AUGUST.2015
BUSRIDEMAINTENANCE.COM
THE EXCLUSIVE MAINTENANCE RESOURCE FOR THE TRANSIT AND MOTORCOACH INDUSTRY
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WHAT MAKES A WELL-EQUIPPED SERVICE FACILITY?
Parts inventory management p7 | Winter maintenance p9 | Keeping buses clean p10
FROM THE EDITOR IN CHIEF
UTI: Basic safety tips are worth revisiting
VOL. 05 • NO.8
It’s often a good idea to dust off past contributions to BUSRide Maintenance for the valuable information they contain. In this case, a piece by Aaron Bereiter, a national certified trainer and technical team leader for the Universal Technical Institute (UTI) campus in Glendale Heights, IL. In his write-up, Bereiter includes a list of the top 15 safety practices every technician should follow. These are second nature to many of our readers, but a refresher never hurts: 1. Safety glasses should be worn at all times in the shop. 2. No loose or baggy clothing 3. Proper footwear, such as closed-toe shoes or boots 4. No jewelry 5. Clean spills immediately. 6. Pick up tools and creepers to prevent trip hazards. 7. Dispose of all fluids according to federal, state and local standards. 8. Know your surroundings. 9. Dispose of rags and oil drying mats properly. 10. Practice proper lifting techniques. 11. No horseplay in the shop 12. Select proper tools for the job and practice proper tool usage. 13. Always properly support a vehicle with jack stands before beginning any work. 14. Always chock wheels on any axle still on the ground to prevent rollaway. 15. Always properly lockout equipment to prevent accidental operation. To read Aaron’s full piece (and more like it) go to busridemaintenance.com and search for “The most valuable tool in the shop: Safety knowledge,” or find BUSRide Maintenance’s March 2011 issue.
AUGUST 2015
CONTENTS
Richard Tackett Editor in Chief BUSRide Maintenance Magazine
On the cover: What makes a well-equipped service facility?
Publisher Steve Kane skane@busridemaintenance.com Associate Publisher David Hubbard dhubbard@busridemaintenance.com Editor in Chief Richard Tackett rtackett@busridemaintenance.com Art Director Stephen Gamble sgamble@busridemaintenance.com Account Executive Jeanette Long jlong@busridemaintenance.com Accountant Fred Valdez fvaldez@busridemaintenance.com
BUS INDUSTRY SAFETY COUNCIL
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By David Beagle
Departments From the Editor in Chief Products and Services
2 3 A publication of:
Columns Parts and Service
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By MCI Parts, Service & Supply
BodyWorks
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By Al Runfola
Preparing for Winter
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By Colin Dilley, Ph.D.
Maintenance Facility Design
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By Jared Weismantel
Focus On: Heavy-Duty Lifts By Steve Perlstein
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CEO Judi Victor jvfly@busridemaintenance.com
BUSRIDE MAINTENANCE | AUGUST.2015
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POSTMASTER: Please send address changes to:
BUSRide Maintenance Magazine 4742 North 24th Street, STE 340 Phoenix, Arizona 85016 Phone: (602) 265-7600 Fax: (602) 277-7588 busridemaintenance.com
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PRODUCTS & SERVICES
Hot STK® diesel fuel tank heater
Peerless Electronics distributes DDP LED products Peerless Electronics is now an authorized stocking distributor for DPLED Engineered Solutions, formerly known as Data Display. Peerless will be stocking a wide selection of long life, state of the art LED lamp replacements for industrial electronic, LED panel lights, cartridge lights, snap-in LED indicator lights and bolt-in panel lights from DDP. The LED design engineering group says this is an efficient LED light source that remains cool to the touch, as no heat is generated — a perfect solutions to messy, labor-intensive lamp replacement issues, and offer brighter, easy-to-view lighting to improve the performance and appearance of products. Peerless says it will also be stocking LED annunciator retrofit lamps that provide backlighting to annunciator panels.
