By David Hubbard

The claim is the D13 delivers excellent low-end torque and responsiveness with minimal noise and vibration.

The Volvo D13 diesel engine represents a significant step in fuel efficiency, emissions compliance and driver convenience for North American motorcoach operators. Built on the existing 2007 platform and available in 435- and 500-horsepower models, the EPA 2010 Volvo D13 features the addition of advanced Selective Catalytic Reduction (SCR) system, which the company says maintains engine power and performance without the need for active regenerations.
Prevost first introduced the Volvo D13 in 2008 as an alternative engine on Prevost and Volvo coaches. The company has since extended its availability to other OEMs as an engine option.
“The choice of the D13 sends a strong statement to the industry that Prevost Car is clearly a part of Volvo,” says Prevost President and CEO Gaetan Bolduc. “This is step one in our systematic changeover to a complete Volvo powertrain.”
With its variable geometry turbo, the claim is the D13 delivers excellent low-end torque and responsiveness with minimal noise and vibration. Volvo also says this engine delivers 5 percent better fuel efficiency than the previous EPA 2007 engines, which is the best fuel economy of any 13-liter coach engine on the market.
The D13 works with I-Shift transmission and I-VEB engine brake on Prevost and

Prevost first introduced the Volvo D13 in 2008 as an alternative engine on Prevost and Volvo coaches.

Volvo coaches.
Charter Bus Lines, Vancouver, British Columbia, took delivery in May on eight 2011 H3-45 coaches equipped with the Volvo D13 coupled to Allison transmissions. According to Wayne Eggen, Charter’s maintenance director, the D13 had few problems in the electrical system. Eggen says they were easily resolved and he has not had to contend with any other issues since.
“The minor glitch we ran into was no fault of the engine or ours,” he says. “The day we received the coaches a driver for the drive-away delivery service had filled one of the units with gasoline on his last stop before bringing it into the yard. While he made it to the yard, the engine conked out barely a quarter-mile down the road on our first test run. The engine survived. We just emptied the gasoline and refueled with diesel.”
Eggen says to preserve the warranty they had to return the coach to Prevost for replacement of the rods, rod bearings and injectors. The insurance company for the drive-away service got the bill.
This accident not withstanding, Charter Bus Lines gives the D13 high marks. The drivers responded positively on the quiet, smooth running performance, and Eggen says his company is seeing improved fuel efficiencies.
Operating in British Columbia, Eggen says his coaches essentially go through the torture test in the course of normal operation.
“Driving to and from Vancouver everything is either climbing or dropping,” he says. “We take these new coaches primarily on the run through the Canadian Rockies to Jasper Park and Banff Springs. There are several long steep grades such as the 12-percent grade for 13 miles around Duffey Lake along the Coquihalla Highway.”
He says the B500 jake brakes work well with no complaints, although the drivers did comment on a slight delay. Eggen adds that this was not a problem once they caught on to the new feel and what they needed to do.
Volvo attributes the reputation for a smooth, quiet operation of the D13 to the camshaft damper, which absorbs camshaft torsionals induced by the ultra-high fuel injection pressure. Additionally, as a member of the engine gear train, the large mass of the flywheel absorbs inputs from the other gears for a smoother operating engine and extended component reliability and life.
Adirondack Trailways, Hurley, NY, took delivery in June on 10 new 2012 H3-45s equipped with the 2010 Volvo D13 engine. The coaches have been running line-haul service on scheduled routes throughout the state of New York. James Morra, superintendent of maintenance, says the company has already seen as much as a 20 percent improvement in fuel economy.
“Our drivers were a little nervous over the power that might be lost, with the rumors they had heard about the potential effects of SCR, the addition of urea and DEF filters,” says Morra. “Once they got behind the wheel all doubts disappeared and they have no complaint about the power of this engine.”
Adirondack opted for the proprietary I-Shift transmission primarily for the choice of operation modes, performance or regular, which allows the drivers to adjust the shifting speed to their personal driving style and shifting preferences.
Volvo I-Shift is a 12-speed, two-pedal lightweight automated manual transmission (AMT) that integrates seamlessly with Volvo engines. The I-Shift transmission management system employs a next-generation microprocessor that improves drivability, safety and fuel efficiency. The I-Shift can instantly predict and select the most efficient utilization of the engine. In other words it knows when and where a shift is most beneficial. Volvo says it allows every driver to shift smoothly, putting less stress on the driveline and tires, which can extend the useful life of the driveline.
“Our drivers commented immediately on its smooth handling,” says Morra. “Regardless of experience, each driver can become more fuel efficient using the I-shift.”
The Adirondack Trailways H3-45s also incorporate Eco-Roll, another energy management feature that automatically disengages the engine when the vehicle is in top gear on a long, slight downgrade that requires no engine torque input. It reengages the engine when the speed reaches the engine brake set speed for the cruise control.
Morra says he is particularly impressed with the diagnostic software package that comes with the Volvo D13.
“This system encompasses all the other components that relate to the engine in some way, making it very thorough and complete.”
He says this makes the task of troubleshooting much easier.
“We haven’t had to do any troubleshooting, but we checked it out for when we do,” says Morra. “Our technicians really appreciate this aspect of the package. They can find the location of the components, know what they look like and read the necessary steps to resolve any problem. No one is left in the dark.”

Inside the Volvo D13
A stiff connecting rod of superior strength with wide journals and four-bolt attachment is at the heart of the power cylinder that features a rifle-drilled oil passage for pressurized lubrication of the piston pin. For maximum strength under high temperatures the oil-cooled piston utilizes a one-piece monotherm design. The top piston ring uses a proprietary PVD coating process, which when mated with the plateau-honed cylinder liners provides excellent oil control and minimizes bore wear.

