BUSRide Maintenance June 2014

JUNE . 2014

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the exclusive maintenance resource for the transit and motorcoach industry

Stertil-Koni lifts up safely p5

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ASE Transit Bus Technician Certification p4 Breaking down front tire failure p6

From The EDITOR

Summer Safety comes to BUSRide Maintenance

Vol. 04 • No. 6 Publisher / Editor in Chief Steve Kane steve@busride.com Group Publisher Sali T. Williams swilliams@busride.com

It’s time again for BUSRide and BUSRide Maintenance’s Summer Safety Series (SSS). We premiered the SSS last year in the pages of BUSRide, devoting the June, July and August issues to Driver & Passenger Safety, Vehicular Safety Technology and Safety Compliance respectively. Check the pages of BUSRide for the next few months to see more of that.

Executive Editor David Hubbard david@busride.com Editor Richard Tackett rtackett@busride.com

This year, we’re expanding the Summer Safety tradition to the pages of BUSRide Maintenance. Inside this issue, you’ll find some of the best in-depth and educational coverage needed to make your maintenance facility a safer place. A brief preview of what’s inside:

Art Director Stephen Gamble sgamble@theproducersinc.com

• On the cover: New analysis from Stertil-Koni suggests that using a high lift wheel dolly dramatically reduces maintenance injuries.

Production Director Kevin Dixon kdixon@busride.com

• Tony Molla from ASE details the core areas of Transit Bus Technician Certification.

Accountant Fred Valdez fvaldez@powertrademedia.com

• Larry Yohe, former NTSB inspector, continues his writing from last month with a piece on understanding front tire failure.

I’m proud to present the inaugural issue of BUSRide Maintenance’s Summer Safety Series. We hope you enjoy, and please check back next month for more great articles on maintenance safety.

BUS industry SAFETY council

JUNE 2014

CONTENTS

Richard Tackett Editor BUSRide Magazine

ASE Transit Bus Technician Certification Mastery of eight core areas leads to Master Transit Bus Technician

By Tony Molla

A publication of:

Lifting up safely

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Breaking down front tire failure

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Stertil-Koni analysis shows high lift wheel dolly reduces injuries; company promotes innovative ECOLIFT Understanding the variables lessens the odds

By Larry Yohe

Departments From the Editor

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POSTMASTER: Please send address changes to: BUSRide Magazine 4742 North 24th Street, Suite 340 Phoenix, Arizona 85016 Phone: (602) 265-7600 Fax: (602) 277-7588 busridemaintenance.com busridemaintenance.com

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ASE Transit Bus Technician Certification Mastery of eight core areas leads to Master Transit Bus Technician

By Tony Molla

O

ne of the biggest challenges facing any fleet service operation is making sure its service technicians have received the necessary training to keep up with changing vehicle technology.

The first step is to have a training budget and schedule. The second step is to establish a means to evaluate how effectively the technicians responded to the training and absorbed the information.

Created more than 40 years ago to provide an independent, third-party evaluation of technical knowledge, the National Institute for Automotive Service Excellence, better known as ASE, has evolved to become the standard industry credential for the automotive and trucking industries nationwide, as well as certification for transit bus technicians.

ASE certification has proven its capability to ensure vehicle maintenance technicians come away with the knowledge and skills they need to do their jobs safely and efficiently and ensure the same for the agency and the transit passengers who ride the buses. ASE certification also ensures transit operators and maintenance supervisors are spending their training dollars efficiently and effectively.

The ASE Certification for transit technicians actually had its start in 2004 with a phone call to ASE from the American Public Transportation Authority (APTA). Long aware of the professional credentials ASE provided for technicians in the auto and mediumheavy truck industry, APTA thought that the highly respected ASE certification process could also provide similar value for the transit bus market to help substantiate the competence of their technicians. They were correct in their thinking, and two years later the new ASE H-Series was born.

Transit Bus Certification Series The development of the Transit Bus Certification Series follows the same process as every other ASE test. Three workshops are assigned to each test category that ASE has gathered subject matter, experts that include technicians, managers, supervisors

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ASE certification ensures transit operators and maintenance supervisors are spending training dollars efficiently and effectively.

and instructors with a working knowledge in each of the training areas. Their directive has been to define the tasks from which to create the test content.

They began the process with brakes (H4) and electrical/ electronic systems (H6), which they launched two years later in 2006. ASE has been adding additional H-Series tests at the rate of two per year and now has eight transit bus certification categories, which include the above, plus compressed natural gas vehicles (H1), diesel engines (H2), drive train (H3), suspension and steering (H4), heating, ventilation and air conditioning (H7), preventive maintenance and inspection (H8).

A technician passing all eight existing tests achieves ASE Master Transit Bus Technician status. Technicians must retest every five years to retain their certification. The Transit Bus recertification tests (H2R, H4R, H6R, and H7R) are about half as long as the initial certification tests. Other Transit Bus recertification tests will be added over time.

