BUSRide Maintenance AUGUST 2012

AUGUST 2012

T h e E x c l u s i v e M a i n t e n a n c e R e s o u r c e f o r t h e Tr a n s i t a n d M o t o r c o a c h I n d u s t r y !

Corrosion and tight budgets call for a refurb page 14

AUGUST 2012

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Every maintenance team should implement and monitor these basic processes

By Eugene Fritz

Less is more with new onboard diagnostics ACTIA Smart Power now standard on the MCI J4500

By David Hubbard

Diagnostics made easy

Successful multiplexing factors in hardware, software and training

By Brian Cord

Corrosion and tight budgets call for a refurb BRC Coach and Transit extends the life of aging fleets

By David Hubbard

Teamwork is key

A good maintenance team encourages shared knowledge, regular meetings and good questions

By Robert Buchwalter

Keep deep-cycle AGM batteries clean and safe

A regular battery maintenance schedule ensures top performance and the rated lifecycle

By Brad Bisaillon

Departments 7 Maintenance Tip of the Month Ask the Expert 20

Page 26

Five easy pieces on maintenance safety

What every operator needs to know about

10 steps to better tire maintenance

By Doug Jones

Steps to take when aluminum wheels overheat

By Christopher W. Ferrone

24 Products and Services Safety and Maintenance 26

Editorial Advisory Board Commentary

Safety and maintenance drive innovation Mike Walker

Vice President of Technical Operations, Greyhound Bus Lines, Dallas, TX

As the travel needs of our customer base have changed, regular passengers entering a Greyhound bus station cannot help but notice the transition the company has made over the past several years.

Greyhound and coach manufacturers have worked together to keep pace with services that riders have now come to expect on every schedule. However, engineering the many components that comprise the ultimate customer experience goes beyond what riders see as they step onboard. The average rider is most likely not thinking about the systems under the bus that ensure a smooth safe ride, such as antilock braking and electronic stability control, tire pressure monitoring, adaptive cruise braking and automatic fire-suppression systems.

Greyhound actively engages with OEM manufacturers and suppliers to research innovative opportunities for the latest technologies that ensure the highest levels of safety and cost efficiency.

In the course of all this activity, however, the dedicated Greyhound maintenance crews may not be receiving the degree of recognition they deserve for keeping the coaches rolling and safe for the 18 million annual passengers who ride Greyhound throughout North America.

This shout-out is in thanks to our great team of professional technicians and mechanics at work behind the scenes as Greyhound coach service continues to evolve.

Publisher / Editor in Chief Steve Kane steve@busride.com

Associate Publisher

Sali Williams swilliams@busride.com

Editor

David Hubbard david@busride.com

Assistant Editor

Richard Tackett rtackett@busride.com

Director of Sales

Jennifer Owens jowens@busride.com

Account Executive

Maria Galioto mgalioto@busride.com

Production Director Valerie Valtierra valerie@busride.com

Art Director

Dominic Salerno dsalerno@busride.com

Contributing Writers

Doug Jack, Matthew A. Daecher

BUS industry SAFETY council

POSTMASTER: Please send address changes to: BUSRide • 4742 North 24th Street • Suite 340 Phoenix, Arizona 85016 Phone: (602) 265-7600 • F: (602) 277-7588 Web site: www.busride.com Vice President Operations Valerie Valtierra

Accountant Fred Valdez

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Five easy pieces on maintenance safety Every maintenance team should implement and monitor these basic processes On an average day in the maintenance department, technicians consider and monitor a number of details and issues throughout their shift to ensure safe running vehicles and maintain a safe work environment. The most efficient, safest maintenance facilities take a best practices approach that focuses on five basic safety processes that every maintenance team should implement and monitor in their own daily procedures.

By Eugene Fritz

Safety training

Director of Safety, Health and Environmental, First Vehicle Services

An established safety policy begins with training in the best practices the team must focus on every day through routine safety training meetings. The sessions should be consistent and cover topics pertaining to basic maintenance operations, such as removal of hazardous material and anything deemed important for the safety of employees and the facility.

Risk assessment

Before work begins, perform a risk assessment on every work order as it comes in the shop.

Maintenance training should be thorough enough to ensure that maintenance technicians are capable of identifying any safety hazards and coming up with ways to mitigate the danger to themselves, the equipment and the facility.

When you begin your risk assessment it is important to review four categories of hazards, which include chemical hazards, physical hazards, biological hazards and ergonomic hazards. All employees should receive training in how to survey their areas with an eye for potential accidents of every kind and assess what could go wrong in any situation. Establish procedures to prevent accidents and to respond and resolve the circumstances of an accident once it happens.

As a general rule the risk assessment should follow the required OSHA regulations, which by themselves are a perfect place for an organization to begin generating safety policies and procedures.

Suggest that technicians ask themselves: Can I or someone else get hurt from this? If so, how do I make it safer?

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Safety messages

Where safety may not be at the back of everyone’s mind throughout the day, safety messages play an important role in an established safety program. They touch on every matter of minor concern to the most serious issues that can crop up in the technician’s work day. One safety message may stress the importance of employees wearing protective equipment. Place equipment in a safe area, away from walkways or places where employees routinely walk or gather.

Safety messages should help to remind employees of all safety practices inside and outside of their facility, like wearing protective equipment or turning off all heating devices at the close of the facility to prevent a fire in the building.

As temperatures drop in some locations, another might be to remind the team to take caution when walking or working around ice and snow. A simple posting can help reduce injuries suffered during routine activities. Frequent reminders can turn into good work habits.

Injury prevention

An injury prevention process serves to track and record safety communications between management and employees. A good process draws awareness to near-misses and other common hazards. This information should be shared with other departments and locations to help educate all company employees on the established procedures for a particular safety issue.