Engine Management System
The engine management system (EMS) is located on the cold side of the engine in which fuel passes around the EMS to cool the unit. The EMS controls the centrally located unit injector driven from the cam. Ultra-high fuel injection pressure as high as 35,000 psi ensures efficient injection, atomization and combustion, striking a balance between fuel economy, performance and emissions control.

Exhaust gas recirculation
The unique vertical installation of the SCR and DPF system with rooftop diffuser mount produces less heat in the engine compartment, reducing exhaust peak temperature by 50 percent at six inches and prevents water from infiltrating the exhaust line. It also provides easier accessibility for safer maintenance. Volvo says this vertical configuration better protects the DPF and SCR components and sensors from damaging dirt, dust and moisture. BR

By Brendan Andrews

High-power ultracapacitors provide the burst power required by high current demands associated with acceleration, starting, steering and regeneration.

A number of factors in play for engineers considering hybridized energy storage may raise questions over the complexities and of increased costs for dual-storage systems. The electronics required for balancing separate batteries and ultracapacitors in one component may also be a concern. The decision makers might also point to the timeline as a potential drawback for a hybridized energy storage solution.

Nonetheless, considering the numerous and significant benefits to pairing traditional batteries with ultracapacitors optimized for higher voltage levels, the value of hybridization becomes very clear and compelling.

There are essentially seven reasons to embrace hybridized storage:

1. Cost — This is often the number-one concern with any change in manufacturing practice, so let’s address it first. In this category, ultracapacitors win big. The price of these components has fallen 99 percent in the past decade, while battery costs have come down only 30 to 40 percent in the same time period.

2. Power — Ultracapacitors allow design engineers to separate energy and power needs. In most applications there is a continuous energy demand that is handled by a primary energy source. At times, there are peak power demands. Engineers can either size the batteries to handle peak demands or use ultracapacitors to bridge the demand, which has the added benefit of being able to downsize the primary energy source.

High-power ultracapacitors provide the burst power required by high current demands associated with acceleration, starting, steering and regeneration. The industry has widely recognized that pairing a capacitor with a battery will improve the power density of the hybrid supply, which has the added advantage of allowing the battery to operate without seeing the large current spikes that would be present in the absence of the capacitor.

3. Temperature — Where batteries lose most of their available energy at 0-degrees and below, ultracapacitors perform under a wide range of climate conditions, typically from plus-70 degrees to minus-40 degrees Celsius. For batteries, the temperature range is best from minus-40 to plus-65, with the average type from minus-20 to plus-60.

4. Cycle life — Batteries rely on a chemical reaction to dissipate stored energy. There is no chemical reaction in ultracapacitors, as they store energy in an electrostatic field. This lack of chemical change is the reason that ultracapacitors will last more than a million cycles, versus the hundreds to low thousands of cycles for various batteries.

5. Efficiency — Ultracapacitors are 95 to 98 percent efficient, whereas lead-acid batteries measure, at best, 70 percent efficiency. Ultracapacitors can begin to accept a charge from zero volts, while batteries require the input to reach a certain voltage before accepting a charge. Also, one can discharge an ultracapacitor to zero volts, which would destroy a battery.

6. Better battery performance — Batteries are designed and built to provide high-energy density, and do a much better job of this when they are used in conjunction with ultracapacitors. designed for, which is For example, when a hybrid vehicle accelerates, there is a huge demand for power in the form of amps (current). Putting ultracapacitors in parallel with batteries along with control electronics allows ultracapacitors to provide high current, enabling the batteries to become strictly an energy source, rather than an energy and power source. The hybridized energy storage system then works together, forming an energy-dense, high-power solution with long life and increased reliability. This combination can also decrease the warranty and replacement cost of the batteries, making the system economically attractive.

7. Hybridization increases battery life — In many applications, ultracapacitors will not replace batteries. But since ultracapacitors have a much lower internal resistance and much faster charge rate, they make battery-powered systems run more efficiently. Ultracapacitors make batteries last longer because they do the brunt of the work when the load is initially switched on and allow the battery to pick up load gradually, preventing high current draws from the battery. By gradually taking on a load, batteries are insulated from high current drains that cause thermal, chemical, and mechanical stresses. By reducing current spikes, the internal temperature of batteries is decreased substantially, extending the life of the batteries by as much as 400 percent, depending on the application. Additionally, there are times when a battery simply cannot deliver the current needed for an application.

The ability to prevent the battery from experiencing these large current demands under load allows the battery to have a longer effective life. A typical starter battery, for example, will degrade quickly if it is required to supply high current for any length of time. So-called deep cycle batteries are designed specifically to supply higher currents, but even such batteries with their thicker lead plates are not immune from damage due to repeated deep cycling. A parallel configuration of a battery with an ultracapacitor can dramatically reduce the deep cycling of the battery under heavy load conditions and thus extend the life of the hybrid power supply as well as provide a more efficient supply.

Why hybridize?
Combinations of ultracapacitors and batteries in energy storage systems can reduce the size, weight, and the number of batteries in a system. Such hybridized systems are more efficient and use fewer materials. They can also extend the cycle life of the battery component, which makes the whole system greener.

Furthermore, in nearly every conceivable category, hybridized energy storage offers advantages that dramatically outweigh the minimal drawbacks associated with pairing ultracapacitors and batteries. The beauty of hybridization is in the equal benefits delivered by both elements. An ultracapacitor enables the reduction of battery currents and cycling range, delivering a positive effect on overall lifespan and efficiency. When considered along with gains in power and energy capabilities, one can see the significant, measurable worth of hybridization. BR

Brendan Andrews serves as vice president, sales and marketing for Ioxus, Inc, Oneonta, NY. Previously, he served with Maxwell Technologies as director of sales and marketing, Americas.

By Ryan Mayrand

Model 8630 is a new PAR46 LED High/Low Headlight LED from J.W. Speaker that is applicable to the public transportation industry.

