BUSRide Maintenance January 2016

JANUARY.2016

BUSRIDEMAINTENANCE.COM

THE EXCLUSIVE MAINTENANCE RESOURCE FOR THE TRANSIT AND MOTORCOACH INDUSTRY

How to remove and install windshield glass p6

New products and services p3 | Bus caliper repair p4

FROM THE EDITOR IN CHIEF

Save with DIY maintenance

busridemaintenance.com VOL. 06 • NO. 1 CEO / Director of Advertising Sales Judi Victor jvfly@busridemaintenance.com

This month in BUSRide Maintenance, experts in the bus maintenance field once again shed light on topics that are essential for garage efficiency and cost savings. Do-it-yourself (DIY) methods are becoming increasingly popular options for maintenance managers looking to save.

Associate Publisher David Hubbard dhubbard@busridemaintenance.com Editor in Chief Richard Tackett rtackett@busridemaintenance.com

Take a look at what’s inside:

Senior Art Director Stephen Gamble sgamble@busridemaintenance.com

• On the cover: In a story from our archives, Jamie Glazebrook, then marketing director for JAJ Enterprises, details a handy way to forego subletting glasswork to local auto glass shops.

Accounting Manager Kevin G Boorse kboorse@powertrademedia.com

• As part of the Focus On: Brakes series, John Kirkpatrick, vice president of sales for ProTec – TDIR division, examines the benefits of utilizing rebuilt calipers in a brake system.

DIY can save time and money – something that every operator wants to do.

BUS INDUSTRY SAFETY COUNCIL

Richard Tackett Editor in Chief BUSRide Maintenance Magazine

CONTENTS JANUARY 2016

On the cover:

A publication of:

How to remove and install windshield glass 6 Coach Glass says this do-it-yourself method saves from subletting the job

By Jamie Glazebrook

Bus calipers: Why rebuild?

ProTec Friction Group details the value of rebuilt calipers

Departments From the Editor in Chief Products and Services 2

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BUSRide Maintenance Magazine 4742 North 24th Street, STE 340 Phoenix, Arizona 85016 Phone: (602) 265-7600 Fax: (602) 277-7588 busridemaintenance.com

BusRide Maintenance™ Magazine is published 8 times each year by Power Trade Media, Inc., 4742 N. 24th Street, Ste. 340, Phoenix, AZ 85016. Subscription Rates: United States and Mexico $39 (USD) one year, Canada $42 (USD) one year (GST included), all other countries $75 one year, single issue United States $5 (USD), all other countries $6 (USD). All articles in BusRide Maintenance™ Magazine are copyrighted and may not be reproduced in whole or in part without the express written permission of the publisher. For reprints of 100 or more, contact Judi Victor at (602) 265-7600 ext. 125. Copyright 2016 by Power Trade Media, Inc. No advertisement or description or reference to a product or service will be deemed as an endorsement, and no warranty is made or implied by Power Trade Media, Inc. Information is obtained from sources the editors believe reliable, accurate and timely, but no warranty is made or implied, and Power Trade Media, Inc is not responsible for errors or omissions.

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PRODUCTS & SERVICES

Marksman™ II “hears” problems before they lead to breakdowns Tracerline® Marksman™ II (P/N TP-9367) ultrasonic diagnostic tool is a highly accurate instrument that converts and amplifies inaudible ultrasonic sound into audible “natural” sound. Now service technicians can easily hear sounds that signify problems such as air brake leaks, compressed air leaks, vacuum leaks, tire leaks and much more…before they lead to major breakdowns.

The Marksman II uses a two-tiered approach to ensure accurate diagnosis. The ultrasonic receiver converts inaudible sound into audible sound using heterodyne circuitry. Then, its unique Sound Signature Technology finetunes the audible sound into the natural sound emitted by the leak itself. A 5-LED signal-intensity indicator and audible alarm easily pinpoint the exact problem source.

The Marksman II is so sensitive that it can detect leaks from orifices as small as 0.004 in (0.1 mm) at 5.0 psi (34 kPa), from a distance of 12 in (30 cm). An Internal Noise Control feature buffers ambient noise, making it ideal for use in even extremely noisy environments.