Safety inspections

Rotate daily, weekly and monthly safety inspections among employees so that there is always a fresh pair of eyes inspecting the work environment. Train employees on how the shop should look with everything, equipment and tools, in place and to the established safety standards.

Make it everyone’s responsibility to maintain a safe work environment and to help other members of the team do the same. BRM

tipoftheMonth

2010 Emission Cummins and Detroit Diesel engines require the use of Diesel Engine Fluid (DEF) to meet current EPA emission mandates.

Operators need to keep these 10 basic points in mind concerning DEF:

o t s d e e n r o t a r e p What ever y o know about

DEF

rd ater and one -thi w s rd hi -t o tw ng of ic fluid consisti DEF is a non-tox e urea. d-Blue, all of Blue Tec and A automotive grad as ch su es m r many trade na requires DEF. DEF comes unde in any 2010 EPA engine that e. ed ums for fleet us dr n lo al -g which can be us 55 or ing stations allon totes e in bulk 275 -g ers or large fuel al de k uc tr s, DEF is availabl op ainers. s most truck st 2.5 -gallon cont ip or tr n ed llo nd ga te e ex on On se in ould lable for purcha r metals and sh he ot l ra make DEF avai ve se d copper an ea. e to aluminum, gned to hold ur si de t no rs DEF is corrosiv ne e DE F placed in contai h other than th ac co not be stored or y an of r g piping and othe any tank openin al in et F E m D to e e ac ag pl T DO N O such. Dam , including erly marked as y other system an to in ed ac pl tank that’s prop is ay occur if DEF components m . dividual ing system the engine cool driving miles. In 00 -4 0 30 r pe n ughly one gallo DEF usage is ro ry. ne is results may va er once the engi ev w ho F, º 12 at frozen DEF will freeze ickly thaw the qu ill w nk ta ed running the heat fluid.

F, but run without DE ill w ne gi en lled.

DEF tank is refi A 2010 emission e th l ti un e od ed m only in a de -rat or lights ard gauge and/ bo sh da a s ha vel The DEF tank out the fluid le ab ed rm fo in er e DEF tank to keep the driv coaches have th display l oo H an V . nk in the ta MUX dash ated into the D or rp co in e ug ga el area. r gallon as dies pe e ic pr e m sa the DEF is roughly fuel.

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Less is more with new onboard diagnostics

ACTIA Smart Power now standard on the MCI J4500

By David Hubbard ACTIA, a manufacturer of vehicle electronics and diagnostic systems based in Elkhart, IN, has worked with Motor Coach Industries (MCI), Schaumburg, IL, for more than four years to engineer its expandable Multiplex Smart Power system as a standard feature on MCI D-Series coaches.

Ibrahem Abdalla, MCI’s electrical project engineer, and his team conducted the four-year research and development project to adapt the U.S. developed and produced technology already proven on American military vehicles. MCI debuted the resulting multiplex system on an MCI Commuter Coach during the 2011 APTA Bus and Paratransit Conference in Memphis, TN. The ACTIA Multiplex system is now available on MCI J-Series coaches.

The ACTIA power management system performs logic functions for not only diagnostics, instrumentation, multimedia, HVAC and other functions, but also for other modules such as tire pressure monitoring, sleepiness detection, collision avoidance and lane departure systems.

ACTIA has also developed a diagnostics panel it calls the On-Board Diagnostician, a system-specific troubleshooting tool that identifies the root cause of any electrical failure. The technician selects the problematic system on a dashboard screen and receives a detailed analysis within seconds.

Both the MCI D-Series and J4500 coach feature a reconfigured, drivecentric dash to accommodate the ACTIA system. Updated with backlit multiplexed rocker switches and illuminated gauges,

The ACTIA power management system performs logic functions for diagnostics, instrumentation, multimedia, HVAC and other functions.

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the dash offers drivers easy interfacing. A new speedometer includes ACTIA’s message center with access to real-time information including trip mileage. Warnings on functions range from fast idle to brake pad checks and powertrain fault codes.

The touchscreen LCD Diagnostic Display provides technicians with single-point access to inputs and outputs throughout the entire coach, making it simple to understand coach electrical information.

Members of the engineering teams from MCI and ACTIA responded to questions from BUSRide that addressed the installation in the MCI J4500 and benefits of the system. Participating were Brent Maitland, MCI product planning; Ibrahem Abdalla, MCI senior electrical-technical advisor; and Al Chami, business development manager, Diagnostics ACTIA.

This system on the D-Series has been reconfigured for the J4500 to a drive-centric dash.

What are the salient points of the ACTIA multiplex system?

Brent Maitland: The fully integrated onboard vehicle systems incorporate instrumentation, power management, telemetrics and multimedia, which ensure coach passengers and the driver a safe and worry-free ride.

Al Chami: Power management modules (PMM) are cutting-edge multiplexing technology with unique features like a dual-core processor split to accommodate all the I/O (Inputs/Outputs) and CAN messages, while the other part is reserved for expanded diagnostics and prognostics algorithms.

Ibrahem Abdalla: Among the many benefits of the ACTIA system, a few are standouts such as the reduced number of failure points in the wiring, harnesses and connectors. The diagnostic capability is improved due to more system information being available from the network. Most important is probably the single point diagnostics. Now, one person rather than two can troubleshoot from one point. As it was, one person activated the switch and the other watched the diagnostic outcome.

What separates the multiplex functions between the MCI D-model and J-model coaches?

Chami: The D-Series and J4500 coach are using the same multiplexing modules and functions. The only difference is that the J-coach uses three modules as opposed to the four on the D-coach.