In LED lighting technology, Lumens are the standard unit of measure used to describe how well a light source will illuminate objects. Because operators typically rely on output to evaluate LED lights, many manufacturers prominently tout high lumen numbers on product literature. What they fail to clarify is these big numbers are actually the raw lumen output as opposed to the effective lumen output.

Raw lumen is theoretical
The raw lumen output of a light is actually a theoretical value rather than the actual measure of useful output of light. Manufacturers calculate the number of raw lumens by multiplying the number of LEDs in a light by their maximum output rating. For example, if a light uses 10 LEDs with a maximum output rating of 100 lumens, the raw lumen output would be 1,000 lumens (10 x 100 = 1,000). No photometric testing is necessary to come up with this number. The raw lumens metric is unreliable in evaluating LED lights. It does not take into account real world factors that can decrease the light output as much as 75 percent.

A couple of major factors contribute to decreases in light output. First are thermal losses. The hotter LEDs get, the less light they produce. LEDs powered for longer and longer periods of time typically heat up. In fact, it is not uncommon for LEDs to reach temperatures of over 212ºF (100ºC). So, it stands to reason that the light output of an LED when initially lit is cooler than when it has been on for 30 minutes and decreases under the heat.

LED manufacturers calculate their maximum output ratings by measuring the light output of the component after 25 milliseconds — the equivalent in duration to the burst of a flash bulb. Any operator who uses LED lighting for longer than 25 milliseconds at a time is going to see light output that is less than the raw lumen value. How much less depends on the thermal management of the light, but the loss is typically in the neighborhood of 10 to 25 percent.

Most raw lumen output figures also fail to take into account the current used to drive the LEDs. Driving a higher current through an LED will produce more light, but it also makes the LED hotter, which creates thermal losses and shortens the life of the product. When light travels through or reflects off materials, such as optics, lens and reflectors optics, it loses some of its intensity due to inherent losses internal to the material. Losses also occur at the surface as the light travels from air through the lens and back. Any light from optics, reflector optics or a lens will unavoidably fall victim to these losses. Couple these optical losses with assembly variations, and the result is an additional 20-50 percent decrease in light output that the raw lumen figure does not account for.

Effective Lumens
Raw lumens are a theoretical measure that fails to account for real world losses. The effective lumen output is an actual measurement of light output that does take into account all real world losses noted above. Measuring the effective lumen output of a light requires the use of high-tech photometry equipment. Because of the cost and expertise involved in conducting photometric testing, some manufacturers opt to cut corners and simply use the theoretical raw lumen numbers. This makes an apples-to-apples comparison between lights very difficult, resulting in consumers receiving less useable light than actually advertised.

This simple illustration depicts where the lumen output losses occur, as well as what percentage of loss they typically account for.

Here is a practical example: LED light No. 1 has an output rating of 2,000 raw lumens and 1,000 effective lumens. LED light No. 2 has an output rating of 3,000 raw lumens, but only 500 effective lumens. Based solely on raw lumens, No. 2 would be the clear choice. However, turn both lights on and light No. 1 would be twice as bright as light No. 2 because it has the higher effective lumen output.

It takes special engineering and manufacturing processes to minimize losses. Many lights may only produce an effective lumen output that is 25 percent of the raw lumen output, but many of ours have effective lumen outputs of as much as 50 to 60 percent. For example, the Model 8630 has a raw lumen output of 1,200, but an effective lumen output of 600-650.
To get the entire picture, J.W. Speaker encourages operators to challenge manufacturers and lighting sales reps to provide both the raw and the effective output numbers.

Ryan Mayrand is with the J.W. Speaker Corporation, Germantown, WI.

The interior of TRANSPO’s maintenance facility.

In 2007, TRANSPO (South Bend Public Transportation Corporation of Indiana (TRANSPO) turned to RNL, Maintenance Design Group, and Forum Architects, Denver, CO, to design and build its new Emil “Lucky” Reznik Administration, Maintenance and Operations Facility, a structure that would prove functional, layered and sustainable. The Emil “Lucky” Reznik Administration, Maintenance & Operations Facility opened in November 2010.

Transpo wanted its new facility to exemplify the interaction between program, function and iconic design, while highlighting the transportation services it provides. The Reznik facility is on track to earn credentials as the first building in Indiana, as well as the first bus administration, operations and maintenance building in the United States to achieve LEED Platinum certification from the U.S. Green Building Council.
“We wanted to be leaders, not followers,” says TRANSPO Board Chairman John Leszczynski. “But we wanted to do it in such a way we did not forsake the rich history of this site.”
Originally developed as a Studebaker manufacturing facility in the late 19th century, when factory production eased in the early 1960s and finally halted in the late 1990s, the city of South Bend remediated the brownfield site to prepare for construction, which included the demolition and recycling of unusable factory buildings.
“Our northside facility started out as a milking shed in the 1890s and has been adapted many times over the century to address our needs as a transit agency,” says TRANSPO General Manager, Maurice Pearl. “To meet the needs of our riders in the 21st Century, we needed to build a new state of the art facility that conserves energy and operating revenue so that we could spend our money providing improved and increased transit services to the South Bend and Mishawaka communities.”

The Emil “Lucky” Reznik Administration, Maintenance & Operations Facility opened in November 2010.

As the first development in the new Ignition Park light-industrial land use complex, this unique project responds to both the desire to create a highly sustainable project and the goal of producing architecture that embraces site, civic identity and function.
According to the agency the facility contains all operations within one building in order to reduce, reuse and recycle. The construction materials included recycled, reused content selected for durability and sustainable functionality 50 years and beyond — similar to the Studebaker, which is now a collectible vehicle prized for its high level design and quality.

Architecture is seamless
Expansive, daylit spaces provide for transparency and diminish the boundaries between interior and exterior spaces. The shared lobby and boardroom invites the community into the TRANSPO home for public events, which engages the public in an educational dialog regarding sustainable development and public transportation.

