MARCH 2012
T h e E x c l u s i v e M a i n t e n a n c e R e s o u r c e f o r t h e Tr a n s i t a n d M o t o r c o a c h I n d u s t r y !
Mobile mechanics save the day page 14
The art of frame straightening
page 10
Prst Std US Postage Paid Bolingbrook, IL Permit #1619
Editorial Advisory Board Commentary
Show patience to train for top positions Advanced electronics and digital technology is the new order for 21st Century vehicle maintenance. As laptop and diagnostic software has evolved into the principle tools, today’s bus and coach technicians must be as adept at reading data sensors as they are dipsticks. Further advancements and updates are only to more quickly as maintenance moves closer to science. Years ago equipment maintenance positions were easier to fill. The average mechanic could fix about anything with a crescent wrench and a Phillips head screwdriver. Today the minimum requirements to even get a foot in the door require a far greater knowledge of electronics and advanced diesel technology. Unfortunately not every new hire Rudy Woodward comes through the door carrying the Veolia Transporation credentials and certificates of an A-level journeyman technician, which makes internal, company-sponsored training all the more necessary. The wish may be for every maintenance employee to be extraordinarily qualified, but that is not the real world. The key for both the job hunter and the potential employer hinges on a realistic approach to that first job. At Veolia Transportation we are doing more to make entry-level positions for Class-C maintenance apprentices more inviting. We want to send a signal that our company offers plenty of opportunities for growth and advancement for technicians who understand there is much more to learn. Once an entry-level employee is on board as a member of our team, our serious intent is to grow that individual’s knowledge and skill through our internal training program. We can help him come of age within the culture of our own company, and in a few years have the A-level journeymen we seek.
Publisher / Editor in Chief Steve Kane steve@busride.com Editor David Hubbard david@busride.com Assistant Editor Glenn Swain gswain@busride.com Director of Sales Jennifer Owens jowens@busride.com Account Executives Maria Galioto mgalioto@busride.com Tony Alvarado talvarado@busride.com Production Director Valerie Valtierra valerie@busride.com Art Director Dominic Salerno dsalerno@busride.com Contributing Writers Doug Jack, Matthew A. Daecher Christopher W. Ferrone BUSRide ™ (ISSN 0192-8902) is published monthly by Power Trade Media, 4742 N. 24th Street Suite 340 Periodicals postage paid at Phoenix, AZ and additional entry offices.
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BUSRide Maintenance
@ March 2012
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MARCH 2012
CONTENTS 6
Page 6
8
Medical Ambulance Bus
Sartin conversions changing mass casualty transportation By Glenn Swain
Battery maintenance the key
Sure-fire tips for longer life By Brad Bisaillon
The art of frame straightening By Glenn Swain
Mobile mechanics are the Lone Rangers of the bus industry By Glenn Swain
Have the right part in stock at the right time in the right place By Charles N. Smart
Vanner hybrid beltless alternator share in the impact By Chris Collett
A metric to provide information about engine and oil By Dan Arcy
10 Push and Pull
14 SOB: Save our bus Page 10
18 Meeting the service parts inventory planning challenge 24 Buses on the move to electrification 26 The value of oil analysis Page 18
D epa rtments 13 Safety and Maintenance
BUSRide Maintenance @ March 2012
Don’t forget to inspect those suspension supports By Christopher W. Ferrone
Get your PMI kit together By Ralph Merced
20 Maintenance Tip
Page 24
4
invites YOU BUSRide Maintenance connects with readers who want to know how their peers diagnose the problem and get it fixed. The content focuses exclusively on the best bus and coach maintenance management processes and practices. We invite editorial contributions from all qualified and experienced maintenance professionals throughout the bus transportation industry. We are always seeking up to date commentary, instruction and advice on how to keep all the equipment — transit buses, motorcoaches paratransit vehicles, small bus shuttles and trolleys —on the road and running safely. Your submission may address any mechanical, technological, administrative, management and training issue and concern that affect bus and coach maintenance. YOUR ARTICLE CAN BE A: • HOW-TO description of critical maintenance techniques and procedures • BEST PRACTICES in a specific area of bus and motorcoach maintenance • REVIEW and RESULTS of a maintenance event, such as a ROADEO competition • CASE STUDY on a maintenance issue, problem or concern in a particular area • PROFILE of an innovative or unique aspect of your maintenance program TIPS: 1. Focus on specific technical points of the topic and use your knowledge and experience to inform and guide our readers in their maintenance operations. 2. Draw on information from technical bulletins; summaries of studies and white papers 3. Articles can range between 400 and 800 words, and never more than 1,000. Accompanying photographs and illustrations must be high-resolution 300 dpi and in a jpg format. NOTE: BUSRide editors are most interested in the solid content and information from knowledgeable and experienced professionals; provide a rough draft on the basic details and leave the journalistic details up to the editors at your service to work with you on the final published presentation. BUSRide Maintenance also welcomes contributions for six ongoing columns: •
Maintenance Tip Short, to-the-point on tried-and-true processes and techniques that get the job done. A photo, brief description and bullet point steps that address a specific maintenance situation.
•
•
•
•
•
Ask the Expert Answer a frequently asked question (FAQ). Pose the question and give us the answer. Maintenance Safety Safety guides the maintenance arena; topics include best practices, regulatory compliance, risk management, safe maintenance training. Shop Management Advice and guidance to make maintenance facilities safe, efficient and profitable. TIP: Address work habits; techniques, parts and inventory, tools and equipment, storage. New products and services Showcases new product and services available from manufacturers and vendors Maintenance competition Roadeo Roundup Highlight the teams and report on the problems, solutions and results in maintenance competitions.
