NBT The Magazine of Bus Equipment for the United States and Canada Vol.XLIV,No.11

National Bus Trader The Magazine of Bus Equipment for the United States and Canada Volume XLIV, No. 11

October, 2021

Serving the bus industry since 1977.

Visit us at www.busmag.com.

• Best Tours and Travel • Pennsylvania Bus Association Meeting • Plane by Day, Bus by Night • The Top 10 Technological Advances in Buses

Together for a safer and more sustainable future Irizar USA 100 Cassia Way Henderson NV, 89014 702 431 0707 www.irizarusa.com

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National Bus Trader The Magazine of Bus Equipment for the United States and Canada STAFF Editor & Publisher Larry Plachno

Business Manager Nancy Ann Plachno Typesetting/Page Layout Sherry Mekeel

Production/Design/Web Jake Ron Plaras

CONTRIBUTORS Safety and Liability Ned Einstein Dave Millhouser

N ATIONAL B US T RADER (ISSN 0194-939X) is published monthly

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Affiliations and Memberships: American Bus Association, The Bus History Association, Family Motor Coach Association, International Bus Collectors, North American Trackless Trolley Association, Motor Bus Society, Omnibus Society of America, Tourist Railway Association, United Motorcoach Association.

N ATIONAL B US T RADER is THE Magazine of Bus Equipment for the United States and Canada.

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Volume XLIV

National Bus Trader 9698 W. Judson Road Polo, Illinois 61064-9015 Phone: (815) 946-2341 Web site: www.busmag.com

Number 11

October, 2021

Features Best Tours and Travel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20 Under the second generation leadership of Jasmine Sayah, Best Tours and Travel of Fresno, California, is leading the industry in a return of bus tours. Their new safe leisure tour packages are attracting riders from every demographic.

Pennsylvania Bus Association’s Eighth Annual Safety and Preparation Workshop (by Dave Millhouser) . . . . . . . . . . . . . . . . . . . . .22 Held in York Springs, Pennsylvania, this event featured networking, educational breakout sessions, updates from FMCSA and Pennsylvania State Police as well as learning about vehicle inspections. Four new coaches were on display as well as an historical bus from the museum in Hershey.

Plane by Day, Bus by Night (by Larry Plachno) . . . . . . . . . . . . . . . . . . . . . . .24 Following reader requests, our editor provides the background and information on how the Pickwick Nite Coach was intended to transport aviation passengers in comfort at night after traveling by plane during the day.

The Top 10 Technological Advances in Buses (by Dave Millhouser) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30 Dave provides us with his pick of the top 10 technological advances in buses that made an impact on drivers, safety and the industry. Included along the way is some background information as well as interesting personal comments and observations.

Cover Photo

Departments

In late 2017, Compass Coach of Cedar Springs, Michigan took delivery of four new Temsa TS 45 coaches that replaced older coaches in the fleet. This group included the 1,000th Temsa coach delivered in the United States. See the Temsa article starting on page 20 and the Bus of the Month starting on page 31.

COMPASS COACH.

Equipment News . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Photographs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

Bus of the Month – MCI J4500 . . . . . . . . . . . . . . . . . . . . . 37

Safety and Liability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 Classifieds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46

Advertiser’s Index appears on page 46

National Bus Trader / October, 2021 • 3

Equipment News TRAXX Sets New Record With an MCI Electric Coach TRAXX Coachlines set a new record in electric coach operation by driving a new MCI J4500 Charge from Kamloops to Vancouver, British Columbia. The event took place on August 30 and involved a difficult route through the mountains.

TRAXX has taken the pandemic to look at how to move forward as people emerge from a trying time in history, and embraced the challenges faced by the travel industry.

With new groundbreaking innovations becoming the frontier of the future economy, it is important that the company continually evaluates how to do business.

On August 30 in collaboration with MCI, TRAXX began a record-setting voyage from Kamloops, British Columbia to Delta aboard a fully electric, zero-emissions MCI J4500 Charge commuter coach, driving at high altitudes along the infamous Coquihala Highway. The trip lasted just under four hours, marking an historic moment for TRAXX in utilizing a “proof of concept” in the J4500 as a flagship for the event.

Once the coach arrived in Delta, the coach was still left with more than 100 KM in range to go, indicating that although the demands of power on the highway were great, the electric coach was ready to take on the task.

The following day saw the TRAXX team including CEO Matthew Cox as well as select guests aboard the J4500 once again.

This time it was in the heart of Vancouver starting out at Jack O’Poole Plaza/Canada Place with three separate 1 1⁄2-hour tours around landmark locations in the Vancouver area. The tour on the electric MCI J4500 took the passengers toward English Bay, Spanish Banks, Granville Island and other hot spots in the city.

At days end, the All electric J4500 coach was found to only use between six to nine percent battery life to power each tour – an impressive display of the ingenuity by the team at MCI. While the infrastructure has room to grow to offer a broad application to fully electric group travel options like the coach, the voyage proved that alternative fuel and power sources are without a doubt, the way of the future.

4 • National Bus Trader / October, 2021

One report suggests that TRAXX Coachlines may have set a new record by driving a battery-electric MCI J4500 CHARGE coach on the Coquihala Highway in British Columbia. This route involves plenty of climbing in the hills as well as operations at high altitude. The coach not only proved itself on the rugged route but arrived with substantial power to spare.

New Flyer Unveils North America’s First Automated Transit Bus New Flyer of America Inc. (New Flyer), a subsidiary of NFI Group Inc. (NFI), one of the world’s leading independent global bus manufacturers, recently unveiled its Xcelsior AV™ automated transit bus, now in motion at Robotic Research LLC (Robotic Research) in Maryland.

The Xcelsior AV unveiling follows New Flyer’s launch of its Automated Technology Program first announced in May 2019, and the subsequent announcement of partnership with artificial intelligence and automation leader Robotic Research, also announced in May 2019.

New Flyer and Robotic Research developed the Xcelsior AV – North America’s first fully operational, heavy-duty automated transit bus – to harness the zero-emission power of New Flyer’s Xcelsior CHARGE™ batteryelectric propulsion while integrating advanced driver-assistance systems (ADAS) technology to meet Society of Automotive Engineers (SAE) Standard J3016 Level 4 technology with the automated vehicle (AV).

“Our Xcelsior AV represents the anticipated future of safety in public transit and the latest leap forward for New Flyer. We committed to building an automated transit bus and within five years, we’ve delivered an industry-changing vehicle. The technology is real and it’s here,” said Chris Stoddart, president, New Flyer and MCI. “In the future, we expect fleets of automated buses to improve road safety and with the potential to shorten commute times, increase energy efficiency and reduce congestion. As standards and regulations are developed and implemented and automated buses are deployed across North America, we expect our Xcelsior AV to enable meaningful improvements in the public transit user experience, which will hopefully lead to increased ridership.

Together with Robotic Research, we are leading clean, accessible, reliable mobility that’s safer for all.”

Robotic Research is a privately held, U.S.-based innovative engineering and technology company providing software, robotic technology and automated solutions to commercial and government customers.

Its testing facilities are located in Gaithersburg and Clarksburg, Maryland.

Equipment News “Autonomous technology is not only expected to increase the safety of transit, but is also anticipated to increase the throughput and utilization of vehicles. Automated buses have the potential to improve traffic patterns and reduce stop-and-go traffic, benefitting not only the users of mass transportation, but the whole infrastructure,” said Alberto Lacaze, president of Robotic Research. “New Flyer just introduced the missing piece of a fully integrated, smart transportation solution. This vehicle unlocks a new era of transportation as a service, leveraging technological advancements across industries to create a safer, cleaner, more efficient and more accessible transportation solution for the public.”

Xcelsior AV capabilities are made possible by two primary technologies. The first is AutoDrive ® , Robotic Research’s selfdriving technology, serving as the “eyes and brain” of the autonomous system and processing the world surrounding the bus, including mapping the environment, making decisions and navigating the route. The second is Robotic Research’s AutoDriveByWire™ (drive-by-wire system), serving as the “hands and feet” of the automated system and controlling the steering, braking and throttle, ultimately operating bus movement on its route. This AV technology delivers several capabilities that are expected to be leveraged in making the mobility experience safer. These system capabilities include: • Visualizing the environment: The bus can visualize its current environment using sensors (such as LIDARs, radars and cameras) that create a three-dimensional model of the world to navigate through.

• Pedestrian detection and avoidance: The bus can detect the presence of a pedestrian and adjust course to avoid.

• Vehicle detection: The bus uses 360˚ sensors to detect the presence of other vehicles, responding with course adjustment as appropriate.

• Precision docking: The bus is maneuvered precisely to allow for level boarding from the bus platform for passengers with accessibility needs.

• Vehicle to-Vehicle (or V2V): The bus has the ability to communicate directly with other vehicles, which allows safe platooning.

• Vehicle-to-Infrastructure (or V2I): The bus communicates with signalized intersections or other infrastructure-based alerts, such as pedestrian and vehicle alerts (e.g.

Beacon Sense™). These features will also assist in improving bus depot safety, efficiency and space usage through features such as self-parking, fueling and cleaning.

• Day or night operation: The bus is fully capable of operating day or night, regardless of lighting or weather events, based on its defined Operational Design Domain (or ODD).

Bus operations may never be the same now that New Flyer has unveiled its Xcelsior AV™ automated transit bus. The bus was developed by New Flyer and Robotic Research based in Maryland. It is being heralded as North America’s first fully operational heavy-duty automated transit bus.

The new Xcelsior CHARGE AV™ combines the zero-emission advantage of battery-electric propulsion with integrated driver assistance systems. It meets Society of Automotive Engineers standard J3016 Level 4 with the automated vehicle. This photo shows the bus being tested while driving through obstacles.

• Safe and redundant system: The bus is capable of running when GPS is unavailable – responding to real-time data and events as they occur, instead of relying only on pre-mapped routes, buildings and infrastructure.

• Performance analytics: The bus is integrated with nSight end-to-end data collection to analytics technology, lending deep insight on bus performance and its interaction with other vehicles and infrastructure through its route and operation.

The Xcelsior AV furthers the Federal Transit Administration (FTA) Strategic Transit Automation Research Plan to assess potential risks, barriers and mitigation strategies associated with the implementation of automation technologies in transit buses. In 2020, New Flyer announced North America’s first deployment of auto-

mated transit buses into revenue service, in a pilot project with the Connecticut Department of Transportation funded by the FTA’s Integrated Mobility Innovation initiative, supporting projects demonstrating innovative and effective practices to enhance public transportation effectiveness, efficiency, quality, safety and transit rider experience.

According to the National Highway Traffic Safety Administration, AVs offer fourfold potential benefits: • Economic and societal: AVs save $242 billion in costs incurred by motor vehicle crashes, including $57.6 billion in lost workplace productivity, and $594 billion due to loss of life and decreased quality of life due to injuries; • Safety: AVs improve safety and use ADAS technology to avoid collisions – of National Bus Trader / October, 2021 • 5

Equipment News which 94 percent of serious crashes are caused by human error; • Efficiency and convenience: Roads filled with AVs could smooth traffic flow and reduce traffic congestions; freeing up to 50 minutes per day of non-driving; and • Mobility, accessibility and jobs: Studies suggest that AVs could create new employment opportunities for approximately two million people with disabilities.

To explore what Xcelsior AV technology can offer your city and to start shaping a safer, more accessible future, visit newflyer.com/AV. In addition to detailed product specifications, the site also features information on standards development and insight on long-term technology planning.

New Flyer has been leading innovation in mobility for 90 years, and today supports growing North American cities with sustainable buses, technology and infrastructure.

It also operates the Vehicle Innovation Center, the first and only innovation lab of its kind dedicated to advancing bus technology and providing essential workforce development through electric bus training, now available online.

Leveraging 450 years of combined experience, NFI is leading the electrification of mass mobility around the world. With zeroemission buses and coaches, infrastructure and technology, NFI meets today’s urban demands for scalable smart mobility solutions. Together, NFI is enabling more livable cities through connected, clean and sustainable transportation.

With 8,000 team members in 10 countries, NFI is a leading global bus manufacturer of mass mobility solutions under the

brands New Flyer™ (heavy-duty transit buses), MCI® (motorcoaches), Alexander Dennis Limited (single- and double-deck buses), Plaxton (motorcoaches), ARBOC™ (low-floor cutaway and medium-duty buses) and NFI Parts™. NFI currently offers the widest range of sustainable drive systems available, including zero-emission electric (trolley, battery and fuel cell) natural gas, electric hybrid and clean diesel. In total NFI supports its installed base of more than 105,000 buses and coaches around the world.

