With the Best of BUSRide Maintenance Awards, BUSRide Maintenance devotes the December issue to the bus and coach industry’s best and brightest. In this annual presentation, BUSRide Maintenance bestows badges on the safest, greenest, most efficient and innovative maintenance professionals in the transit and motorcoach induistries.

Green/Eco-initiatives
Safety
Facilities management
Technology
Tools & Equipment
Training & Certification
Preventive Maintenance
Other

A coveted Best of BUSRide Maintenance Award will recognize both public transit and private bus and coach maintenance professionals for giving attention to garage maintenance above and beyond the norm. An unlimited number of awards go to the companies that have demonstrated concern, commitment, leadership and innovation to make a difference in critical areas.

The active ingredient mercury moves smoothly without wear patterns to its correct position around the balancer.

Balance Masters help increase tire life and reduce wear

By David Hubbard

Sun-Tech Innovations, Northridge, CA, has been manufacturing active balancing devices for more than 33 years. As the creators of Balance Masters, the company is the pioneer of a tire balancing system that does not rely on sand, oils, steel balls or pre-balancing.

How Balance Masters works
Vibrational resonance is the up and down vibration pattern created by a rotating tire that is out of balance. The pattern forces the mercury moving freely within the ring to positions along the ring, which exactly offsets any light and heavy spots, eliminating the vibration and creating equilibrium within the rotating mass.

 
The active ingredient is mercury. It is impervious to extreme temperatures and, with no frictional materials, the liquid moves smoothly without wear patterns to its correct position around the balancer. Centrifugal force holds the mercury in position unless a different vibrational resonance pattern develops from tire wear, forcing the mercury into its new equilibrium positions.

 
Balance Masters responds to the natural forces created by the weight of the vehicle rolling down the highway in an effective way. When sudden braking or slowing occurs, the mercury continues to spin for several revolutions as it slows to the speed of the wheel. Moving at high speed and weighing nearly 28 ounces per wheel, the mercury whips around the ring at 10 to 15 revolutions per second. This weight, pulled along by gravity over the top of the wheel, falls over the front side of the wheel, creating the force that pulls the wheel down onto the pavement during braking and slowing.

 
Sun-Tech owner Chris Gamble says he invented Balance Masters in 1979 for essentially anything that rotates — aircraft, motorcycles, engines or truck wheels.

He says the self-adjusting wheel-balancing system is the only product of its kind that has been formally tested and approved by the U.S. military.

“Military vehicles must perform flawlessly under extremely difficult conditions,” says Gamble. “If Balance Masters is good enough for the military, it is certainly good enough for bus and coach fleets.”

The fluidity of mercury marks the difference in this patented system in actively compensating for any out-of-balance condition and vibration.

“It eliminates wear patterns and only requires a single installation,” says Gamble. “It can save vehicle owners from countless trips and additional costs for repeated rebalancing.”

Sun-Tech maintains its Balance Masters system can increase tire life by 50 percent or more at all speeds.

German scientists understood the physics to wheel balancing as early as 1908. American engineers perfected the idea in the late 1930s and early 1940s in their search for a way to continuously balance the jet turbine engine. Balance Masters work off the same long understood and basic engineering principles.

The major components of the Balance Masters are the ring and the mercury. Both are integral parts of what makes the balancer work. Both work in cooperation and are precisely proportioned in order for the physics to function properly.

Hebaragi & Lemi Bus, Inc., Gardenia, CA, is testing two sets of the Balance Masters system on two coaches in its fleet of 28 MCI J4500s. One set is the steer axle, the other is on the tag axle.

Sun-Tech Balance Masters provide balance solutions for anything
that rotates on a transportation vehicle including driveshafts.

General Manager Eric Song says he was hesitant at first, but agreed to the test based on the results he saw in a video presentation featuring U.S. Air Force vehicles.

According to Song, as tires on the tag axle typically wear the fastest, he will move the steer axle tire to the tag half-way through its life. Then he’ll move the tag tire to the steer and compare wear patterns and any cupping issues that may have developed.

 
“We are about halfway through a three-month test on both sets,” he says. “At this point, I have nothing to report. We are just taking a wait-and-see approach.”
Song says if the system proves out, he will consider Balance Masters for each of the J4500s. BRM

In Practice mode, remediation for incorrect answers is disabled.