FTG, Inc. says its Hot STK® diesel fuel tank heater solution helps save time and money with a durable in-tank hot coolant/cold fuel heat exchanger. It heats diesel fuel using hot engine coolant with the fuel in the tank and as it flows from the tank. The units are constructed from durable 6061 T6 aluminum and the head is anodized red for appearance and added corrosion protection. The thermostat on the ACV versions is set for 95 degrees F maximum fuel at outlet offering automatic control. Two versions are available: a standard type or an automatic coolant valve ACV type. FTG, Inc. Cerritos, CA
Peerless Electronics Bethpage, NY
TAKE COMMAND
WITH THE COMPLETE SOLUTION INCREASE UPTIME AND DECREASE MAINTENANCE COSTS. Today’s diesel engines are sophisticated, and as a result, they run hotter and are more expensive to repair than ever before. The Prestone Command® line of heavy duty antifreeze/coolants, additives and testing products deliver the technology and innovation fleets can trust to protect diesel engines, with the proven reliability of Prestone. www.PrestoneCommand.com • (888) 282-8960 • Email: OrdersPrestoneCommand@Prestone.com PRESTONE PRODUCTS CORPORATION, 1900 West Field Court, Lake Forest, IL 60045, ©2015 Prestone Products Corporation
Prestone Antifreeze/Coolant has protected vehicle cooling systems since 1927.
busridemaintenance.com | BUSRIDE MAINTENANCE
3
What makes a well-equipped service facility?
Start with a plan Every operation should start with a plan that saves time and money. With so many directions and considerations involved in a service facility, it is vital to first understand what type of operation is necessary and then grow it strategically to that level. We have segmented the shop types into four tiers from the most basic to full service. These tiers represent four levels of maintenance that a company might perform on its own fleet.
By David Beagle Service facilities for coaches and buses range from the basic facility that handles small maintenance jobs to full service facilities that overhaul entire vehicles. So how does an operator decide which is best for the company? The first step is to understand the needs of the operation. The dream may be of owning a full-service shop with the right equipment to straighten a full-size coach after a serious accident, but a service facility able to handle light maintenance on the fleet may be more realistic. This article will explore the makeup of various levels of service facility levels categorized by tier.
Within the facility itself, a maintenance operation is comprised of personnel, equipment and tools, its people being the most valuable asset. Therefore finding, hiring and keeping the right mechanics and technicians poses a significant challenge for any fleet operator. It stands to reason that if the personnel are the most valuable asset, they are also the most expensive. Training is a major challenge. Equipping a multimillion dollar facility with the best and newest tools and equipment is of little use if the technicians have not received the proper training on the correct and safe use of the equipment — in addition to the necessary training to troubleshoot and repair the vehicles. To be at their best, the company must encourage technicians to stay up to date on training and certifications, which are typically offered through the motorcoach manufacturers, powertrain providers and the various component vendors. As the company hires, trains and works to provide opportunities for its qualified technicians, it is imperative to also plan and provide the proper tools that allow them to perform their job in the safest, most efficient way possible. Equally important is the implementation of computerized training and instruction that allows technicians to continue their training away from the classroom. They require the hardware and all necessary software to stay abreast of changes and new technology to troubleshoot and maintain the fleet effectively. Speaking of tools and equipment: Some shops leave the tools and equipment dirty, neglected, and in some cases downright abused. The tools and equipment may be left over from the prior owner; others bought at auction or simply collected as the need has arisen. Few fleets start out with a shop tool and equipment plan. All too often, small fleet shops are underequipped for the type of work they are attempting. As a result, the maintenance and repair work performed in the shop often becomes more costly and takes longer than it should. 4
BUSRIDE MAINTENANCE | AUGUST.2015