News and information are available at nfigroup.com, newflyer.com, mcicoach.com, arbocsv.com, alexander-dennis.com and nfi.parts.

New Flyer is North America’s heavy-duty transit bus leader and offers the most advanced product line under the Xcelsior® and Xcelsior CHARGE™ brands. It also offers infrastructure development through New Flyer Infrastructure Solutions™, a service dedicated to providing safe, sustainable and reliable charging and mobility solutions. New Flyer actively supports more than 35,000 heavy-duty transit buses (New Flyer, NABI and Orion) currently in service, of which 8,600 are powered by electric motors and battery propulsion and 1,900 are zero-emission. Further information is available a newflyer.com.

Temsa to Power Up With 143 Percent Capital Increase Following its acquisition by Sabanci Holding and the PPF Group, Temsa continues to increase its exports thus a decision to increase its capital has been taken. The capital of the company will be increased by 143 percent from 210 million Turkish Lira to 510

Temsa has substantially “powered up” by increasing its capital. This follows the new ownership of Sabanci Holding and the PPF Group with Skoda Transportation as a subsidiary. This will allow greater exports and more success in foreign markets.

6 • National Bus Trader / October, 2021

million Turkish Lira. Industry SBU President of Sabanci Holding and chairman of the Board of Director of Temsa Cevdet Alemdar commented, “We are strengthening our capital to have Temsa attain a stronger and more competitive financial structure in both domestic and foreign markets.”

Temsa Transportation Vehicles continues its growth in both domestic and international markets, through the partnership of Sabanci Holding and the PPF Group, in which Skoda Transportation acts as its subsidiary, is reinforcing its capital.

In his assessment regarding the 143percent capital increase decision in Temsa, Alemdar noted, “Today Temsa has been undersigning significant export achievements in Europe, especially in Sweden, Belgium, France and Czechia. We consider these export moves as the first step of a new success story that Temsa will write. With the support of our new organizational structure, we have gone through a period in which we will achieve greater success in foreign markets. Now, we are increasing the company’s capital from 210 million Turkish Lira to 510 million Turkish Lira, injecting 300 million Turkish Lira cash, 150 million Turkish Lira of which from Sabanci Holding and 150 million Turkish Lira from the PPF Group. Accordingly, we are strengthening our capital to have Temsa attain a stronger and more competitive financial structure in both domestic and foreign markets.”

“Today, Temsa is a brand that has proven itself in the field of electric buses and autonomous vehicles. We exported our first electric bus to Sweden in recent months. In other words, today, we are selling our electric vehicles that we produce in Adana to a country that has a say in the field of electric vehicle technology in the world; moreover, with its own software and batteries. Skoda Transportation that operates under the roof of our partner PPF Group has substantial global experience in electric transportation solutions. This know-how will pave the way further for Temsa to expand its product range and markets in the forthcoming period. Hence, we aim to reinforce Temsa’s leadership in new generation electric vehicles and fortify its growth,” Alemdar added.

CCW Announces its Transition to Employee Stock Ownership Complete Coach Works (CCW) announced its plan to transition to a 100 percent employee-owned company. The announcement was made during a special lunch celebration on August 20, to the entire employee base at its headquarters in Riverside, California. The meeting was simultaneously broadcast to all remote employees via video conference.

Equipment News Dale E. Carson, president and owner of Complete Coach Works, and his wife Terri started CCW more than 34 years ago and worked tirelessly to build it into the industry-leading organization that it has become.

Throughout the company’s history, Dale and Terri have been proud to employ such a talented and diverse team, and have always tried to show their sincere appreciation to each and every employee.

During the announcement, Dale expressed his heartfelt gratitude to the staff, and said that turning CCW into an ESOP was his and Terri’s way of giving back to the people who helped the company be successful – their employees. He further explained that the ESOP retirement benefit would be in addition to the company’s existing 401(k) plan retirement vehicle.

Complete Coach Works is making a transition to an Employee Stock Ownership Plan. Dale and Terri Carson founded the company more than 34 years ago. Today it is the largest bus remanufacturing and rehabilitation company in the United States.

An ESOP, facilitated through a trust, provides company stock to employees as part of their retirement benefits. When Congress established the ESOP employee benefit plan in the 1970s, the governing legislation was written that “the ESOP is required to be operated for the ‘exclusive benefit’ of participating employees (and their beneficiaries).”

Once the transition to an employee-owned company is finalized, employees will benefit from contributions made to their account.

CCW projects greatly benefit transit agencies and the communities they serve. Now more than ever, transit agencies are looking to partner with companies that are also aligned with those goals. CCW prides itself on providing a great product and taking care of its employees. Becoming an employeeowned company demonstrates further commitment to its employees and future success of the company and its customers.

Complete Coach Works is the largest bus remanufacturing and rehabilitation company in the United States, with more than 34 years in the transportation industry. A pioneer in the field of alternative fuel and hybrid vehicle technology, CCW has always worked to provide clean vehicles through innovative design and engineering, and it unveiled the world’s first remanufactured all-electric,

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Equipment News battery-powered bus in 2012. For jobs of any size, CCW’s team of more than 350 experts always provide cutting-edge products and exceptional customer service.

Complete Coach Works, along with Shuttle Bus Leasing, Transit Sales International and D/T Carson Enterprises, are whollyowned subsidiaries of Carson Capital Corp.

Collectively, the companies have agreed to implement and form an Employee Stock Ownership Plan.

New MCI J4500 for Foreman Sales and Service MCI has delivered a new clean-diesel J4500 coach to Foreman Sales and Service

Inc., a four-generation family transportation company serving the community of Miller, South Dakota since 1969.

The luxury coach demonstrates MCI’s unmatched ability to integrate tailored features, including chrome mirrors, custom paint, an enhanced sound system, multicolor LED lighting, a medium woodgrain parcel rack and interior trim.

Committed to developing technologies with the highest safety, the J4500 coach also features high-tech enhanced collision mitigation technology.

Foreman Sales and Service recently took delivery of a new MCI J4500 coach. Special features include chrome mirrors, custom paint, an enhanced sound system, multicolor LED lighting, a medium woodgrain parcel rack and interior trim. Founded in 1969, Foreman Sales and Service is based in Miller, South Dakota.

Two new Van Hool coaches were recently delivered to ECS Transportation. Based in Dallas, Texas, the company is a premium ground transportation provider that moved into coach operations in 2016.

The new coaches will be used to support the luxury transportation services provided by ECS.

8 • National Bus Trader / October, 2021

ECS Transportation Gets New Van Hool Coaches ABC Companies, a leading provider of motorcoach, transit and speciality passenger transport equipment in the U.S. and Canada, has delivered two model year 2021 Van Hool CX45s to ECS Transportation Group in Dallas, Texas. The vehicles will be used to support the operator’s growing luxury transportation service, and as such, offer fit and finish details that are designed to align with ECS’s high-touch customer service and passenger experience.

A market leader in luxury ground transportation, the ECS fleet accommodates a wide range of executive, corporate and leisure travelers, as well as schools, universities, sports teams and church groups, and military movements. Headquartered in Dallas, ECS offers premium ground transportation to customers in more than 600 cities worldwide. Its late model fleet includes Mercedes-Benz S Class sedans, Lincoln Continentals and Chevy Suburban SUVs, Mercedes-Benz Sprinters and minibuses – providing service from one up to 39 passengers. For larger groups, the operator rounds out the fleet with Van Hool CX45 56-passenger motorcoaches – all appointed with luxury features such as black leather passenger seats, REI Elite HDMI E-System with six 15.6-inch monitors, onboard Wi-Fi, 110-volt USB charging outlets, enclosed parcel racks and ambient lighting, while chrome mirrors and Mercedes black exterior paint showcase the ESC brand. Most importantly, a staff of highly-trained chauffeur drivers deliver a unique passenger experience that has cemented the operator’s reputation as a world-class, premium transportation provider. “Our drivers really enjoy operating the CX45 coach,” said Simon Hazan, ESC CEO. “The vehicle’s easy operation and smooth ride is enjoyed by both drivers and passengers. ABC has helped us specify really beautiful high-end finishes and onboard amenities and our signature Mercedes black exterior paint and custom ECS branding on the buses complements our executive limo fleet look and feel.”

The company made its move into motorcoach operations in 2016, targeting expansion into large-group transport. After a focused vetting process, ABC Companies was selected as its preferred supplier and service partner for the all-Van Hool motorcoach fleet.

Owners Joanne and Simon Hazan met with multiple top tier motorcoach OEMs and chose ABC based on shared core values, their ability to provide responsive customer service and technical expertise, continuous product innovation, and of course, a unique chemistry that made for a great fit. “Educating ABC about the elevated expectation of ECS’s “whiteglove” limo operation has been pivotal to growing this relationship,” said Joanne Hazan,

Equipment News ECS president. “Open dialogue and transparency keeps our connection strong, and the ABC team continues to set the bar for service, innovation and technical expertise, whenever, wherever we need it. Our needs go hand-in-glove with their ability to meet and exceed them.”

While the pandemic has literally put the brakes on business worldwide, the Hazans credit their ability to successfully staying the course by managing growth, investing in digital fleet assets, expanding into new markets and staying true to their business philosophy of high operational standards – delivered by a highly-trained professional staff. As markets continue to open and travel

resumes, ECS anticipates greater demand and growth and is eager to work with the ABC team to achieve its goals. “We are prepared, have the necessary safety protocols in place and are more than ready to roll to meet the demands of customers in our core market, across the nation and around the globe,” noted ESC Director of Affiliate Relations Dave Erdman.

Fore more information about ECS visit www.ecsnationwide.com.

New Flyer Delivers Mountain Rides’ First Electric Bus Mountain Rides of Ketchum, Idaho, has officially deployed four battery-electric transit

Mountain Rides now has four battery-electric New Flyer buses in operation, making it the first transit authority in Idaho to begin electrifying its fleet. Based in Ketchum, Idaho, Mountain Rides had a zero-emission bus demonstration before making the decision to purchase.

ZF took advantage of the IAA show in Hannover, Germany to show its development and technology for automated driving functions. Its new supercomputer ZF ProAl can be used with autonomous driving up to Level 5. The company is also working on autonomous shuttle systems as a supplement to public transport.

buses, making it the first transit authority in Idaho to begin electrifying its fleet. The new buses will eliminate more than 1,100 tons of CO2 emissions every year.

The deployment folowed a zero-emission bus demonstration Mountain Rides undertook with New Flyer buses earlier in 2021.

Board Member Melody Mattson described the experience as “travelling was so quiet that when the bus pulls over, you can’t hear anything except for the blinkers.”

ZF Advances in Automated and Autonomous Driving Under the motto “Next Generation Mobility. NOW.,” ZF is focusing on automated driving functions, along with other innovations, at the IAA 2021. With the new model of the supercomputer ZF ProAl, the company already offers the basis for autonomous driving up to Level 5. In addition, the Group has its sights set on new mobility offers – such as autonomous systems as a supplement to public transport.

The core of new E/E vehicle architectures, such as those required for autonomous driving functions, are highperformance computers that can be used either as central computers or domain or zone ECUs. This is where ZF comes in with its ZF ProAl supercomputer, which the Group is presenting for the first time in Europe at the IAA. “Our strategic goal is to provide technology for ‘Next Generation Mobility’,” explains Torsten Gollewski, executive vice president Autonomous Mobility systems at ZF. “We already have all the necessary technologies for the vehicle and mobility concepts of tomorrow. Our ProAl covers an enormous breadth of possible application fields for every vehicle type and is suitable for all stages of automated or autonomous driving.”

ProAl is currently the most flexible and powerful high-performance computer for the automotive industry. With up to 66 percent more computing power, the ZF ProAl requires up to 70 percent less power than its predecessor. The Al capabilites of the ZF ProAl are optimized for deep learning and are an important basis for new and enhanced safety functions. The computer offers a GPU-driven 360˚ fusion of all available sensor data, including ambient measurement data from cameras, radars, LiDARs and audio patterns.

In addition, the new generation is even more compact and thus requires less installation space: the uniform platform measuring just 24 x 14 x 5 cm takes up less space than an iPad. In line with the requirements of the automotive industry, the high-tech interior is designed for maximum resilience and reliability

National Bus Trader / October, 2021 • 9

Equipment News even under extreme conditions and offers the latest security mechanisms against cyber threats. Thanks to its modular design, the supercomputer can be equipped with “system-on-chip” (SoC) variants, i.e. with processors from different manufacturers, depending on customer requirements. It can also be operated with software from ZF or from third-party suppliers. Standardized connectors and the possibility to connect several ZF ProAl units with each other make it flexible for packaging in nearly any type of vehicle.

