Minutes
BISC Vehicle Technical Operations Committee
June 8-9, 2009
Washington DC

Committee Members in Attendance:

• Stephen Evans (Pacific Western Transportation, Chair)
• David Carroll (OMCA, Recording Secretary)
• David Mailhot, C&J
• Deny Bertrand, Prevost Car
• Wes Barber (FMCSA)
• Brian Parker
• Dale Paziuk
• Kerry Nivens
• Bob Kaylos
• Frederica Costa
• Harry Thomas
• Manuel Gaona
• Collin Mooney
• Louis Hotard
• Dave Mailhot
• Wes Barber
• James Morra
• Richard Kempf
• Jack Burkert 

1) Review of Minutes of January 11-12 Charlotte NC  

Minutes were approved and accepted as written

2) In-Cab Electronic Brake Stroke Indicators

• Andrew Malion of Spectra Products Inc. presentation on In-cab Air Brake Diagnostic System called "Brake Inspector"
• Suitable for drum only brakes at this time
• Display module on dash shows driver or maintenance staff when a brake is "hung, slow to release, and when the brake stroke is close to or in excess of the adjustment limit
• Also can identify non-functioning brakes, imbalanced braking force, and broken spring (parking) brake
• Work in progress for a similar device for air-disc type brakes which are becoming most prevalent in the coach industry

3) Electronic On-Board Recorders (EOBR's)

• Committee discussed the merits or problems with making EOBR's mandatory for all buses
• Dead zones where satellite or cell coverage could impact EOBR's
• Cost of purchase and installation and monthly fees for satellite or cell service can be significant
• Drivers can forget to log off and as a result , run up excessive on-duty time
• FMCSA is currently rethinking a previous NPRM that would see EOBR's mandatory for only the worst performing carriers. It remains to be seen of FMCSA will expand the scope to make EOBR's mandatory on all commercial vehicles

4) Electronic Speed Limiters for Buses

• American Truck Association has come out in support for a nation-wide speed limit of 65 mph for trucks and is also advocating for mandatory speed limiters on trucks set at 65 mph
• Should the Bus Industry follow suit and request the same? Doing so would show government and the public the industry is concerned about safety and the environment
• Operators will save on fuel and maintenance running at lower speeds
• Engine and transmission manufacturer's can adjust "sweet spot" to optimize performance at lowered speeds
• While speed is not always responsible for crashes, lower speed means exponentially lower crash forces and less damage and less likelihood of injuries or death
• Industry would have a tough time arguing against speed limiters - no one can defend buses being allowed to travel at 85 plus mph
• Ontario and Québec have speed limiter legislation in effect, applicable to heavy trucks at this time (legislated authority enables buses to be added at a later date if deemed desirable by the government)
• Initial opposition often fades after drivers get used to it - mindset change is required. Driver report less stress when travelling at 65 mph vs. 70 or 80 mph
• Following distance automatically increases when buses are not catching up or staying with the prevailing speed of traffic

5) Collision Avoidance Technologies (CAT)

• CAT have tremendous potential to reduce accidents and save lives
• Examples of CAT: Electronic Stability Control, Smart Cruise Control, Lane Departure warning, blind spot monitoring, etc.
• Concern expressed that drivers can become over-confident and let guard down by relying on CAT to keep them out of trouble
• Training on these technologies is needed to ensure they operate as intended and for drivers to understand and respect CAT limitations (Link to Human Performance Committee) 
• Concern expressed about the increase in technology and the lack of uniformity in CAT and other electronic device communications protocols. This adds complexity for maintenance staff who work on different bus types.  VTOC recommends that manufacturers try to agree on a standard network to simplify maintenance
• FMCSA Driver Booklet on New Technologies could be updated to include mention of ESC and other new technologies such as the low emission engines (regen procedures)

6) Regen Issues with 2007 and 2010 Engines

• Concern is drivers' awareness of dangers of regen occurring near flammable materials
• Drivers have plenty of advanced warning that a regen must be conducted therefore should be able to plan accordingly
• When coaches hit the secondary market, vendors should provide and buyers should demand copy of the owner's manual

7) Fire Detection

• SmarTire and ABS systems can indicate a problem and an impending fire situation - Drivers need to be trained to recognize and react to warnings
• Increase in bus fires appears to co-incide with the introduction of automatic brake adjusters - less attention is paid to underbody components
• More frequent engine cleaning can help maintenance staff more easily detect  potential fire risks and lessen severity of a fire
• European Union has done some work on bus fires and maintenance procedures that we might be able to learn from
• Drivers are the "last line of defense" and need to be trained and encouraged to look for telltale signs of an impending fire situation (Wheel end temperatures, tier inflation, loose wiring, unusual exhaust smoke, dripping oil from exhaust pipe, etc.)

 8) Fire Suppression - Presentation on "Firestick" by Jomarr Products Inc.

• Mark Perrella, Jomarr Products Inc. presentation on their "Firestick" thermatic extinguishers and other "clean agent" suppression products
• While the product appears to be effective in extinguishing flames, and leaves no powder residue after discharge, the product, as with any type of on-board limited capacity extinguisher system, does not appear capable of preventing re-ignition which is typical of a fully involved tire fire or wheel fire 
• Mark provided a CD and brochures for VTOC members to take home and review

9) Double Deck Coaches - Emergency Egress

• The issue was whether double decker coaches met the FMVSS requirements for a roof exit hatch in respect to the lower level passenger area.
• NTHSA has issued an interpretation that the stairwell to the upper level, which then gives access to the roof exit hatches, is deemed to meet the requirements

10) Second Service Door on Coaches

• Some coach operators have expressed interest in having a second door on a coach for faster emergency evacuation and to expedite loading and unloading, particularly for charter trips
• A second door takes up luggage space and 2 revenue positions on the coach
• It was pointed out that operators can already purchase coaches with two doors - VanHool offers this option

11) Wheelchair Lifts

• Concern is that current standard for lift capacity (600 lbs) may not be enough for some of today's battery powered chairs and scooters
• Concern that the batteries constitute "Haz-Mat" and bus then falls under the Haz-Mat regulations which can be onerous if an exemption is not provided for buses 
• BISC needs to monitor the ADA Advance Notice of Proposed Rulemaking and be prepared to comment

12) Seat Belts

• It was noted that OEM's are now delivering new coaches with three point belts in response to customer demand and to mitigate against law suits
• While crash test research by NHTSA and Transport Canada is not yet completed, OEM's have responded to pressure to provide belts and are therefore out in front of of any regulatory measures
• The big concern expressed is what to do with the existing fleet (retrofit)
• We don't want a situation where the pre-seat belt vintage fleet is obsolete - this compels government to come up with a voluntary lap belt standard as opposed to having to replace seats to accommodate a three-point belt
• Retrofit kit for lap belt can run about $6,500 plus installation
• If  three-point belts are retrofitted, the cost could be $50,000

13) Thank You to Our Guest Presenters - Andy Malion and Mark Perrella

The VOTC wishes to express its thanks and appreciation to both Andy Malion of Spectra Products Inc. and Mark Perrella of Jomarr Products Inc. for taking the time and effort attend BISC and make presentations to the Committee.  Presentations of this nature increases awareness and helps keep VTOC members apprised of new and emerging technologies that can impact coach safety.