BUSRide Maintenance June / July 2017

JUNE / JULY.2017

BUSRIDE.COM THE EXCLUSIVE MAINTENANCE RESOURCE FOR THE TRANSIT AND MOTORCOACH INDUSTRY

Are you prepared for bus fires? p6

HVAC technology advances p 10 | Heavy-duty brake systems p 13

FROM THE EDITOR IN CHIEF

This edition of BUSRide Maintenance incorporates insight from multiple industry thought-leaders into a series of revealing panel discussions. Our staff gathered expert opinions in three key areas for bus maintenance: fire suppression, HVAC and heavy-duty brakes.

We hope that this platform, featuring a variety of voices from their respective industries, helps you with some of the tougher maintenance decisions in your own operations.

Thank you for reading BUSRide Maintenance.

busride.com VOL. 07 • NO. 5

Richard Tackett Editor in Chief rtackett@busride.com David Hubbard Associate Publisher dhubbard@busride.com Stephen Gamble Art Director sgamble@busride.com Joyce Guzowski Assistant Editor jguzowski@busride.com

Richard Tackett Editor in Chief BUSRide Maintenance Magazine

Judi Victor CEO & Publisher Director of Sales jvfly@busride.com Mitch Larson Business Manager mlarson@busride.com

CONTENTS / JUNE / JULY 2017

Blair McCarty Sr. Sales and Marketing Coordinator bmccarty@busride.com

ON THE COVER Official BUSRide Maintenance Roundtable Discussion: Bus fire! Are you prepared?

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Representatives from Fireaway, Inc. and Firetrace International offer best practices for fire detection and suppression, as well as preventative steps for avoiding bus fires

Hollie Broadbent Marketing & Sales Associate hbroadbent@busride.com

FEATURES Air-purification systems transform onboard environments

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BUS INDUSTRY SAFETY COUNCIL

Utilizing UVGI technology, operators and agencies can provide cleaner air, longer HVAC life

Prepare for the Transit Maintenance Forum at BusCon

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The second annual Transit Maintenance Forum will take place September 11-13 in Indianapolis

Official BUSRide Maintenance Roundtable Discussion: Advances in HVAC technology

A publication of:

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Experts from Bitzer, DCM Manufacturing, SanUVAire and Thermo King share their insight on the intricacies of new HVAC systems, the effects of electrification on air conditioning, and best practices for preventative maintenance

Official BUSRide Maintenance Roundtable Discussion: Heavy-duty brake systems We spoke with panelists representing AxleTech International, Bendix Spicer Foundation Brake, Meritor and Webb Wheel Severe Duty about the varying brake systems, operating costs versus acquisition costs, driver behavior and other factors involved in purchasing and maintaining brakes

DEPARTMENTS From the Editor in Chief Products and Services 2

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BUSRIDE MAINTENANCE | JUNE / JULY . 2017

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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 eight times annually by Power Trade Media, a division of The Producers, Inc., 4742 N. 24th Street, Ste. 340, Phoenix, AZ 85016. Subscription rates for non-qualified subscribers, single issue prices and pricing for reprints of 100 or more are available from: info@busride. com. 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. Copyright 2017 by Power Trade Media. No advertisement, sponsorship or description or reference to a product or service will be deemed an endorsement by Power Trade Media, and no warranty is made or implied. Information is obtained from sources the editors believe reliable, accurate and timely, but is not guaranteed, and Power Trade Media is not responsible for errors or omissions. Opinions expressed in BUSRide Maintenance™ Magazine are not necessarily those of the publisher or sponsors or advertisers. Content addressing legal, tax and other technical issues is not intended as professional advice and cannot be relied on as such; readers should consult with their own professional advisors.

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PRODUCTS & SERVICES

New dismantling tool for Leak detection reduces removable plug connectors costs, downtime With the new dismantling tool from PE and HAZET, connectors can be removed easily and quickly.

To use, insert the removable connector into the dismantling tool, tighten using one of the hexagonal socket wrenches (13 millimeters) usually on hand at the workshop, and the connector can be removed from the line with little effort. The tool has been developed and produced in Germany and is suitable for all common pipe diameters between 6 and 12 millimeters.

PE Automotive Wuppertal, Germany

Tracerline’s EZ-Ject™ A/C and Fluid Kit (TP-8657HD) can find all system leaks fast. Other bulky, expensive leak detection systems require a time consuming, drawn-out process. And after their smoke has cleared, they end up relying on UV lights and inferior fluorescent dyes to do what the EZ-Ject Kit does the first time – pinpoint the exact source of even tiny leaks quickly, and at oneeighth the cost. That means those little leaks won’t have the chance to become big, expensive problems. Just add the dye and shine the UV light. All Tracerline dyes can stay indefinitely without affecting system components or performance. A simple turn of the Multi-Dose dye injector handle adds an exact amount of dye into the A/C system. There’s no mess to clean up. Everything comes packed in a handy and durable carrying case for easy storage and use.

Tracerline Westbury, NY

Fowler's Auto Wrecking Inc. Belltown Recycling Center Get all your coach parts on Old Coach Road! MCI & Prevost & Van Hool DETROIT DIESEL SERIES 60 ENGINES Good Running Take Outs Recent Remans Core Units Low Mileage Units Engine Accessories We Offer 1 Year Warranty CALL for price - 860-267-7140

COMPLETE BUSES FOR PARTS Body Panels & Glass Exterior & Interior Lights Wheels & Tires Interior Parts & Seats Tag Axles & Drive Axles Steering & Suspension Parts Cooling, HVAC, and Brake Parts

ALLISON B500 TRANSMISSIONS Good Running Take Outs Recent Remans Core Units Low Mileage Units Modules & Auto Shift Pads We Offer 6 Month Warranty CALL for price - 860-267-7140

CALL 860-267-7140 - 24 Old Coach Rd, East Hampton, CT, 06424 - BelltownRecycling@Yahoo.com busride.com | BUSRIDE MAINTENANCE

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PRODUCTS & SERVICES

Family of UNECE R107Antaira switches approved systems announced perform in all Global fire suppression manufacturer Firetrace International can now offer an entire family of UNECE (United Nations Economic Commission for Europe) R107 approved systems for buses and coaches. This complete collection of systems affords manufacturers the flexibility for in system placement.