ZF’s high performance computer offers flexible computing power of up to 1000 TeraOPS – which corresponds to up to one quadrillion computing steps per second. ZF has already won the first major orders for the ZF ProAl in both passenger car and commercial vehicle segments and will produce the central computer in large-scale production starting in 2024.

In addition to ZF ProAl, the Group already offers the necessary technologies for future autonomous vehicle and mobility concepts.

For example, the Group is very active in the market for autonomous shuttle systems. ZF has acquired 100 percent of the Dutch company 2getthere, which has many years of experience with autonomous driving systems – as evidenced by 14 million passengers transported and more than 100 million kilometers traveled autonomously. ZF is currently in the process of developing autonomous shuttles for the German cities of Friedrichshafen and Mannheim as part of the RABus project. At the Rivium Business Park near Rotterdam, where 2getthere’s autonomous shuttles have been in operation for years, ZF is currently updating them with the latest version.

“A network of autonomous, electric shuttles available via app can usefully supple-

ment existing public transport services in cities, but also better connect rural areas to cities,” says Gollewski.

This will make mobility more sustainable by helping to prevent congestion and emissions and improving people’s quality of life.

Forest River and Lightning eMotors Agreement on ZeroEmission Bus Technology Lightning eMotors, a leading provider of specialty commercial electric vehicles for fleets, and Forest River Inc., a Berkshire Hathaway company, recently announced they have entered into a strategic partnership agreement to deploy up to 7,500 zeroemission shuttle buses.

The agreement, with a potential estimated value of up to $850 million, calls for Lightning eMotors to build fully electric powertrains and provide charging products and services for Forest River over the next 41⁄2 years. Lightning eMotors will manufacture the zero-emission vehicle (ZEV) powertrain systems at their 231,000-square-foot facility in Loveland, Colorado and ship the powertrains to Forest River’s factory in Goshen, Indiana, for final assembly of the Class 4 and 5 all-electric passenger buses. Forest River is the leading shuttle bus market leader in North America, with eight manufacturing buildings and more than 500,000 square feet of production space. The Elkhart, Indiana-based company has plans to dedicate 100,000 square feet to install Lightning eMotors’ powertrains.

“This has the potential to be the largest contract ever in the electric shuttle bus market, and we believe it will be the catalyst for other large commercial vehicle OEMs and fleets to accelerate their adoption of commercial electric vehicles,” said Tim Reeser,

CEO of Lightning eMotors. “Forest River’s family of shuttle bus companies, including top name brands like Starcraft, Glaval and Champion, maintain a dominant market position selling over 10,000 units per year in the Class 4 to 6 shuttle-bus space. Forest River’s sales volumes allow us to provide a price point to their dealers and customers that results in a very compelling ROI. We believe this commitment from the largest shuttle bus manufacturer in the U.S. demonstrates that they believe that commercial vehicle customers are now demanding Lightning eMotors’ zero-emission vehicles over ICE vehicles.”

The vehicles that Forest River and Lightning eMotors will co-produce are Class 4 and 5 shuttle buses with gross vehicle weight ratings ranging from 14,500 to 19,500 pounds.

The buses will feature battery configurations from 80 kWh to more than 160kWh using industry-leading battery thermal management systems. These vehicles support ranges on a single charge between 80 and 160 miles and can recharge over a lunch break using Lightning eMotors’ DC fast charge infrastructure with integrated vehicleto-grid (V2G) capabilites. Available configurations will have between 12 and 33 passenger seats with ADA options available, and bus lengths of 20 to 34 feet. Other features include a modern digital-dash display, hillhold functionality for safety, advanced telematics, analytics and a mobile app for drivers and fleet managers. All vehicles will be compliant with the Federal Transit Administration’s “Buy America” and the Federal Aviation Administration’s “Buy American” guidelines.

“We decided to work with Lightning eMotors after several years of extensive research because of their market and technology leadership in the commercial EV segment,” said David Wright, president of Forest

The recent agreement between Lightning eMotors and Forest River may involve as many as 7,500 zeroemission shuttle buses.

Lightning eMotors will build the powertrains while Forest River will build the vehicles. This will involve Class 4 and 5 shuttle buses with weights between 14,500 and 19,500 pounds.

10 • National Bus Trader / October, 2021

Equipment News River’s bus divisions. “I was especially impressed after visiting their manufacturing facility in Colorado, driving their vehicles and talking to their customers. It is clear why Lightning eMotors is at the forefront of fleet electrification. We’ll be providing our customers with a factory-installed electric powertrain that has proven technology relied upon by major fleets, as a price point no one else has been able to achieve. We believe this will be a game changer for shuttle-bus operators.”

Kash Sethi, chief revenue officer of Lightning eMotors, said that the partnership between the companies is important for several reasons. “Transit agencies and other shuttle operators, including airports, parking lots, hotels and corporate and university campuses, have had an increasing selection of options for large full-size electric buses,” Sethi said. “However, supply for mediumduty electric buses has been limited to smaller EV companies working with regional dealerships to retrofit buses. This model has proven to be neither cost-efficient nor scalable. Now, Forest River is demonstrating it will continue being the leader in the commercial bus market by offering sustainable zero-emission buses as part of their core product portfolio. We believe that will greatly improve the availability of premium-quality, cost-effective electric buses. We look forward to working with Forest River, and their dealer network, in leading the industry through this transformation.”

Forest River’s 100-plus bus dealership locations throughout the U.S. and Canada will have the opportunity to sell and service these vehicles. Manufacturing of Forest River Lightning EV shuttles has already begun, and Forest River expects to deliver several dozens of the new electric shuttle buses to its dealerships by the end of the year.

Lightning eMotors’ charging division, Lighting Energy, will offer a comprehensive suite of charging and charging infrastructure

A movement to an Employee Stock Ownership Plan was recently announced by Shuttle Bus Leasing.

The company specializes in short- to long-term leases of high-quality used transit shuttle buses. It is known for offering a wide range of vehicles with customized leasing options.

related products and services to Forest River dealers and shuttle-bus operators.

AVTA Gets Battery-Electric MCI Coaches The Antelope Valley Transit Authority (AVTA) has unveiled its new MCI D45 CRT LE CHARGE™ battery-electric, highcapacity coach – the first of 24 on order.

AVTA is the first and largest all-electric local bus fleet in the nation, and the delivery of its newest MCI commuter coach is the first step in making AVTA’s commuter fleet all-electric.

On August 24, AVTA’s Board Chairman Marvin Crist, Alternate Director Kathy Mac Laren, Director Richard Loa, Vice Chair Dianne Knippel, Director Raj Malhi, Executive Director Macy Nashati and Mayor of the City of Palmdale and AVTA Board Director Steve Hofbauer celebrated the official launch of AVTA’s first zero-emission coach.

Alongside ADA advocates, they experienced zero-emission mobility firsthand with a ride on the electric coach. Built on MCI’s next generation D series platform, the ADAcompliant, fully-accessible, zero-emission coach features an innovative low-entry vestibule and ramp that significantly

Antelope Valley Transit Authority has unveiled the first MCI D45 CRT LE CHARGE™ of the 24 it has on order. This model offers the center door at ground level for easy entrance and exit of mobility devices.

While AVTA has operated electric buses, this order will be their first zero-emission coaches.

12 • National Bus Trader / October, 2021

improves dwell times, boarding and ride experience for passengers with mobility needs.

Employee Stock Ownership Plan for Shuttle Bus Leasing Shuttle Bus Leasing (SBL) announced its plan to transition to a 100 percent employee-owned company. The announcement was made during a special lunch celebration on August 20, to the entire employee base at its headquarters in Riverside, California. The meeting was simultaneously broadcast to all remote employees via video conference.

Dale E. Carson, president and owner of Shuttle Bus Leasing, and his wife Terri started SBL more than 34 years ago and worked tirelessly to build it into the industry-leading organization that it has become.

Throughout the company’s history, Dale and Terri have been proud to employ such a talented and diverse team, and have always tried to show their sincere appreciation to each and every employee.

During the announcement, Dale expressed his heartfelt gratitude to the staff, and said that turning SBL into an ESOP was his and Terri’s way of giving back to the people who helped the company be successful – their employees. He further explained that the ESOP retirement benefit would be in addition to the company’s existing 401(k) plan retirement vehicle.

An ESOP, facilitated through a trust, provides company stock to employees as part of their retirement benefits. When Congress established the ESOP employee benefit plan in the 1970s, the governing legislation was written that “the ESOP is required to be operated for the ‘exclusive benefit’ of participating employees (and their beneficiaries).” Once the transition to an employee-owned company is finalized, employees will benefit from contributions made to their account.

Equipment News SBL projects greatly benefit transit agencies and the communities they serve. Now more than ever, transit agencies are looking to partner with companies that are also aligned with those goals. SBL prides itself on providing a great product and taking care of its employees. Becoming an employeeowned company demonstrates further commitment to its employees and future success of the company and its customers.

Shuttle Bus Leasing specializes in providing short- to long-term leases of highquality, used transit shuttle buses for a wide range of applications. Customized leasing term options to suit customers’ needs, such as seasonal leasing, contract leasing, gap leasing, secure transport leasing and private employee shuttle leasing are provided. With multiple locations within the United States, SBL is able to provide leasing services to accommodate various transportation needs.

SBL was a proud supplier to the U.S. Winter Olympics in 2002 and Vancouver Winter Olympics in 2010.

Shuttle Bus Leasing, along with Complete Coach Works, Transit Sales International and D/T Carson Enterprises, are whollyowned subsidiaries of Carson Capital Corp.

Collectively, the companies have agreed to implement and form an Employee Stock Ownership Plan.

Knoxville Selects New Flyer Battery-Electric Buses New Flyer of America Inc. (New Flyer), a subsidiary of NFI Group Inc (NFI), one of the world’s leading independent global bus manufacturers, recently announced that Knoxville Area Transit (KAT) has awarded New Flyer a contract for 12 zero-emission, battery-electric, 35-foot, heavy-duty transit buses, with options to purchase up to 13 additional zero-emission buses in 35- or 40foot lengths throughout the remaining term of the five-year agreement.

“This contract includes charging infrastructure encompassing six depot chargers, one portable trailer-mounted charger and design-build support from New Flyer Infrastructure Solutions, including installation services, software and software services, training, warranties and commissioning,” said Chris Stoddart, New Flyer president.

“Working with KAT on a comprehensive mobility solution including both buses and infrastructure will ensure an optimized approach to the design and deployment of zero-emission mobility.”

KAT provides public transportation in Knoxville, Tennessee, delivering around 3 million passenger trips per year. Knoxville is the third largest city in Tennessee and is among the10 fastest growing cities in America. “KAT has been actively pursuing the

Knoxville Area Transit ( K A T ) r e c e n t l y awarded New Flyer with a contract for 12 zero-emission batteryelectric 35-foot heavyduty transit buses.

There is also an option to purchase up to 13 additional buses in either a 35-foot or 40foot length. KAT purchased its first New Flyer battery-electric bus in December of 2019.

transition to low and no-emissions in the KAT fleet over recent years,” said Isaac Thorne, director of transit for the City of Knoxville.

“Together with New Flyer, we are making zero-emission mobility a reality for the City of Knoxville. KAT and the City of Knoxville aim to lead sustainability in Tennessee and together with New Flyer, we are building a more sustainable, livable and connected community.”

KAT celebrated the purchase of its first New Flyer battery-electric transit bus in December 2019 in a ribbon-cutting ceremony featuring the mayor and council members. With more than 44 percent of the community’s emissions coming from transportation, KAT and the City of Knoxville have been transitioning to sustainable mobility over recent years, with more than 30 percent of its current fleet as hybrid electric vehicles. The new zeroemission buses will support existing KAT service and operate along Knoxville’s most diverse routes, serving students, seniors and the wider community and providing fully-accessible transit to essential stops and services in the city.

New Flyer Infrastructure Solutions™ is dedicated to providing safe, reliable services for smart, sustainable mobility projects. Its full-suite services include support, planning, optimization and transition to help ensure successful transition to batteryelectric mobility, while working closely with leading firms including Siemens, ABB, ChargePoint, Burns & McDonnell and Black & Veatch. For more information, visit www.newflyer.com/infrastructuresolutions.