Submissions from companies and vendors CANNOT be blatantly or excessively promotional. Address and discuss proprietary products and services as they relate to maintenance solutions, supported with pertinent quantifiable information that can include technical data, case studies and test results. Contact BUSRide editors at any time to discuss possible topics and story angles. David Hubbard, Editor 602 265 7600 ext 213 david@busride.com
Glenn Swain, Assistant Editor gswain@busride
March 2012 @ BUSRide Maintenance 5
Medical Ambulance Bus Sartin conversions changing mass casualty transportation
Sartin Services converted this bus that is now being used by the Frisco, TX fire department.
life support vehicle capable of transporting up to 24 patients on stretchers or up to 10 wheelchairs. The Medical Ambulance Bus easily accommodates patient volumes that usually require entire ambulance fleets. These multi-purpose vehicles are custom designed to handle any mass casualty or evacuation event and come equipped with the latest in advanced life support equipment. A MAB is ready to roll at an instant’s notice, possessing all the features required for operating unsupported for several days. Agencies in the Washington, D.C. area were the first to order the buses. Currently, there are
By Glenn Swain Ed Sartin and his son, Austin, of High Point, NC were watching the national news reports of the large numbers of fatalities during Hurricane Katrina in August 2005 and came up with a revolutionary idea that has changed the way emergency responders look at mass casualty transportation. Over the next year the Sartins developed a unique conversion process called the Medical Ambulance Bus (MAB)® that turns a bus or other vehicle into a fully-equipped advanced
A conversion Sartin Services completed on two 1992 school buses for the state of Kentucky.
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BUSRide Maintenance @ March 2012
more than 60 MABs in production or already delivered to cities across the U.S. “When the federal government and local and state agencies found out the MABs are a tremendous asset for the emergency responders, the number of buses ordered has rapidly increased,” says Ed Sartin, owner of Sartin Services. “We just delivered one to Seattle, so we’re on the West Coast now, and we have received an order for four buses for FDNY in New York City.” Sartin Services has been in the bus conversion business for nearly 30 years and has manufactured buses and completed custom conversions for EMS and fire departments throughout the U.S. Over the past six years the company has used its extensive experience to develop and refine the Medical Ambulance Bus concept. Sartin Services builds its MAB vehicles on both new and used chassis, since as many customers stipulate only new equipment be used. For others, a MAB on a used late-model bus or and RV body/chassis makes better economic sense. Local school districts have also donated buses to local emergency response agencies for a conversion.
As emergency department budgets shrink and demand for comprehensive emergency response grows, many agencies face difficult decisions. The ability to save as much as 30 to 50 percent on the initial purchase price of a used vehicle body/chassis and still not lose any functionality is very appealing in the current economic climate. A bus Sartin Services converted into an ambulance bus bears little resemblance to its former self. Essentially, it is transformed into a fully functioning ambulance in every sense. The conversion process starts by removing the seats and installing a new germ and virus resistant floor. Technicians also address any body/ chassis issues, dents and blemishes during the conversion process. The vehicle is outfitted with features such as a custom manufactured sliding/ stacked stretcher system that provides each patient with an individual metered oxygen supply. The bus also includes a loading ramp, an oxygen storage and distribution system, as well as medical storage compartments, generator and a climate control system. The windows are paneled over inside and outside the bus. The emergency exit door at the rear of the bus is modified for use as the main entry and egress point for stretcher-bound patients. Since one of the most common injuries among first responders is a back injury caused by poor patient lifting technique, the MAB bus conversion enlarges this door to accommodate full standing headroom, giving EMTs space to employ proper ergonomics. A ramp assembly allows patients to be rolled or carried into the vehicle. With painting and installation of graphics, plus the addition of other specialty features, the fully operational unit for service emergency is ready for turn-key delivery. Once the windows are paneled the work on the interior can begin. Wiring for 12- and 110-volt power is run to outlets placed throughout the bus. The surface of the interior walls is covered with seamless dry-erase board material. This material gives hurried first responders a canvas to write down vitals and other information
anywhere inside the bus. High output LED lights reflect the exact skin tone so EMTs can better evaluate patients, replacing the original interior lighting with emergency lights and siren also added. As the particular needs of specific agencies and departments vary, Sartin designs each bus specifically for a customer’s precise needs with medical storage cabinets, closets, paramedic work stations and attendant seating installed around the stretcher system. The 10-foot ramp and ramp storage
assembly mounts under the rear overhang of the bus. For Ed Sartin and his employees, the satisfaction comes by helping others. “When you go home at the end of the day you know that you’ve helped people and that’s what it’s all about,” Sartin says. “We’re a family company here, and we’re helping people we don’t even know. It’s a great feeling to know that we’re making a product that is beneficial to others.” BRM
March 2012 @ BUSRide Maintenance 7
Battery maintenance the key Sure-fire tips for longer life By Brad Bisaillon
their lifecycle. Following the simple yet critical battery maintenance procedures outlined below will ensure electrical bus applications such as fare boxes, fire suppression systems and security cameras will operate at optimum levels day in and day out. Tips for proper maintenance: •
Charging
•
When needed, charge batteries following the manufacturer’s charging instructions Use charge lugs Do not interrupt a charge cycle Never charge a frozen battery Avoid charging at temperatures above 120 degrees F (49 degrees C)
• • • • A battery is only as good as the service and maintenance it receives.