Maitland: Generally speaking both MCI

D-model and J-model have similar functions with respect to engine and transmission operation. But it is customer specifications that ultimately drive the coach functions. MCI has public and private sector customers, each with different requirements that can affect the system architecture. The ACTIA system offers more flexibility for both market segments. Operators may also customize some functions to gain additional coach-related data.

What challenges did the differences in the two coaches pose in adapting the ACTIA technology to the J-model?

Chami: None from our standpoint. It was just a matter of integration.

Abdalla: The ACTIA technology is a solution because it offers an increased capacity in terms of number of inputs and outputs as well as the current rating of the outputs. This allows us to satisfy both D

and J specific requirements while using the multiplex system to its full potential and removing wire redundancy and points of failure.

What did you have to do physically and mechanically to make the system fit into the J-model?

Abdalla: We introduced new front junction and rear junction box designs for both coach models. In addition, we upgraded both the dash and the driver left-hand console by implementing multiplex switches.

We also eliminated all the junction boxes that were inside the passenger cabin due to the fact that we now have fewer modules with the ACTIA system.

Maitland: The dashboards on both coach models were upgraded with new gauges, warning cluster and multiplex switches. We have also made some improvements to the J-model dash layout to be more ergonomic and provide better gauge visibility. Operators will probably notice the additional two inches of leg room than with the previous MUX system.

Was it difficult for the MCI engineering team to adapt this system to the J4500?

Maitland: This was a large project for MCI, but the benefits of a common system will be worth it, especially in the most critical areas of coach reliability. The architecture is somewhat different due to component locations and function. For example, our HVAC system is different in the J and D models. This system drives both the harness routing and programming changes.

Another challenge was the different engine compartment configuration between the two models, which was reflected in the harness design and routing.

Warnings on functions range from fast idle to brake pad checks and powertrain fault codes.

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MCI/ACTIA continued What are the benefits of the ACTIA system to the maintenance team?

Chami: In addition to the highly reliable, military-grade PMMs, the On-Board Diagnostician is able to guide the user through complex electrical system malfunctions. Technicians can access this function-based diagnostics system from

The touchscreen LCD Diagnostic Display provides technicians with single-point access to inputs and outputs throughout the entire coach.

the in-dash, CAN-based instrumentation that automates the process to identify the root cause of a vehicle electrical failure.

The ACTIA On-Board Diagnostician dramatically decreases vehicle downtime. A technician is able to troubleshoot any electrical system errors instantly and without relying on a subject matter expert.

The user no longer has to look at blinking LEDs, interpret electrical system logic, or wait for a technician to arrive; the user can simply diagnose and identify the problem at-hand. Abdalla: There’s less complexity and more capabilities to maximize a coach’s performance over its entire lifetime. The power management module uses three to four modules on either the D-Series or J-Series coaches as opposed to the current MUX systems that use up to 13 modules. Its super-fast microprocessor speeds real-time data and includes more memory capacity for future expansion.

Maitland: The ACTIA system is intuitive and easy to learn, but MCI does provide an updated Driver’s Guide for easy reference.

What do J-model operators and drivers have to say about the new technology?

Maitland: We are at the front end of the launch for the system on the J-model.

However, we expect the feedback will be similar to our two-year experience with the D-Series coach in both the private and public sectors. We anticipate a very positive reception. Hopefully, coach drivers won’t notice much other that the coach runs and keeps running. BRM

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Diagnostics made easy

Successful multiplexing factors in hardware, software and training

By Brian Cord The modern-day vehicle diagnostic system has evolved significantly over the past several years, namely with the advent of tougher, more powerful computers, improved interface box performance, as well as increased coverage and functionality of vehicle diagnostic software.

In many ways, vehicle diagnostics has mirrored the world of household technology with the proliferation of iPads, Google and intuitive see ‘n touch usage.

Vehicle diagnostics now share similar technologies, whereas slow and bulky hardware with finicky software that was not particularly adequate for harsh shop environments dominated before. Today, ruggedized laptop computers paired with stable, user-friendly software and touchscreen navigation are the new paradigm.

The hardware works

Smart fleet managers can no longer wait around for the ordering of new computers or stand by during the hassle and complication of configuring new software when hardware gets banged around or damaged. Today’s vehicle diagnostic hardware works and continues to work.

The best computers like the Panasonic Toughbook H2, 19 and 31 are militarygrade computers built to withstand drops, spills, vibration and extreme temperature conditions.

The value of these heartier products lies in the trust that technicians have in their capability to function properly and realize a return on the investment. They use diagnostics as a tool like any other wrench or screwdriver.

Panasonic CF-H2 Tablet running Diagnostic Innovation’s Vehicle Diagnostic Assistant™. Panasonic CF-H2 Tablet running Diagnostic Innovation’s Vehicle Diagnostic Assistant™.

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Software easy on the eyes

First and foremost, vehicle diagnostic software must be easy to use. Victor Guillot, senior bus engineer for Washington Metropolitan Area Transit Authority (WMATA), Washington, D.C., is a proponent of diagnostic software designed and built with the technician in mind.

“The software not only has to help the technician effectively troubleshoot problems with the vehicle, it must also be easy to navigate and operate,” Guillot says.

“The more user-friendly the diagnostic software is, the more likely it is to be used effectively.”

The best computer software utilizes Intuitive Design Patterns that inspire both confidence and comfort. Intuitive Design Patterns are simply defined as optimal solutions to common problems. In vehicle diagnostics, the problem is combining multiple OEM manufacturers like Cummins, International, Detroit Diesel and John Deere with multiple components like engine, transmission and braking into a singular and cogent platform.

