Lone Star Handicap Vans. LLC. Download PDF ReportEXECUTIVE SUMMARY
Lone Star Handicap Vans, LLC., submitted a model Ram Promaster, gasoline- powered eight seat
(including the driver) 20-foot bus, for a 4 yr/100,000 mile STURAA test. The odometer reading at
the time of delivery was 3,491 miles. Testing started on March 22, 2016 and was completed on
August 12, 2016. The Check-In section of the report provides a description of the bus and
specifies its major components.
The primary part of the test program is the Structural Durability Test, which also provides the
information for the Maintainability and Reliability results. The Structural Durability Test was
started on March 29, 2016 and was completed on June 29, 2016.
The interior of the bus is configured with seating for eight passengers including the driver plus
two wheelchair positions. Note: this test vehicle is not designed to standing passengers. The
resulting potential load is eight persons plus two wheelchair positions. At 150 lbs per person,
and 600 lbs per wheelchair position this load results in a measured gross vehicle weight of 8,770
lbs. Due to no standing passengers the first segment (GVW) and the second segment (SLW) of the
Structural Durability Test were performed at the same weight of 8,770 lbs. The final segment was
performed at a CW of 6,360 lbs. Durability driving resulted in unscheduled maintenance consisting
of one failure. A description of this failure, 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, 2 or 4 failures. The one reported
Class 3 failure was the result of both rear tires contacting the top of the wheel wells.
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 7.52 seconds. The Stopping
Distance phase of the Brake Test wascompleted with the following results; for the
Uniform High Friction Test average stopping distances were 24.79’ at 20 mph, 47.35’ at 30 mph,
77.35’ at 40 mph and 98.56’ at 45 mph. The average stopping distance for the Uniform Low Friction Test
was 28.06’. 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 0.105 inches with a
permanent set ranging between -0.001 to 0.004 inches under a distributed static load of 4,200 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 vehicle submitted for testing was not equipped with any type of 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 3.8 inches.
A Fuel Economy Test was run on simulated central business district, arterial, and commuter courses.
The results were 10.54 mpg, 11.03 mpg, and 20.62 mpg respectively; with an overall average of
A series of Interior and Exterior Noise Tests was performed. These data are
listed in Section 7.1 and 7.2 respectively.