BUSRide Maintenance October 2016 digital

OCTOBER.2016

BUSRIDEMAINTENANCE.COM

THE EXCLUSIVE MAINTENANCE RESOURCE FOR THE TRANSIT AND MOTORCOACH INDUSTRY

TAKE STEPS to ensure proper adhesive use p6

HVAC preventative maintenance p4 | Purchasing a new lift p5

FROM THE EDITOR IN CHIEF

Adhesives present a delicate balance

busridemaintenance.com VOL. 06 • NO. 7 Richard Tackett Editor in Chief rtackett@busride.com

This month, BUSRide Maintenance is headlined by an article from Robert Buchwalter, one of Prevost’s technical field instructors conducting seminars at the Prevost factory in Quebec, customers’ shops, and transit agencies. Buchwalter takes us step by step through practical, effective adhesive use. He offers a number of dos and don’ts regarding adhesives, glass handling and other oft-overlooked factors in a delicate procedure.

Also in this issue: • Steve D. Johnson, Sr., product manager for large bus and rail HVAC solutions at Thermo King, presents best practices for HVAC preventative maintenance.

• Sam Fielden, vice president of MIT Automobile Inc., gives his best purchasing advice for heavy-duty vehicle lifts – important factors to consider, product certification, and cost vs. quality.

Thank you once again for reading BUSRide Maintenance.

Richard Tackett Editor in Chief BUSRide Maintenance Magazine

David Hubbard Associate Publisher dhubbard@busride.com Steve Gamble Art Director sgamble@busride.com Judi Victor CEO & Publisher Director of Sales jvfly@busride.com Mitch Larson Business Manager mlarson@busride.com Blair McCarty Sr. Sales and Marketing Coordinator bmccarty@busride.com Hannah Riley Marketing and Sales Associate hriley@busride.com BUS INDUSTRY SAFETY COUNCIL

CONTENTS OCTOBER 2016 A publication of:

On the cover: Take steps to ensure proper adhesive use

By Robert Buchwalter Departments From the Editor in Chief Products and Services

2 3

Columns Focus On: HVAC

4

By Steve D. Johnson, Sr.

Focus On: Heavy Duty Lifts

5

By Sam Fielden

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BUSRIDE MAINTENANCE | OCTOBER . 2016

6

BUSRide Maintenance Magazine 4742 North 24th Street, STE 340 Phoenix, Arizona 85016 Phone: (602) 265-7600 Fax: (602) 277-7588 busridemaintenance.com BUSRide Maintenance™ Magazine is published eight times annually by Power Trade Media, a division of The Producers, Inc., 4742 N. 24th Street, Ste. 340, Phoenix, AZ 85016. Subscription rates for non-qualified subscribers, single issue prices and pricing for reprints of 100 or more are available from: info@busride. com. All articles in BUSRide Maintenance™ Magazine are copyrighted and may not be reproduced in whole or in part without the express written permission of the publisher. Copyright 2016 by Power Trade Media. No advertisement, sponsorship or description or reference to a product or service will be deemed an endorsement by Power Trade Media, and no warranty is made or implied. Information is obtained from sources the editors believe reliable, accurate and timely, but is not guaranteed, and Power Trade Media is not responsible for errors or omissions. Opinions expressed in BUSRide Maintenance™ Magazine are not necessarily those of the publisher or sponsors or advertisers. Content addressing legal, tax and other technical issues is not intended as professional advice and cannot be relied on as such; readers should consult with their own professional advisors.

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PRODUCTS & SERVICES

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

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3

FOCUS ON:

HvAC

Preventative maintenance

By Steve D. Johnson, Sr. When it comes to HVAC system performance and reliability, there is no substitute for a proactive, well planned year-round maintenance strategy that focuses on preventing – rather than fixing – problems. Performing maintenance tasks at recommended intervals helps ensure that fleet operators stay on schedule and avoid breakdowns and service disruptions. A good example of why this is more important now than ever is the dramatic drop in the number of buses transit agencies designate as spares. Who wants a $500,000 asset sitting idle just waiting to be used or undergoing a major repair that could have been handled before it became catastrophic? In some cases, everything else on the bus is working just fine when an unexpected, major failure of the HVAC system forces the asset to sit idle or be taken out of service prematurely. Ideally, if I have a 100 buses available I want 95 of them ready for service every day. Some number of buses will always be out of service for scheduled maintenance and repairs.

PREVENTATIVE MAINTENANCE (PM) INTERVALS Maintenance intervals should be scheduled, focused on specific items to be checked and the results should be recorded.