As more advanced electrical applications are designed into today’s mass transit buses, there is increased use in battery technology to power these new electrical systems. Since reliance on batteries has significantly increased, the importance of following a regular battery maintenance schedule is critical in achieving the highest rated performance and lifecycle from your batteries. A battery is only as good as the service and maintenance it receives. Too often batteries are taken for granted with expectations that they will work anytime and anywhere, regardless of whether or not they have been properly maintained throughout
Cleaning Clean the battery and cable lugs with a solution of baking soda and water. It is imperative to properly maintain the entire battery connection because corrosion at either end of the connection will cause breakage and battery failure. • Rinse with water and dry • Thinly coat all cable connections with petroleum jelly or anti-corrosion spray • Torque • Tighten all wiring connections per the manufacturer’s specifications
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BUSRide Maintenance @ March 2012
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• • •
Do not over-tighten which can result in post breakage Avoid under-tightening which can result in post meltdown or fire Make sure there is good contact with the terminals
•
Equalizing • • • • •
Do not equalize AGM batteries Connect battery to charger, set to equalize mode, and start the charge cycle Take voltage readings every hour Equalization is complete when voltage no longer rises If charger does not have an equalization setting call the battery manufacturer’s technical support staff to determine setting
Safety considerations •
• • • •
Always wear protective clothing, safety glasses, and gloves when handling and/or performing battery maintenance Never add acid to a battery Keep batteries clean and dry. Keep sparks, flames and cigarettes away from batteries Charge only in well ventilated areas Skin contact with electrolyte should be avoided
Storage There are very important steps that should be followed when storing batteries for an extended period of time. • Completely charge batteries before storing and monitor every six weeks while in storage • Flooded lead acid batteries gradually self-discharge
• • • •
during storage so be sure to monitor voltage every 4-6 weeks. Stored batteries should be given a boost charge when they are at 70 percent state of charge or less. However, AGM batteries, having greater charge retention, only need a boost charge when necessary. Store batteries in a cool, dry location avoiding areas where freezing temperatures are expected Keep batteries fully charged to prevent freezing When batteries are taken out of storage, recharge them before use Avoid direct exposure to heat sources, such as radiators or heaters
Battery testing •
Only use battery testing processes and equipment recommended by your battery manufacturers • Always take readings off the lead pad of the battery • Disconnect individual cables from each of the batteries before testing, otherwise you will get faulty readings Committing to a regular maintenance schedule ensures your mass transit bus electrical applications will continue to operate at peak levels of performance and reliability. With proper care and maintenance an initial battery investment can be extended as well as keep the total cost of ownership to a minimum. This will keep your bus fleets on the road longer and maintain on-time schedules, contributing to the overall success of your mass transit operations. BRM __________________________________________________
Brad Bisaillon is the sales manager, Strategic Accounts & Transportation for Trojan Battery.
March 2012 @ BUSRide Maintenance 9
PUSH & PULL
By Glenn Swain
10
Earlier last year a J-model MCI motorcoach was towed into the maintenance garage at the ABC Companies location in Winter Garden, FL with serious front-end collision damage. The impact had bent what technicians refer to as the “bogie leg,” a heavy steel frame piece over the front axle that supports the airbags and axle control arms. Ed Harmon, ABC Companies’ national director of operations, and Dan Hammerbeck, the collision shop’s service technician, discovered the frame pushed back nearly three inches. Harmon and Hammerbeck began a process that save the tour bus owner money and down time for his vehicle. ABC mechanics began stripping the bus down, and then rolled out their Gold Medallion frame straightening machine. The device features six towers that
BUSRide Maintenance @ March 2012
pull 50 tons apiece. “I think it took two towers to pull that, but we were able to straighten the bus out,” Hammerbeck said. “We saved them tens of thousands of dollars,” Harmon added. Often the difference between a total loss and a bus rolling on the road again is a frame straightening machine. Motorcoaches on the verge of being totaled by insurance adjusters can be brought back to life even after frames and chassis have been damaged.
Expose the frame
Every frame pulling job starts with mechanics stripping areas of the bus around the frame, including tires, air bags, flooring, bumpers and windshields. “After prepping we can do some good
T h e a r t o f f ra m e s t ra i g h t e n i n g
Above: Tom Quay, left, Manager of Collision, Paint and Body, and Ed Harmon of ABC Companies. Right: The DUZ MOR frame straightening machine at BRC features seven towers each with 25-ton of push/pull capability and provides about 175-ton of hydraulic pressure. Photo courtesy of BRC
measurements on the frame itself,” says Hammerbeck. “Sometimes it takes a few days work to expose the frame. It’s completely covered up with fiberglass and sheet metal.” The towers bolt to a platform that weighs more than a military tank. The installation of the Gold Medallion frame straightening machine at ABC Companies required a deep pit with footers imbedded in concrete in order to withstand the enormous forces being applied to bend a frame back into place. When the bus is in place, the blue I-beam towers are adjusted; two on each side of the bus and two on each end. The bus is then anchored down with 5/8-inch metal chains, making sure the anchor point is stronger than the area being pulled back into place. This procedure alone requires a careful calculation to determine the perfect placement of the towers and chains. “We use a highly accurate laser alignment tool that can measure the degree of bend in a coach that has been in a wreck,” Harmon says. “We find the center line of the bus, and then take measurements using this laser tool to make sure
all of the side panels, side and roof frame are in line with the center axis of the bus.” Harmon says his shop puts the Gold Medallion to work on average about 20 times a year. At the BRC Group, Las Vegas, NV, mechanics use a DUZ MOR frame straightening machine. The main piece of machinery is 70 feet long. Seven towers each with a 25-ton push/pull capability provide about 175-ton of hydraulic pressure. “We use the DUZ MOR every day,” said Brad Field, co-owner of BRC, which mostly services transit buses and motorcoaches. “We’re open 18 hours a day, so it’s probably used a solid 10 hours a day. We use lasers, digital measuring and good, old fashion tape measures in a lot of cases.” Field’s mechanics work to recreate the accident in reverse. “If it’s a straight-on hit you hook on chains and hydraulic ramps in such a way that basically you’re going to pull it back square,” he said. “Then you do your cross measurements, check door and window shield fits to make sure the components are square. Once you have that, then you
can start cutting and replacing any tubing that is beyond fixing.” “We try to straighten as much as we can to make everything square, then from there we cut away any damaged areas, replacing them so they have their own structural integrity,” Hammerbeck said. Only a number of shops have frame straightening machines. The cost of a machine – it can run up to $1 million installed – put them out of the reach for smaller repair facilities.
Big and little jobs
Repair times vary according to the accident, but the type of accident is reoccurring. “Over the last 25 years, 95 percent of heavy collisions with buses are front-end impacts,” Field said. “Most of the frame work we do is probably in the first 10 feet of the bus. T-bone hits don’t happen that often. Repairs can run from five hours up to a week. Sometimes it is a very big job.” “Small wrecks take 20 to 50 hours; medium-size wrecks 100 to 250 hours; and then it goes up from there depending on how back the wreck was,” Hammerbeck added.
