BUSRide Maintenance February 2015

THE EXCLUSIVE MAINTENANCE RESOURCE FOR THE TRANSIT AND MOTORCOACH INDUSTRY

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Keep components p6 warm

Advantages p7 of LLWA

2 BUSRIDE MAINTENANCE | FEBRUARY.2015 busridemaintenance.com

CEO Judi Victor

[email protected]

Publisher Steve Kane

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Associate Publisher David Hubbard

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Editor in ChiefRichard Tackett

[email protected]

Art DirectorStephen Gamble

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Account ExecutiveJeanette Long

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Accountant Fred Valdez

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VOL. 05 • NO. 2

A publication of:

BUS industry SAFETY council

FROM THE EDITOR IN CHIEF

Departments

Products and Services 3From the Editor in Chief 2

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4Maintenance on restraint systems is paramount By Dan Engelkes

6Move the components to a warmer climate By Scott Greteman

Ask the tire expert By Kevin Rohlwing

5On the cover:

Violations affect more than “rogue operators”

Far too many bus operators, many who may not fit the classic image of the “rogue operator,” are seeing their businesses shut down by the Federal Motor Carrier Safety Administration (FMCSA) because of maintenance safety violations. Many of these operators may be reading this letter now. It’s imperative that maintenance professionals review and enforce the FMCSA’s Compliance, Safety, Accountability (CSA) scoring system for determining what constitutes an unsafe vehicle fleet.

A major aspect of CSA enforcement has to do with record-keeping. Pre- and post-trip inspections must be properly conducted on every vehicle, with results meticulously recorded in Driver Vehicle Inspection Reports (DVIRs). Follow through with these policies and ensure that every employee knows to do the same.

FMCSA Safety Investigators are studious about inspecting maintenance logs, so drivers and technicians must know that even the most minor bookkeeping slip-up will negatively affect their company’s well-being. Any violations related to the Vehicle Maintenance BASIC will negatively affect a company’s Safety Measurement System (SMS) score for two years.

Educate drivers and technicians about keeping proper maintenance logs, and then make sure that every employee is following the letter of the law.

Log onto the SMS website (https://ai.fmcsa.dot.gov/sms) to check scores in the Vehicle Maintenance BASIC and ask for a review of any records that may be inaccurate. If there’s any lesson to be learned from the companies already shut down by the FMCSA, it’s to never let your company’s safety standards slip.

Maintenance Facility DesignColumns

7By Ken Booth

Richard TackettEditor in ChiefBUSRide Maintenance Magazine

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PRODUCTS & SERVICES

Trans/Air debuts Streamline SL900

Trans/Air Manufacturing announced immediate availability of the Streamline SL900 Rooftop Climate Control System.

The Streamline SL900 is a light-weight, low-profile roof-mounted unit designed for heavy duty application on motorcoaches and transit buses. The SL900, when paired with a single 775cc transit compressor, yields a capacity of 150K (SAE) / 240K (IMACA) Btu/hr.

Distinctive advantages of the SL900 include a 10 percent smaller size and 20 percent weight reduction from previous models. All SL900s are service friendly with studies indicating a 40 percent time savings.

Trans/Air ManufacturingDallastown, PA

OPTI-LUX™ 365 shines a light

The Tracerline® OPTI-LUX™ 365 is a powerful LED leak detection flashlight that provides pure UV light for optimal fluorescent dye response. It’s ideal for all heavy duty A/C and fluid system applications.

Powered by one rechargeable lithium-ion battery (extra battery included in kit), it provides four hours of continuous inspection between charges. The rugged, anodized aluminum lamp body resists corrosion and stands up to years of heavy shop use.

The flashlight comes complete with a lanyard, belt holster, two rechargeable batteries, smart charging cradle with AC power cord and UV-absorbing spectacles, all conveniently packaged in a padded carrying case.

TracerlineWestbury, NY

Ursa® Super Plus improves fuel economy

Chevron Products Company introduces Ursa® Super Plus EC SAE 10W-30 motor oil to the United States and Canada. The company says it helps improve fuel economy in heavy-duty diesel fleets now using SAE 15W-40 engine oil at a competitive price point.

Ursa Super Plus meets stringent API CJ-4 service category requirements which provide engine protection and improved emission control system life. Specifically formulated for 2010 compliant low-emission diesel engines with SCR and DPFs, this oil is recommended for select engine types including Cummins, Detroit and Volvo.