Firetrace’s UNECE R107 was granted by the Swedish Transport Agency after a thorough evaluation of various Firetrace systems by the RISE research institute in Sweden. This latest listing is in addition to Firetrace’s extensive line-up of P-Mark approved systems. Firetrace also offers single cylinder solutions that can accommodate engine enclosures of up to 6m3, the maximum upscale allowed under SPCR 183. These systems are the smallest, lightest and simplest systems to achieve UNECE R107, using as little as 10 pounds of agent and just four nozzles. With a small footprint, they enable easy installation within the cramped confines of a bus engine compartment.

environments

Antaira’s new LNX-2012GN-SFP industrial gigabit managed Ethernet switch series has been designed to fulfill applications in harsh or outdoor environments. This unit has one of the highest density SFP fiber port counts in the market for a DINRail unit. The extensive SFP fiber connectivity of this unit is ideal for centralized connection of multiple devices, especially in environments with a lot of electrical noise where SFP fiber is immune to such issues.

Some applications where the LNX-2012GN-SFP switch works well include: power/utility, factory/process control automation, windmills, mining infrastructures and ITS roadway traffic control/monitoring applications.

This product series is pre-loaded with “Layer 2” network management software that supports an ease-of-use Web Console or Telnet through the serial console by CLI configuration.

Antaira Anaheim, CA

Firetrace Scottsdale, AZ

Serving Universities, Public Transit Agencies and Private Coach Companies Since 1980

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BUSRIDE MAINTENANCE | JUNE / JULY . 2017

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PRODUCTS & SERVICES

Battery-operated cabled mobile column lifts outfitted with touch screen control technology Stretil-Koni’s ebright Smart Control System provides intuitive, ease-ofuse with maximum visual information about the lifting process – all at the fingertips of the person who needs it most – the technician on the shop floor. Features include a 7-inch, fullcolor touch screen console, with the features of a smartphone or a tablet.

It delivers intuitive controls with actual data about the lift in action; track of specific operations and information codes; display of actual lifting height; adjustable lowering speed via touch screen; visual display of maximum programmable lifting height; and warning and maintenance service alerts. First deployed on Stertil-Koni wireless mobile column lifts in 2015, the enhanced ebright Smart Control System is now shipping with battery-operated cabled mobile column lifts to customers across North America.

Stertil-Koni Stevensville, MD

Luminator advances onboard displays Luminator offers three sizes of INFOtransit Onboard Displays for mass transit vehicle infotainment. These high-resolution display screens are incredibly vivid and are available in 18.5, 21.5, and 29-inch sizes.

They are the key visual component of Luminator’s INFOtransit® passenger information system, which provides mass transit operator passengers with route and next stop information as well as customized local advertising of businesses, promotions, and events.

The operator can easily configure passenger route information with customizable fonts, colors, texts, and pictures for stop sequence, transfer information, and line sequence at selectable positions on the screen. Multimedia advertising (videos, pictures and text) can be combined and shown with selected lines, destinations, routes, and stops. The passenger route information and advertising can be displayed on completely separate screens if so desired.

Luminator Technology Group Plano, TX

New aerosol can packaging includes debossing Cyclo Industries has released an aerosol can design with an all-around spiral debossing, bringing innovative aerosol can technology to the United States. The debossing allows for a firmer grip during use. The new design will be featured on the majority of Cyclo Industries aerosol products housed with the first embossed cans that arrived in May. Cyclo Industries Jupiter, FL

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busride.com | BUSRIDE MAINTENANCE

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BUS FIRE! Are you prepared?

BUSRide Maintenance gathered representatives from two leading fire-suppression system manufacturers to discuss the ever-present threat of bus fires, and the recommended technologies and best practices to detect, suppress and extinguish bus operators’ worst nightmare.

The panelists for this discussion are: Ed Ruggles – director of marketing and sales – Fireaway, Inc. / Stat-X Scott Starr – director of marketing – Firetrace International

Describe the technology and mechanisms at work in your proprietary fire suppression system and associated products.

Ed Ruggles: For buses and coaches, Stat-X technology is a bit different than most. The current trend in the motorcoach industry is to move away from dry chemicals.

Our technology is neither a dry chemical nor a clean gas; rather an alternative to a clean gas. We use a proprietary blend of micron-sized particulates of potassium housed in an unpressurized stainless container for suppression. Upon activation, an ultra-fine suspension of highly-ionized potassium fire-fighting particles will fill the protected area and suppress the fire. Stat-X is extremely affective on suppressing fires in engines, battery and electrical compartments.

Scott Starr: Firetrace systems originated from a growing need for reliable effective fire protection in harsh engine enclosures.

These systems employ our proprietary pressurized polymer Firetrace Detection Tubing, which is excellent at quickly detecting a small, growing fire.

One noticeable feature is how it remains resilient even when covered in road grime. This tubing tolerates vibration, fluctuating temperatures and engine cleaning operations without any false activations.

Can you cite a recent event that exemplifies the constant threat of bus fires and validates your product?

Ruggles: A recent fire event reported by various news outlets describes a bus fire on Sydney Harbour that was initiated by an electrical malfunction in the engine bay at the back of the vehicle.

In a final report into the incident, the investigators said it was 6

BUSRIDE MAINTENANCE | JUNE / JULY . 2017

likely that the fire was sparked by a short-circuit of auxiliary alternator cables where they crossed the edge of a rear-chassis rail. This bus did not have an integrated fire-suppression system.

Starr: The threat of fire onboard a bus is very real and ever present. A quick search of the news, or better yet Twitter (which offers almost real-time monitoring), shows bus and school bus fires occur almost daily.

What is your loudest, most emphatic message to bus and coach operators concerning fire safety and onboard fire suppression systems?

Ruggles: We encourage owner-operators and municipalities to expand their view on procuring suppression systems that meet the hazards present and steer clear of low cost alternatives based on budgetary constraints. As more data becomes available regarding root causes of fires in buses and motorcoaches, I believe these folks are starting to see that the inexpensive alternatives might not deliver the results and benefit they really need or require. Selection of the solution to meet the hazard and not the budget is always the best path forward.