The existing transit bus series shares about a 50-percent commonality with the motorcoach segment with the major differences being in the hybrid powertrain and electrical areas, since motorcoaches use a 110- or 220-volt generator system.

Anyone who has yet to look into ASE certification may find it surprising to learn how many ways the training and testing can help improve the maintenance operation and employee performance. The ASE certification process of training and testing helps a maintenance division identify precise knowledge gaps and more effectively target maintenance training. The professional credentials ASE certification provides stand as a hallmark for top best technicians. For more information, visit ASE at www.ase.com.

Tony Molla serves as vice president, communications for the National Institute for Automotive Service Excellence (ASE), Leesburg, VA.

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Lifting up safeLy

Stertil-Koni analysis shows high lift wheel dolly reduces injuries; company promotes innovative ECOLIFT

Stertil-Koni says its ECOLIFT is the industry’s first, U.S. patented, ultra-shallow, full-rise axle-engaging in-ground scissor lift.

The high lift wheel dolly lowers the occurrence of back injuries and abdominal strains because wheel removal is completed at an altitude in line with technicians working in a fully standing position.

The ECOLIFT’s total lifting capacity is 30,000 pounds per scissor.

As pressure mounts in transit agencies throughout North America to improve efficiency and reduce workplace hazards, Stertil-Koni says that one relatively low-tech and unsung hero has emerged – the high lift wheel dolly.

According to a recent industry overview by heavy duty vehicle lift manufacturer Stertil-Koni, Stevensville, MD, the high lift wheel dolly delivers two essential advantages in today’s modern fleet maintenance shop.

“First, the wheel dolly allows proper alignment of a dual tire assembly with the brake drum to the axle tube to be completed efficiently and accurately,” says Peter Bowers, technical sales support manager at Stertil-Koni. “Second, it dramatically lowers the occurrence of back injuries and abdominal strains because wheel removal is completed at an altitude which is higher than floor level and in line with technicians working in a fully standing position.”

The stakes are high. According to recent finding by the University of Arizona Risk Management Services, musculoskeletal disorder injuries “account for more than onethird of all occupational injuries and illnesses each year.” The study also showed that “most of these injuries are preventable.”

Enter the high lift wheel dolly. It is used for removal and installation of single and dual wheels on raised buses and has proved particularly effective for brake work.

“Recent enhancements have made it even more effective,” Bowers says. “The latest version of the high lift wheel dolly from Stertil-Koni is stronger, taller and has a lifting capacity up to 1,000 pounds. In addition, it is fully hydraulic and powered by either pneumatic or 12 VDC battery.”

For added durability and convenience, Stertil-Koni says nylon rollers minimize maintenance and make the wheel dolly truly mobile in the modern maintenance facility.

The ECOLIFT meets growing demands Stertil-Koni says its ECOLIFT is the industry’s first, U.S. patented, ultra-shallow, full-rise axle-engaging in-ground scissor lift.

Available in both a two-scissor or three-scissor configuration, the ECOLIFT’s total lifting capacity is 60,000 pounds and 90,000 pounds respectively – at 30,000 pounds per scissor.

Stertil-Koni says the benefits of ECOLIFT include: • High pressure, low volume hydraulics, with only 3.5 gallons per scissor • Ultra-shallow pit – only 34 inches – enables quick installation • Ideally designed for situations with bedrock, high ground water or other difficult soil conditions • Extra safe because mechanical locks are designed to allow the lift to park on the locks • Electronically synchronized for maximum safety and convenience • Easy maintenance and service as all power units and control components are located above floor level • ALI/ETL certified for added safety • Available in various travel ranges The company says that options include: detachable, wired remote control; adapters; adapter stands; bio degradable hydraulic fluid; automatic wheel base positioning; and special lift configurations. busridemaintenance.com | BUSRIDE MAINTENANCE

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In 2005 near San Antonio, TX, this motorcoach crossed the median and struck a tractor trailer after a left front tire failure.

Breaking down front tire failure Understanding the variables lessens the odds

By Larry Yohe

Obviously it is best a front tire never fail in the first place. But it can happen for any number of reasons and it is important to know the causes beforehand.

A front tire failure can cause the motorcoach to be either extremely difficult to control or uncontrollable entirely — always with the possibility of a catastrophic accident. A careful examination of the variables and practices that affect the control of a motorcoach can reduce the incidence of front tire failures.

Those variables include the types of failure such as a delamination, blowout or slow loss of air, and the manner in which the tire comes apart. The power steering system and steering wheel size may come into play. Human factors include alertness, skill and the physical strength of the driver.