Delmar Cengage Learning, Independence, KY, currently the only provider of transit bus ASE test preparation products, have released the Online ASE Technician Test Preparation (TTP) Transit Bus Courses for transit bus technicians.

 
ASE certification is crucial in standardizing skills for technicians, and Delmar aims to bring high-quality test preparation to the transit bus field. The courses feature a three-tiered preparatory methodology (practice, standard, and timed testing modes) that help technicians feel confident in the ASE’s timed exam environment.
“We’re a comprehensive ASE certification preparation provider,” says Greg Clayton, vice president, Technology & Trades Professional Business Unit. “We’re top tier. We probably have the most comprehensive offering for automotive and heavy duty truck tests.

Once ASE took a look at the transit industry segment and started to develop the preparation, we gained an interest. FirstGroup America was interested, so we took a look at it.”
Clayton says that while Delmar offers both print and electronic products, most clients prefer online products because all ASE exams are computer-based.
“For one, the ASE tests are all on a computer,” he says. “Secondly, there’s a lot more quality in terms of value to learners. Many prospective technicians are in for a big surprise if they don’t prepare before taking an ASE exam.”
Clayton says the three modes of test preparation closely mirror the ASE testing process. Standard mode allows technicians to go through and answer test questions that are very similar to ASE questions. When they answer a question incorrectly, they can learn why they got it wrong. The preparation features animation and visual aids.
Practice mode, Clayton says, is similar to Standard mode. The only different is that remediation for incorrect answers is disabled.
Finally, the timed mode features a scenario very much like sitting through an exam at an ASE testing center.
“All of our test questions are authored and checked by ASE technicians,” Clayton says. “We constantly monitor the ASE exams. We’ll update whenever it’s necessary because technology is constantly changing in the automotive, transit and heavy duty trucking industries.”
Clayton says that a psychometrician process ensures that the course’s questions are qualitative and unbiased. Additionally, Delmar has the ability to create custom-oriented reporting for enterprise-type clients.
“We can provide a number of different angles in reporting to employers,” he says. “We keep track of the progress they’re making, training gaps and progress against metrics. It definitely helps an employer manage their business a lot better. We tell to our enterprise customers that they can’t manage what they can’t measure. We aim to help them with that.”
First Transit, Inc., part of FirstGroup America, will be the first to utilize the Online TTP Transit Bus courses.
“FirstGroup is a very large fleet-oriented service,” Clayton says. “In terms of a client profile, they are right in our wheelhouse. They have complex needs and a need to manage their technician force and keep them up-to-date in training. There are statistics that show that ASE workforces are more efficient than non-ASE workforces. They’re better trained and better prepared.”
Clayton says that First Transit is ideal because they have the ability to assess their large workforce, deliver Delmar’s training and see instant results in preparation for ASE exams.
“It speaks to their commitment to excellence and their commitment to providing quality technicians,” he says. “Other large fleet-oriented organizations are interested in signing on now.” BRM

Operators can regard some motorcoach systems as seasonal depending on the regions where they operate. A particular component or system may not be critical year round. The air conditioning system may not be a critical a system in Vermont in January, but would be in California. The reverse is true for the heating system in these same locations. Not so for wheels and tires — critical at all times even when parked.

The tires on our coaches today are exceptionally sophisticated and have evolved through the years to be adapted and well suited to our needs.

I won’t address the relative merits of one brand over another, but rather offer some basic guidelines to ensure maximum tire life for any brand.

Begin with inflation pressure
Tire maintenance begins with the most basic concern — inflation pressure. A well-designed quiet-riding tire offers sidewall flexibility, traction, rolling resistance, stone rejection and tread life, but the air in the tire supports the load of the coach.
Running on the incorrect air pressure — too little or too much — only handicaps its capability to transport the load of the coach safely.

Too often a tire inflation pressure check is relegated to tire thumping to check for pressure. Certainly the investment in the coaches and the lives they carry make it incumbent upon operators to provide proper and calibrated tire pressure gauges to all service personnel and coach drivers.

As maintenance supervisors and managers demonstrate the importance of tire pressure and the use of proper gauges, the employees will respond with a similar attitude.

Michelin and other manufacturers have a tire inflation versus weight table and this is what we use to recommend the inflation pressure. We use only the tire manufacturers’ recommendations. The weight of motorcoaches will vary based on passenger and luggage load, so it is best to consider the maximum weight.