Starr: We know bus and coach operators face a lot of priorities that compete for budget dollars. We also know that a fire-suppression system certainly is not one that carries immediate visible value. Nonetheless, ask any operator who has endured a bus fire to name the greatest incurred loss. In most cases the answer will be the company’s loss of customer confidence, which in the long term may far exceed any immediate financial loss.

busride.com

What do bus and coach operators need to know and understand to be compliant in fire safety, protection and suppression?

Ruggles: Operators are not only protecting their assets, but also the people who rely on them to get from point A to point B safely, as well as the transportation network they are a part of. Do your homework on suppression options. Understand what potential fire hazards exist and look for the best solution for your platform or fleet. Once you have a solution integrated on the vehicle, it is extremely important that you keep it maintained and in proper working condition.

Starr: New approvals are now coming out of Europe specific to buses known as UNECE r107 and the RISE Institute’s P Mark. It is important to note that there are no such bus-specific approvals in the US. Nonetheless, while these approvals may not be enforceable in this country, they do provide an excellent framework for everyone as to the effectiveness of the assorted options in vehicular fire suppression.

These approvals also spell out the limitations for the systems, such as size, nozzle count and design limitations for an engine compartment’s volume and certify that the systems are effective in real-world bus fire scenarios and are evaluated not only against fire types and location, but also with varying airflow to ensure the systems will function as intended in the event of a fire.

How does optimum fire protection differ from one mode of bus transportation to the next, i.e., transit buses, motorcoaches, small and midsize shuttles, and paratransit vehicles?

Ruggles: With new technological advances, there is an expansion of fleet configurations and power options that include small and midsize shuttles, extended articulated buses and motor coaches, hybrid and all-electric vehicles and any vehicle in between.

Each new platform or integrated technology comes with its unique hazards and the potential for fire, which operators must address. Selecting the best fire suppression solution must be part of the initial build process; determined only by performing a thorough hazard analysis.

Suppression systems should incorporate both automatic and manual means for system actuation.

Detection is a critical function of any automatic suppression system.

The best way to determine the correct fire suppression solution for your platform is to begin the selection process with an extensive hazard analysis.

Starr: Fire protection has far more to with system design that will accommodate the many different environments in the engine compartment – accounting for air flow and demonstrated hazard areas.

ABC is by far the most common fire suppression agent.

It has shown in approval testing to be the most applicable against the range of fires found in an engine compartment on any type or size of bus.

Firetrace Technologies recommends ABC for its effectiveness against all three fire classes: A - common combustibles; B flammable liquids; and C - electrical fires.

What is the difference between a standard installation and a fully-customized fit? How far can a fire-suppression provider take a custom install?

Ruggles: Some platforms will have a one-size-fits-all suppression system. The systems are designed and tested to fit a fleet that has limited configuration options. This type of system would fit into the standard installation definition.

Custom installations are those that have expanded functionality or options. This could include both internal (occupied areas, engine bay, battery compartment and similar zones) and external fire suppression (tires, fuel tanks, under chassis, anything outside of the enclosed compartments).

Starr: To operate effectively, nearly every different model of bus deserves a custom fitting. While manufacturers provide a design and installation manual that presents design limitations, each bus has different challenges that need addressing in the design and installation to offset airflows and ensure the areas of highest risk receive adequate protection for the task.

What are some of the tell-tale signs that a potential vehicle fire is breaking out?

Ruggles: Some tell-tale signs for potential vehicle fires are from illuminated operating warning light sensors — specifically tires, breaks and engine or smoke. Maintenance techs are advised to address and correct any obvious lubricant or fuel leak. The old saw, where there’s smoke, there’s fire certainly comes to mind as well.

Starr: Not following suggested maintenance and cleaning are some of the most frequent causes. However, the reality is that we are talking about a mechanical environment where a fire can be both the result of long-term visible developments as well as instantaneous non-visible failures.

What preventative steps must drivers and maintenance techs take to further mitigate the dangers of a fire onboard?

Ruggles: A fire-suppression system will only perform to its optimum level with proper maintenance. Fire suppression manufacturers provide inspection and maintenance instructions for their respective systems. Drivers and maintenance technicians use these to confirm the system will perform as needed during a fire event. It is extremely important they address and correct any defect discovered during a system inspection or routine maintenance — no matter how minor — before the bus returns to service. Never skip or delay scheduled maintenance and system inspections.

Starr: Again, following the prescribed maintenance of all bus systems is a critical first step. For drivers, be familiar with the proper fire response, including manual activation of the systems and the necessary steps to quickly and safely evacuate the bus.

busride.com | BUSRIDE MAINTENANCE

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Air-purification systems transform onboard environments Utilizing UVGI technology, operators and agencies can provide cleaner air, longer HVAC life BUSRide Maintenance recently spoke with experts from SanUVAire, makers of an indoor air purification and surface sanitization system, about the benefits of Ultraviolet C (UVC) on transit and motorcoach environments, as well as the maintenance and lifecycle savings operators can realize for their HVAC systems.

What is air-purification technology and how does it apply to the transit and motorcoach industries?

This is a broad question that entails listing the various technologies and their pros and cons.

Essentially, there are several available air-purification technologies that are primarily found in the residential and commercial markets: ozone / plasma systems, bi-polar ionization systems, negative ion systems, PCO, Bio3, HEPA filters, and carbon. While they all work differently and have benefits, they also have harmful side effects. Furthermore, they may be fit for residential and commercial applications, yet not a fit for a motorcoach.

UVC – in the form of Ultraviolet Germicidal Irradiation (UVGI) – seems to be a good fit anywhere, with very few limitations and non-existing harmful side effects. There is only one technology that is designed, patented, licensed, tested, evaluated and approved for transit and motorcoach applications, which is the Breathe-Safe UVGI system.

Air purification is essential to passenger livelihood. Filters of any type and make, including HEPA, are not able to trap fine particles that typically carry viruses, molds and any of the airborne pathogens. Therefore, having great Indoor Air Quality (IAQ) is a must, and having air-purification technology is crucial.

How effective are air-purification systems in transportation?

The proven effectiveness to date of the Breathe-Safe UVGI system is a kill rate of 99.99999 percent (Log 8) for all airborne pathogens and over 96 percent for bio-terror agents.