March 2012 @ BUSRide Maintenance 11
Th e art o f
f ra m e
s t ra i g h t e n i n g
c o nt inued “Some of the biggest jobs have been compression wrecks where a bus will look like it jumps through a ditch and hits on its belly, where the center of the bus goes down,” Harmon said. “We’ve had rollovers where the entire top is pushed to the front or back.” Field said straightening jobs most often depend on an insurance adjuster. “It’s never about what can’t be fixed; it’s whether or not the insurance company or the owner can afford to fix it,” he said. “Our techs here and their skill set can do anything, but a job can be limited by the expense,” Harmon said. “There is a range that the insurance companies will elect to total the bus. With big wrecks they expect to have supplemental claims
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Front-end crashes are by far the most common collision. coming in after the original claim estimate is paid. They don’t want it to exceed a certain amount, so they will say 70 to 80 percent of the value, or they total the bus and sell it for salvage.” There is good news for motorcoach owners who have to have a frame adjustment on a vehicle. The coach leaves the repair shop as good as it came new from
an OEM. Sometimes repairs made under warranty or after an accident make the coach even stronger and straighter than when it was assembled new. Harmon marvels at ABC Companies’ Gold Medallion straightening machine. “It works on anything that’s bent!” he said. BRM
Don’t forget to inspect those suspension supports By Christopher W. Ferrone
Years ago I wrote an article concerning extreme mileage vehicles and the effect of aging on maintenance. Since then the design of motorcoaches has changed drastically. For example, the design of suspension supports has gone from air beams and bellows, bellows and posts to finally suspension supports configured as a truss. With the great success of MCI and Prevost developing suspension systems that endure over long periods and millions of miles in corrosive road environments such as salt on roads in the winter, operators may have grown lax in critically inspecting these components because of their time-tested robust nature. However, in this day and age with the economy continuing to take its toll and operators keeping their motorcoaches longer, this can become a serious situation if they do not inspect the suspension supports regularly as the coaches age. A corrosion failure may occur from a condition a technician did not detect soon enough. This diagram shows a typical suspension support truss. The area circled in red represents the typical area of concern. However, do not limit the inspection to just that one location. Technicians must inspect the entire structure to determine the integrity of the structure. I must point out this condition is in no way the
result of a defect in the design or manufacture of this component. Any corrosion is natural. Even with the structure undercoated at the factory, the drive axle tires bath this area with water and salt whenever the road is wet or slushy. Eventually the undercoating wears away and exposes the steel to the environment. The typical condition discovered during inspection is a perforation or breach in the structure simply due to rust. The operator then has two choices. One is to replace the entire structure. Depending on the magnitude of the corrosion this may be the only solution. On the other hand, with early detection it is possible to weld and plate the areas of corrosion. With either process it is necessary to undercoat the entire structure with a durable water-resistant material. The cause and effect of this corrosion ranges from nothing but a corrosion hole in the truss to a mild buckling of the truss to its eventual total failure. One typical telltale sign of extreme truss failure is motorcoach listing to one side or the other. While making repairs in this area I highly recommend changing the bump stops located on top of this truss. They act to reduce the impact and shock load to the suspension truss from the coach body above. BRM
This diagram shows a typical suspension support truss. The area circled in red represents the typical area of concern.
Christopher W. Ferrone is president of Americoach Systems Inc., Glenview, IL, an engineering firm specializing in transportation technology, analysis and safety.
March 2012 @ BUSRide Maintenance 13
SOB: S
Mobile mechanics are the Lone Rangers of the bus industry By Glenn Swain From left, mechanics Konrad Moyer, Dave Thorley and Diversified Transportation’s Maintenance Manager and Mobile Supervisor Chris Thor have the task of repairing a fleet of motorcoaches, school buses and other vehicles in Alberta’s harsh climate.
14 BUSRide Maintenance @ March 2012
Save Our Bus T
he next time you see a bus or motorcoach broken down on the side of the road, you can bet a mobile repair crew is already on the way to save the day. Road calls are a distress message for a mechanic; an SOS turns into a SOB: Save Our Bus. Mobile repair mechanics bring tools, spare parts and vast knowledge of the inner workings of a bus and motorcoach to get the wheels rolling again. Fighting against harsh weather conditions, difficult repairs and long, unconventional hours, mobile mechanics are seen as the Lone Rangers of the bus industry.
Alberta’s ice road mechanics
Every day thousands of vehicles ranging from light vehicles to heavy-hauler trucks travel along Alberta, Canada’s remote, two-lane Highway 63, which has the unfortunate distinction of being the province’s deadliest roadway. Joining this bumper-to-bumper convoy are hundreds of motorcoaches operated by Fort McMurraybased Diversified Transportation. The company’s 377 Prevost and MCI coaches roll 18 hours a day delivering oil workers to the Oil Sands region between Fort McMurray and Fort MacKay, and to other remote sites. For years multi-billion-dollar oil sands projects have attracted workers, making Fort McMurray one of Canada’s fastest growing cities. All of those workers need to get to work sites that are from 45 minutes to two hours away, and the best way to get them there is in a motorcoach. Diversified Transportation carries up to seven million total passengers a year, but no one goes anywhere without the company’s 175 mechanics who keep the buses and vehicles running in Alberta’s harsh, unpredictable climate. Howie Boyda, Diversified’s director of maintenance, and Chris Thor, maintenance manager and mobile supervisor, have the task of not only overseeing preventive maintenance and road call repairs on the fleet of motorcoaches, but also on 261 yellow school buses used as short shuttle vehicles, 16 passenger vans and 53 light vehicles. “We all know the worst thing you can have is a call from an operator by the side of the road whose bus is broken down,” Boyda says. “We sleep at night knowing that this mobile unit is available to answer calls at a minute’s notice. Their job is to make it safe for our operators and passengers and get people on their way as quickly as possible.”
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The company utilizes two large service trucks and a van for its mobile servicing. Each vehicle is filled with block heaters, fuel, coolant, booster packs, belts, lights and coolant hoses. The trucks are essentially a moving parts department. “The service trucks actually have their own parts inventory,” Thor says. With a wide range of vehicles to fix, mechanics have to be well-versed in all repairs. “They have to have experience in both coaches and yellow buses,” Thor says. “These guys are very industrious and know their work.” “We have a few [road calls] every day, and that’s where our mobile unit becomes a champion,” Boyda says. “They go out and remedy a situation. It’s a team combining tactically sound mechanics and technology to get our buses up and running. They have the ability to be resourceful and to work in remote locations. Also, with the congestion on Highway 63, sometimes they’re controlling traffic on the side of the road to allow vehicles to get around our equipment. If it’s a safety issue we’ll tow the bus, but our guys are pretty resourceful and most of the time they fix it there.”