Tire pressure monitor systems are becoming more popular as the earlier systems have become more robust and accurate. Still, the drivers are critically important to maximizing tire life, and must be made aware of all the tools to achieve this.

Remember Tag Unload
The Tag Unload is one of the most often underutilized features on Prevost and other charter coaches. Instruct drivers on Tag Unload and how to employ this valuable feature. Though it’s a manual feature, the driver can select automatic tag unload as an option. It quickly dumps the air pressure in the tag axle airbags during a low-speed turn. Otherwise the coach pivots on the drive tires and the tags skid or scrub through the turn, which reduces tire life and adds a strain on the suspension. With Tag Unload, the tag tires will not have time to rise, but by dumping the tag axle air bag pressure they slide across the pavement more easily. It reduces scrub, tightens the turn radius and promotes a longer tread life.

Make everyone an inspector
There is no replacement for conscientious inspection and maintenance technicians that are so critical to the safety and longevity of a tire. But don’t overlook the people at the fuel stations who see the coaches regularly in the basic inspection process. These are the primary observers for cuts, bulges, worn treads or any other anomaly.

Lift the coach carefully
Lastly, a word about wheel lifts and tires. We see wheel lifts, as opposed to pits, in use in shops across North America. Companies typically invest in six lifts to support all three axles when the coach is raised. Some companies, however, only purchase four lifts and raise the coaches using the steer and drive axle.

Often the lifts will have forks long enough to extend only under a single tire. My concern is for the drive axle tires.

Each tire and wheel has an expressed maximum load rating — somewhere in the 9,000 pound range. In choosing to raise a coach using only four lifts, with the lift forks only extending under one tire, think of the weight the outer drive tires must absorb. It’s probably well in excess of the load rating for the tire/wheel system. Such a strain could possibly distort the belts and inflict other hidden damage on the tire. On coaches converted into motor homes, the weight borne by the outer driver tire in this situation is even greater. BRM
________________________________________________
Robert Buchwalter serves as one of two Prevost technical field instructors conducting seminars at the Prevost factory in Quebec, customers’ shops, and transit agencies. He is a member of the BUSRide Editorial Advisory Board.

By Jamie Glazebrook

Not everyone enjoys working with over-sized pieces of glass. But bus windshield removal and replacement is something a company can complete successfully in-house with a little care and finesse and a few special tools. Here is a step-by-step primer for a bus windshield installation:

Be safe - Always wear cut-resistant gloves and safety glasses.
Remove the wiper arm and blade – Take note of its position before removing; reattach at the same angle after windshield installation.
Release the gasket – Use a radiator hook to penetrate beneath the lock bead and pry upward. Gently pull the bead out by hand, especially if the lock bead is weathered.
Release the gasket from the windshield – Break the gasket free from the glass by using a radiator hook or bone. Insert the tool between the windshield and the gasket and push the bone around the perimeter of the windshield.
Remove the windshield – Once the seal is completely push the windshield out from the interior of the bus. Start in one of the upper corners and work across the top, then down the sides.
Station a technician outside the coach to help pull the windshield out with vacuum cups. Keep the bottom of the windshield in the gasket until the windshield can be handled safely.
Clean the gasket and windshield thoroughly – Remove the windshield from the bus and remove all debris from the gasket. Wipe the gasket down with glass cleaner or other evaporating cleaner. Clean the new windshield as well.

Install the windshield – Using vacuum cups, set the bottom center post corner of the windshield in the gasket about one-inch from the center post. Insert the top center post corner of the windshield in the same manner. Using water or glass cleaner, moisten the gasket where the center windshield corners and the center post gasket. Slowly slide the windshield into the center post gasket.

Move the windshield into position using a bone to manipulate the gasket and water or glass cleaner as a lubricant. Do not use petroleum based lubricants as the sealant will not adhere.

Install the widest portion of the glass last first. Typically, this means installing the upper outer corner of the windshield before the bottom outer corner. With the center post corners installed work the bottom of the windshield into the gasket, then the top. Alternating between the top and bottom of the windshield, gradually work the windshield into the gasket including around the curve of the glass until entirely installed.

Adjust the windshield – Once in place, the windshield may need moving left or right. Moisten the gasket first. Using a sandbag, lightly strike the windshield in the direction the glass needs to move and pull the glass with the suction cups.

Apply sealant – Apply urethane sealant to both the windshield and body-side of the gasket by inserting the nozzle of the urethane tube under the lip of the gasket and apply at a steady rate. Simson ISR 70-08 is the recommended sealant.