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BUSRIDE MAINTENANCE | JUNE / JULY . 2017

Does purified air help HVAC units last longer?

Absolutely – air, grime, mold and all other airborne germs pass through the HVAC unit and stick to the coil and filters. They use the coil as their breeding grounds and, over time, clog it and cause major degradation in the performance of the HVAC unit, which in turn causes failure of other components that tend to overcompensate and become overworked. Keeping a clean coil makes the HVAC unit function as new, without overtaxing the various components. This extends the life of the unit and reduces maintenance and parts replacement costs.

How long does it take to see results from an airpurification system?

Depending on the systems being used, it ranges between days to months. Unlike static residential and commercial environments, a motorcoach is a dynamic environment that is constantly on the move, exposed to climate changes and variations in air quality.

With UVGI technology, air purification results can be achieved in 15 minutes and within 30 to 60 days the coil will be completely disinfected and cleaned.

“As the HVAC system circulates and conditions air from outside of the bus, a UVGI system purifies the air at the same time,” says Chad Sleiman, CEO of SanUVAire. “Because the HVAC unit is the source of so much air in a confined space, UVGI technology ensures that once air passes through the unit and hits riders, it’ll be clean, breathable and purified.”

Where do you see air-purification technology five years from now? Ten years from now?

In the next five years, as the mandates and legislations for better HVAC systems, zero emissions and eco-friendly coolants continue to shape and drive the evolution of HVAC technology, we predict that air-purification technology will become a great value add, if not mandatory. Transit authorities will have better awareness and education about IAQ and they will understand its importance in providing clean, breathable air for their ridership, as well as enhancing the lifecycle of their vehicles.

With the proliferation of technology and Internet of things (IoT), we believe that air-purification technology will also become “smart” and connected in the next decade, to keep pace with the increasingly smart and accessible systems in modern motorcoaches.

“The idea is to provide a system to operators and agencies that, in its basic form, provides instant, connected visibility into the status of the system’s power supplies, lamps and sensors, as well as general system health,” Sleiman says.

Chad Sleiman is an entrepreneur, educator, and investor with a diverse background in business development and engineering. He has extensive knowledge in IoT, industrial automation, healthcare, transit, telecommunications, energy efficiency, green IT, sustainability and green integrated facilities. SanUVAire is a problem-solving company with an expanded repertoire. To learn more visit www.sanuvaire.com.

busride.com

Prepare for the

Transit Maintenance Forum at BusCon The 2nd annual Transit Maintenance Forum (TMF) for senior transit maintenance professionals will take place on September 11-13 at BusCon 2017 in Indianapolis, IN.

The forum is supported by METRO and BUSRide Maintenance Magazines.

With content created by a steering committee, TMF will give senior transit maintenance professionals the chance to learn about some of the latest issues they are facing in their operations. Holding this event at BusCon also affords transit professionals the unique opportunity to network and share challenges with peers and keep up-to-date with the newest vehicles, technologies and products on the market today.

Transit Maintenance professionals can attend for $98, which includes the Transit Maintenance Forum, as well as access to BusCon’s full educational program, networking events and two-day exhibit hall access.

Steering Committee

John Calame – senior vice president of fleet and facilities, – MV Transportation Gary Glasscock – vice president of fleet and facilities, – VIA Metropolitan Transit Halsey King – fleet maintenance consultant Rick Streiff – fleet design and maintenance manager access services, – Los Angeles County Vicki Learn – director of maintenance, – Indianapolis Public Transportation IndyGo

2017 Transit Maintenance Forum Schedule: Subject to change.

Monday, September 11, 2017 12:00pm - 5:00pm Registration Open 2:00pm - 4:00pm Technology Sessions by Allison Transmission and Cummins 5:30pm - 7:00pm Welcome Reception Tuesday, September 12, 2017 8:30am - 9:30am Shaping Zero-Emission Bus Procurement and Workforce Development Training Standards As part of their overall program, APTA has developed standards for the procurement of electric buses. Here, we will take a look at those standards and discuss how they can best be implemented. We will also take a look at how the emerging technology is requiring the development of new courses to meet standards and how that challenge is being taken on.

Co-Presenters: Nina Babiarz, Southern CA Regional Transit Training Consortium (SCRTTC); Jeff Hiott, American Public Transportation Association (APTA) 9:30am - 9:45am 9:45am - 10:45am

Networking Refreshment Break A Look at Conductive and Inductive Charging of Electric Buses As electric buses continue to become a popular option for fleets around the nation, developing a plan to charge those vehicles is a key to maximizing usage. This session will give you a look at the latest technologies on the market that use both conductive and inductive methods to charge vehicles, including how these solutions work, how they are evolving, and how they are being implemented at other operations.

Presenters: Len Engel, Antelope Valley Transit Authority; Michael Masquelier, WAVE; David Warren, New Flyer

10:45am - 11:00am 11:00am - 12:00pm

Networking Refreshment Break Keynote Address: How Connected/Automated Vehicle Technology Will Impact Transportation As connected/automated vehicle technology evolves and matures, it is only a matter of time before it has an impact on the overall transportation picture, as well as your business. In what is sure to be an interesting discussion, Scott Shogan, who has been engaged with the dynamic technology since its infancy, will discuss its potential effects on public and private bus and shuttle operators, as well the creation of new opportunities in a shared economy.

Presenter: Scott Shogan, WSP USA 12:00pm - 2:00pm Lunch in Exhibit Hall 12:00pm - 5:00pm Exhibit Hall Open 3:00pm - 5:00pm Happy Hour in Exhibit Hall 6:00pm - 8:00pm BusCon Night on the Town Wednesday, September 13, 2017 8:00am - 2:00pm Registration Open 8:00am - 9:15am Federal Regulatory Update 9:30am - 10:30am How the Industry Can Tackle Labor and Staffing Needs The biggest challenge in transit maintenance shops today is keeping staff up to date with training. Hear how training programs have been developed both in regional and individual agency settings to keep technicians on pace to grow their skills and careers.

Presenters: Nina Babiarz, Southern CA Regional Transit Training Consortium (SCRTTC); 10:30am - 2:00pm Exhibit Hall Open 12:00pm - 1:30pm Lunch in Exhibit Hall

busride.com | BUSRIDE MAINTENANCE

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Advances in HVAC technology BUSRide Maintenance gathered experts from the HVAC industry to discuss HVAC’s effect on bus efficiency, the relative advantages of different system types and how zero-emission technology is affecting air conditioning.