Operators usually perform preventive maintenance inspections and routine service on their buses based on the number of miles that have been driven. Because it is most convenient for operators to perform HVAC unit maintenance at the same intervals they use to service the bus engine and chassis, HVAC suppliers use a blended approach that considers both mileage and hours when structuring a PM schedule. For example, many transit companies change engine oil, lubricate the chassis and go through an inspection checklist at 6,000-mile intervals, adding other maintenance tasks at multiples of 6,000 miles.

THE ABC’S OF PM SCHEDULING The 6,000 mile PM check can be the A inspection which comes due about every 30 days or monthly. At this inspection the technician will change or clean the air filter, do visual checks and validate proper operation of the system. The 18,000 mile check would be the B inspection which comes due about every 90 days or quarterly. The B inspection includes the A inspection plus more physical checks like adjusting the air gap on the compressor clutch. The annual or C inspection which will come due at approximately 48,000 miles is a comprehensive check of all systems and components. The C inspection includes both A and B inspections and is the ideal time to replace worn parts before they fail.

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BUSRIDE MAINTENANCE | OCTOBER . 2016

Allow the system to breathe by washing coils annually and changing the air filter monthly.

Operators often modify the ABC approach to fit their fleet profile and local operating conditions. In areas where the air conditioning season is short, agencies might use the seasonal approach. Spring is probably the best time for the Annual Inspection. Keep in mind that there are also some very specific checks that should be done each autumn in preparation for the heating season.

PREVENTATIVE MAINTENANCE AND NEW TECHNOLOGY Ask any tenured technician in the automotive industry and they will tell you that preventative maintenance practices have changed dramatically. This holds true for the HVAC system as well. Complex electronic systems driven and monitored by highly advanced microprocessor controllers with diagnostic capabilities have significantly reduced the time it takes to diagnose and repair a failure. Advancements in clutch and motor technology have come with longer maintenance intervals.

Additionally, the PM check for all-electric HVAC systems can be done in less than half the time needed for a conventional system because there is much less to check.

PM TIP: CHANGE AIR FILTERS MONTHLY, WASH COILS ANNUALLY Clean filters and coils keep the system breathing easily.

Changing or cleaning the air filter is one of the easiest PM activities you can do, yet it remains as one of the most neglected.

A severely restricted air filter or coil not only affects system performance, it can contribute to unexpected system failures.

Prolonged operation affects fuel economy and will shorten the life of major components like the compressor and fan motors.

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.

busridemaintenance.com

FOCUS ON:

Heavy-Duty Lifts

LIFT PURCHASING ADVICE BUSRide Maintenance recently spoke with Sam Fielden, vice president of MIT Automobile Inc., manufacturer of the MAXIMA brand – lifts specifically designed and engineered for the transit, motorcoach and trucking industries. In this Q&A, we discuss best practices and advice for purchasing new heavy-duty vehicle lifts.

ALI Certification is evidence of compliance with the relevant electrical and mechanical standards reputable lift manufacturers and safety officials rely on.

What are the three most important factors to consider when purchasing a new lift?

For the North American market, Automotive Lift Institute (ALI) Certification should be the number one most important factor.

ALI Certification is evidence of compliance with the relevant electrical and mechanical standards reputable lift manufacturers and safety officials rely on. The second most important factor is to make sure all accessories provided are included as a part of the ALI Certification. This can be easily verified by visiting the online Directory of Certified Automotive Lifts at http://www.autolift. org/ali-directory-of-certified-lifts/certified-lift-search/. The third point that is most important is to do your homework, don’t just take the salesman’s word for it! Vehicle lifts are a significant investment for most shops. Be sure your lift provider is able to provide timely responses, technical support, and since all lifts are mechanical devices, even the best lift will wear or break if not properly maintained. Be sure parts and service support is readily available. MAXIMA’s lifts are ALI Certified.

What factors should operators observe when deciding if a new lift is right for their fleet?

The types of work performed, vehicle types including length, configuration, and capacity are all important aspects that should be discussed fully with the lift manufacturer or their representative.

How does product certification influence a lift purchase?

Product certification is huge throughout the world. In North America purchasers should not be fooled by those attempting to sell vehicle lifts that are CE approved – In the US and most Canadian provinces CE certification simply is not accepted by code enforcement, building code officials, or health and safety.

Similarly, claims of “pending” certification should be avoided.

For those placing lifts into a commercial application or for any lift installed where health and safety or building code can be enforced here in North America, lift certification (specifically

ALI Certified to the current edition of ANSI/ALI ALCTV) should be called out in all bid specifications and on all paperwork where an order is being placed or fulfilled. Since this is a Buyer Beware economy, sometimes this is the only protection that a lift purchaser has to get support from credit card companies or finance organizations if the product that arrives or the accessories do not carry an ALI Gold Certification Label.