New Flyer has been manufacturing zeroemission buses for more than 50 years, with more electric buses on the road in America than any other bus manufacturer. With nearly 90 years of experience in manufacturing,

New Flyer today supports growing North American cities with sustainable buses, technology and infrastructure. It also operates the Vehicle Innovation Center, the first and only innovation lab of its kind dedicated to advancing bus technology and providing essential workforce development through electric bus training. New Flyer was the first bus manufacturer in the world to sign on to the Shared Mobility Principles for Livable Cities, and is currently developing automated bus technology to improve safety in public transit.

ZF Modular E-Drive Kit ZF will present its comprehensive portfolio of modular electrification solutions at the IAA 2021. A current volume order for the Group covers both low-emission, partially electrified and purely electric driveline technology. The world innovation “Modular eDrive Kit” serves the increasing global demand for purely electrically driven vehicles. It enable ZF to reduce the development time for new e-drives by up to 50 percent.

The eConnect solution, which is also ready for series production, also saves energy and enables optional all-wheel drive. The start of series production of three new e-drives is planned by fall 2022.

With its IAA motto “Next Generation Mobility. NOW.,” signals that the Group has already developed comprehensive sustainable mobility solutions for series production or series production readiness. In the electrification of the passenger car driveline, ZF supports the automotive industry with flexible solutions that match the different speeds of the international markets. For example, a current volume order worth several billion euros covers the supply of conventional, but primarily mild and plug-in hybrid variants of the fourth-generation, eight-speed transmission (8hp). In addition, key components for pure electric drives such as power elecNational Bus Trader / October, 2021 • 13

Equipment News tronics and e-motors are also part of the scope of supply.

The highlight at the IAA 2021 is the “Modular eDrive Kit” for purely electric drives.

This world first bundles the entire expertise of ZF’s e-mobility team for system solutions, components and software controls in a flexible and modular platform. A major advantage of the consistent modular approach is shorter development times. “With our ‘Modular eDrive Kit’, we will achieve a halving of the development time until series production readiness in the future,” says Stephan von Schuckmann, ZF board member and head of ZF Car Driveline Technology Division. In addition, the Modular eDrive Kit is suitable for different vehicle segments. Configurations with e-machines from 75 to 400 kW drives and from 350 to 540 Nm torque are possible and can be designed for maximum performance and efficiency. It covers everything – examples are: compact cars with 100 kW drives and 400 V inverters to premium segment, 200 kW and 800 V inverters based on silicon carbide, thus offering the greatest possible flexibility – depending on whether the focus is on cost efficiency or technology leadership. Because the system design, construction, software, electric motor concept, cooling and some components are developed on a cross-platform basis, synergy effects and a higher degree of maturity are achieved from the beginning.

The basic package is based on proven ZF series technology and can be quickly supplemented or adjusted depending on specific customer requirements.

The Modular eDrive Kit comprises three power classes as well as the “Premium” (800V SiC) and “Basic” (400V) segments.

Three e-drives comprising the Modular eDrive Kit are about to enter series production: a “Low” drive solution below 100 kW, a “Mid” drive solution up to 200 kW – both based on ASM or PSM machines and an inverter with 400-volt technology – and a “High” solution with an output of more than 200 kW, which will enter series production in the second half of 2022 and combines a PSM machine with a silicon carbidebased inverter with 800-volt technology.

“All new drives bring significant improvements in power density, weight and efficiency,” emphasizes Dr. Otmar Scharrer, senior vice president R&D Electrified Powertrain Technology.

The energy efficiency of the Modular eDrive Kit can be increased by another module: ZF eConnect is a flexible solution for allwheel drive vehicles. The system, which is designed to be installation space-neutral, leaves the second axle uncoupled to save energy as long as it is not needed. This reduces mechanical drag losses by up to 90 percent. However, if required, eConnect 14 • National Bus Trader / October, 2021

ZF has been offering a Modular eDrive Kit to meet the demand for electrically driven vehicles. Using the modular kit allows ZF to cut development time for new e-drive in half. Production of three new edrives is planned for the fall of 2022.

can engage the second drive within milliseconds via a class coupling without any losses. eConnect impresses with an efficiency increase of well more than two percent compared with the best comparable system currently available in the market.

Further efficiency potential has been realized in the EVnext concept vehicle. For example, the efficient drive and recuperative braking work particularly well together with an intelligent predictive cruise control system (ACCnext). This takes into account traffic flow, traffic signals and also topographical conditions.

According to its own calculations, the ZF software saves up to 13 percent energy thanks to networking with the infrastructure and special control algorithms.

Quick’s Celebrates 75 Years Friendly transactions, safe, clean vehicle interiors and reliable, trustworthy service have been cornerstones of Quick’s Bus success for the past 75 years. For the thirdgeneration company’s service to peers and the state’s motorcoach industry during COVID-19, Quick’s has won the 2021 Robert T. Mitchell Public Service Award from the Virginia Motorcoach Association (VMA).

Quick’s Bus, family-owned and founded in 1946, received VMA’s Robert T. Mitchell Award for the third time in the company’s history. Previous winners were President Jason Quick’s father, Robert L. Quick Jr., and his grandfather Robert L. Quick, cofounder of the company. After an unprecedented year for U.S. motorcoach operators,

Jason Quick said the Mitchell Award has special meaning.

“After months with our fleet parked, Quick’s Bus is back on the road and ready to build,” said Jason Quick, who noted how staff worked throughout 2020 to stay topof-mind with clients while preparing the safest passenger experience when it was time to restart. He and team members also worked with VMA and companies in the state, keeping them informed on the government programs and more. Quick’s operates a mobile service truck assuring reliability on the road no matter where its coaches go and is always ready to help other operators with that type of service when needed. “We are all friendly competitors. It’s been a challenging time for our entire industry, but bus travel is still one of the most economical and environmentally sound ways to see the country. It’s time for us to come back stronger than ever.”

Quick’s Bus has a long history of logging more than a million miles annually with charters to Washington, D.C., up and down the Eastern seaboard and to destinations across the U.S. and Canada.

Jason Quick joined the family business from college in 1994 after his grandfather called him and said, “It’s time to drive some buses.” He worked his way up in the business, taking over as president when his father died in 2019. “My grandfather knew everyone and would help everyone and my dad (who served in the army for 22 years returning to the company in 1992) added

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Equipment News his military discipline,” he said. “Both styles worked. We treat our people and customers like family. Some of our drivers have been with us for more than 35 years.”

The company received their award at VMA’s 2021 annual meeting, held August 811 in Harrisonburg, Virginia. Established in 1968, the award is named for one of VMA’s founders and presented to members who distinguish themselves among their peers and as effective negotiators for their industry at the state level. Mona Seaman, vice president, who joined Quick’s in 2001, received the VMA President’s Award for her career accomplishments and strong support during the COVID-19 lockdown.

There is immense pride carrying on a legacy where your family name is visible on the equipment that’s seen out on our roads,” said Jason Quick. “Customers stick with us because we offer good value, great service and consistency, and we meet their demands as fast as we can.”

Busworld India Scheduled for August 2022 To catalyse business reconnection and offer new sourcing opportunities to the bus and coach fraternity, Busworld and Messe Frankfurt India have announced that the ninth edition of Busworld India will be held from August 25-27, 2022 in Bengaluru.

The public transportation segment saw a major slowdown during the pandemic as bus ridership and service levels were severely impacted and public transport operators were strained due to lack of rev-

Founded in 1946, Quick’s Bus celebrated their 75th anniversary this year. At the same time the Virginia Motorcoach Association awarded Quick’s Bus their 2021 Robert T. Mitchell Public Service award. This is the third time that the company, based in Staunton, Virginia, has won the award.

enue. With things slowly getting back to normal over the past few months, public transportation is gradually starting to recover and the stakeholders of bus and coach industry are looking forward to make a strong comeback in the market.

Analyzing the shift in mobility trends over the last three months, the “COVID-19 Community Mobility Report,” released by Google, indicates a steady revival of public transport hubs, including bus and train stations in India. According to the report, public transportation has recovered to -9 percent and

Lightning eMotors recently entered the school bus market through an agreement with Collins Bus, a part of REV Group Inc. Lightning eMotors will provide electric powertrains for the Type A school buses built by Collins Bus. The buses will have a gross vehicle weight of 14,500 pounds and will use stateof-the-art batteries and safety systems.

is expected to revert to the pre-COVID levels in the coming months.

As India’s leading trade fair for the bus and coach industry, Busworld India 2022 will reopen its doors from August 25-27, 2022 in Bengaluru, bringing new sourcing and networking opportunities on its show floors.

Lightning eMotors Agreement with REV Group’s Collins Bus Collins Bus, an industry leader in manufacturing Type A school buses and a subsidiary of REV Group Inc., and Lightning eMotors, a leading provider of all-electric powertrains and commercial vehicles, on August 31 announced a strategic partnership to manufacture and deploy zeroemission, all-electric Type A school buses.

Collins Bus is a market leader in the Type A school bus space and has deployed more than 70,000 buses over the last 50 years across the United States and Canada.

“School districts across the U.S. and Canada are eager to introduce zero-emission electric buses,” said Brian Perry, president, REV Commercial Segment. “In addition to being clean, green and sustainable, electric school buses are quiet, efficient and much less expensive to maintain. We’re pleased to be working with Lightning eMotors to provide districts with the all-electric buses their students, drivers and communities want.”

16 • National Bus Trader / October, 2021

The all-electric Type A school buses each will have a gross vehicle weight of 14,500 pounds and will feature state-ofthe-art NMC batteries using industry-leading battery thermal management and safety systems. The buses will support

Equipment News both Level 2 AC charging and Level 3 DC Fast Charging, with integrated vehicle-togrid (V2G) capabilities. Other features will include a modern digital-dash display, hillhold functionality for safety, advanced telematics, analytics and a mobile app for drivers and fleet managers.

“Collins has decades of bus manufacturing experience and is a long-standing leader in Class A school buses, with a wellestablished and loyal dealer network and customer base,” said Tim Reeser, CEO of Lightning eMotors. “We are thrilled that they have selected us to be their EV technology partner. There are nearly half a million school buses in the U.S., that are sitting at peak electric times available to put energy back on the grid, making student transportation a key part in reducing air pollution and greenhouse gas emissions (GHG). Collins’ leadership will be a strong catalyst for the market to move to all electric. Together, we are ready to bring zero-emission school buses to a neighborhood near you.”

The U.S. Senate recently voted for a $1 trillion infrastructure bi-partisan bill. The bill includes $7.5 billion dedicated to building additional charging stations for electric vehicles, while another $7.5 billion would help fund swapping out current school buses.

According to the Clean Energy Leadership Institute, there are roughly 480,000 school buses being used for school transportation in the U.S. These buses travel a total of nearly 3.5 billion miles each year, and nearly 95 percent of them run on diesel or gasoline fuel.

These buses are parked during peak electric grid hours in the afternoon and all summer, with available energy to put back on the grid through Lightning’s V2G solution.

ing with their nationwide dealer network to lead the school bus industry towards a zeroemission future.”

The first batch of all-electric Collins school buses leveraging Lightning’s EV technology is already in production, with buses expected to be delivered to dealerships and school districts this fall.

“We are excited about matching our bus manufacturing experience with Lightning’s proven EVE technology,” said Chris Hiebert, VP and general manager of Collins Bus. “Our customers and dealers have been asking for a high-performance, cost-effective zero-emission school bus, with demand increasing significantly in recent months. After visiting Lightning’s facility in Colorado, we were convinced they are the right partner for us.”

Congressman Anthony Gonzalez Visits Wooster Products Congressman Anthony Gonzalez recently visited Wooster Products to help celebrate the company’s 100th anniversary.

The industry leader in anti-slip safety stair treads and walkway products for more than a century hosted their local congressman who presented a Certificate of Special Congressional Recognition honoring the company for its centennial celebration.

“Electrifying school buses just makes sense,” said Kash Sethi, chief revenue officer, Lightning eMotors. “The environmental and health benefits were always a nobrainer. With predictable routes, dedicated overnight parking at school bus depots, fuel and maintenance savings, all-electric school buses now make a lot of operational and financial sense as well. We are excited to partner with Collins and look forward to work-

“It’s companies like this that built the country and employ our people,” Gonzalez said during the visit. “It’s survived a lot, and it needs to be recognized.” Throughout the tour, Gonzalez spoke to various workers, including production managers who explained the process in more detail. “The facility reminded me a lot of my family’s steel factory up in Cleveland where I had my first job,” Gonzalez said after the tour. “It felt like home.”