The panelists for this discussion are: Chad Sleiman – chief executive officer – SanUVAire Gary Eubank – product manager – DCM Manufacturing Matt Lish – business development manager – Bitzer Steve D. Johnson – product marketing manager, bus HVAC – Thermo King

What impact does the weight of an HVAC system have on bus efficiency?

Gary Eubank: Increasing overall vehicle weight has a negative effect on fuel consumption, while reductions in weight have a positive effect. The significance of this will depend upon the operational cycle of the vehicle and the weight of HVAC equipment as a percentage of overall vehicle weight.

Chad Sleiman: The HVAC system is the second or third largest bus component, after the engine and transmission, and it takes up considerable real estate on the bus. The weight of such a system has a direct impact on the vehicle’s mechanical components’ performance. This can affect life cycle and fuel consumption, regardless of whether it is CNG, diesel, or electric; as well as CO2 emission and heat dissipation, which contributes to global warming.

Matt Lish: There are many variables involved in the concept of “bus efficiency,” including drag coefficients, drive-train design, driver behavior, and operating terrain, therefore it’s hard to make definitive statements regarding this issue. There is a large body of testing evidence from Society of Automotive Engineers (SAE), the National Renewable Energy Laboratory (NERL) and the Environmental Protection Agency (EPA) 10

BUSRIDE MAINTENANCE | JUNE / JULY . 2017

showing the reduction of vehicle weight (also referred to as “lightweighting”) in conventional-drive automobiles has a positive impact on vehicle efficiency, and reduces total fuel consumption over the life of the vehicle. Reductions in overall vehicle weight and specifically in the HVAC system contribute to fuel efficiency. Simply changing compressors can achieve reductions of 70 pounds or more This is why Bitzer designs our bus air conditioning compressors out of cast aluminum in lieu of older, heavier, cast iron models.

Steve D. Johnson: Start with the fact that an empty bus gets better fuel mileage than a full bus and you know weight matters. While the impact may not be huge, it is also not insignificant. Every one-tenth of MPG improvement counts.

What are the advantages of a top-mounted system? A rear-mounted system?

Eubank: Traditionally, rear-mounted HVAC has been approximately three to four times more popular than topmounted systems. This has been due to compactness, which in turn is viewed to have a positive effect on system robustness and reliability. Recently top-mounted systems have been gaining in popularity, because of improvements in technology, busride.com

and a need to provide more space in rear-engine compartments for emissions control equipment. Most buses have a maximum weight limit per axle, and top-mounted systems also allow transferring some of the system weight from the rear axle to the front axle.

Sleiman: There are advantages and disadvantages to both.

With a rear-mounted system, you have ease of install, access and maintenance since the system is not too compact. It also helps balance weight distribution on the bus. However, this creates higher exposure to grime, dirt and dust, as it is closer to the roads.

Top-mounted systems tend to be more linear and compact internally, which doesn’t leave much room for ease of access, maintenance and replacement parts after the initial install.

It is directly exposed to rain, and heat and ultraviolet rays from the sun, so it needs to be well-constructed and sealed to withstand the elements and provide for a long life-cycle.

It also needs to be lightweight, because the roof of the bus is not typically designed to support heavy components. It is less exposed to dirt and grime, but we still must keep an eye on condensation and drip-pan leakage issues.

Lish: Regarding the heart of any air-conditioning system, the compressor, it doesn’t matter where the rest of the system is located. What matters is that the system is designed to properly protect the compressor to ensure its long-term operation. Each location has challenges and may benefit from different protection strategies in order to properly protect the compressor from damage-causing events like liquid slugging or oil migration. Issues like belt alignment, belt tensioning, and shaft seal operation are all related to traditional diesel enginedriven piston compressors.

All electric, rooftop mounted compressors and systems come with different sets of challenges such as how repairable is the compressor, and challenges related to the heat from the sun.

Johnson: Rear-mounted systems generally weigh less, cost less and are easier to maintain, but can create an issue with axle weight. Space for the system is limited and so are the configuration options. Top-mounted systems provide more flexibility for installation locations, and more options on size, capacity and air distribution. They can be strategically placed to optimize axle weight. Having to cut holes in the roof and providing a good seal to prevent water ingress adds complexity and risks at installation. Being on the roof also adds safety risks during service functions.

This caused manufacturers to go back to the design boards and come up with a new design, better components and compliance. This triggered a change in size, dimensions and weight of HVAC units as well as some of their components to function with newer more eco-friendly refrigerants.

Lish: Zero-emissions and anti-idling legislation particularly are driving innovation in transport A/C. The adoption of electric buses particularly has driven Bitzer to develop a range of fully electric, variable speed compressors. We have seen enormous interest in electric a/c systems globally, with real traction here in the USA within the last year and a half. The ELV series is highly efficient and multiple system companies are adopting them as key components in their new electric system designs.

Johnson: While it is still early in the game, the push for more efficient systems has started. That means delivering the required capacity using the least amount of power possible from the battery. To achieve this, more system integration between the HVAC and the bus power management system must be developed. With the absence of the engine, noise reduction technology will be applied to the HVAC system.

How do you see HVAC technology evolving 5 years from now? 10 years from now?

Eubank: Life-cycle cost will gain importance in the coming years. Heat pump technology will also grow dramatically with the importance of electric vehicles.

Sleiman: In the next five years, we see the mandates and legislations for more efficient HVAC systems, zero emissions and eco-friendly refrigerants continuing to shape and drive the evolution of HVAC technology.

In the next 10 years, we believe that, like everything else that needs to be connected and accessible over a network, HVAC technology will follow suit and be smart, connected and accessible. However, we also see that such developments will play a role in making HVAC units bigger and heavier.

Lish: As market and legislative pressures continue to drive reductions in greenhouse gas emissions, new refrigerants will be adopted, and compressor innovations to work most efficiently with those new refrigerants will undoubtedly be developed. Additionally, innovative electric A/Cs, which are being widely adopted today in Asia, will become more prevalent in North America. A range of variable speed electric compressors, such as the ELV series, will allow component selections to possess variable speed capability allowing for very precise cooling and relying on only the power needed.

