BUSRide Maintenance june-july 2016

JUNE / JULY.2016

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Official BUSRide Maintenance Roundtable Discussion:

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Best practices for safe lifting p6 | Ensure HVAC durability p7

FROM THE EDITOR IN CHIEF

Your shop or collision repair?

busridemaintenance.com VOL. 06 • NO. 5

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

This month, BUSRide Maintenance spoke with repair and remanufacturing experts for an in-depth roundtable discussion on collision repair.

Mark Polzin, vice president of Budget Truck & Auto; Ron Miller, operations manager at Motor Coach Industries (MCI), Daniel Morrill, president of Midwest Bus Corp.; and Todd Pocobello, director of product and service development at REV Group, share their thoughts on best practices and future trends in this important area of bus maintenance.

Steve Gamble Art Director sgamble@busridemaintenance.com Judi Victor CEO & Publisher Director of Sales jvfly@busridemaintenance.com

Also in this issue:

Kevin Boorse Business Manager kboorse@busridemaintenance.com

• Steve Johnson, product manager for large bus and rail HVAC solutions at Thermo King, explores the many ways in which modern HVAC systems are becoming more durable and resistant to vibrations and bumps in the road.

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

• Robert Lu, service manager for MAXIMA, gives his best practices for safe lifting.

BUS INDUSTRY SAFETY COUNCIL

Thank you for reading this issue of BUSRide Maintenance.

Richard Tackett Editor in Chief BUSRide Maintenance Magazine

A publication of:

CONTENTS JUNE / JULY 2016

On the cover: Official BUSRide Maintenance Roundtable Discussion: Collision Repair

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Experts from Budget Truck and Auto, MCI, Midwest Bus Corporation and REV Group share best practices in collision repair Departments From the Editor in Chief Products and Services

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Focus On: Heavy-Duty Lifts

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Focus On: HVAC

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By Robert Lu

By Steve Johnson 2

BUSRIDE MAINTENANCE | JUNE / JULY . 2016

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, a division of The Producers, 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. 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 Information is obtained from sources the editors believe reliable, accurate and timely, but no warranty is made or implied, and Power Trade Media is not responsible for errors or omissions.

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Official BUSRide Maintenance Remote Roundtable Discussion:

COLLISION REPAIR BUSRide spoke with a select group of thought leaders in the bus maintenance industry for a roundtable discussion on collision repair.

The panelists were: Mark Polzin, vice president, Budget Truck & Auto (BTA) Ron Miller, operations manager, Motor Coach Industries (MCI) Daniel Morrill, president, Midwest Bus Corporation Todd Pocobello, director of product and service development, REV Group Describe the scope of collision repair services you offer.

Ron Miller: Motor Coach Industries is a long-standing motorcoach OEM, and a division of New Flyer Industries, Winnipeg, MB, Canada. In addition to routine parts and maintenance service, we provide major collision repair from our repair facilities throughout the country Mark Polzin: Budget Truck & Auto has operated as a fullservice collision center in the midwest for 43 years. We work directly with insurance companies and manufacturers for collision repair needs.

Daniel Morrill: Since 1980, midwest Bus Corporation has evolved into in one of the country’s largest companies dedicated to bus repair, replacement parts, used bus sales and field services to the transit industry.

Todd Pocobello: As the parent company of 26 specialty vehicle brands, REV Group engages with all our dealer partner’s collision shops with field support, technical information and genuine OEM parts and materials.

What specialized equipment and gear separate your collision repair operation from the average bus maintenance facility?

Pocobello: Since REV Group is the vehicle manufacturer, all our factory trained professionals employ the same precise manufacturing methods.

At what point should an operator consider contracting collision repair specialists as opposed to attempting repairs in-house?

Miller: We do not consider any job to be too big. If the operator determines a particular repair is too much to address in-house, we can definitely help.

Polzin: All of our customers make in-house repairs. However, as more serious repairs start affecting the schedule and available shop space, owners should consider sending the bus out to a collision repair facility.

Morrill: Compared to the average shop repairs, collision repair is a longer ordeal and, in many cases, ties up a repair bay for an extended period of time. Most operators are better off keeping that repair bay open to serve dozens of buses, rather than extensive repairs on one vehicle.

Miller: MCI Service Centers are an extension of our factory, using OEM parts and repairs are made to factory prints. When MCI completes a collision repair, the bus is the same as when it came from the factory.

Pocobello: Only trained, certified professionals should perform collision repair. The OEM process complies with all National Highway Traffic Safety Administration (NHTSA) tests for crashworthiness and occupant protection. Repairs done without adherence to these standards put undue risk to the owneroperator of the vehicle.

Polzin: Our frame machine has a 65-foot deck and four 50-ton pulling towers, as well as three 60-foot paint booths and two car booths utilized for parts. We recently integrated a 50-foot ramp to drive buses on the frame machine because of low ground clearance.

What critical aspects are operators likely to miss when attempting to repair collision damage work themselves?

Morrill: Equipment alone doesn’t define the operation, but rather the expertise and experience of the mechanics and 4

technicians who specialize in extensive collision repair and refurbishment beyond replacing damaged parts.