Tier 1 Operation The basics A Tier 1 shop is a basic shop. At this level the shop can wash, clean and service lavatories. Some additional services a Tier 1 shop could conduct include: • Oil and filter changes • Lubrication • Preventive maintenance inspections • Annual DOT inspection • Light replacement • Light A/C work • Disk brake relines Even this type of shop can be underequipped for the work being performed. For example, few Tier 1 shops are Calipers (long reach), feeler gauges (long) and dial indicator equipped with a fuel system primer. Procedures for changing fuel filters changed significantly since the 2010 emission standards were released. A fuel system primer is now almost always required to change the fuel filters without ruining the fuel pump, injection pump or starter. It is possible to manually prime the system but few technicians have the patience to pump the primers manually. Historically, during the days of two cycle engines, technicians could just fill a fuel filter and crank the engine until it fired. Doing the same today can come at a very high cost. On most of today’s disc brake-equipped coaches, it is easy to change the brake pads at a Tier 1 shop. At the same time, few Tier 1 shops are equipped with the proper long feeler gauges, longreach measuring calipers and dial indicators to properly inspect the brake calipers, rotors and wheel bearings as the pads are changed. Check the coach manufacturer’s maintenance manual for the necessary inspection procedures and tools. Tools and equipment needed for a Tier 1 facility: • Run up blocks • Bottle jacks • Jack stands • Wheel chocks •A ir compressor – 5hp 80 gallon • Hand and air tools • Calipers – long reach • Feeler gauges - long • Dial indicator
• Multi-meter • Fuel systems primer • Torque wrenches • Tire depth gauge • Small area for misc. parts storage • Containment vessels for fluids with appropriate disposal plans
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Tier 2 Operation Growing Work in a Tier 2 shop gets more involved. A Tier 2 operation should be able to conduct: • Major preventive maintenance inspections • Body repairs • Glass replacement • Hub repairs • Drum brake relines • A/C work • Air system work • Electrical work This type of shop 55-ton press usually includes hardware such as a welder, a press and an appropriately-sized air compressor. A shop of this size is typically operated by one to three technicians, maintaining 10 to 30 coaches. Such a shop usually requires a fixed location with secure parts for storage and heavier shop equipment. A Tier 2 operation may or may not get involved with engine and transmission troubleshooting depending upon the level of training and available shop equipment. Tier 3 Operation Well-equipped A Tier 3 shop can perform most of the services needed to maintain a fleet. This level of shop requires a significantly greater capital investment in equipment than the lower-tier shops. Lifts, HVAC recovery machines, scaffolding, kingpin press, tire equipment and glass-handling equipment are just some of the expensive items required to properly equip a Tier 3 shop. The days are gone when one person could handle a piece of windshield glass. Glass handling HVAC recovery/recycling equipment saves time, injury and machine broken glass. This can be as simple as suction cups or as complex as overhead glass-handling cranes. Additionally, the well-equipped operation requires at least one laptop with up-to-date coach and powertrain software. Organization becomes critical When a repair facility gets to this size and level of complexity, a methodology for inventorying and accounting for the shop tools and equipment is needed. Whether it is tool boards, a tool room or a checkout system, the number of tools to properly equip a Tier 3 shop is significant. Without organization, the cost of replacement and even service downtime due to not having the right tool could be excessive.
Tier 4 Operation Full service A Tier 4 shop should be able to do almost any repair required on a coach. Occasionally, a shop of this caliber is found in a company servicing fleets with as few as 100 coaches. Most of the time, a Tier 4 facility is out of the reach or the desire of coach operators. A Tier 4 Shop engages in heavy collision repair, painting, refurbishing or rebuilding a powertrain. With the increased complexity and internal reliability of newer engines, many Tier 4 Shops forgo the rebuilding opportunities in the powertrain area, instead using manufacturer’s re-manned engines and transmissions. Equipment usage Leave it to the experts Coming full circle, properly trained personnel are essential for any tier shop. Tools and equipment should only be used by trained staff and in accordance with the coach manufacturers and tool manufacturer’s instructions. The only thing more expensive than a quality high-performing technician is one that can no longer work due to injury. Thus, providing the proper shop tools and equipment and the training to use them is extremely important. Technicians also need to be properly trained and certified for annual inspections and brake inspections. Mandates require these certifications to be kept on file. Please refer to Part 49 CFR 396.19 and 396.25 for a full explanation of these certifications.
Frame-straightening equipment would be found in a full Tier 4 facility.
