busride maintenance december 2015
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The exclusive maintenance resource for the transit and motorcoach industryTRANSCRIPT
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BUSRIDEMAINTENANCE.COM
THE EXCLUSIVE MAINTENANCE RESOURCE FOR THE TRANSIT AND MOTORCOACH INDUSTRY
New products and services p3 | Multistory maintenance facilities p7
ABC Companies speaks to technology training p4
2 BUSRIDE MAINTENANCE | DECEMBER . 2015 busridemaintenance.com
CEO / Director of Advertising Sales Judi Victor
Publisher Steve Kane
Associate Publisher David Hubbard
Editor in ChiefRichard Tackett
Senior Art DirectorStephen Gamble
Account Executive Shannon McCloughy
Accounting Manager Kevin G Boorse
VOL. 05 • NO. 12
A publication of:
BUS INDUSTRY SAFETY COUNCIL
FROM THE EDITOR IN CHIEF
Departments
From the Editor in Chief 2 Products and Services 3
ColumnsMaintenance Facility Design 7 By Jon Holler
DECEMBER 2015CONTENTS
On the cover:
ABC Companies advocates technology training 4Technology has become an integral aspect of bus maintenance – and ABC Companies is leading the field in technician training
Richard TackettEditor in ChiefBUSRide Maintenance Magazine
POSTMASTER: Please send address changes to:
BUSRide Maintenance Magazine4742 North 24th Street, STE 340Phoenix, Arizona 85016Phone: (602) 265-7600 Fax: (602) 277-7588 busridemaintenance.com
At BUSRide Maintenance, we pride ourselves on providing top-quality maintenance articles each month. This month, top maintenance experts are sharing their insight and analysis on how best to manage some increasingly important aspects of vehicle maintenance.
Take a look at what’s inside:
• On the cover: Bus maintenance technology is becoming increasingly complex, and the training required for capable technicians is evolving at a rapid pace. ABC Companies, Faribault, MN, is at the forefront of advocating for technician training.
• As part of the Maintenance Facility Design series, Jon Holler, a senior facility design manager and the Southeast regional manager with Maintenance Design Group, examines the pros and cons of multistory bus operations and maintenance facilities.
These exciting series, along with new initiatives, will continue in our coverage of 2016. Thank you for joining us for another fantastic year.
Technology moves at lightning speed
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PRODUCTS & SERVICES
Arbor enhances passenger information
Arbor Solution announces the expansion of its ELIT series with the addition of the ELIT-2240, a 19” 1U industrial grade rackmount box PC. Based on Intel® Core™ i5/i3 Celeron® and Pentium processors, the ELIT-2240 supports dual DDR3 sockets for up to 16GB RAM for exceptional performance and efficiency. The new model was developed for the digital signage market, broadcast and data communications, particularly for Passenger Information Systems (PIS).
The space-efficient ELIT-2240 displaces only 1U (1.75 inches in height) of space in standard server racks, which can be easily mounted and fit into any space-limited environment. The model supports two independent HDMI ports for dual display, one VGA internal pin header, as well as four gigabit RJ-45 LAN ports, six USB 2.0 ports and two serial ports. Other features include one PCI Express x16 expansion slot for optional wireless communication modules such as Wi-Fi or 3G, giving administrators the flexibility to add the exact functionality they need.
Arbor SolutionSan Jose, CA
Forward Lift unveils CR SeriesForward Lift’s new CR Series four-post vehicle lifts are
designed to help heavy-duty service facilities efficiently get buses and trucks back on the road. They feature faster rise times and more user-friendly features for improved productivity, as well as fewer moving parts for reduced maintenance versus traditional heavy-duty four-post lifts. Since each CR Series post has its own hydraulic cylinder, there are no cables, chains or sheaves under the runways to lubricate and maintain. The four cylinders are all inverted, so their chrome piston rods remain protected from debris and damage, even in the up position.