Diagnostic Innovations’ proprietary Vehicle Diagnostic Assistant™ is a tool that integrates the hardware with the software as a powerful and seamless diagnostic system.

“Our Vehicle Diagnostic Assistant incorporates common design patterns that make our software very easy to use,” says Drew Gibson, general manager, Diagnostic Innovations, Southfield, MI. “Our goal was to make learning and usage comfortable and intuitive with easy to follow graphical interfaces and drop down icons. Technicians with various levels of computer experience can breeze through each application.”

Gibson says finding comfort with any diagnostic software requires a simplified design.

“A simplified diagnostic system that is easier to use typically gets more use, which typically results in better repairs,” he says.

He says with recognizable and common graphical interfaces, maintenance

Moore, fleet supervisor for the City of Sterling Heights, MI. “The diagnostic system has to be simple to use as some vehicle technicians are less familiar with diagnostic computers than others.”

Training becomes old hat

Beyond the initial investment in the diagnostic system, an organization should be prepared to invest in comprehensive training for its employees. The training must be thorough and clear enough to sink in and eventually become old hat.

“Training on the use of diagnostic software shows the technician how to properly connect between the laptop and vehicle for proper communication with the software,” says Steve Mullaly, equipment maintenance instruction manager for the Los Angeles County Metropolitan Transportation Authority, Los Angeles, CA. “The training also shows the technician how to properly launch and navigate each of the areas inside the diagnostic software.”

The several available training modes include classroom, webbased and self-paced computer instruction. Mullaly says classroom training coupled with hands on exercises is usually the most effective method.

Success occurs at the intersection of: Simple, Hardware, Software and Training.

technicians are able to bypass the steep learning curve of multiple OEMs and multiple vehicle systems.

“It is key to have all the required OEM software on one computer system where technicians can easily pull up trouble trees by simply double clicking on the respective codes,” says Michael

Safety and savings

Technicians and management both must understand the safety and cost saving benefit of a vehicle diagnostic system.

The benefits range from service throughput and better vehicle up-time to improved warranty recovery, not to mention higher employee morale. BRM Brian Cord serves in the marketing department for Diagnostic Innovations LLC, Southfield, MI.

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BRC Coach and Transit extends the life of aging fleets Bus refurbishment is nothing new to BRC Coach and Transit, with locations in Calgary, AB, Canada and Las Vegas, NV. For the past 10 years the company formerly known as Big Rig Collision has worked to develop its remanufacturing facility and grow its program to refurbish buses for transit authorities throughout western Canada.

According to BRC President Rob Pek, federal funding for new transit buses is simply not as available as it has been in the past.

With the goal to now spend tax dollars wisely, he says it makes sense for an agency to look for ways to extend the usefulness of their older vehicles.

“We have been working with these agencies to encourage what we call a mid-life refurbishment on their buses that have reached the 12-year mark,” he says. “We sit down with the transit authorities and help plan the schedule and budget. It is very

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By David Hubbard

similar to their planning for capital procurements.”

BRC spreads the work over several years, which allows the agency to refurbish a certain percentage of the aging fleet each year. The plan is to spend a portion on new buses and refurbish older buses.

“In the old days it was a ‘throw-away’ society,” Pek says. “The federal money was available every 12 years to automatically replace the buses at the end of their life cycle, maybe hanging on to a few vehicles to scalp for parts. But in today’s big picture, this is no longer the standard practice where a new vehicle costs close to $500,000.”

Pek says Calgary Transit still uses GMC buses that have provided 32 years of service. BRC has refurbished the buses two or three times over the years. Some are on their fourth engine and fifth transmission, in addition to all of the routine preventative

Corrosion is the biggest culprit.

All interior flooring gets replaced.

Passengers track in salts and chemicals.

maintenance required to keep these buses on the road.

of 50,000 people a year because of the vibrant economy and opportunities for employment in western Canada. This situation leaves transit authorities faced with aging fleets that have to be either replaced or repaired. Pek says the new thinking is to structurally repair the older buses for a small percentage of the replacement cost.

says. “That gives him more money to put to other projects.”

He says the refurb program is an educational process that has taken hold.

It has attracted the attention of smaller agencies in communities of around 50,000 running 25 transit buses, for which BRC may refurbish three to five vehicles this year.

Corrosion is the culprit

When BRC met with Calgary Transit eight years ago to begin refurbishing its 1993 model New Flyers, Pek says the agency had not put forth the proper preventative maintenance to curb the severe corrosion issues going on with transit buses.

“After 12 years these buses were in pretty rough shape,” he says. “Transit buses really get put to the test in Canada due to the elements. The salts and chemicals they put on the road to melt ice are hard on the equipment. This is in addition to the interactions of metals in the construction of buses that also cause corrosion.”

In what is essentially structural repair, BRC strips the buses down to the chassis, installs new flooring and side walls, and rebuilds the bulkhead areas to include the steel structure of the steps.

“Where we see so much of the corrosion is in the areas passengers carry the salts and chemicals onto the bus as they board, and in the driver’s compartment, and collecting in the wheel wells from driving through slush all day long,” Pek says.

“These areas get beat up the worst from a corrosion standpoint. After 12 to 14 years they are corroding to the point that safety has become an issue.”

Calgary Transit says its refurbishment program allows these buses to continue generating $500 a day in revenue, while managing a capital budget to purchase both new buses and refurbishments.

This is in addition to an effort to expand the fleet and meet increased demand for transit services.

Calgary’s population has grown from 500,000 to 1.2 million in 15 years, a rate

Technicians sandblast and refinish exterior panels.

According to BRC, for $75,000 to $100,000 plus the costs of an engine and transmission, a structural refurbishment extends the life of a bus for another 10 to 12 years. The agency ends up with a newlooking bus with double the life span of the original purchase.