For more information on Shop Tiers and equipment feel free to visit ABC Companies website (www.abc-companies. com/service). Of course, the list of equipment is not intended to be all exhaustive. Operators are encouraged to tailor the equipment list and service parameters based on their own needs and regulatory compliance. David Beagle serves as vice president of service operations for ABC Companies, Winter Garden, FL.
busridemaintenance.com | BUSRIDE MAINTENANCE
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ASK THE EXPERTS
Why are the tires on my coaches wearing oddly and faster than expected? By William Pryne The answer is as varied as all bus and coach operations. A linehaul or charter coach operation will experience different types of tire wear than a transit bus operation. In either case, tires will wear only where they contact the road surface, which will reveal the truth about wheel alignment and the root causes of abnormal wear, such as improper inflation — the most misdiagnosed reason for abnormal tire wear, yet the easiest to correct and maintain. An over-inflated tire will show even, excessive wear on the center portion of the tire. An under-inflated tire will show excessive edge wear, often mistaken for an alignment issue. A properly aligned and correctly inflated tire will show even wear across the full road-contact surface. Often misdiagnosed as an alignment issue, cupping or dips in the tire tread pattern are actually irregular rebound wear from the tire leaving and re-contacting the road surface. Generally, cupping is the result of incorrectly balanced tires, worn shock absorbers or loose suspension components. Nevertheless, tire wear often points to alignment issues that arise when the tires are not in straight-ahead full contact with the road surface. The most common wheel angles associated with wheel alignment are caster, camber and toe-in, each with their own concerns.
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Caster is an angle of the steering pivot points as viewed from the side of the wheel. The forward or rearward tilt of the kingpin designates the caster angle. Caster is generally not a tire-wearing angle but can cause the vehicle to pull to one side, requiring constant correction from the driver. Camber is an inward or outward lean of the tire as viewed from the front or rear. The top of the tire leaning in is negative camber; an outward lean is positive, which can accelerate tire wear on one edge of the tread or the other due to the contact surface with the road. A small amount of positive camber is generally preferred, as it places the majority of the rolling weight on the larger inner-wheel bearing. Camber angle is nonadjustable on solid-beam axles. Inspect often and replace any worn or damaged components. Toe-in, toe-out is the angle of each tire on the axle in relation to the other compared to a straight-ahead position. The front or leading edges of the tires are toe-in if they are closer than the rear edges, and toe-out if the front edges are farther apart than the rear. A straight-ahead position allows the tires to roll freely as opposed to a scrub of the tread as they push across the road surface. Adjust the toe by turning an adjusting sleeve attached to the tie rods on the steering knuckle. During travel, the tires will have a tendency to toe outward, and a small amount of toe-in allows for the tires to travel straight ahead. Wheel alignment measures each steering angle and makes adjustments to bring each wheel into specification. Alignment machines verify all the axles at once and create an imaginary centerline with the center of the vehicle, which helps correct issues such as a thrust angle alignment.
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Parts & Service
Parts inventory management By MCI Parts, Service and Support Business Parts inventory management can make or break the efficiency of a maintenance shop. A technician’s ability to quickly locate a needed part or component often means the difference between extended downtime or a quick turnaround. Thankfully, there are some basic best practices that operators can employ to ensure their parts inventory management is as efficient as possible. “It’s all about organizing the department; finding good vendor relationships; having a comprehensive management software; overcoming specific challenges; and knowing that quality is as important as pricing,” says Scott Crawford, Motor Coach Industries (MCI) technical training manager.
Overcome specific challenges To maintain optimal efficiency, operators must keep their eyes on a few in-shop factors: • Know usage rates. Have an adequate amount of parts available on the shelf and ready to go. • Know part lifespans. Rubberized products, for example, start deteriorating upon production – stocking shelves with products that do nothing but sit can greatly reduce useable lifespan. In short, don’t understock and definitely don’t overstock. Unused parts mean wasted money.
“There are so many purchasing factors beyond price.”
Tie it all together All of these factors are more easily managed through a comprehensive maintenance software suite. “Management software can tie together work orders and maintenance data to give operators a better picture of their parts inventories,” Crawford says. “If people don’t have that software, they often don’t have any way of physically tracking parts locations or orders.” Maintenance management software can also provide an objective look at vendor performance, tracking whether or not vendors are honoring orders, delivering on time or meeting operator standards. “Reports allow operators to hold vendors accountable,” Crawford says. “They give you solid proof of what vendors are really doing. If vendors are not performing how they’re supposed to, operators can deal with it while having all of the facts in hand.”