Identical posts mean that a CR Series lift can be operated from any corner of the bay for maximum convenience. Each post features a patented control system with an intuitive, easy-to-use graphic layout of the lift and real-time height reading. The lifts can be configured for pre-programmed lifting cycles, enabling users to quickly turn on the control panels and raise the lift to its desired height.
Forward LiftMadison, IN
4 BUSRIDE MAINTENANCE | DECEMBER . 2015 busridemaintenance.com
ABC Companies advocates technology trainingTechnology has become an integral aspect of bus maintenance – and ABC Companies is leading the field in technician training
Quick – name a single aspect of bus and motorcoach technology that hasn’t changed in the last five years.
Chances are you can’t. In a way, that’s a good thing. Today’s sophisticated people-movers are designed to adapt to change in virtually every aspect of operation – from the computer-driven engines to GPS tracking systems, onboard infotainment systems, tire pressure monitors and more.
At some point, every one of these advanced technological systems requires maintenance. The big question is, do your technicians have the knowledge required to provide the proper maintenance, activate upgrades and keep your fleet running at its peak?
For many companies, implementing and maintaining advanced technology is only as effective as the guy doing the implementing. And that is where many companies hit a roadblock.
“Not too long ago, when a battery needed a charge, the alternator charged the battery,” says Louis Hotard, director of technical service for ABC Companies. “These days, the battery talks to a computer, the computer tells the alternator, and the alternator charges the battery. The problem is, if you have a bus that isn’t charging properly, it could be the alternator or it could be the computer communicating with the alternators. That’s typical of almost every system on the bus.”
To illustrate how prolific technology has become in day-to-day bus operations, Hotard cites several examples on a typical coach where sophisticated onboard technology plays a key role:• GPS tracking systems• Telematics – where the driver communicates to the home base• Onboard infotainment systems• Backup cameras• Emission systems• Tire pressure monitor sensors • Wi-Fi • Multiplex systems• Lane departure cameras
“These systems need to be maintained by trained professionals,” Hotard says. “They need to be verified that they are working properly, and operators need to make sure their technicians have the knowledge to make it happen.”
“I don’t think that many of these owners and operators are aware of the importance of computers, software, hardware and the training required to use these systems,” he says. “Many systems – like GPS, for example – require per-user or per-coach subscriptions, and it is important to understand which is the case. I think some companies are unaware of what it takes to maintain these improvements.”
Dany Landry, technical trainer at ABC Companies, sees this problem first hand.
“Nobody looks at the ‘back cost’ of the technology that is added on to buses and motorcoaches,” he says. “They just think, ‘I bought this so it should work forever.’ They never think, ‘I have to maintain it or provide the software updates.’”
“Twenty years ago, we didn’t need software and programs to fix buses,” Landry says. “Now, you can’t be ‘only a mechanic.’” You almost need to have some kind of computer science degree to fix buses these days. The technology has come about so quickly that a lot of guys are having trouble adapting and keeping up with all of the changes.”
Speaking of computer science degrees, what happens to the best and the brightest graduates from tech colleges and universities these days? Are they going right from school into careers in the bus and motorcoach industry?
Many solutions, including tire pressure monitor sensors, incorporate increasingly complex technology with each new model.
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“Not so much,” says David Beagle, ABC’s vice president of service operations. The lure of the trucking industry is magnetic. “Those 18-wheel boys recruit top graduates and entice them with better salaries, benefits and advancement possibilities.”
Beagle also believes that the cost of technology – and replacing it – scares many operators away when it shouldn’t. He brought up an example of an untrained mechanic unintentionally blowing out a computer by incorrectly hooking something to it.
“In another situation, four brand new coaches were temporarily decommissioned because a mechanic incorrectly installed a Wi-Fi system,” Beagle says.
Hotard wonders if technology isn’t pushing some “mom and pop” operators out of the business, simply because it’s becoming too intimidating.
“We have sophisticated technology that can be as complicated as what is found in airplanes, but we’ve still got guys out there that do things with a test light or probe,” Hotard says.