Bar’s stops leaks Radiator leaks can be very overwhelming, especially when you don’t have the time or money to take your car to the repair shop. Well, it’s time to ease your worries because Bar’s has created this fast and easy-to-use product that seals internal, external and coolant-tooil leaks.

Bar’s Leaks Pelletized Radiator Heavy Duty Stop Leak is specially formulated to seal larger leaks better than other stop leak products. It works safely and effectively on plastic, aluminum and metal radiators, heater cores, gaskets and freeze plugs. It also has a water pump lube that lubricates water pump seals and inhibits the formation of rust and scale.

In under an hour, you can quickly and easily solve that once-dreaded leaky radiator. Give it a try and get your show back on the road in no time.

Bar’s Leaks Holly, MI

Vericom optimizes brake metering

With up to 125,000 BTU of output, the Proheat M-Series is an ultra-powerful, cold weather auxiliary heating solution for buses and coaches. This diesel-powered heater preheats the engine to ensure quick and reliable starts while reducing engine wear.

Proheat M-Series heaters are also powerful enough to supply supplemental interior heat for passenger and driver comfort while the main engine is running.

The heater is designed to be accessible and easily serviced by technicians to help minimize downtime. CAN Bus connectivity means the heater can be seamlessly installed on vehicles that rely on the J1939 network standard. Trusted in the transit industry for years, Proheat M-Series heaters are installed on buses and coaches across North America.

Over 25 years of research and development have gone into the design of the Vericom VC4000DAQ making it the most innovative instrument for measuring tire to road friction and vehicle performance.

Vericom’s reputation for excellence is truly displayed within the workings for the VC4000DAQ. Vericom is known world-wide for its accuracy in calculating vehicle speed and distance from acceleration and time. Used by accident reconstructionists and transportation authorities because of its accuracy and acceptance into court. Vericom is the only performance computer in its price range that can accurately synchronize acceleration, speed, time and distance during vehicle braking which is partially due to Vericom’s RDP ™ (Run Duration Protocol). Now with OBDII CAN and 10Hz GPS interface, the VC4000DAQ is its own working test module allowing the Vericom speed to be easily confirmed.

Proheat LaGrange, KY

Vericom Rogers, MN

Tracer Products Westbury, NY

M-Series keeps the bus warm

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FOCUS ON: BRAKES Remanufactured components In this issue, BUSRide Maintenance continues “Focus On: Brakes,” a cooperative forum series that addresses the critical design and manufacturing elements associated with effective heavy-duty brake systems for buses and motorcoaches.

This series aims to investigate the elements of good brake design and brake safety, the importance of brake inspection, the real effects of ‘wear and tear,’ brake maintenance, regenerative braking, hidden benefits, optimal lifespans and more.

This month, we cover caliper rebuilding – a crucial topic that many operators may have not previously considered.

According to ProTec Friction Group, Mt. Kisco, NY, the two main reasons for caliper remanufacturing are savings and sustainability. As John Kirkpatrick, vice president of sales for ProTec – TDIR division, explains, the cost savings generated by rebuilt brake calipers are too high to ignore. Furthermore, operators can have a major impact on the environment by using these remanufactured parts.

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FOCUS ON: BRAKES

Bus calipers: Why rebuild?

Better ask: Why not?

By John Kirkpatrick

In this era of throwaway parts and appliances that cost more to fix than to replace, the repair and remanufacturing of otherwise perfect goods has become somewhat of a lost art.

In the case of brake systems for buses, calipers are safety components which must meet strict quality standards. For all practical purposes, remanufacturing automotive parts is very much like assembling new parts – except that some of the components are taken from used parts, especially the housing. A quality rebuild includes these steps: • Each used caliper is stripped fully. The core is checked for physical damage, wear, cracks and excessive rust.

• All cores and reusable parts are sand shot blasted with a specialized process that preserves threads.

• Cores are painted with a controlled thickness layer of black or gray anti-corrosion paint.