Lock the gasket and windshield into place – Using a lock bead tool reverse the procedure for removing the lock bead. Clean up the urethane ooze from under the gasket with a plastic putty knife. Follow up with solvent and rag. Use glass cleaner to put the final touch on the glass.

Re-install the wiper arm and blade – Return it to its original position and tighten adequately.

These steps cover the majority of bus windshield installations. BRM
__________________________________________________
Jamie Glazebrook serves as marketing director for JAJ Enterprises, LLC, and its Coach Glass, A-1 Auto Glass and Premier Auto Glass divisions.

By Tony Molla

Parts purchasing is a primary consideration in every fleet service as nearly every operation involves a part of some sort. Some parts are safety-related, others control emissions, others are rather large composite material constructs that improve the look of the bus and protect the passengers. Every part is important for getting peak performance and maximum service life from the fleet.

There are a few major points to consider in making parts purchasing decisions. The first is to determine whether the job requires an original equipment part from the vehicle manufacturer (OEM), or if it can be performed using aftermarket-manufactured replacement parts.

A big factor in the equation hinges on the type of part needed. Is it a mechanical part like a water pump or turbocharger, or a body part such as panels, front and rear facias or seats? Is the part safety-related? Does it have a specific durability requirement? Once the maintenance crew hones in on how they must to handle the job, they can decide which supplier they’ll use to fill the order.

Think it through
Safety is the number one consideration in any public transportation endeavor. After that, it’s really up to the organization to prioritize the rest. Presented in no particular order, the rest of the equation includes availability; where to obtain the parts and how quickly they can be delivered; cycle time; how long the vehicle will be out of service for maintenance; and, of course, OEM vs. aftermarket costs. Balancing these factors will help to determine the correct course of action for the safest and most cost-effective repair.

Purchasing OEM parts is generally the most expensive way to go, but it comes with the assurance of quality. It may be the most viable option for an operation that’s sensitive to liability concerns.

If an OEM part is not available, however, there are alternatives. These include not only parts manufactured by aftermarket companies, but also rebuilt parts and OEM parts taken from salvage and recycling centers. In either case, understanding the supply chain helps to determine where the parts are coming from.

When purchasing aftermarket parts, operators may find their sources offering the option of certified or non-certified parts. Such certification is typically an independent, third-party assessment that confirms a certified component meets strict standards for form, fit and function.

It may also ensure that the component meets OEM specifications and provide a warranty. When it comes to collision and structural components in medium and light vehicles, there are currently two organizations providing certified body parts: The Certified Auto Parts Association (CAPA) and NSF International.

CAPA, Washington, D.C., is an ANSI Accredited Standards Developer focused on passenger car parts and lighting standards. NSF International, Ann Arbor, MI, offers parts and distributor certification programs. NSF is also an ANSI Accredited Standards Developer. Both offer quality control and traceability advantages, but NSF tests a much broader range of products than CAPA.

Both organizations focus primarily on the light vehicle market but serve as an example of what might be out there. Ask aftermarket parts suppliers if such certified alternatives are available when sourcing replacement options.

Beware of counterfeits
The more expensive the part, the more likely an unscrupulous individual is to take advantage of the situation by manufacturing and distributing counterfeit parts. This is a serious problem in the aerospace industry, but can apply to any operation where the parts are relatively expensive to replace.

It’s especially problematic in the automotive industry where offshore suppliers may produce widely used products that too closely mimic their OEM counterparts in appearance, but not in durability or function.

The problems associated with the failure of a critical part range from expensive to tragic. It is all the more reason to be totally secure in the supply chain from beginning to end.

The final consideration in any service operation is the people. If a company is taking the time to verify the integrity of the parts it purchases, it should take the same care to ensure the maintenance staff has the knowledge necessary to do the job right the first time.

Technician certification is a given in any fleet operation today. The National Institute for Automotive Service Excellence (ASE) offers certification credentials for medium and heavy truck technicians and transit bus specialists. Take advantage of the value certification provides, be it for parts or people. BRM

____________________________________________________________________________________________________________
Tony Molla is vice president, communications, for the National Institute for Automotive Service Excellence (ASE), Leesburg, VA.