“Our operators are spending a lot of money on fancy bells and whistles for their coaches,” Beagle says, “but they’re not spending money on quality training to keep those bells and whistles working properly. High tech, state-of-the art equipment is a wasted investment if something goes wrong with it and the operator doesn’t know how to fix it. “
The obvious answer might appear to be continuing education. In short, making sure that both new technicians and industry veterans alike receive the recurrent training they need.
Specialized training is available through a number of viable channels. These include community college automotive
and technology programs; technical institutes; ASE basic certifications in core component areas; vehicle OEM component OEM proprietary training and seminars; online correspondence courses; and self-directed software programs. In 2015 alone, for example, ABC Companies trained more than 1,200 mechanics in various specialties.
“When you compare the cost of training to the school of hard knocks, training is much cheaper, simply because electronic components are so expensive,” Beagle says.
“Technology keeps changing,” Landry says. “What they learn about today is eventually going to be something different. If you can’t change, maybe you’re in the wrong business.”
Advanced systems on today’s coaches must be maintained by trained professionals.
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As the various component systems on coaches are becoming more advanced, operators and technicians need to learn all they can and understand that what they know today will more than likely change tomorrow.
The advance of technology should never stop a company and its employees from staying up to date; training and learning never ends. Technology is forever. Don’t hide or run; but embrace, learn and understand, and grow as it changes.
GPSDavid Beagle — GPS systems range from the handheld
devices to a vendor-installed onboard component. The acceptance of GPS is widespread with numerous subscription services available, with several specializing in motorcoach service.
From a technician’s standpoint, there is rarely a problem with the GPS system that could be solved in the shop. Other than when the unit loses power or there is a problem with the antenna, troubleshooting is relatively simple. Is it showing 12 volts; does it have an antenna?
The operation of each GPS system varies depending upon the vendor, and some of the interfaces can be quite complex. If there is power and the antenna is connected, the problem is best left to dispatch or office staff with computer experience. In many cases, it is a software problem and not one a technician can repair or resolve.
Louis Hotard — The main takeaway from our discussion is that all of the technology on today’s coaches must be monitored and maintained on a regular basis, as do all the systems. As the onboard technology represents a significant investment on the part of operators, sufficient levels of training are imperative for drivers and dispatchers who rely on the equipment, as well as the technicians to keep it operating. The operators need to reach out regularly to the equipment and system providers to ensure that they are kept up to speed with the latest information in order to operate their coaches and transport their passengers in the safest manner possible.
Dany Landry — With the constant changes to roads and highways, continual software updates are essential to keep the GPS properly operating. Not being proactive in performing the necessary updates only creates myriad issues for coach drivers. Additionally, new bridges and overpasses may no longer be at the correct height for the coach to clear. For example, a driver relying on an older off-the-shelf GPS device could easily find his coach and passengers stuck under a 9-foot clearance bridge, where he missed the sign and flashing lights showing the height. Two major mistakes: relying solely on the device and not paying attention to the signs of the road.
Back-up camerasBeagle — The resolution quality of back-up cameras has
improved leaps and bounds over the last five years. Today they show in color on high-definition screens. Some offer night vision and recording functions. They have upgrades to USB connections and fiber optic cabling. Costly “old school” diagnostics would be for the operator to replace component by component until the issue is eventually resolved. Today, with training and knowledge of how to diagnose the newer equipment, the technician tests the components for signals between the camera and monitor.
Hotard — Lane Departure Cameras help keep drivers in the correct lane and alert them if they drift in to another lane. Sometimes drivers try to override this safety item by covering the front of the camera in some way to stop the “annoying” seat vibrations. Typically, this is simply because they do not understand the technology and its purpose.
Operators and mechanics need to learn how to properly diagnose and test this system. Most LDW systems are tied in to the CAN line — the “communication backbone” for the coach. A failed CAN line due a short can shut down the coach. There are currently no software updates for this system, only component hardware upgrades, and then only for when the component has failed.