• All calipers are fitted with guide pins and seal kits.

• All bushings and bearings are replaced 100 percent.

• All seals and boots are replaced 100 percent.

• Calipers are inspected throughout the build process, followed by final quality and pressure testing.

There are two main reasons to consider caliper remanufacturing: Savings and Sustainability Savings “A properly rebuilt part is virtually indistinguishable from a new part,” says Steve Yelencsics, president of Raritan Valley Bus Service, Edison, NJ, noting that his company saves money every time. “However, a rebuilt part normally costs us 50 percent to 75 percent of the cost of a comparable new one, and carries the same warranty.”

Let’s run the numbers for a motorcoach bus with six calipers installed.

A new brake caliper from the manufacturer costs a fleet approximately $975.

The cost of an equivalent re-manned part is $475: a savings of $500 X six calipers (or $3,000) savings per bus.

For a fleet with 50 buses that replaces its calipers every two years, the savings over just four years will be noteworthy.

Two periodic replacements multiplied by $3,000 savings/ bus by 50 buses adds up to a total savings of $300,000.

“

We have found that having our calipers rebuilt is a cost effective and eco-friendly direction.

”

— Hugh Dowling, Parts Manager, Mears Transportation

Sustainability Bus operators are increasingly concerned with reducing negative environmental impact by investing in new fuels, better tires and lighter vehicles. And, they wish to communicate their environmental actions to riders, government agencies and the general public.

“We are doing our part, in ways big and small, to contribute to a healthier planet,” says Charlie Konieko, maintenance manager for Peter Pan Bus in Secaucus, NJ. “Purchasing remanufactured parts is in line with our core mission.”

A typical motorcoach caliper weighs 70 pounds and each threeaxle bus has six calipers, equaling 420 pounds per bus. Over the 10-year lifespan of a bus, calipers may be replaced four times. Four replacements at 420 pounds equals 1,680 pounds per bus.

For a fleet of 100 buses, this represents 168,000 pounds of saved iron use per fleet According to the International Energy Agency, the greenhouse gas of most relevance is carbon dioxide (CO2).

On average, 1.8 tons of CO2 are emitted for every ton of iron produced. Even accounting for a 30 percent recycle factor, the positive environmental impact of widespread bus industry remanufacturing would be a reduction of over 60 million pounds of CO2 over 10 years.

Using remanufactured calipers requires virtually no time and no additional investment. The carbon savings and benefits are immediate.

To learn more about caliper remanufacturing and determine whether a reman program is right for your fleet, contact John Kirkpatrick of ProTec – TDIR division at 908-370-8890.

John Kirkpatrick, serves as vice president of sales for ProTec – TDIR division. ProTec is a U.S.-based worldwide producer of reliable solutions for the most demanding friction applications and environments, including on/off highway, agriculture, construction, oilfield, marine, mining, railroad, assembly line and specialty applications.

Visit www.protecfriction.com and www.protec-bus.com.

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How to remove and install windshield glass Coach Glass says this do-ityourself method saves from subletting the job.

By Jamie Glazebrook

Editor’s Note: This article originally appeared in the May 2011 edition of BUSRide Maintenance.

Use a radiator hook to penetrate beneath the lock bead and pry upward. Gently pull the bead out by hand, especially if the lock bead is weathered.

Vacuum cups provide the easiest way to handle the windshield as they give leverage points for working the windshield into the gasket.

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Use a lock bead tool to reverse the procedure for removing the lock bead.

Not everyone enjoys working with over-sized pieces of glass.

Because of the slim margin for error, a great number of bus service providers choose instead to sublet their glasswork to local auto glass shops.

However, with a little care in handling, bus windshield removal and replacement is something a bus shop can complete successfully with a little firm finesse and a few special tools.

Customers certainly see an experienced glass technician working in the shop as an added value.

To that end, here is a step-by-step primer for successful bus windshield installation: • Be safe — Always wear cut-resistant gloves and safety glasses.

• Remove the wiper arm and blade — Take note of its position before removing; reattach at the same angle after windshield installation.