The landscape as an ecosystem
Treated as an ecosystem, the landscape creates layers of space that function as buffers, outdoor break areas, detention areas and pathways for storm water movement.
Harvested roof drainage and surface runoff from parking lots create the staples of the landscape design and re-establish wetlands and native habitat to the region while using plants to biologically remediate and retain 100 percent of the site’s storm water on site.
TRANSPO says 83.70 percent of the total wood material costs come from sustainable harvest certified forests, where LEED exemplary performance is 95 percent.

Form and function are one
Operators have their own entry to a private area with lockers, quiet area, TV alcove, kitchenette, showers and exercise room, creating a comfortable and efficient rest area during shift changes and breaks in daily schedules. The administrative spaces include private offices that wrap an open office area with expansive views to the exterior. Functional spaces such fueling, fare retrieval, and wash capabilities connect in a safe left-hand–turn-only circulation model.
“Our new maintenance operations improve our performance and vehicle turn around time in a safe, comfortable, and efficient working environment,” says Maintenance Manager Mike Stahly. “We have eight maintenance bays that connect the bus storage area designed for internal bus circulation, which allows the facility to operate at maximum efficiency regardless of inclement weather.”
The facility provides expansive daylit spaces, promotes transparency and works to diminish the boundaries between the interior and exterior. By embracing daylighting the design reduces the need to expend energy to provide artificial lighting during the day.  Electric lighting automatically controlled through sensors and dimmable fixtures complements the daylighting.
A ground source pump system provides heating and cooling to all regularly occupied administration, operations, and maintenance office areas.  The system is extremely energy efficient because it uses the ambient temperature of the Earth, which in this area is approximately 55 dF, to either provide pre-heating or pre-cooling depending on the season.
A digital display inside the lobby provides up-to-date information about the amount of energy the building is creating from its 92 kW photovoltaic roof panels.  The system also tracks the amount of potable water saved from water-reducing lavatory fixtures and the facility’s recycled-water bus wash system, as well as the amount of storm water that has been detained on site.
While, the new building is almost twice as large as the old facility, TRANSPO says in January and February 2011 the total utility costs were approximately 94 percent of what they were in 2010 at the Northside Facility.   BR

Merlin Maley, AIA, LEED AP, serves as an associate with RNL, Denver, CO, a global, full-service firm specializing in sustainable, integrated design. Maley has over 12 years of experience and is an integral member of the RNL transportation team.

By American Bus Association staff

Editor’s note: The American Bus Association (ABA), Washington D.C. offers its Urea & Diesel Exhaust Fluid Users Guide for operators and service technicians to help guide the proper and safe handling of urea and diesel exhaust fluid. ABA has provided this best practices fact card exclusively to BUSRide with permission to reprint the correct responses to the 12 most frequently asked questions on the newest EPA diesel emissions mandate.

Meeting 2010 U.S. EPA diesel emissions regulations requires a process to cut emissions of nitrogen oxide (NOx), hydrocarbons (HC) and particulate matter (PM). The method of preference is Selective Catalytic Reduction (SCR) via a catalyst that injects small amounts of watery Diesel Exhaust Fluid (DEF) or urea through a nozzle into the emission control systems, cutting cuts emissions of NOx by 75 to 90 percent, HC by up to 80 percent, and PM by up to 30 percent. The fluid then vaporizes into ammonia, carbon dioxide and water.

What exactly are urea and diesel exhaust fluid?
Urea is a nitrogen compound that when heated becomes klm ammonia, used to make plastics, fertilizer and adhesives. Urea used expressly for SCR in advanced modern diesel systems is very pure. DEF is one-third pure urea and two-thirds pure water. SCR system functions at its best when the fluid is injected into the exhaust stream at extremely high temperatures above 200° C.

Is DEF safe to handle?
DEF is safe to work with and store, and poses no serious risk to humans when handled properly. It is colorless, non-toxic, non-hazardous, nonflammable and non-polluting. DEF can damage carbon steel, copper, brass, aluminum and lower-grade plastics.

How is DEF pumped into the correct tank?
DEF dispensers have a specially designed nozzle. DEF tank caps have a distinctive blue color. Pump DEF only in a designated DEF tank and use only dedicated DEF equipment when handling and dispensing the fluid. Always keep DEF dspensing equipment clean and free from dust or dirt. Do not add DEF to fuel, oil and coolant, or any other other tanks on the vehicle. Do not pump DEF directly into a diesel tank or vice-versa. Do not add water or other substances such as anti-gelling solutions or anti-freeze to DEF.

What happens if DEF gets into a wrong tank or spills?
The catalyst will recognize any non-DEF solution, in which case a dashboard indicator light will flash, notifying the driver. The vehicle could require servicing, such as draining and cleaning the tank. If DEF is spilled on the ground or on pavement, absorb the spilled liquid with a non-combustible absorbent such as sand. If DEF is spilled on your vehicle, rinse with water.

Where should DEF be stored, at what temperature, and for how long?
DEF should be stored in a cool, dry, well-ventilated area, out of direct sunlight. Always keep DEF in original certified containers. DEF can be stored safety within the broad range of 13º-75º F. DEF freezes at 11º F, and when frozen expands by about 7 percent. DEF tanks are designed to accommodate this expansion. DEF thaws quickly, and even if it freezes when the motorcoach is not operating, start-up and normal operation of the vehicle will not be affected. When the engine is running, the vehicle coolant system heats the DEF tank and supply lines, and vehicle operation can continue normally. If the storage temperature for DEF doesn’t exceed 75º F, shelf life will be two years. Keeping lids properly secured to DEF containers is essential to ensuring maximum DEF shelf life.

What are the storage capacities for DEF?
Depending on the manufacturer, bulk storage options include 275- and 330-gallon disposable totes, 55-gallon plastic drums, as well as one-to-five-gallon containers.