MultiplexingLandry — Multiplex systems, such as Kibes, Vansco
and Actia, have changed the coach industry forever. This system operates most of the electrical component systems on all coaches. Periodically these multiplex system are updated to fix bugs as they crop up in the course of the application, much like Microsoft or Apple sends updates to the software on your home computer or phone. Expect updates to the multiplex system to come via Wi-Fi update. OEMs are good to warn that the multiplex system is very sensitive, and any improper diagnostic can lead to damage that can quickly and easily put the coach out of service.
Before multiplex, test lights and power probes were the tools of choice to check electrical systems — which are now obsolete due to the damage they caused to the system. The proper diagnostic today is a multimeter that replaces the older onboard diagnostic with flashing lights or a code displayed either on the dash or external display; as well as the use of laptops and a software program specific to the multiplex system installed on the coach.
ABC Companies speaks to onboard technology best practices
busridemaintenance.com | BUSRIDE MAINTENANCE 7
MaintenanceFacility Design
Multistory bus operations and maintenance facilitiesBy Jon Holler
Site selection for a bus operations and maintenance facility is often governed by available parcels relative to routes or other facilities in the system. These criteria often result in less than favorable site conditions for configuring an efficient and functional building. In some situations, the most viable option is a multistory facility. This type of configuration has a number of benefits, but also introduces some drawbacks to a conventional facility where all bus operations and maintenance occur on one, at-grade level.
While there are many different ways to configure the program spaces in a multistory facility, there are pros and cons to consider for each type of space located on an upper level. This analysis starts with identifying the least flexible spaces for ground level location, then works down to those spaces that have more flexibility for fitting elsewhere in the building program.
Maintenance bays require efficient, safe circulation, simple organization of support spaces, and robust infrastructure to support functional activities. These high bay spaces need ample daylighting and task lighting, dedicated ventilation, integrated process piping, and durable heavy duty construction. They have the least flexibility in configuration and placement, and the need for lifts or lower level work areas significantly limits what can be put both above and below this space. In addition, moisture, thermal and acoustical impacts of maintenance functions greatly restrict any occupied spaces that could be located below.
Fuel, fare and wash can more easily be located on structured levels, though consideration for circulation, waterproofing, drainage and spill containment needs to be addressed. Fueling on upper levels brings in more costly fire protection and piping measures, while fare retrieval is more easily accommodated with little or no changes. It is not advisable to have bus queuing on a ramp, for these functions.
Bus storage requires extensive building or site area and circulation space. Because buses require more vertical space, careful consideration is needed for storage on lower structure levels. Clear, direct
and uninterrupted access from service functions is important and can be well suited to upper level locations. Storage space has significant fluctuation in use and performance with the space nearly empty during the day and nearly full overnight. A rooftop location can be good solution, as it mitigates ventilation and lighting requirements since most activity takes place during daylight hours.
Car parking is a flexible program space that can be located on multiple levels throughout a structure. It can be stretched out lineally without significant losses in functional efficiency, and can be partially day lit and naturally ventilated, even on levels other than the rooftop. Also, it functions in lower floor to floor heights than what would be required for buses.
Administration space can fit into more flexible locations within the facility and can work around existing structures as necessary. Daylighting strategies can still be effective even on a second level
Bus operations spaces such as dispatch and drivers’ rooms can be located on the same upper level as bus storage, and still be efficient. If ground level dispatch is preferred, it should be connected via vertical circulation with the bus operations spaces above.
Each solution for bus operations and maintenance is unique. When faced with a limited site, a multistory facility can be a viable option, but requires careful analysis of program and work flow for maximum safety, efficiency and productivity.
Jon Holler is a senior facility design manager and the Southeast regional manager with Maintenance Design Group. He has worked with transit agencies throughout the US to help plan and design their bus maintenance facilities. To learn more about MDG’s capabilities and to gain valuable insights and information, please visit www.maintenancedesigngroup.com.
