
test. The odometer reading at the time of delivery was 4,921 miles. Testing started on
January 5, 2015 and was completed on June 19, 2015. The Check-In section of the
report provides a description of the bus and specifies its major components.

The primary part of the test program is the Structural Durability Test, which also
provides the information for the Maintainability and Reliability results. The Structural
Durability Test was started on January 15, 2015 and was completed on May 22, 2015.

The interior of the bus is configured with seating for 30 passengers including the
driver. Note: This test trolley is not designed to accommodate standing passengers,
therefore there is no free floor space. The resulting potential load is 30 persons. At 150
lbs. per person, this load results in a measured gross vehicle weight of 28,760 lbs. The
first segment of the Structural Durability Test was performed with the bus loaded to a
GVW of 28,760 lbs. The middle seated load weight segment was performed at the
28,760 lbs. Note; GVW and SLW are the same due to no standing passengers. And
the final segment was performed at a curb weight of 23,920 lbs. Durability driving
resulted in unscheduled maintenance and failures that involved a variety of subsystems.
A description of failures, and a complete and detailed listing of scheduled and
unscheduled maintenance are provided in the Maintainability section of this report.

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

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 15 reported failures, 9 were Class 3 and 6 were
Class 4.

The Safety Test (a double-lane change, obstacle avoidance test) was safely
performed in both right-hand and left-hand directions up to a maximum test speed of 45
mph. The performance of the bus is illustrated by a speed vs. time plot. Acceleration
and gradeability test data are provided in Section 4, Performance. The average time to
obtain 50 mph was 27.40 seconds. Top speed obtained on the dynamometer was 67.5
mph. The Stopping Distance phase of the Brake Test was completed with the following
results; for the Uniform High Friction Test average stopping distances were 26.16’ at 20
mph, 51.00’ at 30 mph, 86.12’ at 40 mph and 112.95’ at 45 mph. The average stopping
distance for the Uniform Low Friction Test was 28.63’. 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 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 0.045
inches with a permanent set ranging between -0.001 to 0.005 inches under a distributed
static load of 11,250 lbs. The Distortion Test was completed with all subsystems, doors
and escape mechanisms operating properly. No water leakage was observed
throughout the test. All subsystems operated properly.

The test trolley was designed with no tow eyes or tow hooks, therefore the Static
Towing Test was not performed. The Dynamic Towing Test was performed by means
of a front-lift tow. The towing interface was accomplished using a hydraulic 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 3.7 inches.

A Fuel Economy Test was run on simulated central business district, arterial, and
commuter courses. The results were 3.69 mpg, 4.29 mpg, and 7.87 mpg respectively;
with an overall average of 4.56 mpg.

A series of Interior and Exterior Noise Tests was performed. These data are
listed in Section 7.1 and 7.2 respectively.

The Emissions Test was performed. These results are available in Section 8 of
this report.

Number: 1412
Model: Streetcar
Vin Number: 4UZAB0DTXECFX4452