Good vendor relationships are key It’s important to get a reliable vendor with quality service. When it comes to bus parts, there are so many purchasing factors beyond price. “Parts quality is a huge consideration,” Crawford says. “I personally recommend that operators buy exclusively OEM or OEM-approved parts, and stay away from knock-offs above all else.” Crawford points out that OEM parts assure mechanics of fit, familiarity and performance because they match those that came with coach when it rolled off the assembly line. While OEM parts tend to be more expensive, many offer the added value of a manufacturer’s warranty. Crawford says that operators should research and rely on vendors who supply those OEM- or OEM-approved parts, noting that MCI aftermarket offers non-OE supplier parts only after testing them for form, fit, function and durability. MCI developed its value-priced, private-label Coach Guard® line using the same process, building relationships and warranty terms with each non-OE vendor. That level of confidence is perhaps even more important as technology changes. Many coach owners seek to upgrade their older coaches so they can benefit from model improvements. MCI is often able to engineer aftermarket parts for older coach models to keep them up-to-date, which often means increased reliability, durability and lifespans.
Organize the inventory “Smart operators organize parts by sections,” Crawford says. “They know that all of their electrical parts are in one section, hydraulic parts in another, and so on.” The physical layout of a parts department is no less important than the software used to manage it. Fast-moving parts should be located near the parts counter, for example, so that technicians aren’t wasting their time navigating the entire department. Parts should be stored in a clean environment. Temperature control is preferred but not always available at smaller locations. This series will continue in the November 2015 edition of BUSRide with, “Taking control of preventative maintenance.” Scott Crawford serves as technical training manager for Motor Coach Industries, Des Plaines, IL. Visit them online at www.mcicoach.com. To get the full story, read the MCI eBook on www.busride.com/ebooks
busridemaintenance.com | BUSRIDE MAINTENANCE
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Remanufacturing aids collision repair By Al Runfola
IBP Industries (IBP), Apopka, FL, formerly International Bus Parts is a one-of-a-kind manufacturing service company that specializes in metal fabrication for the bus and coach industry. The company produces bus parts, components and assemblies only for buses and coaches, and in full support of the collision repair work carried out daily in shops and maintenance facilities throughout North America. IBP specializes in remanufacturing and fabrication of metal parts and components for nearly all brands, makes and models of coaches operating in North American markets. The specialized metal fabrication carried out by IBP is an area in which most maintenance and collision repair shops can only go so far. Most are limited to minor straightening and panel replacements. Where the average bus and coach repair facilities are unable to repair the more serious damages, IBP has the engineering and manufacturing capabilities, along with years of experience, to remanufacture components such as metal door and fender assemblies to OEM specifications. The company recently expanded its product line to include MCI J4500 fiberglass door and panel assemblies. For the collision repair shops working on composite coaches, IBP is now able to provide exterior repair panels, which the OEM does not carry. Many in the bus and coach industry are simply unaware of the remanufacturing options available to them, particularly in emergencies or time-sensitive situations. There was a time when this was not the case prior to the economic downturn that occurred in 2008. Unfortunately, those more mechanicallyinclined operators are no longer in business. There were mergers and acquisitions, and many simply shut their door. The challenge at this time is to reintroduce the advantages of metal fabrication and remanufacturing to operators and maintenance managers as a viable alternative to only buying new replacement parts and components. Operators need to be aware of the savings available to them. For example, coach doors are expensive. While the OEMs often extend a considerable discount, the purchase of a perfectly remanufactured metal door assembly could save as much as another 30 percent. 8
BUSRIDE MAINTENANCE | AUGUST.2015
The purchase of a perfectly remanufactured metal door assembly could save as much as another 30 percent over an OEM purchase.