Chevron Products CompanySan Ramon, CA

Impecca stays alert Impecca, a leader of impeccably designed

audio, video, digital photo, computer peripherals, and kitchen and home appliances, announced today The Alert Band, a wearable early warning Bluetooth fatigue detector band that attaches to the driver’s forehead to sense fatigue and help prevent accidents. The Alert Band monitors and analyzes brainwaves, sending real-time notifications and alarms to the driver’s smartphone, family and friends, as well as social networks, 3-5 minutes before the driver begins to doze off and fall asleep. The notification and alarm are intended to wake him/her up and are designed to save lives.

ImpeccaNew York, NY


Maintenance professionals may take the time to check the mechanical systems and wheel chairlifts on paratransit vehicles, but typically neglect to include the restraint systems as part of their preventative maintenance inspection.

Thorough inspections and maintenance of the restraint system that ensure the safety of the passengers and limits liability are part of the daily operator pre-trip inspections at Rockford Mass Transit and Rockford Paratransit, as well as the mandatory 5,000-mile preventative maintenance inspections.

Regardless of manufacturer and brand, only two components comprise the restraint system and both require periodic inspections.

Floor tracking

The first of these components is the floor track constructed of strong, lightweight aluminum bolted through a wood floor panel into the steel frame. Over time the floor tracks can weaken due to corrosion and warping. In a panic stop situation with a track in this condition, the possibility exists that the tie down strap may come out of the track and possibly cause the wheelchair passenger to tip.

There are a few theories as to what causes the corrosion. The steel bolt that attaches the track to the floor may create electrolysis with the aluminum in the track. Or the aluminum reacts with the treating of the plywood sub floor. Another theory is that track corrosion is simply due to normal operation such as water, dirt, road salt and chemical cleaners.

Regardless of what actually causes this problem, it requires attention. One of the first clues will most likely come from a driver complaining that the tie down strap does fit at every location, indicating the track may be warped. If the technician does not find anything obvious such as build up dirt, he should remove the track and look further.

If he detects any corrosion it is time to replace the track, and perhaps the tracks at the other WC positions as well. Figure the expense and downtime as the price of doing business, and as a small price to pay for the safety of the passengers.

Tie-down strap

The tie down strap is the second piece in the restraint system. Where many manufactures produce these tie down straps, keep in mind they design the restraints to work with their specific floor track systems and are not interchangeable with other manufacturers. In fact, tie down straps may not work on another restraint system by the same manufacturer even though they may appear to fit.

The best maintenance advice to prolong the life of the tie down straps is to simply keep them clean. Most manufacturers provide storage bags for belts when they are not in use. Make protective storage of the tie-down straps an operation requirement and do not leave unused straps lying on the floor.

Drivers must inspect the belts on a daily basis and during every preventive maintenance inspection, checking for broken or worn hardware, frays, and contamination. Replacing a damaged belt always eliminates any doubt about its condition. It is also important that drivers maintain careful documentation on belts they have inspected and had replaced.

Most belts clean up easily with mild soap and water, but the recommended cleaning and maintenance methods found in the owner’s manual or belt manufacturer web site provides the best results. If possible keep an extra set of belts on hand for use while the other is drying.

Through these diligent efforts passenger complaints from Rockford Mass Transit passengers and reportable acci¬dents due to strap failure are virtually non-existent.

Dan Engelkes serves as maintenance manager, Rockford Mass Transit District, Rockford, IL.

By Dan EngelkesMaintenance on restraint systems is paramount


Federal Motor Carrier Safety Administration regulations do not prohibit nail-hole repairs in steer tires as long as they do not overlap.

ASK THE EXPERT

How can I tell if a tire repair was done properly?By Kevin Rohlwing

By repair, I take it you mean getting the tire back to the good state of condition it was before the damage occurred. The industry has standards for repairing tires developed by a committee of members from ITRA, Rubber Manufacturers Association, Tire Association of North America and the Tread Rubber and Tire Repair Material Manufacturers Group.

Here are some specifics:A nail-hole repair in the crown area should be a maximum

diameter of 3/8-inch and consist of both a rubber stem and patch, or integral rubber stem/patch repair unit. The repair must be done according to instructions provided by the repair unit manufacturer. Any repair larger or outside the crown area requires a section repair.