How much DEF is required at one time? What if it runs out during a trip?
As DEF is injected only when needed, the SCR system puts less strain on the engine and can contribute to increased fuel efficiency. A motorcoach getting typical fuel economy will be able to travel more than 225 miles on a single gallon of DEF. Expect DEF to account for 2 percent of fuel consumption, depending on duty cycles and loads. Dashboard warning lamps will alert the driver when DEF is low.

If the vehicle has run completely out of DEF, vehicle power will be reduced enough to encourage the driver to refill the DEF tank. Once the tank has been refilled, the engine will resume normal power levels. Error codes will be logged into the computer.

What are the effects of DEF on service and maintenance?
Manufacturer requirements vary. Some require no change to normal service routines, or minor adjustments during which the DEF filter can be changed in minutes. Other manufacturers vary by model. Consult your local customer support representative.

How much will DEF cost?
DEF is expected to cost almost the same as ultra-low sulfur diesel fuel on a per-gallon basis. As more new systems are sold and fleets turnover, costs should drop.

Can I buy a new 2010 EPA engine with SCR and install it in an older bus?
Clean-air emissions retrofit products are being verified by both U.S. EPA and the California Air Resources Board. Unlike the reduction of PM, HC and CO, reducing NOx requires the use of a catalyst that needs either urea or diesel fuel to be injected across the catalyst, thereby increasing the complexity of the system required for NOx control, and thus the entire diesel system of the coach. So it is not a matter of a simple swap-out.

How easy will it be to find DEF on highways?
DEF is available at major service stops, dealers and distributors. A coalition of OEMs, engine manufacturers, fuel distributors, and DEF providers is developing a network to sell DEF at more than 2,500 locations across North America. The U.S. Department of Energy has a DEF locator online at http://www.afdc.energy.gov/afdc/locator/def.

ABA is sending this 8-1/2 x 11 SCR Usage Card to all bus operators in regular mail. It is available for downloading at www.buses.org.

To keep corrosion under control, remove the corroded panel and replace it with a new panel patch. Photos courtesy of Chicago Sightseeing Company.

At one time or another every bus and motorcoach operator has issues with panel corrosion, which is largely due to water and road salt. Not only is the corroded metal unsightly, it creates more serious problems once water seeps in behind the panel.

At Chicago Sightseeing Company we do everything we can to keep our motorcoaches for a 20-year life cycle, which means adhering to our strategy to keep our vehicles in safe and good condition. Panel corrosion will always be a situation we, like all operators, must face and repair. Over the years we have come up with an easy and perhaps obvious solution to this problem.

The panels on most motorcoaches corrode at the “belt line” just above the baggage door top seam. In some designs a hard piece of trim, or in some cases a rubber trim, covers this belt line, which can trap and collect water over time, spawning the corrosion process.

To keep corrosion under control, it is necessary to remove the corroded panel and replace it with new material.

Start by removing all the trim in the area of the corrosion. Then grind the corroded area and clean with an air gun. Measure at least two inches above and to the sides of the exposed area to leave room for the patch. This leaves a smooth look and affords a substantial surface for riveting.

Do not worry about riveting to the already smooth side panel of the motorcoach. It already has a large hole due to corrosion and the patch and rivets look much better.

The galvanized sheet metal is usually .0330 of an inch thick and available at most body shop supply houses. The thickness of the replacement metal is important to ensure the panel can receive the stainless steel rivets and not become wavy when viewed from the side.

Once the patch is in place and secured to the side panel over the entire perimeter with the rivets, fill the heads of the pop rivets with caulk. Carefully and neatly wipe the excess from the head of each rivet for a clean look.

Next, outline the patch panel with masking tape as if you were to paint the panel. Locate the tape one quarter-inch above and to the sides of the patch edges to allow an area for caulk. Caulk all the edges of the new patch panel with primerless adhesion (QUAD/O.S.I.) synthetic rubber-type caulk. Avoid using the typical acrylic latex caulk due to the fact that IMRON paint normally does not adhere to acrylic well and over time will chip off from the caulk bead. After the caulk has “skinned” over, remove the tape and clean any excess caulk for the area. A neat caulk application gives the repair a proper look. Once the repair is complete and the caulk has properly cured for 24 hours, match paint the repaired section.

Caulk all the edges of the new patch panel with primerless adhesion (QUAD/O.S.I.) synthetic rubber type caulk.

Some people think they need to use the body filler known as Bondo to maintain the smooth appearance of the coach. The problem with Bondo is the corrosion does not stop, and after a while actually seeps through the Bondo and begins to show. Also, as the coach body flexes during normal operation, the Bondo begins to crack around the edge of the repair to the point where the Bondo patch becomes visible and very unsightly.

We have done this type of panel repair for over 15 years at Chicago Sightseeing, and with great success. If done properly this repair procedure will last the duration of the motorcoach. Additionally, since the motorcoach structure is semi-monocoque, the exterior panels of the vehicle are not load bearing. Therefore, there is no concern when drilling and riveting to the exterior of the vehicle.

Christopher W. Ferrone is president of Americoach Systems Inc., Glenview, IL, an engineering firm specializing in transportation, technology, analysis and safety.

By Larry Yohe

Greyhound Bus Lines provided and equipped a coach similar to this one to accommodate testing on front tire failures.

A front tire failure can cause the motorcoach to be either extremely difficult to control or uncontrollable entirely. There is always the possibility of a catastrophic accident. A careful examination of the variables and practices that affect the control of a motorcoach can reduce the incidence of front tire failures.

Those variables include the types of failure such as a delamination, blowout or slow loss of air, and the manner in which the tire comes apart. The power steering system and steering wheel size may come into play, as well as human factors that include alertness, skill and the physical strength of the driver.

