BUSRide Maintenance September 2014

SEPTEMBER . 2014

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the exclusive maintenance resource for the transit and motorcoach industry

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It’s time to winterize Amped up repair costs p5 Vehicle leak detection p6

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From The EDITOR

SMS online changes mean better info for operators

SEPTEMBER 2014

CONTENTS

After receiving feedback from motor carriers, law enforcement personnel, industry representatives and other stakeholders, the Federal Motor Carrier Safety Administration (FMCSA) in August posted its proposed enhancements to the Safety Measurement System (SMS) website.

While these changes don’t affect automated SMS scoring, they do provide a much needed clarity for operators looking to check their performance in real time. The primary CSA complaints from coach, transit and trucking operators regard confusion when navigating CSA scores, as well as a lack of insight into the formulation of the scores.

Here are the changes to the SMS website that will most affect how our readers gather information: • Reordering BASICs based on association to crash rates, with strongest associations at the left • Reordering BASICs to better clarify if a motor carrier is in a danger of an FMCSA intervention • Highlighting a motor carrier’s individual performance trends in each BASIC to clarify its ongoing performance • Allowing an operator to view and download the data for all carriers in the same safety event group used to rank his/her BASIC percentile, to better compare data against national numbers • Providing an operator’s enforcement case history, including the date the case was closed, the applicable violations, and the associated fines • Over time, offering users the ability to customize their safety data into displays and graphs • Offering a new “Take a Tour” feature to highlight the new enhancements, as well as teach operators how to navigate and make full use of the site We’ve heard from plenty of readers that FMCSA’s SMS scoring isn’t fair or clear, and unfortunately these new changes don’t do much to rectify that perceived unfairness. All the same, it’s the FMCSA’s (and BUSRide’s) hope that its website enhancements are a step toward clarity and better oversight.

Richard Tackett Editor BUSRide Magazine

On the cover: It’s time to winterize

Thermo King provides HVAC maintenance tips and checklist

Publisher / Editor in Chief Steve Kane steve@busride.com Group Publisher Sali T. Williams swilliams@busride.com Executive Editor David Hubbard david@busride.com Editor Richard Tackett rtackett@busride.com Art Director Stephen Gamble sgamble@theproducersinc.com Production Director Kevin Dixon kdixon@busride.com Accountant Fred Valdez fvaldez@powertrademedia.com

BUS industry SAFETY council

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By Steve Johnson

Why amp-up air repair costs?

Routine voltage checks ensure good health in clutches and compressors

5 A publication of:

By Steve Montgomery

Leak detection

Turning a nuisance into routine maintenance

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By Valerie Scherer

Departments From the Editor Products and Services 2

Vol. 04 • No. 9

BUSRIDE MAINTENANCE | SEPTEMBER.2014

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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

PRODUCTS & SERVICES

Trans/Air announces new RT65 Rooftop Climate Control System Trans/Air Manufacturing Corporation, a leader in transportation climate control design, manufacture, and installation, is pleased to announce immediate availability of the RT65 Rooftop Climate Control System.

The RT65 is a compact, low profile, roof-mounted unit designed for school buses as well as commercial vehicles.

The flexible RT65 system can be installed in single or dual configuration to suit a range of vehicle sizes and AC specification requirements.

Trans/Air Dallastown, PA

BFGoodrich Tires brings heritage of durability to new tire The Commercial T/A All-Season 2 touts the latest in commercial grade toughness and CoolWedge™ shoulder insert, which enhances cooling and prolongs tire life.

Additionally the tire’s tread compounds are designed for gravel chip and tear resistance. The two steel belt reinforced two-ply carcass provides the durability needed on tough job sites and roads while providing a smooth, quiet ride with allseason confidence. The BFGoodrich Commercial T/A All-Season 2 is currently available in eight sizes and two additional sizes on November 1 with speed rating from Q to R. BFGoodrich Greenville, SC

Femco Drain Solutions offers Oil Evacuation Systems The OES product is a fully contained mobile cart system that can be taken to the equipment, connected directly to the installed Femco drain plug, and vacuum used oil from the engine, in a completely enclosed mess free process.