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Steering wheel size is a factor Power steering force is a major factor in coach control, but the size of the steering wheel is a factor. A small steering wheel is fine as long as everything is working properly, but extra leverage can help during the case of a failed tire, engine stall or power steering failure. Coach manufacturers transitioning to smaller-diameter steering wheels are a concern.

A new take on braking For years, standard practice has been for drivers not apply the brakes during a tire failure. However in our 14 tests of dynamically failed tires, braking did not appear to adversely affect handling. In fact in a couple of cases applying the brakes actually helped control the motorcoach.

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On a couple of hard braking attempts the outboard camera showed the left wheel locking and the flat tire rotating around the wheel rim, while the right front tire benefited from full braking. This provided more usable brake force to the right side, which actually assisted in bringing the vehicle back to the right and under control.

Where a tire has not yet gone flat, such as in some delaminations, the force applied to both front wheels is still equal provided the braking system is reasonably balanced and brake forces are normal.

Other variables such as independent front suspension may show different results of braking during a tire failure than what NTSB discovered in its tests. Nonetheless, in testing this 45-foot MCIDL3, we found that light, moderate and heavy braking did not negatively impact coach handling — and even assisted handling in two of the tests.

The driver is always a factor A tire failure always demands immediate response, making the physical strength of the driver a variable impossible to eliminate.

It must be included in the evaluation of front tire failures. It is a definite plus when a capable and alert driver with two hands on the steering wheel can keep it between the white lines.

Properly size-rated tires = prevention The primary preventive factor is a top quality, properly sized-rated tire. Most 45-foot coaches have a front axle rating of about 4,000 to 6,000 pounds heavier than a standard three-axle truck tractor. The front axle on a 45-foot motorcoach is one of the heaviest rated front axles operating on the highways.

When the 45-foot coach increased in popularity in the 1990s, the primary tire in use was the 315/80R22.5 with a “J” load rating (8270 pounds at 120 psi for a single tire) and an “L” (75 mph) speed rating — still a popular tire in the industry. However, a 16,500-pound front axle and a combined front

tire load rating of 16,540 pounds inflated to 120 psi allows only an extra 40 load pounds before the tire is technically overloaded. All front axles do not carry the same weight rating, and all carriers are not running heavy, especially on daily commuter runs. But it is a critical point to consider in the purchase of tires.

According to one forensic tire expert, a tire subjected to a heavy-duty cycle may weaken over time and become more vulnerable to a failure. Essentially there is no insurance margin for an occasional overload on a fully loaded 45-foot motorcoach with a 16,500-pound axle and a tire with a J load rating. The tire may run most of its life on a heavier than normal duty cycle.

Over the past few years more carriers have gone to an L-rated tire (9,090 pounds at 130 psi). This larger tire has an “L” load rating and “L” speed rating. This tire was not available in the early years of 45-foot motorcoaches. One large U.S. carrier that has kept tire incident records has reported a dramatic decrease in front tire problems since using an L-load rated tire.

While an L-load rated tire is more expensive, it is still prudent for fleet managers to purchase tires with axle and tire ratings sufficient to do support the actual weight loads. It is especially important to have a heavy tire on the steer axle.

The use of an L-load rated tire on the steer axle only is usually sufficient for safety concerns.

Inflation pressure is important The standard “J” rated tire requires 120 psi for the maximum load limit of 8,270 pounds or a total tire load carrying capacity of 16,540 pounds for a single axle. If that pressure decreases even by 5 psi, it reduces the single axle load limit to 15,840 psi, or 660 pounds less than what is required for a 16,500 front axle. Correct inflation is critical, especially to a fully loaded motorcoach.

Tire pressure monitoring systems (TPMS) are becoming more popular. Currently not all coaches have this system. Even if they did, it is no substitute for a manual air pressure check using a quality gauge — especially on the front tires.

Because a front tire 40 or 50 psi low is not easily discernable to a driver during a visual inspection, the best safety practice is for the driver always to carry a quality tire gauge. It takes less than two minutes to check both front tires — a small inconvenience considering all it may prevent.

Additionally, the driver needs to conduct a visual check for low tread, uneven wear or other tire damage — something a TPMS cannot do.

There is more for everyone in the bus and tire industries to learn on this topic, but I trust someone is alive today, or that lives will be saved in the future, because of the contributions from those who worked so tirelessly on these investigations and tests.

EDITOR’S NOTE: This article is a continuation of Larry Yohe’s piece in the BUSRide Maintenance May 2014 issue. The opinions and analysis of issues addressed in this article, reprinted from a previous issue of BUSRide Maintenance, are solely those of Larry Yohe and do not necessarily represent the shared views or official endorsement of the NTSB.

Police match the tread found on the roadway to the failed tire.

Larry Yohe served as an NTSB investigator for nearly 25 years with the majority of his time spent on truck and bus issues. Presently he is a motorcoach consultant and drives motorcoaches professionally.

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