Steering wheel size is a factor
Power steering force is a major factor in coach control, but the size of the steering wheel should not go overlooked. A small steering wheel is fine as long as everything is working properly, but extra leverage can help during the case of a failed tire, engine stall, or power steering failure. To see coach manufacturers transitioning to smaller diameter steering wheels causes some concern

A new take on braking
For years the practice for drivers has been to not apply the brakes during a tire failure. However in tests where NTSB and Greyhound dynamically failed 14 tires, braking did not appear to adversely affect handling. In fact, in a couple of cases, applying the brakes actually helped control the motorcoach. Information recorded from the instrumented load cell steering wheel substantiated this conclusion, which was consistent with what I felt at the wheel as the test driver.

On a couple of hard braking attempts the outboard camera showed the left wheel locking and the flat tire rotating around the wheel rim, while the right front tire benefited from full braking. This provided more usable brake force to the right side, which actually assisted in bringing the vehicle back to the right and under control.

Where a tire has not yet gone flat, such as in some delaminations, the force applied to both front wheels is still equal provided the braking system is reasonably balanced and brake forces are normal. Prior to these tests technicians at the test preparation facility in Louisville, KY took measurements of the brake pushrods and found them all in good adjustment. Greyhound recorded these measurements in its maintenance records.

Other variables such as independent front suspension may show different results of braking during a tire failure than what NTSB discovered in its tests. Nonetheless, in testing this 45-foot MCIDL3, we found that light, moderate and heavy braking did not negatively impact coach handling — and even assisted handling in two of the tests.

The driver is always a factor
A tire failure always demands immediate response, making the physical strength of the driver a variable impossible to eliminate. It must be included in the evaluation of front tire failures. It is a definite plus when a capable and alert driver with two hands on the steering wheel can keep it between the white lines.

Properly size rated tires = prevention
Obviously it is best a front tire never fail in the first place. But it can happen for any number of reasons and it is important to know the causes beforehand.

The primary preventive factor is a top quality, properly sized rated tire. This cannot be emphasized enough. Most 45-foot coaches have a front axle rating of about 4,000 to 6,000 pounds heavier than a standard 3-axle truck tractor. A common axle rating for a 45-foot motorcoach is 16,500 lbs, with a few older ones at 14,400 lbs and some new ones over 18,000 lbs. Most standard three-axle truck tractors have front axle ratings between 12,000 and 12,500 lbs. With the exception of some concrete mixers and other special equipment, the front axle on a 45-foot motorcoach is one of the heaviest rated front axles operating on the highways.

When the 45-foot coach increased in popularity in the 1990s, the primary tire in use was the 315/80R22.5 with a “J” load rating (8270 lbs @ 120 psi for a single tire) and an “L” (75 mph) speed rating — still a popular tire in the industry. However, a 16,500-lb front axle and a combined front tire load rating of 16,540 lbs inflated to 120 psi allows only an extra 40 load pounds before the tire is technically overloaded. All front axles do not carry the same weight rating, and all carriers are not running heavy, especially on daily commuter runs. But it is a critical point to consider in the purchase of tires.

According to one forensic tire expert, a tire subjected to a heavy-duty cycle may weaken over time and become more vulnerable to a failure. Essentially there is no insurance margin for an occasional overload on a fully loaded 45-foot motorcoach with a 16,500 lb axle and a tire with a J load rating. The tire may run most of its life on a heavier than normal duty cycle.

Over the past few years more carriers have gone to an L-rated tire (9,090 lbs. at 130 psi). This larger tire has an “L” load rating and “L” speed rating. This tire was not available in the early years of 45-foot motorcoaches. One large U.S. carrier that has kept tire incident records has reported a dramatic decrease in front tire problems since using an L-load rated tire.

While an L -load rated tire is more expensive, it is still prudent for fleet managers to purchase tires with axle and tire ratings sufficient to do support the actual weight loads. It is especially important to have a heavy tire on the steer axle. The use of an L-load rated tire on the steer axle only is usually sufficient for safety concerns.

Inflation pressure is important
The standard “J” rated tire requires 120 psi for the maximum load limit of 8,270 lbs, or a total tire load carrying capacity of 16,540 pounds for a single axle. If that pressure decreases even by 5 psi, it reduces the single axle load limit to 15,840 psi, or 660 lbs less than what is required for a 16,500 front axle. Correct inflation is critical, especially to a fully loaded motorcoach.

Tire pressure monitoring systems (TPMS) are becoming more popular. The NTSB recently recommended their use as the result of the Sherman, TX accident, which killed 17 passengers. Currently not all coaches have this system. Even if they did, it is no substitute for a manual air pressure check using a quality gauge — especially on the front tires.

Unfortunately in one accident I investigated while at the NTSB, the bus had a TPMS, but we could not determine if a fault code was present or just not recognized by the driver. In either case, the tire still delaminated resulting in a loss of control and an overturned bus with numerous injuries.

Because a front tire 40 or 50 psi low is not easily discernable to a driver during a visual inspection, the best safety practice is for the driver always to carry a quality tire gauge. It takes less than two minutes to check both front tires — a small inconvenience considering all it may prevent. Additionally, the driver needs to conduct a visual check for low tread, uneven wear or other tire damage — something a TPMS cannot do.

To prevent the failure in the first place the driver can take a few initial precautions to lessen the chance of a front tire failure. The driver can ensure the heaviest baggage is loaded in the rear baggage bay to take unnecessary weight off the front tires, especially if the coach is fully loaded. There is more for everyone in the bus and tire industries to learn on this topic, but I trust someone is alive today, or that lives will be saved in the future, because of the contributions from those who worked so tirelessly on these investigations and tests.

The opinions and analysis of issues addressed in this article are solely those of Larry Yohe and do not necessarily represent the shared views or official endorsement of the NTSB.

Larry Yohe served as an NTSB investigator for nearly 25 years with the majority of his time spent on truck and bus issues. Presently he is a motorcoach consultant and drives motorcoaches professionally. Contact Yohe at zephyr5@flash.net.