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Working in Alberta’s weather extremes causes its own challenges. With the occasional minus-50 degree wind chill temperatures in winter, Diversified’s mobile mechanics are in the elements and working on the ground in snow, ice, water and mud. “Any time the guys have to get on their backs and underneath vehicles, those kinds of repairs are tough,” Thor says. “We get freeze-ups, issues where defroster motors aren’t working, and loose and broken belts,” Boyda says. “Road abrasives like salt and sand get in electronic harnesses and over time can cause exposed wires that short out systems.” “You have to have air brake antifreeze on hand,” Thor says. “Up here, without brake antifreeze it only takes a drop of water to crystallize and plug up an air valve.” The yellow school bus shuttles travel on what Boyda calls “paths,” and are used near work sites that have no paved roads. At the remote Fort McKay location a facility has been constructed for mechanics to work on the yellow shuttle buses. “Our yellow buses sit outside, so it gives mechanics a roof to get out of the harsh climate to do repairs that are needed,” Thor says.
Boyda jokes that his mobile crew could easily have its own TV reality show, something akin to the popular “Ice Road Truckers” series. “Our guys get it done,” he says.
Virginia Bus Doctor
Some 2,000 miles to the southeast, 52-year-old Bryan Cebula calls his Manassas, VA-based company The Virginia Bus Doctor. Contrary to Diversified’s large crew of mechanics, his mobile bus maintenance company is a one-man operation, which he runs from home. “The only thing I have is a truck, I don’t have a building,” Cebula says. “Overhead is slim and none.” Chances are most motorcoach operators around Washington, D.C. and coach drivers who tote millions to see the sights of the nation’s capitol have either heard of Cebula or have called for his services. Cebula uses old school marketing; he passes out business cards to operators and drivers, and he gets word-of-mouth business. Those referrals caught the interest of a Washington Post writer, who wrote a feature story on Cebula and his company in July 2010. A typical week in the mobile bus main-
Bryan Cebula formed his one-man Virginia Bus Doctor business in 1993. His services are in high demand around the Washington, D.C. area.
Mechanic Konrad Moyer often works in minus 35-degree temperatures to get buses rolling again.
tenance business does not exist. Cebula has no idea when a call may come in to his home office on what he and his wife affectionately refer to as the bat phone. Sometimes a call comes in at midnight, and a bleary-eyed Cebula heads toward a location around D.C. to find a broken down motorcoach and sleepy, angry passengers taking their frustrations out on the driver. While no two weeks are alike for Cebula, certain repairs are typical. “Mostly what I do are alternators, starters, belts, hoses and A/C jobs,” Cebula says. “There are many things I can do to get the bus up and running where the
people can at least get back home. That’s what the bus companies are after. The last thing they want is to rent another bus to finish the trip.” When Cebula was 16 he secured a job washing vehicles for Colonial Transit. After working his way up to changing tires, and after graduating from high school, Cebula went to diesel school to learn bus mechanics and then became a mechanic’s helper. “I use to run a shop in Maryland where at one time we had 40 buses,” Cebula says. “I answered a great amount of calls for repairs, but my concern at that time was our own buses. But I kept getting so
many calls that I thought there has to be a need for this. I started part time in 1991, and then formally began The Virginia Bus Doctor in 1993.” Cebula, who has worked on as many as 13 motorcoaches in one day, is gearing up for the busy season, which runs from March through July. During this time he says he could keep five trucks and crews going, but doing the maintenance himself affords him the freedom to run his business the way he wants to. “It’s hard to find good bus mechanics and someone who will represent the company the way I want it done,” Cebula says. Being a one-man repair crew leads to one of the most difficult aspects of the job. “I can’t help every one as quickly as I want to,” he says. “I may be 30 miles on the west side of D.C. and get a call from someone who is 30 miles on the east side. With the traffic in D.C., I can’t get there in an hour. That’s the hard part.” But Cebula loves what he does, especially helping others in a time of need. “For a mechanic to go out and help a bunch of people and get them on their way, it makes me feel good inside,” he says.
BRM
March 2012 @ BUSRide Maintenance
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Meeting the
service parts inventory planning challenge Have the right part in stock at the right time in the right place
By Charles N. Smart
The challenge for fleet operator parts organizations has always been to have the right part in stock at the right time and at the right place. The consequences of failure to do this are expensive and involve service delays, lost revenue, increased expediting costs and more. For many bus companies parts inventories represent a major asset on their balance sheets. They are also an ideal place to cut costs and improve cash flow. This is due in part to the unusual nature of parts inventories, of which 20 percent or more may comprise obsolete or overstocked items. Also, unplanned part replacements are difficult if not impossible to forecast. Balancing parts inventories can remedy parts shortages of critical items that can negatively impact service with unnecessary vehicle downtime. As a solution bus companies are increas-
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ingly asking their suppliers to take the inventory risk and to guarantee parts availability.
Key challenges
It is very difficult for the parts organizations that service bus fleets to do inventory planning. In today’s economic environment they are being asked to do more with less. In part this is due to downsizing and staffs that do not have the forecasting expertise or the analytical skills to manage their large and complex inventories. As much as 70 percent of the parts in a bus fleet’s inventory exhibit intermittent or slow-moving demand. Most organizations do not bother to forecast these parts shortages or needs. They may eyeball the inventory and make a best guess about how much safety stock to carry. It is no wonder that many parts are overstocked,
which increases costs, while others are under-stocked. Both can impact service. Suppliers of critical parts to fleet operators, including Motor Coach Industries (MCI) and Prevost Parts (a division of Volvo Bus Canada), experience the same forecasting challenge. To meet the challenge organizations that maintain fleets of buses, or supply those that do, are turning to specialized software solutions. This software effectively forecasts all of an organization’s parts requirements, enabling it to balance its inventories, accurately set safety stock levels, and basically do more with less.