Once used oil is contained in the OES, the cart can be easily moved to a larger used oil disposal tank. FDS offers four different OES models ranging from 30 gallon tanks to 120 gallon tanks for used product and one that has the capability of a handling new and used product.

Femco Drain Solutions Amarillo, TX

Dent Fix debuts Dead Blow Hammer The DF-DB69 is a unique Dead Blow Hammer that is three paintless dent repair (PDR) tools in one.

The dual head gives the user two striking ends to knock down high spot on dent repairs. Depending on the situation, the metal end can be used for bare steel panels. Use the rubber end for a softer touch when performing paint less dent repair on painted surfaces or aluminum panels. Blowback is eliminated thanks to the dual flex neck that cushions each strike. Flip the tool over and the chiseled end is perfectly suited for prying off door panels or removing glue residue and glue attached PDR pulling tabs.

Dent Fix Equipment Gardena, CA

busridemaintenance.com | BUSRIDE MAINTENANCE

3

It’s time to

winterize Thermo King provides HVAC maintenance tips and checklist

By Steve Johnson With the busy holiday season just around the corner, transit authorities and motorcoach operators are dusting off their checklists and winterizing their fleets from the tires up.

For HVAC system performance and reliability, there is no substitute for a proactive yearround maintenance strategy to The return air plenum, shown prevent rather than fix problems. here, houses a clean air filter which allows proper air Fall is a good time to examine the recirculation, optimizing the approach to HVAC maintenance. quality of the air inside the Keeping passengers safe and passenger cabin. comfortable is always a top priority. Nothing spoils a good ride like a bus that is too cold, too hot, too drafty or too stuffy because the HVAC system breaks down or does not work properly.

Performing maintenance tasks at recommended intervals ensures that fleet operators stay on schedule, avoid breakdowns and service disruptions, manage operating costs and achieve higher levels of passenger satisfaction.

Most public transportation authorities and motorcoach companies perform HVAC preventive maintenance on the same schedule they use for the bus engine and chassis. They must consider the unique operating characteristics of an HVAC unit as part of an integrated service and maintenance strategy.

An inspection and routine service schedule based solely on miles driven may not accurately reflect the wear and tear on the HVAC system because the unit runs whether or not the bus is in motion. In fact, the heating components in the HVAC system work continuously to maintain comfort levels when the engine is idling in traffic on a cold day or making scheduled stops to let passengers on and off, with the doors open. Not surprisingly, HVAC components like the blowers and water valves on buses operating in northern climates work particularly hard under these conditions.

Thermo King, a global leader in transport refrigeration and a brand of Ingersoll Rand, recommends a blended approach to preventive maintenance, which establishes service intervals based on both mileage and operating hours. The company has 4

BUSRIDE MAINTENANCE | SEPTEMBER.2014

developed a comprehensive schedule of inspections and routine service tasks with recommended actions performed monthly or every 6,000 miles, quarterly or every 18,000 miles and annually or every 48,000 miles.

Consider local operating conditions This structured approach provides a solid platform for an effective preventive maintenance strategy. However, operators will also want to consider their specific operating profile when developing an ideal schedule for their vehicles.

For example, operators in colder climates may choose to inspect and test heating components more often during the winter months because the implications of a system failure are more serious. Those in areas with high levels of airborne particulates may want to change air filters more frequently.

Following are some specific actions that fleet operators should consider during their fall-winter quarterly or 18,000mile service interval: • Inspect all air filters and wash or change if necessary.

• Visually inspect the heating system for evidence of engine coolant leaks.

• Conduct a running inspection and measure interior return air temperature maintained at 70 degrees or above.

• In warmer climates, make sure that the air conditioning system and fresh air ventilation components are working correctly.

• Visually and audibly check HVAC blower motors and auxiliary heater blower motors (if they exist) for proper operation in the heat mode.

• Check for proper thermostat function by using the air conditioner to cool the bus interior down and then adjust the thermostat for the heating mode.

• Check for proper operation of the driver’s heater and defroster unit.

Finally, the cooler seasons and the beginning of a new year are ideal times for operators to examine their preventive maintenance approach and make sure that it continues to meet the needs of the organization.