National Bus Trader / October, 2021 • 17

Equipment News Despite their 100 years in business, the congressional visit was a first for Wooster.

“It is truly an honor to receive this recognition,” said Wooster President Poonam Arora Harvey who describes the familyrun company to a hidden gem. “It means so much.”

Although Wooster has a worldwide presence and employs many second and third generation employees who spend their entire careers there, the company has a low profile in their hometown. “Most of our sales take place outside of town, and I’m sure a lot of people around the city of Wooster aren’t aware of what we do here at Wooster Products, and what we’ve been doing for a long time,” Brennan said.

Wooster’s products are used in virtually every industry imaginable, including such high-profile installations like World Trade Center complex, the Capitol Building, AT&T Stadium and other professional and college sports stadiums, the Rock & Roll Hall of Fame, the Statue of Liberty and many more.

A century after their founding, Wooster Products continues to “Make Every Step a Safe One” as their slogan suggests.

Wooster Products is the industry leader in anti-slip stair treads and walkway prod-

18 • National Bus Trader / October, 2021

ucts. They have benn manufacturing antislip products for new construction, renova-

tion and OEM applications since 1921 from their Wooster, Ohio facilities. q

Congressman Anthony Gonzalez recently visited Wooster Products as part of the company’s 100th anniversary celebration. While there the congressman spoke with several staff members and production workers. Base din Wooster, Ohio, the company makes anti-slip safety stair treads and walkway products.

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Best Tours and Travel

Photos courtesy of Best Tours and Travel Best Tours and Travel traces its heritage back 43 years when Nick Sayah founded a boutique travel agency specializing in tours. As the company flourished, it expanded by buying buses and becoming a bus operator. Since reopening, the company has experienced sellout tours.

C

alifornia’s Best Tours & Travel reopens strong after a tireless 2020 keeping customers, lawmakers and a changing traveling public close to its business

Best Tours & Travel’s recent reopening saw sellout tours and a continuing recovery in their private charter operations thanks to nonstop outreach throughout 2020s shutdown months that continues today.

With COVID-19, the Fresno, California motorcoach company faced the rockiest road ever in its 43-year history. A successful community outreach program has rebuilt customer confidence, and a brand relaunch featuring safe leisure tour packages is now attracting riders from every demographic.

Working throughout the pandemic with staff intact, Best Tours & Travel was prepared to rise quickly when statewide restrictions ended in June.

And it has. Jasmine Sayah, director of operations and next-generation leadership of the company founded by her parents, credits constant communication during lockdown. A big social media push during shutdown helped win back existing customers and attract new ones. “Our private charter business started coming back in the spring of 2021 when California opened up. Many of the tours sold out

20 • National Bus Trader / October, 2021

within 20 days of opening.” Charter capacity now stands at 100 percent with all of its 10 motorcoaches on the road in use.

Even after 23 years of experience in her family business, Sayah did not anticipate the COVID-19 shutdown’s impact on staff, families and the community. “Everything came to a standstill. We refunded everyone and were hit hard with deep revenue loss in 2020,” she said. “We filed for SBA’s Paycheck Protection Program and sold our oldest equipment which helped keep staff and their benefits in place.”

Today, they are ready to hire new team members. “We see opportunity and want to hire and train new drivers and technicians,” she said.

Travel that puts health and safety first During lockdown and even today, Best Tours’ staff spent many hours on Zoom and telephone calls with buyers at corporations, colleges and national parks offering updates on the care and operations of its coach fleet including the latest sanitizing practices and safety mandates. Sayah said, “We know that COVID-19 will always be the first thing on passengers’ and clients’ minds before making a travel commitment for some time. By requiring that all passengers wear masks now,

our riders can feel at ease and have confidence in the ability to travel by motorcoach.” The company will continue to provide hand sanitizers and disinfectant wipes onboard.

On most trips, passengers are allowed to pick their seats so groups get the kind of travel experience they are comfortable with. “We are seeing some smaller groups of 30 or less still wanting a 56-passenger coach, and that is fine. We can accommodate most requests.”

Tours for every taste As the economy reopens, domestic leisure travel leads business travel nationwide as families reunite and vacation plans return. That is great news for Best Tours & Travel, which creates one-of-a-kind trips from one-day outings to overnight stays at popular destinations. “Our tours are guided and we always have a hostess onboard,” says Sayah, who often plans the trips herself and polls customers to learn their preferences. “We take the tour beforehand so we know the exact itinerary we want to promote. If it’s good for me, I am confident it will be enjoyed by others.”

Reminding travelers about the advantages of motorcoach travel With safety precautions in place, Sayah thinks it is time to restart the discussion about

motorcoach travel’s traditional strengths. “We have a newer fleet of coaches powered by clean diesel engines,” she explains. “Travel by motorcoach is by far the greenest way to travel per passenger mile among planes, trains and cars.” Motorcoaches also beat the competition by checking all the boxes of what travelers want today: safety, savings and convenience. These features are also part of Best Tours’ longtime messaging to the community and clients it serves.

As a board member of the California Bus Association (CBA), Sayah supports CBA’s work on behalf of its members. When California’s Department of Motor Vehicles (DMV) required fleet renewal registration even though coaches were parked during the COVID shutdown, Sayah worked in cooperation with other CBA members, contacting her local representatives, to successfully convince the California State Assembly to refund 2020 registration fees.

With future coffee dates planned with her local assembly members, Sayah says operators can benefit by getting involved and building rapport with their representatives and regulators at the local, state and federal level. “We are family-owned small businesses in a niche market. Our motorcoaches have a big impact. We are green, clean and necessary for leisure, corporate, athletic and school travel and to move groups of people in emergency situations.”

A business built on relationships Sayah was a newborn when her father Nick opened up a boutique travel agency specializing in tours. With a civil engineering degree and an established career as a travel agent working for airlines, his new business flourished. Best Tours decals started appearing on local rented motorcoaches and as the business grew, Nick Sayah took the financial leap to build his own fleet.

“I remember Saturday mornings getting up at 4:30 to go with mom and dad to the bus yard and help with paperwork and see the travelers off. It was the greatest fun in the world,” said Sayah. “Back then, everything was done the old-fashioned way. Yet the way they put relationships at the center of everything, that’s how we still operate today.”

The director of operations for Best Tour and Travel is Jasmine Saya, the daughter of the original founders. She has served as board member of the California Bus Association since 2019 and is also a member of the ABA’s Women in Buses Council.

She adds that public officials also benefit by understanding “the intricacies of our operations as they decide which regulations should impact our country’s transportation infrastructure. We want a seat at the table.”

Best Tours & Travel is also a member of the American Bus Association (ABA) and the United Motorcoach Association (UMA). At the CBA, Jasmine Sayah has served as a board member since 2019. She is also a member of ABA’s Women in Buses Council and board member of Saint Agnes Women’s Club.

“This past year was a true test of our faith and will,” she said. “So many of our longtime customers were cheering us on with words of encouragement. I am so grateful to them, my family, staff and industry friends for their support and to carry through these difficult and uncertain times. q

COVID-19 caused the company to face its rockiest road in 43 years. A successful community outreach program and a brand relaunch is now attracting passengers of all types. Best Tours and Travel was able to work through the pandemic with their staff intact.

National Bus Trader / October, 2021 • 21

Pennsylvania Bus Association’s Eighth Annual Safety and Preparedness Workshop

Article and photos by Dave Millhouser

I

Where do you line up the event’s attendees for a group photo? The obvious answer is in front of the bus museum’s historic PD4104 that once operated for Capitol Trailways out of Harrisburg. There were about 65 attendees including bus operators, regulators and representatives from suppliers.

n a hopeful sign that the coach industry is getting closer to the light at the end of the pandemic tunnel, Pennsylvania Bus Association’s 8th Annual Motorcoach Safety and Preparedness Workshop was extremely well attended.

PBA’s Executive Director Pattie Cowley said, “After two years of no in-person Pennsylvania Bus Association events, participants enjoyed networking, educational breakout sessions, updates from FMCSA and Pennsylvania State Police and learning about

Pennsylvania State Police Corporal Zenia Black spoke on what to expect during a vehicle inspection while Tom Cotter with FMCSA brought the group up to date on new and revised regulatory issues.

22 • National Bus Trader / October, 2021

vehicle inspections, getting buses road-ready among other topics.”

Approximately 65 industry veterans and regulators participated in the August 9 meeting held in York Springs, Pennsylvania. Four

Tom Mozer and Dave Millhouser provided information on the Museum of Bus Transportation/AACA Museum during the event. Their historic GM PD4104 was a big hit with the attendees.

Coaches representing four different coach manufacturers were on display during the Pennsylvania Bus Association’s Eight Annual Safety and Preparedness Workshop. Also on display (on the left) was a 1956 GM PD4104 coach that was driven from the Museum of Bus Transportation/AACA Museum in Hershey, Pennsylvania. The event took place on August 9 in York Springs, Pennsylvania.

manufacturers exhibited demonstrator coaches, and the Hershey-based Museum of Bus Transportation/AACA Museum (busmuseum.org) brought a 1956 GM PD4104. An iconic model of coach that influenced bus design for years, this particular one had a great “Pennsylvania” history as part of the Capitol Trailways fleet.

Tim Cotter, Pennsylvania division administrator for FMCSA, brought the group up to date on new and revised regulatory issues and PA State Police Corporal Zenia Black spoke on what to expect during a vehicle inspection. In addition, the one-day event packed in presentations on business tools, “Busing on the Lookout (for human traffick-

ing),” “Maintaining a Solid Safety Culture” and a vehicle inspection demonstration held at Wolf’s Bus Lines.

Cowley pointed out “Pennsylvania Bus Association is a member and supporter of Museum of Bus Transportation. John Bailey, chair of PBA, organized a photo in front of the bus of the attendees who drove this model during their careers, then of all attendees . . . not an easy task in the 95 degree heat.”

“In 2023 Pennsylvania Bus Association will celebrate 100 years of serving the state’s bus operators – wonder which bus the museum will bring to that meeting.”

In addition substantial valuable content, the meeting had the feel of a reunion – colleagues and competitors having the opportunity to be together after more than a year of isolation. Cowley was particularly grateful to the sponsors who made it possible. q

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National Bus Trader / October, 2021 • 23

Plane by Day, Bus by Night

by Larry Plachno Photos from NBT Archives unless otherwise indicated One of the reasons behind the development of the Pickwick Nite Coach was to transport airline passengers in comfort at night when the airlines did not fly. This example was one of a group built in later 1928 with several modifications from the original Alsacia. The most obvious change was to extend the roofline to the back of the coach as well as the different front grille and vents.

T

he April, 2021 issue of NATIONAL BUS TRADER contained an article on the 1917 Pickwick Packard converted bus that is now preserved at the AACA Museum in Hershey, Pennsylvania. In that article, we mentioned a little bit about Pickwick Stages and how a major factor in developing their Nite Coach was to transport aviation passengers in comfort at night when the planes did not fly. Since then, we have received several questions from readers asking for more details on this. Hence, we decided to move ahead with this article.

While the Greyhound Scenicruiser normally ranks as the top iconic coach in the industry, I would guess that the Pickwick Nite Coach ranks in the top five. While nowhere near as successful as the Scenicruiser, the Nite Coach was not only unique but fostered the start of the integral construction method. The background behind the Nite Coach and its intended use is easily one of the more interesting stories of the early bus industry. It includes the rise of Pickwick from a single line to the largest bus company and its sale. It also includes some early avi24 • National Bus Trader / October, 2021

ation history and how the saying “fly by night airline” originated. Unfortunately, much of this story was impacted by Black Tuesday and the stock market crash that fostered the Great Depression.

As you probably have already guessed, much of this takes place 90 or more years ago. Your editor ended up climbing a ladder to the highest shelf in the archives to find some old aviation timetables from the 1920s.

Parts of one of them will be included in this article. Our plan is to explain the background behind Pickwick Stages leading up to the development of the Nite Coach, then explain how aviation developed in the late 1920s, and finally show how the Nite Coach was intended to work with commercial aviation at that time. As we shall see, it is a great story but unfortunately does not have a happy ending.

The Pickwick Stages Saga

Pickwick Stages has an interesting history. The company started with one route and eventually grew into being the largest

intercity bus operator in the United States.

An emphasis on operating higher class buses prompted Pickwick to do their own bus assembly and manufacturing. Eventually, the company began moving toward aviation and building upscale buses that could be used in the aviation industry.