How does purchasing replacement parts affect lift certification?

Each of the three American National Standards that are produced by ALI are very clear in stating, “Replace worn, damaged or broken parts with parts approved by the original equipment manufacturer or with parts meeting original manufacturer specifications.” Not unlike any other industry where there are safety replacement parts concerns. MAXIMA has never authorized any other group to manufacture our parts.

What should operators consider before purchasing a lift manufactured overseas?

Buyer Beware is real! Not because the lift may come from overseas, but simply because in every market segment that exists from Christmas lights to medical devices and even children’s toys, we see less than ethical people trying take your money or we see some real honest people that don’t know enough about engineering or product safety to know that small changes made to a credible design could be the cause of a fatal flaw. ALI’s Lift Certification Program has engineers from North American based Nationally Recognized Testing Laboratories that travel the globe to evaluate lifts for our market. They go to factories in Texas, California, Canada, Italy, Germany, and many other countries including China. So long as you avoid buying from distributors or others not providing ALI certified lifts, most reputable manufacturers will generally agree that it simply does not matter where a vehicle lift is produced, as long as the manufacturer has the proper engineering and production support that is coupled with an appropriate quality control process and a clear understanding of the requirements defined in ANSI/ALI ALCTV. Costs can be numerous when purchasing a lift – installation, user training and annual inspections are all factors. How can operators balance cost without sacrificing quality, efficiency and safety?

Operators do need to be responsible, but I want to be clear that at MAXIMA we won’t cut corners when it comes to lift safety.

Would you not agree that a fire department which does not have a suitable truck, appropriate training, and the right equipment should not be involved in structural firefighting? Proper lift installation, user training, and annual inspection are all important elements of operator safety that should never be overlooked.

Sam Fielden is vice president of MIT Automobile Inc. Visit them online at www.maximaproducts.com or call 626-774-5700 to reach Sam Fielden directly.

busridemaintenance.com | BUSRIDE MAINTENANCE

5

TAKE STEPS TO ENSURE

By Robert Buchwalter

PROPER ADHESIVE USE

Rivets, bolts, welds, rubber extrusions. These are the traditional methods OEMs use to assemble motorcoaches. Slowly, new items enter the process.

The latest advance in fastener technology has been adhesives. Advances in chemical engineering have allowed manufacturers to increasingly use chemical bonding in the assembly of vehicles. Adhesives are simple and reliable but only if we use them properly. As maintenance professionals, we need to be fluent in the proper selection and application of adhesives to ensure our repairs and installations are correct and in accord with factory specifications.

At Prevost, as with other OEMs, the past 20 years have seen a change from strictly riveted side-panels to panels retained with glue, as well as mechanical fasteners.

Windows, once retained in rubber extrusions, are now bonded to the coach with adhesives. These are the two most visible areas where such changes are seen.

Different OEMs use different glues in different applications and for good reasons.

We need to review our maintenance information to be sure we are properly using the correct product.

Adhesives are selected based on strength of bond, working time, curing time, ease of application and other factors. Engineering staffs assess their production system and will change adhesives based on new technology, materials, production line tempo, or other reasons. We need to be aware of what was used in the construction of our vehicles.

Your OEM service manager is the best resource for this information. This information is important because certain glues are incompatible with others. This is why many OEMs recommend removal of all the old adhesive and starting with fresh substrate.

Let’s discuss some of the issues we must attend to when replacing a glued passenger window. A good, effective repair is based on procedures occurring long before the window is actually stuck to the frame (and after, too).

Personal protection is the first consideration. We must use a secure, steady scaffold. We will be working a few feet off the floor so we need to know where and where not, to step. Windows are heavy, so handling precautions must be employed. Safety glasses and cut proof gloves ought to be worn. We must discuss all aspects of the process with the person working with us.

We must also take steps to ensure the coach exterior and interior are protected against scratches, glass splinters and airborne debris/dust.

If the window has shattered, a new part, obviously, is required. But if the window (or side panel or other part) has simply loosened, perhaps we can, by working carefully, preserve the part and then properly reinstall it. Working steadily and deliberately can possibly save the company the cost of a replacement.