Montreal transit’s experience
One company that has used specialized software with dramatic results is Montreal Transit Corporation (MTC). Here’s how they did it. In 2008 Montreal Transit Corporation, with a fleet of over 1,700 buses and 749 metro-cars, was looking for a way to improve its inventory management and reduce its costs. MTC stocked more than 200,000 parts, much of it with intermittent demand, valued at $33.6 million. About $10 million worth of parts were inactive. MTC had no proper way to differentiate between insurance, inactive, and obsolete parts, or to properly identify overstocks. Most of the time safety stock, reorder points and reorder lot sizes were determined by best guess. Consequently, overall parts availability was only 76 percent. With management support and the help of specialized bestin-class forecasting and inventory optimization software, MTC’s supply chain organization launched an initiative designed to reduce its costs and improve its service levels. Materials management wanted a system that would enable it to accurately
forecast all of its parts, replenish items where stocking levels were insufficient, and dispose of excess, inactive and obsolete parts. After a lot of work cleaning up its data and re-engineering its processes, MTC was able to use the software solution to forecast all of its 200,000 parts on a regular basis, improve parts availability from 76 percent to 94 percent, reduce its inventories by 12 percent or $4.1 million and reduce its inactive parts 24 percent to $7.8 million.
Key lessons learned
Reginald Soubry, a senior analyst for MTC’s materials management and logistics operation, explains the critical enablers for the company’s success as follows: • Management’s vision and support implementing the stock management improvement initiative. • Planning staff’s knowledge and understanding of the basic classical calculations and the influence of stock parameters on them. • Specialized software solutions to forecast lead-time demand and safety stock requirements for both regular and intermittent demand items, as well as a way to recalculate stock parameters. • A stock management system with the ability to modify reorder point (ROP) processes to take better account of economic lot sizes, minimum stocks and maximum stocks. According to Soubry, here are a few things you can do in your own organization to increase your chances for success: • Set clear objectives and priorities.
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service parts inventory
continued
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Plan the work in stages and make sure you have measurable and reasonable targets, as well as a way to measure how close you are to the bulls-eye at each step. Have a backup plan. Clearly define everyone’s role and get buy-in at all levels: upper management, middle managers, parts personnel and suppliers. Make sure you have the bodies on the floor to do the work properly and that they are informed and trained and can manage the change. Get involvement and teamwork at all levels and all stages of the project. Plan the work, work the plan, and have the right tool set.
MTC’s success was not instantaneous. As shown in Figure 1, it and other transit companies experience significant efficiencies that occur in stages over several years. In stage one much can be achieved through a variety of non-technology process improvements. Stages two and three identify the value derived through
successful implementation of demand forecasting and inventory optimization solutions. Near immediate cash benefits occur through postponement of purchases and rescheduling of deliveries. Longer term, substantially greater benefits accrue as excess inventories are consumed and the organization shifts to a new, “rightsized” inventory equilibrium. Conclusion The experience of Montreal Transit, and suppliers like Prevost and MCI have demonstrated that millions of dollars in savings and double-digit service level percentage improvements are possible with the right enablers and, in particular, the implementation of the right technology solution. Significant returns can occur within a matter of months – certainly within the first year – enough to satisfy corporate ROI benchmarks. However, the most significant savings will occur over time as processes are fine tuned and new technologies are utilized effectively. BRM _________________________________________ Charles N. Smart is President and CEO of Smart Software, Inc., Belmont, MA,
tipoftheMonth
Get your PMI kit together
By Ralph Merced
Transit Maintenance Manager Big Blue Bus Santa Monica, CA
Scheduled PMI and parts kits offer a solid solution to minimizing down time and alleviate waiting on parts. Big Blue Bus runs 196 transit buses. We needed to enhance our preventive maintenance inspections by reacting less and focusing more on pre-planning and forecasting. When our maintenance and warehouse staff put together a new program to reduce our number of road calls, the number of buses on hold waiting for a part diminished significantly. A similar plan to identify parts before they fail would benefit any shop and help the entire organization operate more efficiently. • Revisit past work orders to review what parts should have been replaced before they fail and cause a breakdown. • Conduct a life-cycle analysis of key parts and components to determine the intervals at which they fail. • Choose a day to forecast and schedule time to hold vehicles for preventive maintenance inspections (PMI). • Alert the parts department of the vehicles on hold, which will know in advance of PMI based on mileage intervals what key components to target for replacement. • Assemble the necessary parts in a kit for delivery on the date for the scheduled repairs.
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products&services
Oil Eater Naturals for a cleaner workplace Oil Eater Naturals is a new line of eco-friendly absorbent pads, rolls and socks that provide a safer and cleaner workplace, helping users meet OSHA and EPA requirements. Applications include plant and maintenance facility floors, loading docks, paint shop floors and other areas. Made of natural plant byproducts that feature woven construction, the pads and rolls soak up oil, other liquids, and repel water. Absorbent socks control larger spills and protect drains. Product sizes range from 16-by-18 inches to 28-inches-by-150-feet rolls. All are available in a variety of weights and finishes. Kafko International Ltd. Skokie, IL www.oileater.com
Mohawk Lifts introduces parallelogram lift Mohawk Lifts introduces a fully galvanized steel construction parallelogram lift. Mohawk’s galvanized parallelogram is rust proof making it ideal for wash bay environments. The parallelogram is available surface or flush mounted in 36,000, 50,000, 75,000 and 100,000-pound capacities with runway lengths from 26 feet to 48 feet. Mohawk’s galvanized parallelograms are made in the USA and are ALI/ETL certified to meet the one and only nationally recognized safety standard for vehicle lifts. Mohawk Lifts Amsterdam, NY www.mohawklifts.com
Herkules scissor lift has 10,000-pound capacity EnKon Systems, Herkules Equipment Corporation’s brand name of lift systems, has designed and manufactured an Electric-Hydraulic Scissor Lift Table with a 10,000-pound capacity. This heavy-duty lift system is designed for improving ergonomic conditions in a demanding environment that requires robust equipment for completing tough tasks and operations. The lift is used for the positioning of oil pipes into a welding cell. This electric-hydraulic scissor lift table has a lowered height of 16 inches with 30-inches of travel, a 48-inch-by-96-inch platform, and high-strength, thick, tubular steel scissors. The simple push button up/down control pedestal also contains the external power unit, enabling the lift table with large, heavy-duty cylinders, to have a lower closed height. Herkules Equipment Corporation Walled Lake, MI www.enkon.pro