It all started in 1912 when Herbert L. Pattison and A. L. Hayes began running an automobile on a 155-mile route between San Diego and El Centro, California. This was two years before Greyhound would be founded in Hibbing, Minnesota in 1914.

Running the route was at least a little bit of a challenge because of the primitive and unpaved roads in those early years. Credit is due to Pattison and Hayes for picking a route that had no direct rail service. The logical but round-about rail route involved going north to Los Angeles and then changing trains there and going back southeast to El Centro. The other alternative involved a difficult detour through Mexico. The company got its name from the fact that its buses originated from curbside in front of the Pickwick Theater in San Diego.

The first Pickwick Nite Coach was built in 1928 and was named Alsacia.

It was built without a chassis and was a pioneer in developing integral construction. It turned out to be one-of-a-kind since following units were modified including extending the roof to the back.

History confirms that this original route was a wise choice and successful. It resulted in expansion in the following years that went well beyond the expectations of the founders. A second route was started north from San Diego via an inland route to Riverside and then into Los Angeles. Charles Wren then started a new route from Los Angeles north to Santa Barbara and eventually the 450 miles to San Francisco. This route was merged into Pickwick Stages in 1918.

What may have been a factor in Pickwick’s success was the company policy of using higher quality buses. Everything was body-on-chassis in those years. In many

One of the more interesting buses built by Pickwick was the Cherokee.

Completed in 1927 and built on a Pierce-Arrow chassis, it featured an upper level, a small galley and a raised driver’s area. While it operated from San Diego to San Francisco, it was never duplicated.

cases you could select your favorite chassis and your favorite bus body individually.

Pickwick’s preferred choice was a stretched Pierce-Arrow car chassis with oversize radiators. In common with other big bus operations at this time, the company got into doing some of its own rebuilding and assembly work. This would eventually lead to their experience and expertise for building buses.

It was at this point that Pickwick Stages began expanding rapidly. As mentioned in the previous article, the company acquired a 1917 Packard bus with an interior converted much like a simple recreational vehicle. This was used to “scout” new routes

since roads at that time could be unpaved, not well marked and often questionable.

Pickwick’s bus routes reached north to Seattle in 1926, thus firmly entrenching the company on the West Coast. The company had already started expanding east.

Routes reached east to El Paso in 1926.

At this point Pickwick had 2,250 route miles and 190 buses, making it the longest bus system in the United States. In 1927, the El Paso route was extended to Oklahoma City and then on to St. Louis. In St. Louis, Pickwick made a connection with Purple Swan Safety Coach, operating between Kansas City and Chicago. It was part of Motor Transit Corp.,

This map comes from the Transcontinental Air Transport Inc. timetable dated October 15, 1929. It provides a good idea of how the “Plane by Day, Train

by Night” travel worked. Passengers rode the train overnight from New York and transferred to the plane in Cleveland. Landing in Waynoka, Oklahoma that evening, they then boarded an overnight train to Clovis, New Mexico. The last leg from there to Los Angeles was by plane.

National Bus Trader / October, 2021 • 25

Here is the actual schedule from the Transcontinental Air Transport timetable for the plane/train combination from New York to Los Angeles. Read down on the left (Westbound) and up on the right (Eastbound). Going from New York to California in less than two days while being able to sleep at night was impressive.

This 1929 Ford Tri-Motor carries some Transcontinental Air Transport markings. With the development of the Ford Tri-Motor and similar planes in the late 1920s, aviation had reached a higher standard in aircraft. The biggest problems were weather and navigation. AMATEUR PHOTOGRAPHY

BY MICHEL (HTTPS://WWW.FLICKR.COM/PEOPLE/119886413@N05).

This is the cover of the Transcontinental Air Transport timetable dated October 15, 1929.

Black Tuesday and the stock market crash came only two weeks later.

the company that would become Greyhound. Motor Transit Corp. had concentrated more in the Eastern states while Pickwick was active in the Western states.

Following a 1928 agreement, Purple Swan was renamed Pickwick-Greyhound Lines. Service was pushed east to Pittsburgh where connection was made with Greyhound’s Cardinal Stages that operated to the East Coast. Hence, for the first time, Pickwick could offer transcontinental service. Pickwick and Greyhound were now working together and Pickwick’s bus expertise had evolved into the company looking at building buses in their Los Angeles shop for the upscale market.

Meanwhile, Up in the Air

26 • National Bus Trader / October, 2021

On December 17, 1903 at Kitty Hawk, North Carolina, brothers Wilbur and Orville Wright showed that heavier-than-air flight was possible. It is noteworthy that commercial aviation can point to a specific date and location as its birthplace. This is not possible with automobiles and buses because so many components and developments came on different dates in different locations. Following this, Wilbur and Orville returned to their bicycle shop in Dayton and began working on

improving their airplanes. One account relates that they would hop on an electric interurban car out of Dayton carrying a gasoline can and ride to their field to work on their planes. By 1910 there were stories about people coming to watch the planes “circulating.”

Military interests helped aviation design progress. In 1909 the Signal Corps bought a Wright Military Flyer that goes down in history as the first military airplane. In 1911 the Navy purchased a Wright Model B and configured it to land on water. Aviation mushroomed in World War I with planes from several countries that would be a story in itself.

Although somewhat forgotten, it was the United States Post Office Department that was instrumental in developing and supporting aviation in the post-war period. On May 15, 1919, the Post Office started airmail service between New York, Philadelphia and Washington. Army pilots flew the mail for the first three months, but the Post Office hired civilian pilots and took over the operation on August 12, 1918.

In 1920, the Post Office started a 2,680mile transcontinental airmail route linking New York with San Francisco. As a preview of what would happen later, the mail flew in planes during the day and was transferred to trains at night. It took a letter 31⁄2 days to go coast to coast, which was a day quicker than by the all-rail route. This is where the phrase “fly by night” airline started; in these early days it was not safe to fly at night and in overcast conditions when the pilot could not see the ground.

In February of 1926, the Post Office started “feeder” routes from the main transcontinental airmail line. These were numbered and were operated under contract. This opened the door to commercial aviation. The earliest airline passengers often found themselves sitting in between or on top of mail sacks in an arrangement that would give a heart attack to a modern safety inspector.

In retrospect, it should be noted that by the late 1920s and the introduction of more modern aircraft such as the three-engine Ford Tri-Motor, the airplanes themselves had become relatively reliable. With the Ford Tri-Motor, airlines were able to have flight attendants serve meals and refreshments to passengers. The biggest problems facing aviation at this time were weather and navigation. It is interesting to note that these two same items were also problems for the bus industry. Unpaved roads could became a quagmire in heavy rains and the lack of major highways made routes difficult.

These early airplanes were not pressurized and hence could not fly above the weather. In addition, the pilots could not see the ground well at night or in overcast conditions. In the early days, many pilots followed railroad tracks and took advantage of the names of towns painted on the roofs of barns and buildings. Initially, light beacons were placed along the airmail routes to guide the pilots at night.

This was followed by some early radio beacons that provided guidance at night or in overcast conditions. As a result, these early airmail routes became the first airways and were substantially improved in following years.

Here is a cutaway diagram showing the interior of a Pickwick Nite Coach. It was set up similar to a Pullman railroad coach with compartments that made into seats by day and berths by night. In addition to a lavatory at the rear, a chef could cook simple meals in a small galley near the entrance door. There are suggestions that Pickwick was considering leasing these buses to the airlines like Pullman leased its railroad cars to the railroads.

Much of commercial aviation that developed in the late 1920s was based on the airmail routes. One reason was that these routes offered some guidance for the pilots. A second reason is that carrying the mail provided some welcome income even if the number of passengers was limited. However, there still was some reluctance to fly at night with passengers. As an example, I will provide a map from the Transcontinental Air Transport, Inc. timetable dated October 15, 1929.

Two comments are applicable. One is that Transcontinental Air Transport went on to merge with Western Air Express in 1930 as Transcontinental and Western Air that became today’s TWA. The second is that Black Tuesday, the stock market crash that started the Great Recession, came only two weeks later on October 29, 1929.

The Pickwick Nite Coach

While the combination of flying by day and train by night looked good on paper, there were some major problems that might not be obvious. The first was scheduling.

What would happen if the plane was late in arriving for its connection with the train?

When the planes only carried mail, this was not a major crisis since the mail could simply be put on the next train. Passengers were a different situation. Would they be happy in a waiting room until the next train came?

Would that next train have sufficient sleeper accommodations for the airline passengers?

The next problem was that the first Ford Tri-Motor only carried 11 passengers. That soon went up to 15. It was totally uneconomic to run a sleeper train for only 15 passengers. Hence, the connecting trains for night service virtually had to be regularly scheduled trains. This seriously limited options and scheduling for the planes.

Finally, the plane-train connections had to be made at locations where railroads and airports were adjacent. This again created some limitations. A look at the Transcontinental Air Transport operation shows plane-train connections at Port Columbus, Ohio; Waynoka, Oklahoma and Clovis, New Mexico. It apparently took a little head scratching to figure out how to make an operation like this work.

As the astute reader has probably guessed, there was one solution to all of these problems. That was to use a bus with sleeping facilities for providing the night service. With a dedicated sleeper bus, it could afford to wait for a late plane while a train could not. The bus could be set up for sleeping 15 passengers and possibly a few more and hence would be exclusively used for the passengers from one plane. The third advantage of the bus was that it was not limited by railway tracks. It could meet planes at virtually any airport. This also gave the bus the ability to meet planes at different locations in the event that bad weather or

National Bus Trader / October, 2021 • 27

The Duplex was a seated version of the Nite Coach that could carry 53 passengers. Greyhound operated this model from Chicago to Detroit and St. Louis and from New York to Boston and Washington.

some other reason forced planes to make a landing. The railroads could not do this.

The Nite Coach was developed to meet this need. Pickwick already had the experience and expertise in building buses at its Los Angeles shop. The company apparently saw the Nite Coach as an expanding market to partner with aviation. In fact, there were suggestions that Pickwick was thinking of leasing their sleeper buses to the airlines just like Pullman leased sleeping cars to the railroads.

Pickwick started moving toward aviation in 1928. Pickwick Airways was formed that year and 10 tri-motored airplanes were ordered. The route between Los Angeles and San Diego started operating in March of 1929. By September of 1929 the route had been expanded south to Mexico City and Guatemala.

Pickwick also got started building higher class buses. The first prototype was built on Pickwick’s preferred Pierce-Arrow chassis. This unique design had an upper level a small galley, a rear observation lounge and a raised driver ’s area. It was named Cherokee since Pickwick often used names instead of numbers for their buses.

This bus was put in service on the San Diego-Los Angeles-San Francisco route, but it was never duplicated.

Dwight Austin, Pickwick’s vice president, was in charge of building the Nite Coaches.

It immediately became obvious that the large coach planned could not be built on a PierceArrow chassis. Austin developed the basics for what came to be called integral construction. This involved a “backbone” of two rails running the length of the coach and protecting the rear. In addition, Austin developed the transverse engine and V-drive to make the design more workable.

The first of the Nite Coaches was named Alsacia. It had 13 compartments, each accommodating two people, somewhat like a Pull28 • National Bus Trader / October, 2021

Pickwick Airways operated from Los Angeles south to Mexico and Guatemala with tri-motor planes. The stock market crash and following recession forced it to go out of business in the spring of 1930.

man car. Seats were provided for day travel and berths for sleeping at night. There was only one center aisle although the berths were located on two levels with passengers either stepping up or down into the compartments. Other features included lavatory facilities and a small galley for food service.

Each coach was apparently crewed by a driver, a steward and a chef.

Pickwick management made the decision to get out of bus operations entirely and concentrate on bus building and aviation. A deal with Greyhound in 1929 led to the formation of Pacific Greyhound Lines that merged Pickwick’s routes with those of Greyhound.

Included was the Pickwick fleet of 359 units.

Pickwick received a payment of $1.5 million.

This helped Pickwick in making the investment to build a bus factory in the Los Angeles suburb of El Segundo.

The Aftermath

While there were several factors involved, the one that had the most influence on the future was the stock market crash on Black Tuesday, October 29, 1929, and the following Great Recession. This had a major impact on business and industry.