“It sounds promising when a transit executive can go back to his city council and report he has found a way to shave off $50 million from the bus purchase program over the next 20 years,” Pek

When Saskatoon Transit, Saskatoon, SK, recently upgraded its fleet with 40 more New Flyer buses, it incorporated a new paint and graphics scheme. The new brand did not fit with the older army-green buses and made them look even older. In a refurbishment on a smaller scale, BRC simply installed new reupholstered seats and flooring, did some bodywork on the outside, matched the paint and graphics theme and installed new lights.

Pek says he has met with around 60

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continued transit authorities throughout Canada to explain the economics and processes of BRC programs, citing the success of the agencies in western Canada.

“A lot of them had never looked into a refurbishment program,” he says. “They just haven’t had the expertise or the manpower. Mechanics at most agencies are maxed out with regular running repairs and preventative maintenance.”

BRC says that if transit authorities are inexperienced and ill equipped, a refurb project could take up to 500 man-hours over several months to complete.

If a transit agency plans on refurbishing efficiently, it would have to understand the technical process and the tricks of the trade — how to effectively remove the floor, or how far to take the corroded areas back and to understand how corrosion can come back if it is not removed entirely.

BRC reminds agencies that any inhouse attempt would first require time and resources to implement a training

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Refurbishment is an accepted solution to tight money.

program. Still, the drawback is putting their best mechanics and body men on the refurb project only to fall behind in the regular maintenance schedule for the vehicles in service. Pek says more agencies are choosing not to pursue this route.

The average turnaround for a BRCrefurbished bus is 30 to 45 days. BRC says that downtime becomes very expensive, as agencies also have to maintain a spare bus ratio. Typically, 15 percent of the fleet has to be full and ready to go at a moment’s notice.

“Now, with capital not as available, they are falling behind,” he says. “Buses that are 16 years old truly need some TLC.” In study groups BRC conducted with agencies, the company says one pushback has come from unions wanting to keep all the work in-house.

“In the case of refurbishing, we explain that we are not taking jobs away from union employees,” Pek says. “It’s simply a case of this work needing to be done and BRC being the company that can get it done more effectively.” BRM

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Teamwork is key

A good maintenance team encourages shared knowledge, regular meetings and good questions

By Robert Buchwalter

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You won’t read about a bus maintenance team in the newspaper’s sports section, yet the jobs in our industry are just as dependent on teamwork and communication as those of the Green Bay Packers or Los Angeles Kings. We could argue that our jobs are more important because they involve the safe transportation of people, not simply playing games.

We need to develop, support and strengthen everyone in our shops to ensure they’re fulfilling their job requirements, performing efficiently and safely and helping to train others. That’s a tall order.

Strengthening teamwork in the shop produces tangible results quickly and will enable you to leverage your strengths to increase both safety and productivity. At some point in our lives we have all enjoyed being part of a great team. I hope that feeling is a part of your current working life as well.

Shared knowledge is at the core of teambuilding and is an effective engine of improvement. Through good communication and the desire to share information we can gain “synthetic” experience, which is better than the real thing. The problem with real experience is that it teaches you stuff you needed to know 10 seconds ago. But if your shop is one where correct information is widely circulated to all, then everyone gains synthetic experience which gives them a heads up when tackling a new task or diagnosis.

Does your shop hold regular meetings in which your technicians are allowed to share their concerns and get answers to their questions? We need to encourage such discussions and make sure people are maintaining coaches properly, consistently, in accord with OEM guidelines and federal, state and local regulations. Air reservoir draining is a good example of this. There is a proper method for this, and it involves draining the wet tank first, followed by the primary and secondary brake air reservoirs, then the accessory, and finally the kneeler recovery reservoirs. In this way

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you drain the reservoirs and check the function of the primary and secondary brake check valves as well. In our Prevost training seminars we find many technicians are not aware of this, or might be doing it in an inconsistent manner. Check with your coach OEM and state inspectors to ensure it is being done in the proper manner.

In addition to maintenance issues, good safety practices must be well-defined and publicized. If we see a colleague doing something in an unsafe manner, we need to discuss it with them and ensure all our daily tasks are done in a safe, proper and well-understood manner. Dan Smith is vice president of Royal Tours in San Jose, CA, and safety is a critical concern with him. Whenever there is a safety issue he gathers everyone in his shop together to ensure they are aware of the issue and how to resolve it. This is for the safety of the employees and certainly for the safety of their passengers. As Dan says, “We are a freight company that hauls irreplaceable freight.”

Questions ought to be encouraged. Every year coaches are becoming more complex.

We need to keep up with the latest technology to properly maintain our fleets. That entails asking questions, getting the right answers and ensuring those answers are circulated.

Some may look upon questions as a sign of ignorance. Well hooray, they are! Remember that ignorance is the first step in education.

Even Albert Einstein said that being smart is not critical; knowing which questions to ask is the important thing.

By holding meetings and getting the answers to questions, the proper information can be distributed. Also, employees understand they are a valued contributor to their respective teams. When people learn they are going to contribute then they begin to look for ways to do it.

Good communication is critical to strong teams. In our field service department at Prevost, 19 of us are located across North

America. Yet every two weeks, in addition to our daily emails and phone calls, we have a conference call ensuring that we are aware of the current state of our business, of technical concerns and improvements, and of new directives to assist customers. It’s a chance to share a laugh or two, which is always important among strong teams.

We also have formal methods to report problems so that the information reaches the engineering staff at the factory. The resolution of these issues is circulated to all of us in the field so we can more efficiently assist customers.