Chassijet focuses solely on the undercarriage of the vehicle.

A clean coach is just good business. But the burden of bus washing often falls to maintenance garage managers not so focused on the wash bay. Bus washing merits as much consideration any other maintenance detail.

Going clean is the easiest and most cost effective way to attract and retain the best customers. A washed vehicle encourages drivers to drive safely and maintain the vehicle. Technicians are prone to take more time under a clean vehicle to perform the necessary preventative maintenance. Regular washing with an effective system extends the life of the bus and helps hold its value.

Where a bus wash system represents a significant capital investment from initial planning to final installation, most companies rely on only one wash setup in one wash bay to clean all the vehicles in a mixed fleet from standard size bus and coaches to paratransit shuttles. The reasons for choosing the one best system over another run a gamut of reasons — space in the facility site, fleet size, allotted time and labor, water usage, waste water reclamation and environmental regulations. The key is to choose correctly.

Innovative bus wash companies and manufacturers are working to make the chore of bus washing easier to afford, easier to manage, faster and less labor intensive, less abrasive to the rolling stock and kinder to the environment.

The efficiencies in new bus washing systems continue to lower the cost per bus in terms of chemicals and water required. Above ground reclamation systems have improved the issues with cleanliness in the wash bay with the system operating similar to a filtered pool.

Ross & White says its highly adaptable hybrid bus wash systems get the job done and help control costs.

The challenge of mixed fleets
Ross & White Company, Cary, IL, says the newest bus wash challenge for transit agencies is the recent proliferation of buses of every model and size coming through one system.

“The wash system once accommodated only one standard box-shaped transit bus, now it must have the flexibility to handle small body-on-chassis paratransit buses, articulated vehicles and a variety of shuttles,” says company principle Jeff Ross. “Though a brush system is still the best way to go, these mixed fleets require the incorporation of high pressure spray technology.”

The company says it meets this challenge with highly adaptable hybrid bus wash systems that combine brush and touchless spray technology. Technicians can easily modify the brushes and sprays for every type of vehicle in the fleet.

“A brush system by itself may be the most economical,” says Ross. “But the combination of brush and spray cleans evenly and gets into areas where brushes alone cannot reach.”

The ChassiJet trolley fits into any available maintenance bay.

Out of sight still in mind
Cleaning Equipment Unlimited, Northridge, CA, is the official U.S. distributor for Chassijet, an automatic, programmable chassis cleaning system manufactured in the U.K. The company says a clean bus creates a strong image, but the underside of the vehicle requires as much attention in terms of safety and longevity. Chassijet president Rick Ray says from a maintenance perspective the dirt and grime that collects out of sight is far more damaging.

The Chassijet provides automatic press-button cleaning of the underside of all over-the-road vehicles. The programmable cleaning trolley travels on its own set of rails under the stationary vehicle as the high-pressure 2000 psi oscillating, sweeping spray jets do the cleaning.

The system memory accommodates up to 40 programs entered at the time of manufacture or during the installation process. A technician can make program additions and alterations at any time using the operator keypad or manually select the required function.

Chassijet says the various programs adjust and coordinate wash speed, water temperature, detergent injection and foam application for any combination of vehicle lengths. Dwell periods allow the system to concentrate on heavily soiled areas.

The ChassiJet trolley rails bolt directly to the floor suspended over an existing inspection pit. Or the system can fit to a specially constructed ramp. Available options include a hot water module, detergent injection, pre-wash foam application, pressure reduction, frost protection, manual hand lance and water reclamation

Outsource the wash system
Where bus wash companies typically manufacturer and market the equipment. DyChem International, Salt Lake City, UT, installs and maintains its proprietary wash system for the opportunity to supply the cleaning products. DyChem says the business model is essentially an outsourcing process akin to a long-term lease arrangement. The company says the investment by the fleet owner is minimal and maintenance-free. The basic requirements are an available wash bay on the premises with adequate water, power and drainage.

The process consists of a fast-acting two-phase application system using safe and harmless biodegradable chemicals that DyChem says thoroughly flushes away under high pressure rinsing. The first step is a low pH product applied to the entire vehicle. An alkaline product then neutralizes the low pH creating the chemical shock that releases the statically held road film and dirt from the surfaces.

The simple drive-through spray system washes a vehicle in approximately 60 seconds.

Jonathon Howe, DyChem vice president, sales and marketing, says the typical DyChem contract covers between 300 and 400 bus washes per month for a fleet of 75 to 100 vehicles.

“We use this as a benchmark for the size fleet necessary to invest in a partnership with DyChem for the purchase the cleaning chemicals from DyChem,” says Howe. “However, we can offer a longer contract for smaller fleets.”

Through its nationwide network of representatives, DyChem provides all maintenance and repairs due to normal use for the duration of the partnership, limiting customer expense to actual product usage.

The extra care given to the exterior surfaces of buses and motorcoaches has become a greater concern in the advent of sophisticated bus-wrap advertising, and transportation companies wanting to sport a more upscale appearance. BR

The BUSRide Safe Driver Hall of Fame honors active bus drivers who have consistently demonstrated outstanding service and care for their passengers over long distances and a sustained period of time without a reportable accident.

The National Safety Council says fewer than 200 drivers achieve three million miles of accident-free driving. Three million miles roughly adds up to 36 years behind the wheel —six runs to the moon and back.

“The bus and coach drivers nominated and chosen for the BUSRide Safe Driving Hall of Fame raise the bar for other drivers and demonstrate that it is possible to maintain this exemplary feat,” says 5Star Specialty Programs senior vice president, Bob Alkire. “They also provide value and security to their employers and passengers.”

Alkire says drivers for any transportation company, especially those carrying passengers, are the most valuable asset.

“Driver safety must not become just a catch phrase,” he says. “The importance of attracting, hiring, training and retraining drivers to stay safe behind the wheel substantially impacts a company’s bottom line.”