This includes nail-hole repairs on steer tires. Federal Motor Carrier Safety Administration regulations do not prohibit nail-hole repairs in steer tires as long as they do not overlap.

A string plug is not a proper repairA string plug cannot restore the tire to its original condition.

It is not enough to just plug the hole. A correct repair must also have an inside patch or an integral plug/patch unit. This is one more reason out of the many that proper tire repair is impossible

without demounting the tire from the wheel.How to spot an improper tire repair:1. A rubber stem repair is outside the crown area. 2. A rubber stem is larger than 3/8-inch in diameter. 3. Every nail hole repair does not have a patch inside the tire. 4. Patches are overlapping. Patches should never overlap. 5. Patches not aligned with bead arrows pointing to the beads.

Also, any repair outside the crown area should be a section repair.Body ply cords are generally not repairable, particularly in

the bead area. Scrap tires that show this kind of damage. If every tire with a nail hole comes back with a 3/8-inch repair, it may be that someone decided to economize by only buying the largest size cutter and the largest repair units. This is not a good practice either.

Concentric mounting is worth a thoughtThe way a tire is mounted can affect both tire wear and ride disturbance

By Kevin Rohlwing

In terms of tire mounting, “concentric” simply means that the center of the wheel or rim is in exactly the same place as the center of the tire mounted on it. Depending on how non-concentric the assembly is, drivers may or may not feel ride disturbances. If the mounting is bad enough, ride disturbance will be evident immediately.

Subtler mis-mounting may not be noticeable at first, but can lead to irregular wear initiation. As irregular wear progresses, it can cause ride disturbance. So, even though non-concentric mounting may not cause vibration immediately, the irregular wear it causes may do so later.

Unfortunately, the mounting process doesn’t automatically make tires and wheels concentric.

Both the tire and wheel must be clean and properly lubricated. Otherwise, the tire bead can get stuck in the wrong position on the rim flange before it’s fully and concentrically seated.

Causes of non-concentric tires and wheels Improper mounting procedures, including poor cleaning

and inadequate lubrication, are the most important factors. If the tire’s bead isn’t seated properly on the rim flange, the tire and wheel will end up being non-concentric.

In some cases, the assembly acts as if it were out-of-round. The result can be bouncing or thumping – like a tire with a flat spot from brake lock. Left untreated – like a flat spot – this condition can worsen, and may lead to severe irregular wear.

If the tire is crooked on the rim, the result can be like a bent axle or wheel. The tire may wobble and vibrate. That can cause rapid wear, irregular wear, or both.

If a mount is not concentricBreak down the assembly and try again. Check tire and

wheel for cleanliness. Re-lubricate both of them. Align the dots appropriately, and then reseat the beads.

If that doesn’t get it, try rotating the tire 180 degrees with respect to the wheel, remount and check concentricity again, or try another tire or another wheel.

While a non-concentric mount does not fix itself, once a tire is properly mounted and proper air pressure maintained the tire and wheel will stay concentrically mounted.

Think CLAC To ensure tires are concentrically mounted, think CLAC —

a four-step process: Clean. Lube. Align. Check.

Kevin Rohlwing serves as director of training, International Tire and Rubber Association (ITRA).


Relocating air dryers can combat the effects of brutally cold weather and better protect coaches from breakdowns.

Road failures and equipment problems can ruin the sterling reputation of any first class operator. For that reason, the technicians at Windstar Lines, Carroll, IA, strive to improve the maintenance program to drive down the failure rate.

The winter weather is a major concern. Our location in Iowa means the coaches are exposed to very conditions for long periods during the winter months. Daytime temperatures below freezing are typically the norm and can easily disable the air system, as well as clogged fuel filters resulting from the extra moisture that seeps into the tanks during fueling.

At Windstar Lines we have taken a number of steps to combat the effects of the brutally cold weather and better protect our coaches from a potential breakdown. We relocated the air dryers and added dual air governors. We then relocated the fuel filters to a clean, dry compartment inside one of the storage bays.

If a purge valve on one of the dryers sticks for any reason, the driver can turn a petcock to shut off the air leak. Bear in mind this solution is only temporary. Rely on it to only get the coach and passengers home or to the destination to make the proper repair or replacement.