Radio receiver features latest advancements ASA Electronics’ VM9424 multi-media high definition radio receiver features the latest technological advancements for motorcoach travelers. The 6.2-inch touch screen stereo features 160 watts of power, an AM/FM tuner with 18 FM and 12 AM presets along with a high definition radio receiver. The stereo also features full iPod® and iPhone® audio capabilities. The system is also XM satellite radio ready with subscription and features Bluetooth technology. The system offers more high-tech features such as two composite video outputs which allow for support of additional video screens. ASA Electronics Western Cape, South Africa www.asa-electronics.com 22
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products&services
AC Delco torque wrench has faster speed Esco Hot Wheel sends a message The Esco Hot Wheel Heat Indicator Label warns drivers, maintenance personnel and safety inspectors of possible wheel end bearing and brake failure during inspections. The Hot Wheel decal attaches to the wheel rim with self adhesives. When the temperature of the wheel reaches 250 degrees the temperature-sensitive white arrow changes and remains bright orange, warning of an overheated wheel condition. After the wheel problem has been corrected a new Hot Wheel decal must be installed. Esco says while the Hot Wheel decal will not indicate every instance of a wheel end component malfunction, it will show excess temperature for prolonged periods that could cause decreased function or failure of wheel end components. ESCO Equipment Supply Company Brooksville, FL www.esco.net
Bead Bazooka has smaller tank Gaither’s new Bead Bazooka™ has broken the traditional obstacle of bead boosters being awkwardly heavy and cumbersome. At just over 12 pounds, the Bead Bazooka™ is 60 percent smaller than Gaither’s GB5ZA model. While offering the same level of performance, the Bead Bazooka™ has a smaller tank to assure easily handling. It also provides 40 percent power, plus a push-button trigger device allows users to keep both hands on the tank for more control. The new slotted double barrel directs air towards the best overall lift action. Also, a handle clip system provides for easy storage. Gaither Tool Jacksonville, IL www.gaithertool.com
ACDelco offers the Li-ion 18-volt, half-inch Super Torque Impact Wrench with 480 ft./lbs. of torque and 0-2,000 rpm / 0-2,600 ipm for faster speed application. This impact wrench provides durable aluminum gearbox housing, and variable speed with reversible control and electric brake switch. A powerful in-house motor comes with an external changeable carbon brush and anti-slip soft grip provides comfort and good protection during work. It includes a built-in LED light for convenient illumination during work a battery indicator shows battery capacity. Use for tire changes and any application that demands bolt tightening. ACDelco Grand Blanc, MI www.acdelco.com
Dialight’s bright light first LED design The Dialight LED 90mm Low-Beam Headlamp for mass transit vehicles and commercial truck applications meets FMVSS108. It is the only such product on the market designed to meet the stringent SAE J1455 specification, making it ideal to withstand the harsh operating conditions for municipal buses. The product is the industry’s first LED reflectorbased design that utilizes a reflective bowl to create a more uniform, consistent light beam that maximizes output and minimizes light loss to improve visibility and safety for oncoming traffic. Dialight Farmingdale, NJ www.dialight.com
TruAir respirator gives three layer protection ®
Economically priced, the NIOSH-approved TruAir Ultra mask from Gateway Safety provides P100 class protection. The company claims the TruAir Ultra filters at least 99.97 percent of aerosols below PEL. The TruAir Ultra mask is fit with features to help ensure compliance. A seal conforms comfortably and securely to facial contours and adjustable, latex-free head straps hold the mask snugly in place. A standard vent helps reduce hot air buildup, making breathing easier and reducing worker fatigue. All TruAir respirators have a large molded shell that offers plenty of breathing room. Gateway Safety, Inc. Cleveland, OH www.GatewaySafety.com
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Buses on the move to el
Vanner hybrid beltless alternator shares in the impact By Chris Collett The strong trend toward vehicle electrification, whether for a hybrid, full electric or hydrogen fuel cell vehicle, is smart if it takes advantage of energy efficiencies. Hybrid benefits that help justify the investment include improvements in operational cost, reduced noise and conservation of resources. Vanner Inc., Hilliard OH, has partnered with a major supplier and myriad customers to develop technology that contributes to electrification of hybrid buses. The company develops power management solutions for the hybrid bus market. Vanner says it has made electrification an integral part of its business strategy with OEMs and transit authorities to ensure the new technology meets commercial needs. With the recent introduction of Vanner Hybrid Beltless Alternator (HBA) for the Allison H40EP and H50EP Hybrids, Gillig Bus, Hayward, CA, has taken a leadership role as the first OEM to offer the hybrid beltless alternator technology on its buses. Now the majority of the North American transit bus OEMs are also offering this technology, demonstrating the impact. Technology problem solver for the bus industry Today’s hybrid systems make the leap in propulsion technology necessary to reduce fuel consumption. However, there is still room 24
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for improvement in efficiency and operational cost savings. The high voltage DC-DC converter technology that powers all accessory loads currently supported by the alternator has the power output to run the latest electric cooling fans requested by the transit authorities. The successful collaboration between Vanner and Allison Transmission launched a hybrid beltless alternator product in early 2011. The technology includes a 250 amp-at-idle version and a larger capacity 300 amp-at-idle for hybrid transit buses, which provides enough electrical capacity to power the latest electric radiator cooling fans for additional fuel saving and reduced maintenance. Prior testing in Death Valley, CA, indicated efficient operation in harsh environments and continued field trials with six transit authorities assisted in advancing this technology. To date, transit agencies using this technology report little or no maintenance with the HBA. They also indicate the technology more than pays for itself over the life of the bus by improving vehicle up-time and reducing maintenance costs. “We have been running the HBA on two of our buses,” says Max Camper, Warranty and Compliance Coordinator at the Central Ohio Transit Authority. “We install it and we forget about it. We haven’t had a single maintenance issue since its installation one year ago.”
lectrification
Patented power conversion technology
With Vanner’s patented power conversion technology the hybrid beltless alternator can combine with J-1939 CAN-Bus communication and battery equalizers. Internal MBBM battery monitoring creates a “closed loop” system for hybrids that manages high-voltage and low-voltage batteries as one cohesive system. The combination of the Vanner HBA and Vann-Bus Battery Equalizer provides the next level of power management for the hybrid bus. Bus OEMs benefit from the ease of integration into their existing Allison Hybrid systems. Transit authorities benefit from the increased low-voltage battery life and prognostic maintenance information available to reduce maintenance costs and improve overall system reliability. The J-1939 CAN-Bus communication provides the capability to communicate with on-board telemetry systems, to broadcast ‘real-time’ notification of critical information from the electrical system.”