He adds a driver’s behavior and actions directly affect the tangible and intangible costs of accidents. 5Star Specialty Products says reducing accidents is an obvious way to lower costs and insurance premiums, and drivers with a sense of professionalism make a difference.

Their high performance standards, driving skills, personal appearance and conduct, personal hygiene and physical health, as well as care for the physical appearance of the vehicle contribute directly to the reputation and performance of their companies.

Insurance factors and loss control
Insurers give operators rate breaks for many factors, such as drivers’ clean driving records and acceptable bills of health.

“Constructing the loss control program can be compared to building a house,” says Charlie Johnson, vice president, 5Star Risk Management Services. Melbourne, FL. “Without a solid foundation, the program will eventually weaken and collapse.”

He says a firm foundation includes a commitment between management and the individual driver.

“Drivers are the key,” says Johnson. “Companies must set appropriate selection standards to ensure they hire and place only the most qualified individuals.”

He says while most bus companies have some type of formalized driver training programs for new drivers, far fewer have refresher courses for all drivers and post-accident retraining programs for experienced drivers who have been involved in a reportable claim. Driver’s actions can be cause for claims that lead to higher premiums, which obviously makes training and retraining a high priority in managing insurance costs.

Bus and motorcoach companies are doing more to improve working conditions and retain their top drivers. They are choosing equipment with more comfortable ergonomically designed seats and controls that are easier to reach and operate, and incorporating more onboard technology to help dispatchers manage their bus fleets and help drivers navigate.

Everything to make the drivers life easier and safer is worth the effort and cost.

Nominations are now open
BUSRide and 5Star Specialty Products invite all bus and coach companies to nominate their safest candidates for inclusion in the Safe Drive Hall of Fame in November 2010.

In a brief summary, highlight the nominee’s driving career to date, including years of service and previous awards and recognition. This information must be verifiable through accountable mileage and driving safety records.

Send nominations with contact information to BUSRide editor David Hubbard at david@busride.com.

In the mop up after an accident, one final item on the list is to tend to the damaged coach. The question is often whether to repair or replace, with several mitigating scenarios in play where there is no one answer. The first step is to simply do the math.

Before the accident the coach carried a cash value that becomes the base to measure the severity of damage afterward. The day after the accident the operator could be looking at a repair cost of $100,000 on a coach valued at $200,000.

The insurance company considers both the pre-accident value and age of the vehicle; measures it against the repair estimate; and may decide to just write it off where the margin is close. The operator may even prefer to take the cash and apply it to operating expenses.

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In another scenario, the damage to a $200,000 coach may cost $105,000 to repair. The operator accepts the cash to send it to the collision repair company, but instead parks it on the lot and runs another coach in its place, again using the money to keep afloat when business is down.

In this case the trouble begins when business improves and the company needs all its coaches. Now the operator is faced with scraping together the $100,000 to make the repairs.

The owner also may receive a salvage bid for what someone is willing to pay for the vehicle in its heavily damaged state. Say that bid is $100,000, which with the repair costs, equals the pre-accident value and the insurance company writes it off. A more realistic, a salvage bid might be $20,000. Added to the repair bill there is a gap of $80,000 between what the insurance company has to pay the owner and what it can recover by way of salvage and the estimate, meaning the coach would go to the repair shop.

Financial considerations

“The closer that gap becomes, the more likely of a write off,” says Brad Field, president of BRC Coach and Transit, formerly Big Rig Collision, Calgary, AB, Canada. “The financial considerations seem to always come first.”

Then there is downtime, which is always costs one way or another. Even if the insurance company is paying a stipend, the time a coach is out of service is costly, considering the potential revenue for coach carrying 53 passengers at $75 a seat amounts to nearly $4,000.

Fields says the time out of service figures more prominently for an owner losing money directly as the result of the damage; where having a replacement coach is not an option.

“The objective is to create the least possible interruption in revenue stream,” he says. “The decision to repair or replace may hinge on which option is the fastest.”

Choosing an experienced and knowledgeable collision repair shop is paramount. Fields warns that while many companies claim to provide bus and coach collision repair services, only about six throughout North America truly have the expertise and equipment to complete a full-scale repair in a short turnaround time.

Push for the write off

“Much of the time consideration has to do with availability of parts and the costs associated with waiting for the order to arrive,” says Field. “It becomes a dilemma. The owner who cannot afford to have the coach out of service may push for the write off and start looking at a pre-owned replacement.”

He says inexperience in knowing all the parts to be order can create delays. BRC Coach and Transit favors the fully equipped one-stop shop as opposed to collision companies that may have to farm out much of the work.

“They can add to the delay,” says Field. “But more importantly, the contract shop loses control on the quality of work.”

As an example of turnaround time, BRC Coach and Transit is presently repairing a damaged vehicle for an eastern city transit agency.

“This bus has been out of service for 13 months,” says Rob Peck, BRC vice president, business development. “We expect a 3 month turn around on this particular collision repair, including the time to transport the bus to Calgary and back.”

Fields says there is not much the best collision repair shop cannot do, especially on coaches with pre-accident values of over $500,000.

“It would take an absolute catastrophic event for us to call it a write-off,” he says.”Time and money aside, when it comes to the actual physical damage, a top-notch collision repair shop can rebuild and refurbish just about any heavy collision.”

BRC Coach and Transit claims its all-time record single repair bill of $362,000 on a coach valued at $550,000.

Save time and money

The key, says Field, is to save time and money for both the owner and the insurance company, and still deliver as good if not better final product in the shortest amount of time possible, which includes the knowledge and resources to obtain the required parts.

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“All too often, an estimate will come in at $60,000 with the promise of a 3-month turnaround,” says Peck. “By the time the job is complete, eight months may have passed and the shop may have submitted another $30,000 worth of supplements to the operator or insurance company.”