If we are dealing with a loss of adhesion, we need to “run the forensics” to see why the part became loose. If the glue bead is too narrow, this is an application problem. Did all the glue completely pull away from the frame or from the glass? If so, this is usually a preparation issue or the result of the wrong glue being used in 6

BUSRIDE MAINTENANCE | OCTOBER . 2016

busridemaintenance.com

a previous repair. You can learn from any failure and we obviously want to learn from past mistakes and correct them. Could the curing time have been ignored? Or was the glue expired?

Expiration dates are important to an OEM but they are a bigger issue for us in the field. A factory plans for the amount of adhesive used and thus can consume fresh adhesive within a planned timeframe, long before it would approach its expiration date. In the field, however, we need to order the proper amount of adhesive for the near term and not have product left over to age out in our parts rooms. Cleaners, primers and adhesives all have expiration dates stamped on their containers. We need to check this information.

Once we have examined and understood the problem, we can begin the repair. Due to different glues being used (and sometimes you may not know who used what previously) OEMs often recommend removal of all old glue and getting down to the substrate (fiberglass, metal frame, etc.). The results are well worth the labor and time required. Something that can shave time off the job is a tool made by 3M. The Roloc wheel is a soft bristle brushes which fit on a pneumatic gun. As the wheel spins, it bites into the glue and makes removal easier. One issue, though, is that the wheels have a maximum RPM and we want to ensure wheel and tool are properly matched for that. From personal experience, removal of all glue in one of our window installations takes about 30 to 40 minutes and it is time well spent. When using pneumatic tools, safety glasses, hearing protection, etc., must be used! Glue removal is the first part of the process and it is important to do it completely.

When the time comes to install the window, your plan must include: correct, unexpired adhesive; required surface preparation materials; working time; safe handling of the glass; curing time; and any fixture(s) needed during curing. All of this must be understood by you and your assistant, in place and ready to use.

Whether it is frame or fiberglass, a clean substrate is very important. We recommend specific procedures for this process.

Rushed, or improper, surface preparation is often the culprit when a window or panel has loosened. Take the time to do it right and your efforts will yield good results! Remember though, surface preparation products have an expiration date and a working time. If these are ignored, the result can be a weak bond and the need to repeat the repair.

Dry-fitting is important. In the case of a passenger window, we must ensure the glass fits properly, aligns well with its neighbors and will have a proper appearance when installed. This is done by dry-fitting the window after cleaning and seeing if any adjustment is needed. You must know how everything looks and make any adjustments prior to gluing the window to the frame.

This is also a good rehearsal for the actual sticking of the window, since you only get one chance to get it right.

Is a primer required? On a coach, the same glue will often be used in different applications. In some instances, a primer is required and in others, not. It usually depends on what is the substrate material. At Prevost, we bond windows to frames without primer but when we bond the side, upper window to our front caps, a primer is required. You have to review the maintenance info or discuss the repair with your OEM rep to ensure the proper method and materials are used.

Do you have the correct adhesive? This is critical. Not any glue will do and we must use the adhesive that is specified. Make sure it is the right stuff! Is the adhesive within its expiration date?

Do you have the proper tools to apply it? What should the bead should look after it is applied? Our Prevost techs are certified in bonding procedures and part of this certification even includes the bead profile. It must be a certain and consistent width, height and shape for proper adhesion.

Working and curing times are critical! Once a product has been exposed to the atmosphere, we only have a certain number of minutes to complete the application and stick the window to the coach. We must have everything lined up and ready to go. You need to know how you are going to apply the glue: starting and ending points, direction of application, proper bead profile cut into the gun’s nozzle, etc. We recommend electric or pneumatic caulking guns to enable us to apply the glue within its working time limit. The clock runs from when we open the adhesive until we stick the window to the coach. Make sure you have enough adhesive to do the job. You don’t want to get halfway through the application only to have to run to the parts room to grab another tube of glue. Such a situation would probably cause you to exceed the working time limit and necessitate starting anew.

Have fresh tubes within reach and be ready to reload the gun.

Your plan must take into account handling of the glass. Have the window secure and ready to install. Talk with your assistant so that you each know how the installation will proceed.

Ensure each person has their PPE ready to go. Understand the importance of getting the glass in place, in a fluid motion, within the working time limit and without having to reposition the glass once it has been stuck to the glue. The working time clock starts ticking the moment we begin to apply the glue so you need to ensure the procedure is understood, that everything is in place, ready to go, and that you can proceed safely without delay.

Once the glass has been stuck to the frame, it must not be lifted or repositioned. This is why dry fitting is important. When the window is in place, we recommend using a suction cup and ratchet strap in the interior to maintain a mild tension on the glass to ensure proper compression of the bead profile and a homogenous cure.