Commercial aviation initially suffered from a loss of passengers. However, technology took some major steps forward at this time. The new Douglas DC-2 was introduced in 1934 and was named the first airplane that could make money by many in the business. American Airlines talked Douglas into expanding the DC-2 slightly into a sleeper plane, which gave birth to the ubiquitous DC-3. By 1936, the new Variable Omni Range system was supplanting the

This photo provides some idea of the concept of traveling by plane during the day and transferring to a Pickwick Nite Coach at night. The Nite Coach provided many of the same amenities as a train including a comfortable berth, a lavatory, food service and even running water. The bus, however, could be more versatile than the train because it could afford to wait for a late plane or connect with planes at virtually any airport.

old airways. New airways were created by flying at various “radials” (compass headings) to and from each VOR. Instead of needing buses for night travel, the airlines had sleeper planes traveling at night.

Several people in the industry suggest that Pickwick made the wrong decision to give up on buses and concentrate on aviation. Had Pickwick moved in the other direction and purchased Greyhound, we might have seen the Pickwick name on the side of the Scenicruiser.

Pickwick Airways folded in early 1930.

The Nite Coach never partnered with aviation for any length of time and only a limited number were built. A few operated on the West Coast and some in the Midwest, but size restrictions were a problem in some places. Some of them operated as late as 1942. The same design was offered as a seated coach, known as the Duplex. It provided seats for 50-54 passengers on two levels. While it was more successful than the Nite Coach, it never reached any volume production.

After the demise of the Nite Coach, Austin went on to develop a small bus known as the Utility coach to keep production alive at the new El Segundo factory. It had an angle drive, a transverse rear mounted engine and a capacity of 21 passengers. Its integral, chassisless construction

Among the last of the Nite Coaches built was a 1932 order that apparently originally operated for Columbia Pacific. The company was purchased by the original Burlington Trailways, but the coaches went to Santa Fe Trails. Note the improved design including a more modern front. Some of the Nite Coaches operated as late as 1942.

was considered remarkable at that time. Like the Nite Coach, the Utility coach was pioneering but not very profitable.

Following the end of Pickwick, Austin joined Yellow Coach in 1934. He helped General Motors develop the Model 719

Supercoach that had a rear engine, underfloor luggage compartments and the start of GM’s integral construction. In the following years, Austin’s rear transverse engine, V-drive and integral construction became typical on the more popular GM coach models. q

National Bus Trader / October, 2021 • 29

The Top 10 Technological Advances in Buses

by Dave Millhouser

B

ill was ticked. He had just taken delivery of a new coach, and the factory had refused his request to set the governor at 77 m.p.h.

Bill ran a single bus, offering luxury tours, and felt he needed the extra speed to get a “run” at the hills on one route. The bus he traded in had an 8V-92 with 400 horsepower (and was governed at 77 m.p.h.), while the new one was equipped with a 400 horsepower Series 60. It would “only” do 71 m.p.h.

After his first trip, he called, laughing. “The new bus got us there an hour sooner. It did not go as fast down hill, but climbed every grade at the speed limit.” This was the mid 90s and Bill (like most of us) had just discovered that new four-stroke engines had tons of torque, and were lots stronger than two-strokes.

Grumbling is fun, but lots of things are better these days. Despite the fact that none of you have asked, it might be fun to do a countdown of the top 10 technologies that have improved bussy life.

Number 10 – Alternators. In ye olden days everyone had generators that did not put out a ton of juice, particularly at idle.

Not only that, bus builders, for quaint reasons, made many coaches positive ground.

Jump starting offered numerous opportunities for mischief. Modern alternators push tons of electrons and part of the design criteria for coaches is that they work pretty well at low RPMs. Generators took a month or so to fully charge a battery. Alternators get 'er done much faster.

Number 9 – Air Driers. You probably do not remember life before air driers. In fact, the darn things are so good, you probably do not give them the affection they deserve. Back in the day you rolled under a bus at least once a day to drain condensation from the air tanks. Sometimes the bus spit on you; and in the winter, those jewels froze.

It is very easy to take the multitude of recent technological advances in buses for granted. As a comparison, this photo shows the driver’s area on a 1917 Packard that is in the AACA Museum in Hershey, Pennsylvania. Numerous differences from today’s modern bus cockpit are obvious. RANDY WILCOX.

30 • National Bus Trader / October, 2021

One crafty solution was an alcohol system that injected a bit of nasty stuff into the system to prevent curdling. It worked almost half the time. When it did not, moisture tended to freeze the delicate valves that controlled things like suspension and brakes.

Nothing was more bracing than rolling under a bus on a winter morning, with torch in hand and thawing the air system one part at a time. Every time the do-dad you were heating began hissing, you could move on to the next. If you neglected to drain the tanks, they filled with water. When a tank is three-quarters full of water, there is not much room for compressed air. You would step on the brakes and the air pressure gauge dropped faster than the speedometer.

Modern air driers (and automatic tank drains) have another endearing trait. They occasionally discharge over a puddle as cranky passengers are passing nearby. When

that happens, you must fight off the urge to hug the air drier.

Number 8 – Lavatories. It was tempting to call them number one or two. Aside from the entertainment they sometimes provide, they do speed things up. Bus builders now install big fuel tanks to boost range. Before lavatories, range was determined by bladder size. Drivers had to stop every few hours and part of their job was to make sure everyone used the facilities.

Number 7 – Entertainment Systems.

This started with drivers shouting announcements over the din of the engine, and evolved into PA systems. Passengers brought their own entertainment (books).

Attempts at providing radio broadcasts failed because the buses kept (predictably) moving out of the station’s range. In the 1970s some of my compatriots found a way to hook an eight-track to the PA, but it was not until the 1980s that monitors playing video tapes found their way into coaches, along with music from cassettes. Very quickly it became impossible to use a bus in charter service if it lacked a video system.

Some modern coaches sport monitors as large as 22 inches, but the trend is backwards.

Folks are bringing their own entertainment and need only WiFi and a bit of 110 volt current to be happy. What is next? Books?

Number 6 – Brakes. Modern brakes can actually stop a coach in less than a city block.

Early drum brakes merely suggested to the coach that stopping would be nice. Later drum brakes were more insistent; you no longer needed a lookout to spot obstructions

Entertainment systems have come a long way from the simple radios we had in PD4104 coaches back in the 1950s. This photo shows a video monitor that is relatively typical in modern coaches.

With Wi-Fi and 110-volt outlets, many passengers bring laptops, pads and smart phones to entertain themselves. MCI.

hundreds of yards ahead. Now we have real brakes. They can stop a 50,000 pound bus faster than some SUVs. In the hands of a skilled driver they can launch a passenger exiting the lavatory down the aisle and plumb out the front door.

Number 5 – Air Conditioning. We welcomed air conditioning that actually works.

Introduced in a limited way before WWII, it remained optional until the late 1950s.

Back in the early days, buses had small windows that may have retained heat and air conditioning but did not help passengers to see what was outside. Today’s modern coaches have big windows so that passengers can see the world around them. The big windows also help in attracting passengers on charters and tours. IRIZAR.

Prior to 1960 most AC compressors were driven by small “pony” motors, because coaches engines did not have the horsepower to move the bus and cool it. Pony motors were a maintenance headache, and many were gas. Few things are more exciting than putting diesel in a gasoline tank. One is filling a diesel tank with gas. Do not ask how I know this.

Number 4 – BIG Windows. Until the mid-50s coach windows were tiny for several reasons. Early AC was marginally able to resist radiant heat. Window sashes were heavy did little to reinforce structure, and heck, passengers rode buses because they had to. The GM PD4104 changed that. In addition to making coaches more inviting, passengers could see outside.

Coach builders opted for sealed windows, eliminating those irritating instances where passengers hung their limbs outside the bus and had them lopped off. One additional benefit was that increasing visibility reduced the incidence of motion sickness.

Of course now, in the rare instance of mal de mer, passengers are confronted with windows that do not open.

Number 3 – Real Suspension. Air or torsion bar – your choice. Both were a huge advance over springs. Ride and handling have continually improved in recent years.

The old guys remember springs as being simple and trouble free.

Springs offered a stiff ride, coupled with the ability to break at bad moments. Some of these suckers came with shock absorbers that periodically had to be refilled with oil.

National Bus Trader / October, 2021 • 31

Passengers do not need to use as much energy fighting modern coaches motion.

Now they retain sufficient energy to ask silly questions, and break seats.

Number 2 – Power Steering. Years ago there was a running joke that a guy who drove a Brill consistently had one arm that was longer than the other from grappling with the steering wheel. It was always a “guy” because few women were powerful (or dumb) enough to wrestle these jewels down the road. Steering wheels were enormous in order to provide leverage, and you did not just “turn” a coach – you planned ahead and navigated it like a ship.

Power steering has made it possible for folks who do not have an arm so long and powerful that the knuckles drag on the ground, to drive commercially.

Number 1 – The Modern Drive Train.

Admittedly, this is cheating, because it includes both engine and transmission, but I ran out of numbers.

Automatics began to gain popularity in 1974 when Greyhound had them installed in MC-8s. In addition to simplifying training, they reduced body damage (drivers could use their hands to steer rather than shift). It is a mixed blessing, but they accelerate much faster than a manual. Improved over the years, they now shift smoother and are more fuel efficient than all but the most skilled “stick” drivers.

The transition from gasoline to diesel power following WWII was a monumental leap – mostly forward – but gas engines had a few endearing traits. Diesel exhaust is nasty, but gasoline fumes are fatal. In an effort to retain live passengers, several bus builders installed the engine's air intake on the passenger cabin floor, ensuring a proper turnover of fresh air. Some miscreants found

It is amazing what 100 years have done. Compare this Temsa cockpit area with the first photo showing the driver ’s area on the 1917 Packard. Drivers now have a multitude of controls and options at their fingertips. In addition, modern coaches now provide several safety features that were not even dreamed about 20 or 30 years ago. NBT.

32 • National Bus Trader / October, 2021

Perhaps the biggest and best improvement in modern coaches is the advanced drive train. The new four-stroke engines provide more power while being much cleaner for the environment. Transmissions are now automatic, accelerate nicely and do not require a hand and foot for shifting. MCI.

a way to make the bus backfire, shooting blue flame along the floor for several feet.

Another trick was to briefly cut the ignition on the Brills’ 797-cubic-inch Hall Scott engine.

While the spark plugs were loafing, fuel that should have been burning in the cylinders wandered into the exhaust manifold. Turning the switch back on produced a huge “boom” and an explosive ball of orange flame out the exhaust pipe. It was resoundingly (pun intended) successful at discouraging tailgaters, and properly executed in a tunnel – wow. It is kinda like a modern engine's forced regeneration – with pizzaz.

Now that diesel dominates, fuel economy is substantially unchanged since the late 1940s.

What has changed is the size of coaches. A 35-

foot GM PD3751 carried 37 passengers and got five or six miles per gallon. A modern coach seats 55 to 57 (80 in a double-decker), is 45 feet long, weighs about twice as much and gets five or six miles per gallon.

A modern diesel's exhaust is virtually cleaner than the air it is inhaling, and new coaches can accelerate fast enough at red lights to irritate a BMW driver (in addition to the bus passengers). The only thing entertaining about them is their proclivity to demand regeneration at awkward times.

Depending on where the exhaust is, they can create thermal events when parked on dry grass or under a portico.

Fun, but not like the orange fireball. Ah, the good ole days. q

National Bus Trader / October, 2021 • 33

Photographs

Readers and advertisers are encouraged to send in photographs or slides of buses or equipment that may be of special interest to our readers. Please, include a list explaining what makes the pictured item different, unusual or interesting.

There seems to be a great deal of bus activity in Europe recently with numerous purchases and new models going on the market. Here are two examples.

At right: VDL recently provided 52 coaches for BBus in Latvia. Included in the order are 31 Futura coaches and 21 MidEuros in the intercity version. The coaches will operate in the Riga, Saldus and Kuldiga regions.

Below: In one of the largest electric bus orders to date, Irizar will be providing 113 units of their new ie electric bus for Paris. The operator is RATP – La Régie Autonome des Transports Parisiens – a company trying to go electric or biofuel by 2025. Each of the buses will be about 39 feet long, will be equipped with Irizar battery systems and will be slow charged at the depot.

34 • National Bus Trader / October, 2021

Photos should be sent to N ATIONAL B US TRADER, 9698 West Judson Road, Polo, Illinois 61064. Please indicate if you would like your picture returned. Picture usage is dependent on the quality of the photo and space available.

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Bus of the Month

M

CI’s J 4 50 0 coach h a s b ee n t h e most popular coach model on the market for many years.

One reason for this is its versatility. You will find the J4500 su ccessf u l in n u merou s ma r k et segments including t ou r a n d ch a r t er, scheduled passenger service, chauffeured services and education. It is also available with speci a l f ea t u res f or rugged operations.