Johnson: In the near term, systems won’t change that much because of the low number of zero-emission buses and the slow adoption rate. There is a lot of in-service testing to be done to establish base lines. Suppliers will be developing the next generation HVAC platforms. In 10 years expect systems to be smaller and quieter, more modular, and lighter in weight.

Also, expect them to be using new environmentally-friendly gases, and have more efficient strategies for heating.

The push for more efficient systems has started.

What effect have zero-emission buses had on HVAC technology?

Eubank: Increased emissions controls have been a major driving force in migration from rear mounted HVAC systems to roof mounted systems. They have also been a driving force in reducing energy consumption of all the HVAC components, from the compressors to the fan motors.

Sleiman: It puts more pressure on the HVAC manufacturer to produce HVAC units that can meet such requirements.

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As HVAC technology advances, what affect does it have on preventative maintenance?

Sleiman: We have seen advancements that were a step forward in the right direction, but we have also seen backward steps. It’s a double-edged sword. On one hand, you equip the HVAC system with sensors and the ability to integrate to other monitoring systems to provide alerts and notifications, but that comes at a cost, which is more components that are too delicate and prone to frequent failure due to the harsh nature of the system functionality.

There are always great benefits to implementing technology advancements to allow for self-diagnostics, monitoring and alerts, but it means there are more specialized components that tend to be costly and require the maintenance staff to be trained to troubleshoot and replace them, or incur extra services cost. The question would be: what is the ROI like, overall, comparing systems with and without such advancements?

Advancements in the type of gas and refrigerants used is another serious issue.

Lish: With regard to compressors, those companies willing to invest in thoughtful design can integrate improvements more quickly thanks to advanced modeling and shortened development timelines.

As an example, recent integration of the Bitzer shaft seal oil reservoir and drain tube allows for the quick check of proper oil weeping from the shaft seal, allowing service staff to perform this routine compressor check more quickly and intelligently than in the past.

Another example would be the use of fully hermetic, or sealed, scroll compressors. There have been studies performed by transit authorities that have demonstrated fully hermetic compressors and systems with minimal access points experience fewer leaks and thus require less maintenance.

Johnson: Overall, there are fewer mechanical parts to fail and maintain. The incidence of refrigerant leaks will drop dramatically. Maintenance costs can conservatively drop as much as 50 percent. Most of this can be attributed to the cost associated with checking, fixing and replacing the mechanical components.

• Implementation of sensors and smart components for better diagnostics, analytics and self- management.

Johnson: Durability is a given and systems will need to observe today’s standards as they change. Eco-friendliness will be driven by the new gases. Legislation will drive systems to lower leak rates which means designs with fewer fittings and no hoses. There may be laws dictating what the recyclable content must be or, leading suppliers could set those standards independently.

Tell us about the legislation that affects refrigerants in transportation applications.

Eubank: R134a is scheduled to be phased out by 2025.

HFC1234YF is the probable successor. This will require new refrigerant recovery and recycling equipment, and possible redesign of heat exchangers and sealing methods.

Lish: The U.S. EPA greenhouse gas regulation set standards based on a presumed across-theboard conversion to HFO1234yf between 2017 and 2022 for domestic automobiles. There have been no definitive timelines set for bus adoption. The good news, however, is when adoption does occur, provided nothing changes, those shops servicing HVAC systems which have passed the required one time certification with their EPA Regional Office proving they have already acquired and are properly using approved refrigerant handling equipment for CFC-12 or HFC-134a equipment will not be required to re-submit certification to EPA when they purchase new equipment for a different refrigerant, such as HFO-1234yf.

Johnson: Bus and Rail are no longer just lumped into the transportation category and left to try and interpret the rules. The EPA has recognized that the lower GWP refrigerants do not meet the flammability standards required to transport people safely. Currently the two refrigerants used for buses and trains, R407C and R134a remain acceptable for those applications. A list of refrigerants currently acceptable under EPA’s Significant New Alternatives Policy (SNAP) Program for air conditioning in passenger trains and buses is available at https://www. epa.gov/snap/acceptable-substitutes-mvac-passenger-airconditioning-buses-and-trains.

Sleiman: We already know that as of January 1, 2010, virgin HCFC-22, HCFC-142b and blends containing HCFC22 or HCFC-142b may only be used to service existing appliances. Consequently, virgin HCFC-22, HCFC-142b and blends containing HCFC-22 or HCFC-142b may not be used to manufacture new pre-charged appliances or appliance components or to charge new appliances assembled onsite.

The legislation focuses on the reduction of the F-GAS by 79% by 2030 and its impact on the Global Warming Potential (GWP) limit of 2500 of it by 2020. If you have R404A, all systems with more than 10KG will fall under the new F-Gas legislation.

Technological advancements can be a double-edged sword.

Are there advances in HVAC systems and component manufacturing that ensure durability, as well as ecofriendliness? If so, what are they?

Eubank: There is continual advancement in both average service life and consistent performance in all electrical components. Hazardous metals and materials have been removed both from the final HVAC components and from the processes used to manufacture them.

Sleiman: Some of the advancements that we are aware of or have knowledge of are: • Better compressors for better performance and durability • Type of coolants used per legislations and various evaluations • Layout of certain components within HVAC unit to provide for better performance, reliability and durability 12

BUSRIDE MAINTENANCE | JUNE / JULY . 2017

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Heavy-duty brake systems BUSRide Maintenance gathered experts from some of the industry’s leading brake system and component manufacturers to discuss the advantages inherent to different brake systems; operating vs. acquisition costs; preventative maintenance; and extending brake life.

The panelists for this discussion are: Brad Begley – vice president of sales – Webb Wheel John Wolf – senior sales manager, specialty products – Meritor Keith McComsey – director of marketing and customer solutions – Bendix Spicer Foundation Brake Mark Goedtel – product manager, brakes – AxleTech International What considerations should an operator make when specifying brake systems – and in choosing between disc or drum brakes?

Brad Begley: This decision can boil down to several factors including the overall weight variations between braking systems specifically for weight sensitive applications, system component costs both in first-fit and replacement parts, the aftermarket availability of the replacement parts, and the duty cycle of the specific vehicle’s application to name a few.