Undisturbed curing time is as critical as any other aspect of the process. Different adhesives have different curing times and this must be respected. When we began gluing panels and windows, we used a product that required 24 hours of curing time. Our new adhesives, also recommended for use in the field, now require only 90 minutes to cure. But the coach cannot be moved, driven, or even hoisted within this timeframe. Your dispatchers need to know how long the coach must be stationary and you must have planned your shop schedule so that you will not need that bay for a different coach until the curing time has elapsed.

Moving the coach before the curing time has elapsed can result in a weakened bond.

As you can see, there are many items to consider when you use adhesives. It may seem convoluted but once you understand the materials required, the processes, the work flow, then the proper use of adhesives will become a valuable part of your skill set!

Robert Buchwalter serves as one of two Prevost technical field instructors conducting seminars at the Prevost factory in Quebec, customers’ shops, and transit agencies. He is a member of the BUSRide Editorial Advisory Board.

busridemaintenance.com | BUSRIDE MAINTENANCE

7

ASK THE EXPERT

Q:

By Robert Buchwalter

What is the proper use of Adhesives?

A:

Rivets, bolts, welds, rubber extrusions. These are the traditional methods OEMs use to assemble motorcoaches. Slowly, new items enter the process. The latest advance in fastener technology has been adhesives. Advances in chemical engineering have allowed manufacturers to increasingly use chemical bonding in the assembly of vehicles. Adhesives are simple and reliable but only if we use them properly. As maintenance professionals, we need to be fluent in the proper selection and application of adhesives to ensure our repairs and installations are correct and in accord with factory specifications.

At Prevost, as with other OEMs, the past 20 years have seen a change from strictly riveted side-panels to panels retained with glue, as well as mechanical fasteners. Windows, once retained in rubber extrusions, are now bonded to the coach with adhesives. These are the two most visible areas where such changes are seen. Different OEMs use different glues in different applications and for good reasons. We need to review our maintenance information to be sure we are properly using the correct product.

Adhesives are selected based on strength of bond, working time, curing time, ease of application and other factors. Engineering staffs assess their production system and will change adhesives based on new technology, materials, production line tempo, or other reasons. We need to be aware of what was used in the construction of our vehicles.

Your OEM service manager is the best resource for this information. This information is important because certain glues are incompatible with others.

This is why many OEMs recommend removal of all the old adhesive and starting with fresh substrate.

Let’s discuss some of the issues we must attend to when replacing a glued passenger window. A good, effective repair is based on procedures occurring long before the window is actually stuck to the frame (and after, too).

Personal protection is the first consideration.

We must use a secure, steady scaffold. We will be working a few feet off the floor so we need to know where and where not, to step. Windows are heavy, so handling precautions must be employed. Safety glasses and cut proof gloves ought to be worn. We must discuss all aspects of the process with the person working with us.

8

BUSRIDE MAINTENANCE | OCTOBER . 2016

Once we have examined and understood the problem, we can begin the repair. Due to different glues being used (and sometimes you may not know who used what previously) OEMs often recommend removal of all old glue and getting down to the substrate (fiberglass, metal frame, etc.). The results are well worth the labor and time required. Something that can shave time off the job is a tool made by 3M. The Roloc wheel is a soft bristle brushes which fit on a pneumatic gun. As the wheel spins, it bites into the glue and makes removal easier. One issue, though, is that the wheels have a maximum RPM and we want to ensure wheel and tool are properly matched for that. From personal experience, removal of all glue in one of our window installations takes about 30 to 40 minutes and it is time well spent. When using pneumatic tools, safety glasses, hearing protection, etc., must be used! Glue removal is the first part of the process and it is important to do it completely.

When the time comes to install the window, your plan must include: correct, unexpired adhesive; required surface preparation materials; working time; safe handling of the glass; curing time; and any fixture(s) needed during curing.

All of this must be understood by you and your assistant, in place and ready to use.

Undisturbed curing time is as critical as any other aspect of the process. Different adhesives have different curing times and this must be respected.

When we began gluing panels and windows, we used a product that required 24 hours of curing time. Our new adhesives, also recommended for use in the field, now require only 90 minutes to cure.

But the coach cannot be moved, driven, or even hoisted within this timeframe. Your dispatchers need to know how long the coach must be stationary and you must have planned your shop schedule so that you will not need that bay for a different coach until the curing time has elapsed. Moving the coach before the curing time has elapsed can result in a weakened bond.

Robert Buchwalter serves as one of two Prevost technical field instructors conducting seminars at the Prevost factory in Quebec, customers’ shops, and transit agencies. He is a member of the BUSRide Editorial Advisory Board.

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