In terms of the time remanufacturing can save, here is an example. A well-known coach company called IBP in search of an MCI D4505 entrance door panel, as the factory would not have one available for at least five weeks. IBP had never made this particular door panel or done any preliminary engineering. Fortunately, there was a used door in the shop which IBP was able to remanufacture as a replacement. In two days it was ready to ship and the company had its coach back in service that weekend. If the company has never engineered a particular part, it has the ability to reverse engineer the damaged parts in an assembly and remanufacture them back to factory specs— usually in less time and at a lower cost. Where full replacements are costly, such as an entrance door, IBP is able to remanufacture only the section in need of repair. The company has the special tooling to make a frame section that is typically unavailable through the OEM. If a coach is down needing a component and the factory is out of stock, IBP has the capability to reverse engineer the necessary parts and fabricate a factory-spec replacement, usually in less time and at a lower cost. Operators also need to know about the option of remanufacturing and fabrication of metal parts and assemblies for all brands, makes and models. The list of parts and components for each is extensive. The depth of IBP is exemplified in its library of bus specs and engineering, which goes back as far as a 1950s-era Greyhound Scenicruiser, for which it manufactured a polished stainless exterior. Bus enthusiasts call in and are amazed IBP can make a perfect fitting panel for older coaches. Visit IBP Industries online at www.ibpindustries.com
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Essential maintenance for bus cooling systems By Colin Dilley, Ph.D. Regardless of size and market channel served, all bus fleets have one thing in common - cooling system maintenance has a huge impact on uptime and the bottom line. Today’s diesel engines are sophisticated, maximizing power and addressing concerns like fuel efficiency and emissions. As a result, they run hotter than ever before and are more expensive to repair. Fleet maintenance managers must constantly test and maintain vehicle cooling systems to ensure engine protection and efficient operation. Seven maintenance essentials Cooling system maintenance can be summarized in seven key thoughts: 1. Know what chemistry is in your cooling system - do not mix silicate and OAT chemistries. 2. Flush coolant when: indicated by testing, change intervals, conducting major cooling system repairs or, in some cases, changing technologies. 3. Fill using a 50/50 mix of concentrate and quality water. 4. Operate at the proper coolant levels, topping off using prediluted coolant of the correct coolant type. 5. Ethylene Glycol concentration should not fall below 40 percent or exceed 70 percent by volume. 6. Test regularly for appropriate additive levels, coolant concentration and contamination, adjusting as indicated. 7. Only utilize coolant from a reputable manufacturer that meets industry standards. Beyond temperature Antifreeze/coolant (AF/C) plays a much larger role in engine performance than just providing freezing and boilover protection. It acts as a heat transfer fluid, removing heat from the engine to allow the engine combustion process to run efficiently. The water-ethylene glycol mixture in coolant provides these properties, but is naturally corrosive. Corrosion can degrade the effectiveness of a cooling system by blocking the heat exchange in the radiator and heater core and causing water pump failures. To protect the cooling-system components, manufacturers add corrosion inhibitors (inorganic and/or organic salts and other chemicals). Corrosion can happen even faster when AF/C is depleted because inhibitors are no longer at effective levels to protect against corrosion. It’s imperative to keep coolant topped off at appropriate levels at all times for optimal protection. When used as directed and properly maintained, AF/C is designed to provide efficient heat transfer, and protection against temperature extremes, corrosion (rust, pitting corrosion,
Use of quality antifreeze coolant and regular testing will ensure the best possible protection and efficient operation of a heavy-duty engine.