• Release the gasket — Use a radiator hook to penetrate beneath the lock bead and pry upward. Gently pull the bead out by hand, especially if the lock bead is weathered.

• Release the gasket from the windshield — Break the gasket free from the glass by using a radiator hook or bone. Insert the tool between the windshield and the gasket until it reaches the edge of the glass, usually about one-half inch deep. Then push the bone around the perimeter of the windshield. Be sure to break the gasket loose from the perpendicular edge, too.

Repeat this process if necessary.

• Remove the windshield — Once the seal is completely broken it is safe to push the windshield out from the interior of the bus. By hand, start in one of the upper corners and work across the top, then down the sides.

Station a technician outside the coach to help pull the windshield out with vacuum cups or by grasping the edge of the glass once it is pushed free from the gasket. This technician can also loosen spots not entirely released by the bone. Keep the bottom of the windshield in the gasket until the windshield can be handled safely.

• Clean the gasket and windshield thoroughly — Remove the windshield from the bus and remove all debris from the gasket.

Wipe the gasket down with glass cleaner or other evaporating cleaner. Clean the new windshield as well.

• Install the windshield — Vacuum cups provide the easiest way to handle the windshield as they give leverage points for working the windshield into the gasket.

Start the installation by setting the bottom center-post corner of the windshield in the gasket about 1 inch from the center post.

Then insert the top center post corner of the windshield in the same manner. Using water or glass cleaner, moisten the gasket where the center windshield corners have been fitted. Moisten the center post gasket as well. With firm pressure, slowly slide the windshield into the center post gasket.

From here, think finesse rather than force. Use a bone to manipulate the gasket. Use water or glass cleaner as a lubricant and vacuum cups to move the windshield into position. Do not use petroleum based lubricants as the sealant will not adhere to them. Also avoid applying acute pressure on any one small area of the windshield.

Once the center post corners are installed, begin working the bottom of the windshield into the gasket. After installing 6 to 12 inches, move to the top and install an equal amount of the windshield into the gasket. Alternating between the top and bottom of the windshield gradually, install the windshield into the gasket including around the curve of the glass.

It is best to install the widest portion of the glass last first.

Typically, this means installing the upper outer corner of the windshield before the bottom outer corner.

Carefully work the upper corner into the gasket and continue down the side a few inches then begin to work the bottom outer corner of the windshield into the gasket. Once it’s in place, go back to working on the side, near the top, then switch to the bottom again. Gradually work the glass into the gasket until the entire windshield is installed.

• Adjust the windshield — Once in place, the windshield may need to be moved to the left or right. Moisten the gasket first. A sandbag can be helpful in moving the glass toward the center of the bus. Use it by lightly striking the windshield in the direction the glass needs to move. Gradually increase the impact until the glass moves. (Using a sandbag inches the windshield into place by spreading the impact over a larger surface). It may help to tug on the suction cups in coordination with the impacts of the sandbag.

• Apply sealant — Generously apply urethane sealant to both the windshield and body-side of the gasket by inserting the nozzle of the urethane tube under the lip of the gasket and apply at a steady rate. Simson ISR 70-08 is the recommended sealant, as it is unusually strong, cures quickly, and the excess cleans up easily with water.

• Lock the gasket and windshield into place — Using a lock bead tool reverse the procedure for removing the lock bead.

If applied correctly, a small amount of urethane should ooze from under the gasket. Clean this up with the chisel end of a bone or plastic putty knife. Follow up with a new razor blade and then with solvent and rag. Use glass cleaner to put the final touch on the glass.

• Re-install the wiper arm and blade — Return it to its original position and tighten adequately.

These steps cover the majority of bus windshield installations.

For non-routine variations to the procedure, feel free to contact a technician at Coach Glass. We offer technical support, as well as Simson brand urethane, sandbags and other products to assist most any successful bus windshield installation.

At the time of this writing, Jamie Glazebrook served as marketing director for JAJ Enterprises, LLC, and its Coach Glass, A-1 Auto Glass and Premier Auto Glass divisions.

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