BUSRIDE MAINTENANCE | JUNE / JULY . 2016

Miller: It is easy for an operator to miss hidden damage to critical structure components that he cannot see or touch. Experience has taught our professionals where to look for these issues. busridemaintenance.com

Polzin: There is typically damage beyond the initial impact point, and without the proper tools and equipment that is impossible to diagnose.

Morrill: The damage may be more extensive than first realized; or impossible to identify until a certain level of disassembly has been completed.

Pocobello: Following manufacturing work instructions and having access to the technical information are likely overlooked.

Collision repair, like all other technical skills, requires proper training and certifications.

What specific safeguards must be taken to protect employees performing major collision repair?

Miller: Two safeguards we incorporate are ensuring the coach under repair is secured, and that employees are using appropriate gear and clothing to perform the work at hand.

Polzin: BTA provide a Fresh Supply Air Pack for every painter, and we continually train in-house on equipment safety with fork lifts and scissors lifts.

Morrill: We incorporate hearing, respiratory and fall protection equipment as needed. However, I can’t say safety equipment in our line of work is more specialized than what’s found in other safetyconscious, heavy duty maintenance facilities.

Pocobello: In REV Group facilities, a safe and clean work environment that requires each employee to engage in safety training. Proper labelling of dangerous chemicals or materials and providing all the necessary disaster recovery equipment is vital.

How does repair of fire damage differ from that of collision impact?

Miller: In most cases, the structural components have probably been severely damaged and will need to be replaced.

Polzin: Operators and technicians need to realize smoke damage can be a more serious issue than one would expect, particularly to the interior seats and fabrics, and to the vents.

Morrill: Typically, vehicular fire incapacitates the vehicle to the point the bus cannot be tested to determine the full extent of the damages. Estimating the cost is particularly challenging.

Pocobello: Fire and smoke damage is a complicated repair beyond simply replacing melted or burned parts. A fire-damaged interior requires a specialized process to remove soot and airborne compounds that coat surfaces and become embedded in the various materials and fabrics.

As the damage isn’t always caused due to vehicular impact, how do the effects of severe weather and corrosion play into vehicle repairs by collision specialists?

Polzin: Corrosion causes severe issues with the suspension system. Where corrosion occurs, nearly every piece of hardware on a unit four years and older typically needs to be repaired or replaced.

Miller: Whether the damage is the result of a collision, weather or corrosion, the repair processes are similar. We investigate level of damage, and determine what must be repaired or replaced.

Morrill: In our 36 years of dealing with the impact of rust and corrosion, we find the repair process fairly straightforward.

However, once the corrosion begins coming through from behind the body panels, they need to be removed and replaced.

Pocobello: Metal corrosion is like fighting cancer. When you think it has been eradicated, it can reappear and the process begins all over if not treated properly in the first place.

Similar to fire repairs, each situation is different and presents its own challenges.

At what point is it more prudent to scrap the bus rather than repair it?

Miller: No repair is impossible, but in some situations its cost will exceed its value and the decision is then to scrap the bus.

Polzin: Insurance will call for the total loss on a bus if the cost of the repair exceeds 70 percent of its value of the unit — which the owner and insurance company determine.

Morrill: Depending on the age of the bus, it may be vastly less expensive to replace a vehicle then to enter into a costly and time consuming repair. However, many transit agencies choose to not take a bus out of service until the end of its 12-year lifecycle or 500,000 miles.

Pocobello: Each OEM establishes scrapping guidelines for the collision shop to follow. These are generally areas of the vehicle structure that can affect vehicle safety and compliance with NHTSA’s Federal Motor Vehicle Safety Standards (FMVSS).

What do you see as the most compelling recent innovations in collision repair equipment?

Miller: Advancements in laser measuring equipment are proving far more accurate during repair work. Also, paint technology is changing with new mandates and formula enhancements that lend a better finish and greater durability.

Polzin: The adhesives now being used to install most panels except for the major structure are compelling.

Morrill: Technology of every sort is now simply part of our everyday operation. To be honest, I think the technology we employ in our work has been around for some time. There have been improvements, but its innovation is hardly recent.

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FOCUS ON:

Heavy-Duty Lifts

Best practices for safe lifting

By Robert Lu

The number one must-do for safe lifting is to make sure that the lift you are operating is Automotive Lift Institute (ALI) certified. This means that the heavy-duty vehicle lift is tested annually by a qualified lift inspector and meets their standards and regulations.

AlI’s testing process includes a rigorous third-party testing, which verifies that the lift manufacturer is complying with the current ANSI requirements for lifts and the lift also meets the terms of the International Building Code. To know if your lift is ALI Certified, simply look at it. Every verified lift will have the gold ALI/ETL verification tag next to the lift’s controls.

Now that you have made sure that the lift is ALI certified, you must make sure that the technician operating the lift has had the proper lift training and has taken the time to learn the lift prior to use.

First, read the manual. Pay close attention to and know how the safety lock system Once the lift is at the appropriate level, lock it. Make sure that it is properly locked and begin to work on the vehicle. works. Know the rising/lowering times.