There’s that synthetic experience coming into play again.

We need to work in a consistent manner, too. When a professional quarterback is in the huddle, he doesn’t say, “Pete, this time, why don’t you run down about 40 feet, spin around, and if you’re open, I’ll get it to you. Joe, make sure no one hits me from the blind side. You guys up front, push the defense left because the play is going right.” He really says, “Red 64, Double D, Wide Tanker J on Three,” and everyone knows what that means. The point is that there’s a playbook that names each play and describes each task within that play. So it should be with us, too. We need to have a playbook in our shops so that every important task is well-defined and known by all. Now, we don’t need to refer to instructions to wash windshields. But does everyone in your shop jumpstart a coach in the same, safe

manner? Does everyone in your shop know how to properly test batteries? Does everyone know the correct tire pressures on all the different coaches in your fleet? Is this information available in written form? It ought to be.

Think of all the tasks your personnel perform every day.

We need to ensure everyone is doing them safely, consistently and as efficiently as possible.

It can be difficult to tell people, “OK, you’ve done it this way for 20 years. But now we’re going to do it a different way.” It takes a strong person to ensure everyone does things in a proper and consistent manner, but it’s a more efficient method of business. If something is done incorrectly then it can be resolved quickly. Such changes are difficult to instill and it needs to be clear that this is going to be done for the betterment of everyone, especially our customers.

I hope this has given you some thoughts for improving and strengthening your shop’s team. We are all in this together. Now, let’s go fix a coach. BRM Robert Buchwalter has been in the motorcoach industry since 1981 and joined Prevost Car in 1991. He was originally a regional service manager and since 1997 has been one of Prevost’s two technical field instructors. He conducts seminars at the Prevost factory in Quebec, customers’ shops, and transit agencies.

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AsktheExpert

10 steps to better tire maintenance Michelin recommends a formal maintenance program to get the most out of tires

By Doug Jones

Bus tires take serious punishment in the line of duty. Sidewalls take the brunt of curb damage, treads are subject to scrubbing and punctures from nails and other debris and significant temperature changes can result in unanticipated pressure loss in harsh weather conditions.

All this requires a formal tire maintenance program that stipulates and records several measurements.

• Established air pressure data • Loads carried by vehicles • Frequency of tire inspections • Removal timelines for retreads, as well as the number of retreads expected • Expected life of the tire casing within the fleet • Inspection of failed or end-of-life tires Training in tire handling is to important tires. An untrained mechanic can destroy good equipment by accident. In fact, OSHA regulations stipulate anyone who touches a tire to have the proper training from such sourc-

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es as tire manufacturers and the Tire Industry Association (TIA).

Some fleet operators prefer to establish an in-house tire maintenance program, while others may choose to out-

Strengthening teamwork in the shop produces tangible results quickly and will enable you to leverage your strengths to increase both safety and productivity. source all or part of the program. In either case, it is a good idea to work with a dealer to assist in emergencies and to work with the fleet in reducing overall tire costs.

Michelin recommends this Top 10 list of tire maintenance practices: 1. Check tires for correct air pressures. Every shop should have a master air gauge. Arm every driver with an accurate pressure gauge and instructions to check the tires daily.

2. Drivers should conduct a visual inspection of thetires prior to operating the vehicle. They should look for signs of irregular wear in the tread or shoulder areas and examine the tires for bubbles or bumps caused by air infiltration or foreign objects.

3. Check the owner’s manual or the vehicle load and tire information placard to determine precise air pressures for the loads that the vehicle is designed to carry.

4. Check tires for correct air pressures. A tire that is 20 percent below the optimal air pressure is a flat tire. A tire that runs under these conditions will experience casing fatigue that could lead to a catastrophic failure or a zipper rupture. If the tire has run 20 percent underinflated, scrap it.

5. Never weld or apply heat to the wheel when the tire is mounted on it. This can cause serious damage to the tire and can cause the tire to explode, causing personal injury.

6. Store tires properly when they are not in use. Place them in a cool, dry place away from direct sunlight to avoid premature aging.

7. Check tires for correct air pressures. A tire that runs 10 percent underinflated will lose 10 percent in tread wear and will come out of service quicker.

8. Beware mixing tires on your vehicle, especially across an axle. Try to match tires with the same tread depths, same tread patterns and same height (or diameter).

9. Keep your tires clean! Wash them with warm soap and water. This will help prevent premature aging and deterioration of the rubber.

10. Check tires for correct air pressures. Depending on how much your tires cost, you may be losing between $15 and $30 a tire due to under inflation (10 percent or more underinflated).

Three mentions in a list of ten for correct air pressure is not a mistake. Tire pressure maintenance is crucial to the health and performance of a tire and should be the focal point of any tire maintenance program. BRM Doug Jones is the Customer Engineering Support Manager for Michelin Americas Truck Tires, Greenville, SC.

Bus Maintenance Supply Experts.

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Chemicals • Vehicle Parts & Accessories Electrical Products • Vehicle Lighting Shop Supplies • Safety Products

CALL: 1-888-256-8494 National Distributor of Quality Maintenance Supplies Since 1958

Fax: 1-800-553-8769 • www.imperialsupplies.com 789 Armed Forces Drive • Green Bay, WI 54304

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Keep deep-cycle AGM batteries clean and safe

A regular battery maintenance schedule ensures top performance and rated lifecycle

By Brad Bisaillon The emergence of advanced electrical systems in today’s bus design is putting a tremendous strain on the batteries that power them. Greater reliance on batteries to power the new technology is causing traditional flooded batteries to fail prematurely.

Maintenance crews are quickly realizing the importance of selecting the right type of battery to effectively manage these strenuous electrical loads, as well as provide the power to start buses that have sat idle in the storage yard.