Mark Goedtel: For the coach and bus segment of the heavyduty vehicle market, we think it is clear over the past five to ten years that Air Disc Brake Systems are superior to Drum Brake Systems. Typically, Air Disc Brake Systems require less maintenance, are easier to service, and provide extended service intervals. Additionally, Air Disc Brake Systems provide more consistent brake power and improved safety.

When considering what system to specify, bus operators need to carefully evaluate expected vehicle duty cycle to then match caliper design and type, and related components to the level of performance generally expected from the brake system. A more robust caliper should be used if expected duty cycle is in the more severe range.

Keith McComsey: They should consider a few important factors, such as if they trying to improve their safety “footprint” and/or if they want to look more closely at their total cost of ownership (TCO).

Currently, drum brakes are mostly used on bus chassis.

However, considering air disc brakes at all wheel positions offers a number of benefits. Air disc brakes provide an incremental level of improvement in both safety and TCO. They offer shorter stopping distances and better brake balance between the left and right side at the steer axle, producing straighter, more stable stops, and giving the driver a more car-like feel. During repeated hard braking events, drum brakes are more susceptible to brake fade, which is a condition that occurs when the drum has heated up to the point where it is expanding away from the friction – thereby making less friction contact, resulting in longer stops.

With ADB, brake fade is virtually eliminated.

The biggest consideration should be the vehicle’s duty cycle.

Also, during hard braking events, there is a load shift to the front axle, which requires the front brake to work harder, and therefore the friction tends to wear at a faster rate. By having ADB on the front axle, it extends the life of the friction over drum brakes, making the front steer brake with ADB a good opportunity. The operator would maximize the life of the brake friction at every wheel position. Since ADB brake pads take 1/4th the amount of time to replace, the operator would see much lower overall maintenance costs. So, there are numerous benefits to the operator with air disc brakes.

John Wolf: When fleets are specifying their brake system requirements, the biggest consideration should be the vehicle’s duty cycle. Many factors are at play here: number of stops per mile; size and type of the vehicle, including length, type of drive system (diesel versus hybrid versus CNG versus electric); and weight, both loaded and unloaded. Also, one needs to consider whether the vehicle is equipped with a hydraulic retarder. If the answers that the fleet provides to these questions tend to be on the higher side, then their application would be considered high-energy application, and disc brakes should be strongly considered. Disc brakes: • Manage the higher energy (temperature) more effectively • Rotor life is typically two to three pad changes, resulting in less down time • Exhibit more consistent brake balance side to side busride.com | BUSRIDE MAINTENANCE

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• Offer better operator comfort as they are typically quieter and exhibit less pull and shimmy than drum brakes How important is it to consider brake operating costs – in addition to acquisition costs – when evaluating green initiatives?

Goedtel: Some brake component parts, like friction material, now have higher acquisition costs due to new hazardous material regulations. Other components, such as remanufactured calipers, have greatly reduced acquisition costs with no change in operating costs, and certainly reduce resource demands.

Begley: Transit property maintenance managers have wrestled with the question of cost per mile versus lowest acquisition price seemingly forever. Often times, premium, longer-life components can come with a higher price tag.

For properties that can properly document performance testing results, a higher up-front cost can often result in lower total operating costs. This is the case with Webb’s Vortex™ brake drums. With their patented heat-dissipating design, these drums can extend both brake drum and brake shoe life, resulting in less waste over the life of the bus.

Similarly, Webb’s ADB rotors with LifeShield™ technology can prolong rotor life by fighting corrosion and providing greater wear resistance.

McComsey: It’s always important to consider both initial acquisition costs and operating costs when looking at various brake opportunities. So when it comes to green initiatives, it can be looked at in a couple different ways.

In January of 2015, the EPA, various U.S. states, and automotive industry representatives signed an agreement to reduce the use of copper and other materials in motor vehicle brake pads to certain levels by 2021, and a further reduced level by 2025. The initiative will decrease runoff of these materials from roads into the nation’s streams, rivers, and lakes to help protect the environment. Currently, the California and Washington laws effectively help drive the industry, leading brake friction material manufacturers to change all of their U.S. product lines to be compliant with those laws. The changes will ultimately benefit the entire nation’s watersheds and waterways, not just those in California and Washington.

Bendix is voluntarily complying with this initiative for all new ADB pads released. The operating cost consideration will be tied to penalties in states that will enforce the initiative.

Bendix also supports green initiatives by offering remanufactured brake shoes for the aftermarket.

Remanufacturing always involves either replacing or repairing a core’s components to return it to its OEM specifications, which includes replacing “wear” components such as brake friction. Generally, a remanufactured component will cost less than a service new component.

How important is it to maintain brake systems with OEM parts and components, as opposed to parts from aftermarket suppliers?

McComsey: When it comes to safety equipment such as brakes, it is very important to utilize genuine Original Equipment Manufacturer (OEM) parts for replacements during maintenance. When the vehicle was designed, tested, and manufactured, it was all done with components that are 14

BUSRIDE MAINTENANCE | JUNE / JULY . 2017

designed to work as a system to achieve a certain level of performance. For example, one measure of a vehicle’s brake system performance in FMVSS-121 is stopping distance.

Depending on the vehicle configuration, OEM components were designed to exceed the requirement (shorter stopping distance). So the best way to maintain that OEM level of brake performance is to utilize the OEM brake components that were used at the time of manufacture. Lower cost (non-OEM) brake components may not meet performance requirements such as the original stopping distance, and in some cases, add nearly 100 feet to stopping distance. As a driver, can you imagine that one day, your vehicle stopped in 225 feet, and the next day after a friction change to a lower cost friction, your vehicle stopped at 320 feet? Just by changing to a lower cost friction, you lost roughly 5-6 car lengths in stopping distance.

And when it comes to cost, non-genuine parts might initially cost less, but in the long run, when you look at your vehicle’s total cost of ownership, it will end up costing more.

Lower cost friction may wear at a faster rate, shortening the service interval and requiring more frequent replacements. It may also run hotter, causing damage and/or shortening the life of a brake drum or air disc brake rotor.