DC to AC power conversion
The DC to AC inverter represents the next step in the evolution of hybrid power conversion to electrify the air conditioning compressor, power steering pump and the water pump. Electrically driven compressors and pumps sealed at the motor require less maintenance, and are more reliable than mechanically driven compressors and pumps.
Plugged into the grid
Advantages of electrically powered components
Electrification of hybrid buses makes sense if the overall energy efficiency is greater than its mechanical counterpart. For example, the current oversized mechanical belt-driven alternators on buses are necessary to compensate for their low speed inefficiencies.
The final step in the electrification evolution is to plug the hybrid vehicle into the electric power grid (PHEV), which requires converting AC to DC power from a controlled rectifier to create a variable supply of electrical power from the power source. Plugging into the grid can serve a variety of functions, such as cool-down of transit buses in warm climates, saving on daily idling hours. _____________________________________________________ Chris Collett serves as Vice President, Bus and Hybrid Market for Vanner Inc, Hilliard, OH.
The benefits Of DC power
The HBA converts DC power from the output of a high-voltage motor to supply 24-volt power to the electrical accessories. Hybrid systems designed with this technology supply power for electrical accessories with a solid-state device instead of a mechanical device with lots of moving parts. Solid-state technology is a more efficient with a stable DC power source than traditional mechanical solutions and less susceptible to temperature changes. Powering accessory loads with the hybrid beltless alternator technology is 25-30 percent more efficient than with traditional alternators. In addition, removing the alternator removes the high-maintenance, belt-driven components including the alternator, V-belts, voltage regulator, pulleys, belt tensioner, and hydraulic oil lines. Hybrid beltless alternator technology also eliminates air ducts, required to cool alternators in high-temperature, which reduces the cost of a new bus.
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Oil
analysis
A metric to provide information about engine and oil
Oil analysis is a scientific way to assess the condition of the lubricant in the engine and detect conditions that could cause premature wear and/or downtime. A regular oil analysis program lets you build a historic database and watch for trends in a variety of areas. Optimally, you should have a sample of used oil analyzed after every oil change for every piece of equipment. Although engine oil analysis is most common, it’s also beneficial to have gear oil, transmission fluid and other vital lubricants tested. Think of oil analysis as a cost-effective early warning system. Is there too much diesel fuel in the oil? You may need to check your fuel system. What about traces of coolant? Your cooling system may need a check-up. Find too much dirt or soot? Maybe you’ve overextended your drain interval or have a leak in the air intake system. In these types of cases, the lab can notice small abnormalities long before you do, so you can take action before these early warning signs turn into possible operational problems or engine damage. The knowledge gained from a consistent oil analysis program can assist you in optimizing your oil drain interval, help increase equipment reliability, minimize unscheduled downtime, and more precisely track operating efficiency and maintenance practices. This combination can contribute to helping lower total operating costs. A good oil analysis program can give you information on both engine condition and oil quality. Sometimes the two are closely interrelated--in other cases they’re not. The wear metals section of your analysis, for example, may detect a mechanical engine problem that has nothing to do with
By Dan Arcy Technical Manager Shell Lubricants
26 BUSRide Maintenance @ March 2012
your oil. High levels of iron could point to cylinder liner wear. Chromium, aluminum, lead, copper, tin; unusual levels of any of these metals can be spotted and interpreted by the lab, helping give you valuable information about your engine. Another function of an oil analysis is to tell you about your oil. For example, you’ll learn about your oil’s viscosity grade. If it’s too high, then there could be soot or some other kind of contamination that’s making the oil too thick.
Accurate oil analysis For accurate results, an engine oil analysis program requires users to follow a few fundamental procedures that often don’t get the attention they deserve: • • •
Provide a proper oil sample to the lab Provide all necessary information needed by the lab Send the sample in immediately; don’t let it sit on the shop workbench for a month.
Simple tips* to keep in mind when taking an oil sample • Take a hot sample after the engine has been operating for 15 minutes • Clean the area where you insert the probe or sampling tube • Take a purge sample and properly dispose of it
If you take your sample when the oil is being drained, catch it midstream by waiting at least five seconds. That way, you won’t be collecting heavy metals or other deposits lying at the bottom of the pan. Withdrawing oil through the dip-stick opening is another good way to take the sample. This can reduce the chance of outside dirt or contaminants getting into the sample and keep the oil from splattering when you stick the bottle into the stream. However you take the sample, do it in the same manner each time, to help keep your results consistent. You’d be amazed at how many oil samples are provided without completed labels or forms. Without the essential information that tells the lab precisely what they’re looking at, the oil analysis may be inaccurate. For many labs, necessary information includes engine type, total engine miles (on-highway) or hours (off-highway), how many miles or hours on the oil itself, oil type, viscosity grade and oil manufacturer.
• Use a clean container to take the sample to be sent for analysis • Apply a properly completed label to the container • Send sample to be analyzed in a timely manner – don’t let it sit around for a few weeks.
Shell LubeAnalyst Shell Lubricants revamped its Shell LubeAnalyst™ oil analysis program in 2010 to help customers improve equipment and vehicle reliability and reduce maintenance costs. Reports show results from previous tests, including graphs on oil properties, wear and contamination. Comments about potential issues and any recommended actions that the customer may want to consider are also provided. A regular oil analysis program helps customers build a historic database, which can allow them to watch for trends in a variety of areas. The Shell LubeAnalyst™ program offers easy-to-use software that allows customers to view results and track test results. The knowledge gained from a consistent oil analysis program can assist in optimizing oil drain interval, help increase equipment reliability, minimize unscheduled downtime, and more precisely track operating efficiency and maintenance practices. This combination could contribute to lower total operating costs.
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