With the lifespan of mass transit and coach vehicles ranging from 12 to 18 years, the lowest total cost of ownership of the batteries is top of mind.

The industry is seeing a shift from the use of 8D and 31-flooded lead acid batteries to Group 31 AGM valveregulated lead acid (VRLA) battery technology to manage these demanding power requirements.

Following a regular battery maintenance schedule ensures the Group 31 AGM batteries you choose will achieve the manufacturer’s rated lifecycle and performance parameters.

Group 31 AGM batteries are considered maintenance free, but that is not entirely true. Because the electrolyte is absorbed in the glass mat, adding water is not necessary to maintain reli-

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able operation and performance. While it is not necessary to “water” these batteries as you would traditional flooded batteries, a small amount of maintenance is necessary.

Clean the battery

Before starting any battery maintenance procedures, it is important to follow some safety guidelines. First, wear gloves and goggles to avoid any contact with battery electrolyte. Also, use insulated tools to prevent accidently shorting the battery.

Check the outside of the battery for a broken or cracked case. If damage is evident replace the battery. If the battery is in good condition, check for loose battery terminals, cable connection and evidence of corrosion.

Regularly clean the tops of the batteries and terminals with a wire brush using a solution of baking soda and distilled water. After cleaning, rinse with distilled water and dry thoroughly.

Be sure to add an anti-corrosive spray or silicone gel to the terminals to prevent corrosion.

Conduct load tests

Begin load tests of AGM batteries by setting the “Battery Disconnect” switch to the OFF position. Disconnect the cables and then assemble adapters onto the battery leads. Adapters are available from the battery manufacturer. Connect the voltmeter and

battery load tester across all the battery terminals. If adapters are not available, attach tester clamps to contact lead pads and tighten the hex nuts to hold the clamps against the lead pads. NEVER test batteries at the threaded studs.

Apply a load equal to one-half the cold cranking amps for 15 seconds.

The battery voltage should stabilize above 9.6 volts while under load.

If the voltage is below 9.6 volts, recharge the battery and repeat the test. Replace the battery if the voltage is below the battery manufacturer’s specifications.

Charge properly

Properly charging AGM batteries is critical to maintaining their performance and longevity. Remember that batteries discharge during use as well as self-discharge when idle, so make sure to charge the batteries after every use. Periodically charge the batteries that are in storage to ensure they do not remain at a low state of charge.

Ensure vents are completely inserted before charging and do not interrupt a charge cycle. Interrupting a charge cycle is only acceptable when you are performing opportunity charging — a short charge to batteries in between uses that should not take the place of a complete daily recharge.

During charging, ensure the batteries have adequate ventilation since some

“off gassing” does occur with AGM batteries.

Also, never charge a battery that is frozen and avoid charging in temperatures over 120° F. Charge time will depend on how deeply the batteries have discharged; deeply discharged batteries will take longer, less time for those with shallower discharges. For example, those at 50 percent depth of discharge typically take six to eight hours to recharge fully. Cold batteries take longer to recharge. Battery charging should be limited to 16 hours. Most chargers come programmed for this as a safety feature. Be sure to set the battery charger for the appropriate program for AGM batteries.

• • • • •

Extended slow speed driving with high electrical loads Loose or corroded battery connections Improper battery charging High resistance connections or defects in the cranking system Lengthy vehicle storage with batteries not disconnected.

Batteries that remain connected in stored vehicles can discharge in a six to eight week period, due to small current drains.

•

Discharged batteries can freeze and be difficult to recharge.

Always read the battery manufacturer’s user’s manual and follow the instructions for properly maintaining your AGM batteries. Visit Trojan’s website to review its “Trojan Tips” video tutorial series to learn more about battery technologies and battery maintenance information at www.trojanbattery.com/Trojan_Tips. BRM Brad Bisaillon serves Trojan Battery, Santa Fe Springs, CA, as sales manager, strategic accounts and transportation.

Measure open circuit voltage

Measuring open circuit voltage with a digital voltmeter is an easy and economical way to determine the health of VRLA batteries. Set the voltmeter to the proper voltage range for the battery voltage as recommended by the manufacturer.

Touch the positive and negative leads to the corresponding battery terminals, again at the lead pads, and read the voltage value. Be sure to note if the value is negative or positive as you may have connected the leads in reverse. It may also indicate the battery has a negative voltage. For accurate open circuit voltage readings, leave the batteries off charge for a minimum of six hours, preferably 24 hours. As batteries age the voltage reading will gradually get lower. This will happen more quickly for batteries that aren’t properly maintained.

Troubleshoot poor performance

If the batteries pass the functional test, but do not perform well in service, check for the following conditions: • Vehicle accessories are left on for long periods of time • Faulty vehicle charging system • High wiring resistance • Vehicle loads are exceeding alternator capacity • Shorted wiring

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products & services

Zero Leak Technology for in-ground lifts SVI Zero Leak Technology, ZLT™ sealing system upgrades are available to retrofit existing vehicle lifts. The new ZLT™ sealing systems use the most modern seal material, abrasion resistant to withstand road salt, dirt, rust scale and debris found in the shop environment. Unlike outdated

seal materials, SVIS says ozone and ultraviolet light does not affect ZLT™, which has an unlimited shelf life. The seals are custom made for the lift’s low pressure application.

SVI International DeKalb, IL

Oil Eater non-electric brake washer Made of industrial-grade HDPE plastic, the Oil Eater professional brake washer cleans brake parts without using electricity. It features a heavy-duty air pump with adjustable regulator, flow-through brush with adjustable solution valve, dual filtration systems and four swivel casters, two of which lock. The washer cover functions as a catch

basin. It is designed for use on alignment lifts/ramp lifts or on the floor and can also be used as a portable parts washer.