By Steve Johnson

The shoulder season between winter and spring presents a unique set of challenges for transit bus and motorcoach technicians who need to ensure both the heating and air conditioning systems are working properly. With warmer weather coming, this is an ideal time to perform periodic heating, ventilating and air conditioning maintenance aimed at getting bus fleets ready for the summer cooling season ahead.

A proactive approach to fleet maintenance contributes to an operator’s ability to meet scheduled commitments, prevent breakdowns and service disruptions and reduce total cost of ownership.

A blended HVAC maintenance approach
The most convenient way for transit and motor coach operators to perform HVAC unit maintenance is to use the same service intervals the engine and chassis. Thermo King has found that a blended approach that considers both mileage and hours of operation delivers the best results over the total life of the HVAC system.

This sensible approach recognizes that heating and air conditioning units run when the bus is not in motion. In fact, HVAC components often work hardest when the bus is idling in traffic or stopping to let passengers on or off. Thermo King recommends operators consider both mileage and time intervals when they develop an HVAC maintenance schedule.

With this in mind, the company has developed recommended service schedules calling for certain inspections and actions to take monthly or every 6,000 miles, quarterly or every 18,000 miles and annually or every 48,000 miles.

Operating conditions impact maintenance
Operators should consider this recommended inspection and service schedule as a baseline for building their own preventive maintenance program. In designing their program, operators need to consider specific operating conditions and requirements.

For example, cross-country motorcoach operators obviously have different needs than rural school bus operators or urban transit authorities. Sunbelt operators may want to inspect and test air conditioning systems more often than those in colder climates. More frequent air filter changes may be necessary in areas with high levels of airborne particulates.

Spring is probably the best time for the annual inspection. Operators should consider these points as part of their spring-summer quarterly or annual service interval:

• Inspect evaporator and condenser coils for dirt, debris and build-up and check drain hoses for blockage.
• Visually inspect the climate control system for evidence of refrigerant or oil leaks.
• Ensure that all protective caps are installed on valve locations.
• Inspect all air filters and wash or change if necessary.
• Visually inspect compressor clutch for excessive wear, overheating and proper air gap.
• Check compressor sight glass and make sure oil is present and is either clear or amber in color.
• Visually inspect the belts for excessive wear and check for proper tension.
• Start the bus engine and run at fast idle, turn on climate control system and operate for 15 to 20 minutes, then check outlet air temperature, return air temperature, refrigerant level and oil level to make sure the cooling system is operating properly.

Spring is also an ideal time for operators to make sure that their current preventive maintenance model meets the organization’s needs. A proactive maintenance strategy can help reduce operating costs, increase reliability and create a better experience for passengers, drivers and maintenance professionals. BRM
____________________________________________________
Steve Johnson serves as product manager for large bus and rail heating, ventilating and air conditioning (HVAC) solutions for Thermo King, Minneapolis, MN, a brand of Ingersoll Rand.

MGM Brakes follows its e-Stroke brake monitoring system with ES3D for air disc brakes.

Electronic monitoring addresses the CVSA inspection standard

By Chad Robinson

Electronic brake monitoring as a proactive approach to maintenance has increased in popularity as the technology has developed, enabling operators to reduce costs by identifying trends that lead to problematic brake issues. Left undetected, a minor issue can prematurely mushroom into serious component damage and compromise the safe operation of a vehicle.

MGM Brakes, Charlotte, NC, a 50-year-old supplier of air brake actuators worldwide, became interested in electronic brake monitoring with its development of the e-Stroke Brake Monitoring System for S-Cam drum brakes. The company designed this system to address the CVSA standard that requires the driver to conduct a walk-around brake inspection of all vehicles equipped with air brakes before each daily service.

The brake actuator in both S-Cam drum and air disc systems is the conversion point where pneumatic energy is converted to mechanical force, and where problems with air delivery, air release, and mechanical problems that effect brake adjustment and stroke, can be readily detected.

Integrating electronic brake monitoring into the brake actuator was the ideal location to achieve this goal.

MGM Brakes has continued development of the e-Stroke brake monitoring system with ES3D for air disc brakes. MGM’s prior ES3 technology utilized an Electronic Controller (ECU) and Hall Effect Sensing Technology to monitor brake stroke, which is still widely deployed on S-Cam drum brake applications.

The new ES3D technology utilizes the same ECU, cabling, diagnostic software, and now adds new infrared optical sensing technology to monitor air disc brake operation. The new spring-loaded chamber ball-end design monitors proper contact and movement of the caliper lever arm during each application and release of the brakes.