Know the lifting capacity of your lift. Never load over that Once the lift is at the appropriate level, lock it. Make sure that capacity. This is extremely important. Every column has a it is properly locked and begin to work on the vehicle. maximum lifting capacity per column as well as a total lifting Once you are finished repairing, follow the same safety capacity per configuration. Know the weight of the vehicle that precaution before lowering the lift. Make sure that the area is you are loading and be aware if the front or back load is heavier. free from any tools, debris or anything that may compromise the In addition to training and reading the lift’s manual, the lift’s descent. operator should read ALI’s automotive lift safety tips and abide Make sure the lift is completely lowered and then turn off

by OSHA’s rules. There are many ALI safety warning stickers all columns. Once all columns are shut off and all cords are available that the fleet manager or shop owner can utilize. put safely away, store the columns in a safe environment until Now that you have a certified lift and your technician and fleet next use. manager are up to date with the proper protocols, the next thing Never stand under a lift while it is ascending or descending. to do is to begin the operation of the lift.

Do keep up with ALI’s protocols.

The first thing that you want to do each and every time that Do not put non-ALI certified parts in your lift. you operate the lift is to inspect it and make sure that it is in Do use the right mobile column unit to raise loads. regular working order. Next, make sure that the area is free from debris or anything else that may hinder the lift’s movement.

MAXIMA’S ALI certified battery-operated mobile column Remove anything that may compromise your work space. Before lift’s maximum lifting capacity ranges from 66,000 pounds positioning the vehicle in the lift, make sure that the lift is fully to 111,000 lbs. and runs on a 24 volt DC electric hydraulic lowered to the floor. power unit.

Follow the lift’s manual on how to use the lift and begin use.

While the lift is lifting, do not leave the area. Watch and make Robert Lu is the service manager for MAXIMA. Find MAXIMA online at sure it lifts properly. www.maximaproducts.com 6

BUSRIDE MAINTENANCE | JUNE / JULY . 2016

busridemaintenance.com

FOCUS ON:

HvAC

Ensuring durability

By Steve D. Johnson, Sr.

Modern HVAC units must be durable in many environments and road conditions, because any HVAC failure means pulling a vehicle off the road.

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n the early days of transit, it was not completely uncommon for an HVAC system to look as if it had fallen off the back of a bus after the vehicle hit a pothole. Let’s talk briefly about why that scenario is not likely to occur today by examining some important requirements in the transit industry that not only affect HVAC suppliers, but all suppliers.

I can’t speak on the North American transit industry without commenting on its unique characteristics. It is part of the smallest public transportation system in the world. We produce between 5,000 and 7,000 buses a year. A single OEM in countries with multiple OEMS can produce as many as 12,000 buses a year.

Our industry is federally funded and buses must run a minimum of 12 years or 50,000 miles. Many agencies are now keeping buses for 15 years. With these requirements in place, it becomes pretty clear as to what drives the demand for durability. The HVAC is now like the engine, transmission and brakes. A failure means the bus will not be in service that day.

How do we ensure durability? It starts with design. We design for the conditions that the bus will see and the design must be robust enough to live in those conditions for 12 years. That sounds straightforward enough, but how do we know when we’ve got it right? We must rely on testing, validation and most of all collaboration.

Testing: The testing regiment comes in two pieces. First, HVAC OEMs take a road profile from a bus in service. The bus is instrumented and the levels of shock and vibration that the HVAC unit would experience are recorded. This test is useful when something breaks to help understand why it broke so preventative measures can be taken. It is most useful for new designs. Next, the HVAC unit is subjected to the shock and vibration levels recorded on the road test. This can be done prior to the HVAC system being installed on a bus.

Validation: Of course, the best validation would be many hours in service without a failure. Unfortunately, we can’t afford to wait and see what breaks.

The solution is accelerated testing, also known as endurance testing where the conditions are repeated nonstop 24/7 for a period of time to simulate thousands of hours or miles. For our industry, new bus designs must be tested at the Altoona test facility with HVAC units installed. There buses are subjected to accelerated testing before being approved for transit duty.

Collaboration: As noted above, this is probably the most important piece of the equation that has enabled us to move from things breaking and falling off the bus prematurely to more robust designs. Collaboration drives more than the structural design.

It drives all aspects of the design including, but not limited to, operating in extreme conditions, individual component design and overall life cycle cost. Collaboration starts with our transit partners who are the stewards that make sure the funding is used for the purposes intended. Transit agencies need to know what to put in the specifications and work with suppliers to test new technologies as well as perfecting existing technologies.

It is this collaboration that makes North American transit one of the strongest public transit systems in the world.

Steve D. Johnson, Sr. serves as product marketing manager, Bus HVAC, at Thermo King, Minneapolis, MN. Thermo King is a world leader in transport temperature control systems for buses. Thermo King also manufactures auxiliary power units, which dramatically reduce engine idling. All Thermo King products are backed by a nationwide dealer network. Visit www.thermoking.com for more information.

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