Kafko International Skokie, IL

Foldable support stands save shop space Stertil-Koni USA now offers a full of range spacesaving support stands, a critical requirement in many repair shops and maintenance facilities that require the use of a secondary vehicle support before a technician can work under the raised vehicle to perform service.

By designing the industry’s first foldable stand, offered in a tall or short version, the company says

its new stands can support capacities of 18,000 to 26,500 lbs. each with a base circumference of only 12 inches when folded, occupying 113 square inches to give back valuable shop space. A wall bracket is available for storing the stands on the shop wall.

Stertil-Koni Stevensville, MD

TRP batteries for harsh weather Batteries from TRP Parts function in extreme weather. TRP starting batteries offer up to 1,150 cold cranking amps (CCA) for harsh winter conditions and offer as low as 650 CCAs for hot weather.

TRP AGM batteries feature a greater repetitive reserve capacity.

The dual-purpose batteries have heavier, thicker plates so the batteries discharge and recharge frequently. TRP says active material is locked into plate surfaces with fiberglass strands, preventing shorts between the plates.

TRP Parts Renton, WA

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products & services

QuietCast brake pads for medium-duty vehicles ™

Bosch has introduced a new series of QuietCast™ medium-duty premium disc brake pads, OE friction formulas or friction formula upgrades for medium-duty vehicles. The company says its blends of friction material are application-selected based on a host of factors that affect vehicle braking. In addition to vehicle weight

and typical duty cycles, more subtle considerations include rotor diameter and thickness and caliper bracketry.

Carefully selected friction compounds assure quiet, reliable, and long-lived braking on all types of vehicles.

Bosch Broadview, IL

EnKon A-Series A1300 improves ergonomics

EnKon Systems is the new brand name for Herkules scissor lifts. The company says the A-Series A1300 Air Lift provides tremendous flexibility by allowing the user to purchase components for the initial application and other optional components if the application changes. A platform, rotate, tilt, casters, and other optional components are available to add to the lift for improving ergonomics at any time, offering solutions for hundreds of different applications.

Herkules Equipment Corporation Walled Lake, MI

Driver performance app an industry first GreenRoad™, driver performance and safety management specialists, are out with the GreenRoad Central mobile app for drivers. The company says it is the first mobile app in the fleet industry’s to give drivers anytime, anywhere access to key performance data.

The app runs on Apple® iOS devices (iPhone, iPad, iPod Touch) and Android™ mobile and tablet devices and is now available to download from app stores.

Using the app, drivers can self-correct and improve their driving by accessing their Safety Score, idling rate, team rank and trip details over the past seven days.

GreenRoad Inc. Redwood City, CA

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Safety&Maintenance

Steps to take when aluminum wheels overheat

By Christopher W. Ferrone

Photo 1. The condition of an aluminum wheel shown at normal temperature.

Photo 2. The brown color of the sticker denotes the effects of an aluminum wheel overheating.

Years ago, I had the opportunity to work on a forensic assignment that involved an aluminum wheel, as we read over a number of documents that addressed the behavior of aluminum wheels in relation to excessive heat.

It is worthwhile to share with you what happens when an aluminum wheel overheats. The photos explain how to determine if the wheel has overheated and how to inspect its integrity if it has. Please understand I am not singling the manufacturer mentioned here for any negative reasons.

The information and safety steps apply for all makes of aluminum wheels.

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The use of disc brakes drive up wheel end temperatures faster than other sources; notorious, in fact, for creating extreme localized temperatures at the wheel end that typically damage the wheel and bearing.

A good step to mitigate wheel bearing damage is to use 140-weight gear oil in the hubs — especially for motorcoaches with disc brakes. The heavier oil will not breakdown as quickly and will provide lubrication to the bearing during periods at high temperature created by the disc brakes.

Specifying unitized hubs is an even better step in controlling wheel bearing temperatures. However, unitized wheel bearings are

Photo 3. Alcoa provides a “go-no-go” gauge (p/n :000700) that can be used to check the contour and profile of the wheel for damage.

outside the scope of this particular article, and one I will address in a coming issue of BUSRide.

As excessive wheel end temperatures are a forgone conclusion with the use of disc brakes, operators must be mindful of the consequences to aluminum wheels.

Aluminum wheels exposed to excessively high heat can undergo structural changes that weaken the integrity of the metal. A sudden and unpredictable tire and wheel separation may occur in tire and wheel assemblies in which the wheel has overheated.

The metal in wheels subjected to excessive heat, whether through tire or brake fire, brake malfunction, wheel bearing failure or after a running on a flat tire, may have weakened to the point to cause the wheel and tire assembly to separate explosively once it is put back into service.

Alcoa aluminum wheels come with a temperature sensitive sticker located on the wheel (see photo 1). When the wheel reaches a temperature hot enough to seriously dam-

age the wheel and alter its structural integrity, this sticker changes in color to a dark brown, denoting the exposure to excessive heat (see photo 2).

Any time a mechanic sees any wheel with the dark brown sticker he should remove the tire and determine if the shape of the wheel has changed due to a structural deformity. Alcoa provides a “go-no-go” gauge (p/n :000700) that can be used to check the contour and profile of the wheel (see photo 3).

Before mechanics do any work on an aluminum wheel that has overheated and is showing a dark brown sticker, they should first deflate the tire before performing any work on the wheel. This will ensure that the mechanic is safe during the entire process. BRM Christopher W. Ferrone is president of Americoach Systems Inc., Glenview, IL, an engineering firm specializing in transportation technology, analysis and safety.

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