Wolf: It’s extremely important to maintain the brake systems with OEM parts. To meet regulatory stopping requirements, Meritor designs and supplies disc and drum brakes based on parameters provided by vehicle manufacturers. Included in Meritor’s design and validation process is the consideration of energy (heat) and ability of the brakes to dynamically manage torque. If any changes are made, such as using nonOE aftermarket parts, there is risk of upsetting the balanced brake system. For example, changing one axle set of pads to a different friction formula runs the risk of overheating the other axle and thus the vehicle not meeting the federal mandates for stopping distance.

Goedtel: There is much confusion over what “OEM PARTS” really means in today’s marketplace. Vehicle OEM’s do not manufacture Brake Parts or Brake Systems, they purchase and install them from other manufacturers to meet certain operational specifications. Many of these tier one and tier two manufacturers also produce aftermarket products that are the similar products as supplied to OEM’s but are usually marketed under a different brand name. Reputable tier two manufacturers usually produce multiple brands of component products that meet a range of performance specifications: from high-end specifications and OE specifications to lesser demanding specifications for some more competitive market situations.

AxleTech is both an OE brake manufacturer and aftermarket supplier. We supply only OEM-grade or highend grade products and components in our brake product line. We have a dedicated brake engineering team that focuses on developing complete brake offering across all our targeted markets, including brakes used on military vehicles.

Our brake product line undergoes extensive benchmark part testing against the very best global products. This allows us to supply high quality aftermarket brakes to all market segments.

Fleet operators can maintain brake systems with either OE or aftermarket brake components from reputable manufacturers. busride.com

Can driver behaviors be modified to extend brake life? If so, in what ways?

Goedtel: AxleTech believes driver behavior can be modified to extend brake life and improve brake-related safety issues.

Information from proper monitoring systems like the AxleTech/Circuitlink system monitor, indicate “hard braking” and “actual acceleration events,” along with route details. This information can be used to educate drivers on better braking techniques, leading to improved safety and extended braking system life.

Begley: Drivers can play a significant role in the life of a vehicle’s braking system.

Ultimately, no one has a better feel for the day-to-day performance of a particular bus than the driver. Being on the front line, the driver plays an important role in communicating with maintenance personnel regarding any potential issues.

Additionally, a driver’s braking practices have a direct impact on the amount of heat that builds up in a wheel-end.

Excessive wheel-end heat can cause brake fade, premature friction material wear as well as damage to tires which can lead to failure of tires at wheel beads. Webb Vortex® drums are uniquely designed to better dissipate that heat and reduce the dangers of brake fade and tire damage.

McComsey: There are a number of ways to maximize brake life. Driver behavior certainly has a direct effect on a brake life.

If a driver repeatedly makes hard stops due to aggressive driving habits, it will have a negative impact on the brake components and performance. Aggressive behavior and frequent hard stops can heat up a drum brake, creating a brake fade condition, and increasing stopping distance. On an air disc brake, excessive heat can increase the likelihood of stress cracks occurring in the brake rotor. Heat also accelerates the wear rate of brake friction on any brake.

Wolf: Yes. Driver training will influence brake life. Through continuous training, drivers will better understand the importance of monitoring for symptoms of brake-related issues (warning lights, brake pull, performance degradation, vibrations when applying the brake, unusual noises, etc.).

Recognizing and reporting these conditions back to the maintenance manager will extend the life of the vehicle’s brakes overall and potentially prevent catastrophic failures.

features high power regenerative braking. The complete powertrain package includes a patented range extending turbine generator, and cuts emissions and fuel consumption without sacrificing power or range.

Wolf: Brake friction material will be affected in the future, as brake lining manufacturers, including Meritor, move toward lining formulas designed to reduce copper, asbestos and some other elements used in pads. Different names are used to describe the regulations that are in effect, such as “better brake rule” or “copper legislation.” These laws that were initiated in California and Washington require that brake linings must contain less than five percent after 2021 and less that 0.5 percent by 2025. Since copper is used today to manage energy and help with friction mu characteristics, alternative materials are being tested as replacement formulas are developed. Although the laws mandating the reduced consumption of copper presents challenges to the lining manufacturers today, the overall benefit to the environment is the ultimate goal.

McComsey: With air disc brakes offering longer service intervals, there are fewer parts being replaced less often. This ultimately saves money and resources. Also, as wear sensing opportunities come into play, operators and fleets can optimize their brake maintenance schedules by getting the most out of their brake friction. For example, an operator would be able to determine when a brake requires replacement during operation, rather than only during scheduled inspections. In some cases, good friction is being thrown away, because the vehicle is in for inspection, and the operator isn’t predicting friction life to optimize when to schedule maintenance.

Driver training will influence brake life

In what additional ways is brake technology affecting green initiatives?

Goedtel: AxleTech recently launched a remanufactured brake caliper line, which will help reduce resource demands. We have also converted our friction formulas, which are produced to our specifications designed to meet new hazardous material regulations and provide superior performance.

AxleTech is also developing a complete line of Electric Drivetrain Systems for electric vehicles, including electric buses.

We have partnered with Wrightspeed to provide a custom axle for their Geared Traction Drive™ (GTD) technology. The drive unit, fitted on trolleybuses in Wellington, New Zealand,

How has onboard, real-time monitoring affected preventative maintenance on disc brakes? On drum brakes?

Begley: The introduction of onboard, real-time monitoring allows fleet personnel the opportunity to make adjustments and/or small repairs to avoid catastrophic wheel-end failures or damage to components.

Monitoring of air disc brake wheel ends can allow for an inservice warning of premature disc pad friction wear as well as real-time alerts to wheel end heat spikes which could indicate caliper or hardware related failures. Such failures could result in premature wear or damage to disc brake rotors and calipers.

Webb’s LifeShield™ Rotors are treated to withstand intense heat spikes at a level higher than standard rotors and can extend the interval of a bus reaching a point for preventive maintenance once the heat event is detected.

Drum brake wheel-end monitoring allows for sensing of heat spikes which could be related to hardware failure or premature friction wear. Heat warnings can alert a driver to slow down or to seek preventive maintenance to avoid damage to drums, wheels, tires and related equipment. Webb Vortex® drums help better dissipate heat in extreme braking conditions and lessen the long-term effects of heat spikes on brake linings and tires. busride.com | BUSRIDE MAINTENANCE

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