The first system designs were simple LED-lit stroke indicators that indicated proper brake function and stroke compliance. Today’s systems fully integrate with the vehicle J-1939 data bus, displaying, sending and recording assigned SAE fault codes for out-of-adjustment, dragging, and faulty or nonfunctioning brakes.

The ES3D system monitors the vehicle braking system in real-time and can detect:
Non-functioning brakes due to broken air hoses, faulty valves and faulty brake chambers
Dragging brakes due to faulty valves, faulty parking chambers and caliper adjuster failures
Over stroke brakes due to caliper adjuster mechanism failure or other mechanical failure

Air disc brake systems pose an even greater challenge to maintenance and periodic inspections due to the lack of brake component accessibility.

CVSA and industry experts recently agreed that the only physical inspection of disc brakes a technician could perform required removal of the wheels to check pad wear. Running the vehicle over a pit or hoisted on a lift to check brake function would prove fruitless unless the rotors showed obvious rust or were visibly scored from metal-to-metal contact with worn out-brake pads.

Other potential avenues to ensure functionality include placing the vehicle on a rolling dynamometer to check parking brakes and service brake forces, or using a temperature-sensing device on wheels after repeated service applications to check wheel end temperatures.

MGM Brakes recommends onboard technology such as the ES3D brake monitoring system as the most cost effective and reliable solution. This technology provides real-time diagnostics that monitor brake conditions with every brake application.

As a safety device on motorcoaches departing from remote locations, or as a maintenance alert for city transit operators, real-time monitoring of air disc brakes equates to safer vehicles and better component utilization. It’s like having an inspector on board. Whether the system is alerting the driver via vehicle displays or alerting maintenance to persistent faults in the air brake system, ES3D users will find that having a constantly watchful eye on their braking system will ensure better operational returns and safer braking performance.  BRM
___________________________________________________________
Chad Robinson serves MGM Brakes, Charlotte, NC, as market development manager.

Robert Buchwalter

OEM Direct

By Robert Buchwalter

The nature of this business tells us there are no unimportant tasks in passenger transportation. Everything focuses on carrying people safely, which demands our very best performance in every aspect of the job.

Though many times drivers and technicians butt heads over maintenance issues, drivers are our best sources for information on how the bus behaves. They’re the fulltime representatives of our companies and must dress, act, drive, and care for their passengers in a safe, professional and courteous manner. Keeping 56 passengers safe, happy and on time is quite challenging, even in nice weather and light traffic conditions.

In our maintenance seminars we often meet technicians who also drive. Since they live and work on both sides of the garage door, their insight is refreshing and illuminating.

Coach manufacturers are adding features to buses to assist drivers, such as Adaptive Cruise Control. This involves radar installed at the front bumper which enables the cruise control to reduce throttle if the vehicle ahead slows. Drivers must be encouraged to use cruise control when conditions permit, since it reduces their workload and improves fuel economy. This allows them to maintain higher vigilance regarding current conditions and traffic.

Technicians must learn about this system in order to train drivers in its operation and features. We must also be aware of the limitations of and the proper application of such systems along with new job functions such as radar calibration and aiming. All tasks and repairs must be based on the technical information available from your OEM or system vendor. Drivers and technicians need to learn these systems using factual documentation and not hearsay.

The engine on the coach is constantly improving in terms of emissions and fuel economy. Cooled Exhaust Gas Recirculation has been part of the emission reduction plan for nearly a decade. Recently, EPA 2010 rules have mandated further reductions in NOx using exhaust aftertreatment in the form of Diesel Exhaust Fluid (DEF) injection.

To this point, there is a critical connection between drivers and technicians regarding DEF systems and their proper handling. Human errors can creep into this system, specifically the possibility of pouring DEF into the diesel fuel tank.

DEF is highly corrosive to metal. Pouring it into the wrong tank will cause rapid and costly damage to the engine and all of the metal inside the fuel system — even with a mix of a couple gallons of DEF in a 200 gallon fuel tank. DEF fuel dispensers at truck stops are engineered to forestall such mix-ups but problems arise from storing DEF in plastic jugs.

A formal training session can ensure drivers and technicians know how DEF works, and to learn the handling errors they must guard against. Such training is available from OEMs, engine manufacturers and DEF suppliers.

The point here is that maintenance technicians must continually work hand in hand with the drivers to reduce the chance of human errors that result in costly repairs.  BRM