We have also made to the switch to governors accessible to the drivers. Should an air governor act up and continually exhaust, the driver can turn a couple of switches to engage a backup unit.

This has saved us from replacing the governor at certain mileage intervals. We are now achieving 100 percent usage from each governor. We also are relocating the fuel filters on the coaches, positioning them inside to allow the driver to change a fuel filter without having to crawl underneath the coach. This simple action can save the $100 to $400 charge for an emergency service. Instead the driver can replace a filter in less than 15 minutes and still have a clean uniform.

By simply relocating these components from under the bus and into a warmer, more protected climate in the storage bays has also saved both time and money for the times we have to change a fuel filter in the shop or re-kit an air dryer.

Scott Greteman serves as director of maintenance at Windstar Lines, Carroll, IA.

By Scott Greteman

Moving dryers to the storage bays can save an emergency service call


MaintenanceFacility Design

Maintenance doesn’t have to be the “pits”

By Ken Booth

Preventive maintenance (PM)/inspection bays, or “pits” as they are often called, play a very vital role in making any maintenance facility more efficient. An agency’s maintenance approach, as well as their mechanics’ preferences often drive how the undercarriage of a bus is accessed. Typical PM/inspection bays may be designed and configured in several ways. Each has its advantages and disadvantages depending on the application, vehicle size, safety requirements and how mechanics will use the space. Below are some of the most often-used configurations for these work spaces, as well as factors to consider when selecting which is best for your bus maintenance facility.

WALK-IN PIT

The walk-in pit maintenance bay is a quick and easy setup where the bus operator just drives over it. The operating/upkeep costs once the pit is installed are minimal. It is also possible to have more than one bus on the pit at a time depending on the length of the vehicles and the pit. Work can be completed both above and below the bus at the same time. The disadvantages are that the walk-in pit is a fixed depth, meaning maintenance techs of different height may not be able to work in an ergonomic position or will need to use step stools or ladders. These pits also require lighting systems placed along the entire length of the walls to provide adequate light, and ventilation to prevent buildup of heavier than air gases. Walk-in pits also do not have a set stopping point to keep a bus from parking over the stairs, which are located at the end of the pit. When this occurs, it can prevent a technician from exiting the pit during an emergency.

DUCK-UNDER PIT

Like the walk-in pit, duck-under pits have a quick and easy setup, above and below bus simultaneous access, and minimal operating costs once the pit is installed. However, duck-under pits have a more advanced design than the walk-in pit, giving technicians access through two entrance and exit points on the side of the pit rather than just one at the end. This makes it safer for the technician to exit in case of an emergency. But duck-under pits still require ventilation for possible buildup of gasses,

functional equipment like stools and ladders to accommodate technicians of different heights, and adequate lighting for the entire length of the pit.

LOWER LEVEL WORK AREA

The lower level work area (LLWA) concept provides some great improvements over the walk-in and duck-under pits by providing a code-compliant “basement area” equipped with a mobile lift work platform. Technicians can adjust the position and height of the work platform for their comfort, meaning shorter employees do not have to balance on buckets or stepstools to

reach their work areas, and taller employees do not have to strain their necks, backs, and knees trying to reach their tasks. Instead, they can each adjust the platform to a proper height for a safe working environment. This enables a technician of any height to work on any area beneath a low floor or standard floor bus. Lighting is attached to the lift and travels with the technician to ensure that the work area is always well lit, alleviating the need for extensive, full-pit-length lighting systems. Maintenance

Design Group (MDG) developed this concept and worked with the manufacturer to design the mobile lift work platform.

At the end of the day, budget often drives the design of PM/inspection bays. Walk-in and duck-under pits are often the first option. With proper ventilation, netting, stepping stools, and lighting these inspection pits can get the job done and give a long service life with minimal maintenance. Other options, like the LLWA, give agencies alternatives which may provide more lasting benefits like higher employee satisfaction and safer, more ergonomic work conditions.

Ken Booth, Mountain Region manager for Maintenance Design Group (Denver, Houston, Baltimore, Los Angeles) – a recognized leader in bus maintenance facility design – has worked with transit agencies throughout the US and Canada to plan and design their facilities. To learn more about MDG’s capabilities and to gain valuable insights and information, please visit www.maintenancedesigngroup.com.

A lower level work area (LLWA) concept provides some great improvements over walk-in and duck-under pits.

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