An effective, proactive and well-executed maintenance strategy pays for itself many times as compared to a bus’ typically long operating life by reducing operating costs, improving reliability and creating a better experience for passengers, drivers and maintenance teams.

A veteran of more than 30 years at Thermo King, Steve Johnson serves as product manager for large bus and rail heating with Thermo King.

Fleet operators should consider a fall-winter quarterly or 18,000-mile service interval that includes, among other steps, checking for proper thermostat function by using the air conditioner to cool the bus interior down and then adjusting the thermostat for the heating mode.

busridemaintenance.com

Why amp-up air repair costs? Routine voltage checks

ensure good health in clutches and compressors

By Steve Montgomery Clutch circuit low voltage is a common cause of clutch failure, and possibly the compressor. But it is preventable. Performing a routine voltage check as part of the routine maintenance procedures could save operators and fleets untold dollars in repair cost and vehicle downtime.

As the magnetic field pulls the iron drive plate into contact with the belt driven hub to drive the A/C compressor, it is necessary to routinely check the air gap between the drive plate and hub. Where there is too much gap, i.e. more than the spec ranges from .025-inches - .035-inches, the magnetic field will have to pull the plate farther to engage. Too little gap may result in rubbing at elevated temperatures in the engine compartment.

It requires a consistent gap around the full circle.

If that is not the case, carefully pry a little at the spring straps as shown in the compressor manuals and adjust the amount of shaft shim to obtain the correct air gap. Be careful not to nick or scar the spring steel or the drive surfaces. Ultimately technicians should replace a warped or leaning drive plate before it ruins the bearings and possibly the entire compressor.

Even with the proper voltage and air gap, approximately a half-turn of slip occurs during clutch engagement.

With low voltage, several turns of slippage are not unusual. Combining low voltage, high head pressure and increased slippage the vehicle will generate enough heat to melt the bearing seals and cook out the grease. At that point the compressor main shaft seal will also fail.

If the vehicle clutch is slipping, rust will often appear around the clutch area. The excessive wear creates fine iron particles that accumulate on nearby surfaces as well as the clutch itself. The telltale red of rusted dust is evidence of slippage and may be a visual cue to check the voltage.

Ideally the supply voltage is the same as the alternator output voltage (13.6-14.2). A typical 12-volt clutch will usually draw 2.5 to 3 amps of current and cause minimal reduction of voltage (less than 1 volt drop maximum). If the contacts in the A/C thermostat or any component in the supply circuit was to corrode or

oxidize, the added resistance may reduce the supply voltage — a significant problem for long-life service vehicles.

If the A/C was installed in the typical aftermarket, then the clutch ‘request’ that starts at the control head may run the full length and height of the bus to the rear evaporator (the thermostat) and back to the engine compartment. This extended wire length will create a significant voltage drop even with only a 2.5-amp draw on an 18-gauge wire. Using larger 16-gauge wire would be better. However, the correct solution is to add a clutch relay up front.

Using the old run to the back circuit to trigger a relay, the relay coil will only draw one tenth of an amp. This may allow that old circuit to remain as is and unrepaired for the time being, as the added relay carries the current and provides the full voltage to the clutch.

The original A/C kit may have included a clutch relay and the installer may have overlooked its importance. This becomes more critical as the vehicle ages and oxidation occurs. Service technicians should be encouraged to check their older hard-working vehicles in the fleet as well as any new installs for proper clutch voltage.

Because they age it is necessary to periodically inspect and repair clutch circuits that incorporate a relay with a short 16-gauge wire to a 10-amp fuse connecting directly to the alternator stud. Dielectric grease at the relay and fuse terminals will slow down the corrosion.

To observe the voltage drop it is imperative to test with the clutch connected. The ampere current draw is what reduces the voltage potential.

Routine checks of the clutch supply voltage will identify the potential problem before excessive engagement slippage causes your repair costs to get “amped-up.”

The original A/C kit may have included a clutch relay and the installer may have overlooked its importance. This becomes more critical as the vehicle ages and oxidation occurs. Service technicians should be encouraged to check their older hard-working vehicles in the fleet as well as any new installs for proper clutch voltage.