liner cavitation and surface corrosion), silicate gel deposits, hard-water scale, and cooling-system component failure. Testing The only way to find out if you have the correct AF/C concentration, with the proper amount and type of inhibitors, is to test regularly. AF/C concentrations should be adjusted to the ranges dictated by the temperatures in the geographic region in which your fleet operates, never falling below 40 percent or above 70 percent by volume mixture of ethylene glycol to water (at most elevations). If the ethylene glycol concentration drops below 40 percent, you no longer have adequate inhibitor protection or against freezing in sub-zero (-12°F) temperatures. Conversely, when ethylene glycol levels exceed 70 percent, it can create AF/C slush and leave an engine with little extreme-temperature protection. Refer to OEM specifications for the recommend usage concentrations and other supporting information. Water quality is vital and should be tested to prevent scale build-up or corrosion from varying levels of calcium, magnesium, chloride and sulfate. Appropriate concentrate/water ratios within the cooling system help ensure engine operational efficiency, and can be measured a number of ways. Prestone Command® offers three different solutions: • Test Kits: A laboratory analysis program that tests fluids, and provides a detailed report on freezing/boiling points, total dissolved solids, pH, hardness and coolant buffering capabilities at different levels based on technology • Test Strips: Identify issues related to water or AF/C technology, with easy-to-use strips offering quick information • Refractometer: The go-to tool for measuring the freeze/boilover protection of ethylene glycol based AF/C and Urea content in DEF Conclusion Like the engines it protects, antifreeze/coolant has become much more sophisticated. If properly maintained, it provides efficient heat transfer for the engine, protection against temperature extremes, cooling system corrosion protection, and more. Fleets should look for a quality AF/C like Prestone Command to protect their cooling system and in turn, their investment. Colin Dilley, Ph.D, is the vice president of technology for Prestone Products Corporation. Prestone Products Corporation manufactures and markets Prestone® antifreeze/coolant and related products. For more than 85 years, the Prestone name has provided customers with high-quality products, including one of the leading brands of antifreeze/coolant. Visit www.PrestoneCommand.com
busridemaintenance.com | BUSRIDE MAINTENANCE
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Maintenance Facility Design
Keeping your buses clean vacuum systems By Jared Weismantel Part of servicing a bus fleet means regular vacuuming to keep buses clean for passengers and to extend the useful life of the interior surfaces. The larger the fleet, the more variables that enter into the decision of selecting the best vacuum system for an agency. Considerations include length of service cycle, number of vehicles, type of vehicles, cleaning staff, and stationing of the vacuum system. There are three main types of commercial vacuum systems for keeping bus fleets clean. Here we will explore them briefly, along with some of the pros and cons of each. Canister-type vacuum The canister-type vacuum is a small, contained unit located on the service island with a typical maximum hose length of 25 feet and is similar to those found at gas stations. Dust and dirt from the bus floor is swept toward the bus doors, then the canister vacuum is used to extract the dust and dirt. While relatively inexpensive and requiring only a small amount of space on a service island or housekeeping pad, the small size means that the canister needs to be emptied frequently to a nearby trash receptacle. Also, the short hose length does not allow for fullbus vacuuming. This system can be appropriate for smaller fleets with limited service island space and service budgets. Another advantage is the ability to quickly service and replace an entire canister if necessary. Central vacuum system Housed on the central service island, a central vacuum system requires the service tech to simply unwind the vacuum hose and walk, unencumbered, the entire length of the bus to extract dust and dirt with the vacuum. While one of the quickest, easiest, and best for the health and safety of the technician, the central vacuum system has some drawbacks, the first being price. Equipment alone is nearly 10 times more costly than a canistertype vacuum system. In addition, the service island requires a minimum of 300 square feet for the vacuum equipment plus additional space for the vacuum hose reel. This system also has significant energy demands, and as a single system, if it is down for service, all stations are unavailable. Also, because the hose traverses the whole bus, it can rub against doors and seats resulting in wear and tear and possible damage to the vacuum hoses, bus doors, and the seats over time. 10
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Central vacuum system, Springfield, MO.