Steve Montgomery is director of engineering for Omega Environmental Technologies, Dallas, TX.

busridemaintenance.com | BUSRIDE MAINTENANCE

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Leak detection Turning a nuisance into routine maintenance

By Valerie Scherer

Repairing a leak is not the biggest problem — it’s finding the leak in the first place.

L

eaks are more than just a nuisance. If not repaired in a timely manner, even a minor leak can lead to more costly repairs, downtime and ultimately vehicle failure. Leaks can also cost bus and coach companies hundreds of dollars each month in lost refrigerants and fluids. The longer the leak goes undetected, the more serious the situation becomes. But repairing a leak is not the biggest problem — it’s finding the leak in the first place.

While a single leak detection method that can locate every leak in every possible situation does not exist, a reliable leak detection program as part of regular preventive maintenance is a proactive way to prevent major problems.

From the most commonly used methods, a technician should be able to select the most appropriate leak detection method for the particular situation.

Leak detection methods

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BUSRIDE MAINTENANCE | SEPTEMBER.2014

Visual inspection Visual inspection is effective only for large leaks. Besides, it is very labor intensive and time consuming. In the case of fluid leaks, the technician can put down newspaper to collect the drip and determine the general area of the leak. The color of the fluid will determine the system that is leaking, i.e., red for transmission fluid, green for coolant. Still, it is difficult to pinpoint the exact source.

This method is ineffective for refrigerant leaks or small leaks that evaporate away. busridemaintenance.com

Soapy water and bubble solutions In principle, a bubble solution applied at the suspected refrigerant leak sites, usually with a squeeze bottle, brush or dauber, will produce bubbles as the refrigerant escapes. But small leaks or windy conditions might render this method ineffective, and does not work for oil, hydraulic fluid, transmission fluid or fuel leaks.

Talcum powder Applying powder on and around the suspected leak site may locate the leak, but this turns into a real mess when the engine is running and only works on oil leaks.

Electronic detectors Electronic detectors — or sniffers — used exclusively for refrigerant leaks can only detect one leak at a time, making them ineffective where there are multiple leaks in close proximity.

Units that do not utilize heated-diode or infrared sensors are susceptible to false triggering, and some units do not function well in humid conditions.

Compressed air Compressed air is the most commonly used technique for detecting leaks in cooling systems. However, this method can also damage hoses, radiators and other components. Worse yet, compressed air can actually cause additional leaks and enlarge existing ones.

Fluorescent leak detection Fluorescent leak detection is the most versatile method for finding vehicle leaks of all types. Just add a small amount of the

appropriate fluorescent dye to a vehicle’s air-conditioning or fluid system and run the system to circulate the dye. The dye will escape with the refrigerant or fluid and remains at all leak sites.

When the suspect area is scanned with an ultraviolet or blue light lamp, the dye glows brightly to pinpoint the exact location of each and every leak. Fluorescent can even detect multiple leaks during a single inspection. Once the repairs have been made, wipe off the dye, run the system again and re-inspect with the lamp. No glow means the repair is a success.

Most refrigerant dyes are supplied in disposable cartridges that attach to dye injectors that enable the technician to dose the system with a precise amount of dye without any mess or spillage. When using fluorescent dye for A/C systems, be sure to use an OEM-approved, co-solvent free dye that is compatible with the system’s lubricant.

Dyes containing co-solvents can adversely affect the lubrication qualities of the oil in the system, which can lead to premature compressor failure. In addition, the co-solvents themselves are not miscible in R-134a and contain naphthalene, which OSHA lists as a hazardous material.

Select an ultraviolet or blue light lamp for use with a fluorescent dye that produces a high-intensity light output. This will cause the dye to glow brighter and make it easier to spot the leaks.

The fluorescent dye method of leak detection is safe, exceptionally accurate and inexpensive, fast and easy to use, and it detects leaks of every size. Because the dye remains safely in the system until the lubricant or fluid is replaced, fluorescent leak detection is also perfect for periodic preventive maintenance.

Valerie Scherer is a publicist for Tracer Products, a division of Spectronics Corporation in Westbury, NY. Find them online at: www.tracerline.com.

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