Bellows system The bellows system involves aligning the bus door with the bellows on the service island. The tech, wearing protective eye, ear and breathing apparatus enters the bus and uses compressed air to blow dust and dirt towards the bellows. In addition to cost and space required on the service island for the bellows equipment, this system has some other drawbacks. Technicians are required to work within the vortex of the vacuum and need extra time to put on effective health and safety gear. As dust and dirt is blown towards the bellows, some of it ends up on the bus seats as well as potentially in the electronics of the dashboard, farebox, destination sign, etc. The bellows system also requires wider service islands to fit the equipment. The equipment may require frequent and sometimes costly service or repair. As with any piece of service or maintenance equipment, each agency needs to carefully evaluate a number of factors before making a purchase decision. In addition to cost, service time, facility size and layout, as health and welfare of employees all need to be considered. Jared Weismantel is a facility designer with Maintenance Design Group. He has worked with transit agencies throughout the U.S. to help plan and design their bus maintenance facilities. To learn more about MDG’s capabilities and to gain valuable insights and information, please visit www.maintenancedesigngroup.com
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FOCUS ON:
Heavy-Duty Lifts
MAINTAINING A LIFT Tips and best practices that ensure optimum performance and safety at all times By Steve Perlstein Ensuring vehicle lifts are performing at optimal performance and safety levels helps guarantee motorcoaches, paratransit, commuter and shuttle buses spend less time in the shop and more time on the street. Vehicle lifts must be maintained properly so techs can leave safely after each shift. Following these tips and best practices is the key to optimum performance and safety at all times. Each lift type has efficiencies that provide increased productivity and performance. For example, there are two types of mobile column lifts: screw drive or hydraulic drive. While a screw-drive lift takes six minutes for a full up/down cycle, hydraulic mobiles take as little as two minutes for a full cycle. If a technician raises and lowers the lift four times per day over 200 days, there is a 54-hour time savings by using the hydraulic mobile lift. If the internal overhead shop rate is $75 per hour, the difference in these two types of lifts is $4,050 per year. Now multiply this over five years. What would an extra $20,250 mean to your department or an extra 270 hours of productive repair time for your techs? When it comes to maintaining mobile-column lifts, some require more frequent maintenance and parts to be replaced than others. For screw-drive lifts it is recommended that once a month the main screw is checked to make sure it is receiving grease and that the lube cup is filled with grease. As most know, grease builds up and can attract dust and dirt. With a directdrive mobile lift, no grease is required nor would any expensive drive screws ever need to be replaced. To safely lift a vehicle using mobile columns, check to be sure the forks are fully supporting both rear tires. If not, the rear tire’s maximum load rating is being dangerously over-pressurized. Some manufacturers have 22-inch long forks available to accommodate floatation or dual rear tires, while others only offer 12 inches. Also make sure the column capacity and each lifting point can accommodate the vehicle being lifted. Regardless of which type of mobile column is being used, always follow the manufacturer’s instructions and recommendations. Additional resources for safe lifting can also be found on the Automotive Lift Institute’s (ALI) website (www.autolift.org), including the Periodic Lift Inspection Checklist. The checklist goes through all lift types and what to check, such as examining all accessible structural components and electrical wiring. The ALI site is also the place to locate a Certified Lift Inspector by zip code. According to ALI President R.W. “Bob” O’Gorman, “the Inspector Program provides third-
Optimally-performing lifts ensure that motorcoaches spend less downtime in the shop.
party assurance that an ALI Certified Lift Inspector has been tested and proven competent to thoroughly inspect an installed vehicle lift and report on its suitability for continued use and/or the need for maintenance or repair.” In addition to mobile columns, four post and parallelogram lifts are used to lift heavy-duty vehicles like motorcoaches. Both of these lift types allow vehicles to simply be driven onto the lift without having to position the mobile lifts. Before purchase, make sure the approach ramps and tracks will accommodate the vehicles that are going to be lifted. Common options purchased in conjunction with four-post lifts, like rolling jacks or track light kits must also be certified to maintain the lift’s certification. If the option is not listed on www.autolift.org then it is not certified. High reach fixed jack stands must also be certified in accordance with ANSI/ASME PASE (ASME PASE has replaced ASME PALD). A vehicle lift helps your fleet vehicles get back onto the street, so make sure it is being inspected and properly maintained per the manufacturer’s recommendations and is certified to the ANSI/ALI ALCTV-2011 standard (along with any options that are also being used on the lift). Making sure your lift is functioning properly and safely — it will not only protect techs but will extend the life of the lift and prevent downtime. Steve Perlstein serves as sales and marketing manager for Mohawk Lifts, Amsterdam, NY. Mohawk, a leader in lift technology, offers environmentally safe above ground garage lifts ranging from 6,000 to 240,000 pound capacities and many lift accessories. Visit them online at www.mohawklifts.com. Get the full story by reading the Mohawk Lifts eBook at www.busride.com/ebooks
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