MCI J4500

A wide range of special features and options are available.

Included are LED indirect ceiling lighting, LED spotlights and a full fabric luxury interior as standard equipment.

Available are various optional types of window and strip lighting as well as the optional rear window and media panel for easy tour guide access.

The J4500 offers best-in-class parcel rack space complete with redesigned doors and enhanced finish options. Adjustable passenger modules come with LED integrated seat belt signs. At the rear, the lavatory has been re-configured.

One noteworthy feature of the J4500 is that it comes with standard safety features plus ADAS options. Standard features include automatic fire suppression as well as collision mitigation technology with stationary object detection as well as lane departure warnings. The patented Digital Wheel End Sensing (DWES) systems help measure wheel end temperatures that monitor individual wheel ends for potential issues. Optionally available is a next-generation 360-degree camera that provides a bird’s-eye view around the entire coach to significantly aid vision while maneuvering at low speeds.

Low and zero emission options are available. MCI’s clean diesel J4500 complies with EPA low emission standards. On a per-pas

senger basis, MCI’s clean diesel coaches offer lower emissions than any current hybrid car. Also available is the zero-emission J4500 CHARGE™ battery electric coach that offers zero-emissions while delivering high-capacity coach transportation.

One of the biggest reasons for the popularity of the J4500 is MCI’s traditional after-sales service and support. A technical call center is available to answer questions and in-field expertise is also available.

In the event of a problem while on the road, MCI offers 24/7 roadside assistance.

Your staff can take advantage of the ongoing technical training from the industry’s Automotive Service Excellence (ASE) accredited MCI Academy technical training center. Spare parts are easily available from NFI Parts and several MCI service centers are available to help. On-the-go support is available with the MCI Operations App and the MCI Companion App. See details on the J4500 provided on the following pages.

q

National Bus Trader / October, 2021 • 37

Seating

g.

MCI offers fabrics, trims and flooring options that allow operators to customize the coach’s interior. Two c arefully chosen amenit y levels offer operators a choice, with additional options for customization.

Preferred Spec

High Spec

Standalone Option

Lighting — Cabin (LED) C enter Ceiling Indirect Ambient Lighting

White

Color

No (standard)

Ambient Lighting on Out side of Aisle by Parcel Rack (Strip)

N/A

Color

Yes (white)

Main Cabin Center Aisle L ights

Puck (white/blue)

Puck (white only)

No (standard)

Window Side Ambient L ighting

N/A

Color

e (white) Yes

Under Seat Aisle Lighting

Blue

Color

No (standard)

Handrails (Front & Rear)

White

Color

e (white) Yes

Right and Left Side Entr y way

White

Color

No (standard)

Step Tread Lighting

White

Color

Yes (white)

RGB Lighting Option

No

Yes

Yes

Seat Type Type

Amaya A-220 or Sigma

Amaya Sigma, Kiel 2050 or 1020

Yes

Seat Fabric

Coordinated

Coordinated

Yes

Leather Headrest

Yes

Yes

Yes

Leather Sidebolster

No

Yes

Yes

Leather Piping

No

Yes

Yes

Driver Seat

Coordinated

Coordinated

Yes

Flooring

Choice Std/Wood

Wood o

Yes

Parcel Rack Doors

Yes

Wood-grained/carbon fiber

Yes

Flooring

Coordinated with cabin

Coordinated with cabin

Yes

Left and Right Side Panels

Coordinated fabric

Coordinated fabric

Yes

Left and Righ t Side P anel Trim and En trance Door P anel

Coordinated

Wood-grained, coordinated with th P P/R /R

Yes

Lighting — Entr y (LED)

Seating

Cabin Trim

Entry Trim

Note: Packages are not mandatory. Customer-specific choices o f sea ating, fabric, flooring and other a la carte options are permitted.

Legend

MCI J-Series model specification highlights.

S

Standard in basic coach

O

Optional addition in basic coach

YES

Typically included in trim level or option package

NO

Typically not included in trim level of option package

NEW

Featured or New Addition

Updated

Featured or Updated Addition

Base Spec

Preferred Spec

High Spec

J4500

J3500

J4500

J3500

J4500

J3500

Bendix® ESP (Electronic Stability Program)

S

S

S

S

S

S

Bendix® Wingman Fusion System with Adaptive Cruise Control and Collision Mitigation Functionality

O

O

NO

NO

YES

YES

Integrated tire-pressure monitoring system with always-on sensors

S

S

S

S

S

S

Amerex fire-suppression system and engine compartment fire detection

S

S

S

S

S

S

Digital Wheel End Sensing (DWES) to detect wheel end faults

S

S

S

S

S

S

FMVSS 210 load compliant seat track and mounting system with infinite adjustability

S

S

S

S

S

S

Frameless single pane passenger windows with laminated safety glass and dual-latch emergency release mechanism

S

S

S

S

S

S

Frameless dual pane passenger windows with tempered / laminated safety glass and dual-latch emergency release mechanism

O

O

YES

YES

YES

YES

Safety and Security

Updates J4500

J3500

New

New

Spare tire compartment roller

S

S

S

S

S

S

Side-view cameras integrated into mirror head

O

O

NO

NO

NO

NO

360° camera system

O

O

NO

NO

YES

YES

New

New

500 GB digital recording system (4 exterior cameras) or 1 TB DVR (4 interior & 4 exterior cameras)

O

O

NO

NO

YES

YES

New

New

S

N/A

S

N/A

S

N/A

New New

Powertrain and Economy Cummins X12 w/engine brake, 410 hp, 1,450 lb-ft torque

O

N/A

O

N/A

O

N/A

Cummins L9 w/engine brake, 350 hp, 1,150 lb-ft torque

Cummins X12 w/engine brake, 455 hp, 1,550 lb-ft torque

N/A

S

N/A

S

N/A

S

Allison Gen V transmission with prognostics capability

S

S

S

S

S

S

Fuel economy optimized rear axle ratios delivering up to 19% better fuel economy in certain configurations

S

S

S

S

S

S

“MCI Connect” option for enhanced engine diagnostics

O

O

YES

YES

YES

YES

New

New

Relocated engine air intake system including standard pre-filter / water separator and enhanced engine compartment service lighting

S

S

S

S

S

S

New

New

S

N/A

S

N/A

S

N/A

Updated

N/A

S

N/A

S

N/A

S

S

N/A

S

N/A

S

N/A

Handling, Ride and Braking Independent front suspension system with labyrinthically sealed unitized wheel ends now rated at 17,000 lbs Independent front suspension system with labyrinthically sealed unitized wheel ends rated at 14,500 lbs Drive axle rated at 23,000 lbs and independent suspension tag axle rated at 16,500 lbs

N/A

S

N/A

S

N/A

S

Bendix® all-wheel ADB 22X™ disc brakes

Drive axle rated at 27,500 lbs

S

S

S

S

S

S

Leather-wrapped tilt and telescoping steering wheel with integrated controls and ZF variable ratio steering

S

S

S

S

S

S

Wide-ride suspension system with Sachs Shocks

S

S

S

S

S

S

Passive rear steering system provides amazingly tight 40' 11" turning radius

S

N/A

S

N/A

S

N/A

Semi-monocoque low-corrosion stainless steel body

S

S

S

S

S

S

Fiberglass composite front and rear caps, exterior skin and baggage doors with electric locks

S

S

S

S

S

S

Improved double sealed, air-operated entrance door with integrated rub rail

S

S

S

S

S

S

Updated

MCIcoach.com/,

Exterior

Fog lamps with impact resistant polycarbonate lenses

S

S

S

S

S

S

Hub-piloted steel wheels, 22.5 x 9.0

S

S

S

S

S

S

Alcoa aluminum wheels now with more durable coating, 22.5 x 9.0

O

O

YES

YES

YES

YES

BF Goodrich ST230 tires 315/80 R22.5, L-rated are the new basic tires. Firestone are optional.

S

S

S

S

S

S

Drip rail lighting

O

O

YES

YES

O

O

New

New

Legend

MCI J-Series model specification highlights.

S

Standard in basic coach

O

Optional addition in basic coach

YES

Typically included in trim level or option package

NO

Typically not included in trim level of option package

NEW

Featured or New Addition

Updated

Featured or Updated Addition

Base Spec

Preferred Spec

High Spec

Updates

J4500

J3500

J4500

J3500

J4500

J3500

J4500

Best-in-class interior passenger space with comfortable seating for up to 60 passengers with or without WCL

S

N/A

S

N/A

S

N/A

New

Best-in-class interior passenger space with comfortable seating for up to 44 passengers with or without WCL

N/A

S

N/A

S

N/A

S

Passenger Interior, Appointments and Convenience

J3500

New Updated

Amaya A-220 thin-back seat for improved passenger space, with separate headrest and integral 3-point seatbelts (56 passenger std)

S

N/A

S

N/A

S

N/A

Amaya A-220 thin-back seat for improved passenger space, with separate headrest and integral 3-point seatbelts (40 passenger std)

N/A

S

N/A

S

N/A

S

Kiel 2050 or 1020 seating featuring modern styling with integrated headrest and integral 3-point seatbelts

O

O

NO

NO

YES

YES

Updated

Updated

Amaya Sigma or GT seating featuring modern styling with integrated headrest and integral 3-point seatbelts

O

O

NO

NO

YES

YES

Updated

Updated

Larger driver side rear transom window with over 500% more viewing area

S

S

S

S

S

S

New

New

Chemical lavatory without wash basin

S

S

S

S

S

S

Secondary lavatory holding tank

O

O

YES

YES

YES

YES

MCI-exclusive spiral entrance stairway with ergonomic grab rails

S

S

S

S

S

S

MCI-exclusive theatre-style tiered seating in first three rows provides exceptional passenger views, featuring integrated center aisle ramp for easy entry and exit

S

S

S

S

S

S

LED indirect ceiling and stepwell panel lighting, LED spot lights in ceiling with blue night light function. All interior lighting is dimmable and includes a one-touch “cleaning” feature.

S

S

S

S

S

S

New

New

Enhanced LED interior lighting choices including stepwell nosing lights, stepwell handrail lights, ceiling strip lights, and window lights

S

S

ENTRY

ENTRY

YES

YES

New

New

Updated

RGB interior lighting feature including six pre-programmed colors (red, blue, green, cyan, magenta, yellow) plus white

O

O

NO

NO

YES

YES

New

New

Customizable LED entrance door welcome light

O

O

NO

NO

YES

YES

New

New

Enhanced finishes on parcel rack doors and stepwell trim strips (light, medium, dark woodgrain and carbon-fiber)

O

O

NO

NO

YES

YES

New

New

Industry leading capacity enclosed parcel racks featuring more robust components and improved aesthetics

O

O

YES

YES

YES

YES

New

New

Customizable fabric, flooring and interior trim options

S

S

S

S

S

S

New

New

Removable curb and roadside hostess table

O

O

YES

YES

YES

YES

New

New

Rear window for improved passenger visibility and ambiance

O

O

NO

NO

NO

NO

New

New

Glass roof hatch to improve ambient lighting levels

O

O

NO

NO

YES

YES

New

New

S

S

S

S

Larger, reconfigured lavatory with vandal-resistant features

S

S

Braun wheelchair lift with newly configured sliding seats to allow even seat spacing

O

O

New

New

Updated

Updated

Shortened roadside parcel rack for improved interior ambience and greater floorplan flexibility

S

S

S

S

S

S

New

New

ISRI 6832 3-point driver seat with seatbelt alarm and featuring a new lower seat pedestal for improved suspension travel

S

S

S

S

S

S

Updated

Updated

Multifunction dash display with greatly enhanced functionality, improved driver ergonomics, and “plain English” diagnostic messages

S

S

S

S

S

S

New

New

New

New

Driver’s Cockpit, Instrumentation and Controls

Multifunction steering wheel featuring courtesy “Yo” light switch to acknowledge passing vehicles

S

S

S

S

S

S

Enhanced pre-trip walk-around test check for easier inspections

S

S

S

S

S

S

Driver’s toe kick, redesigned storage drawers with built-in USB outlet, streamlined LH console with larger cup holder and 12V plus USB charging ports

S

S

S

S

S

S

Power windshield blinds without guide rods, that recess into the front upper cap when not in use

S

S

YES

YES

YES

YES

New

New

Unbreakable driver’s defrost vents

S

S

S

S

S

S

New

New

S

S

S

S

S

S

Updated

Audio, Video and Electronics Systems

MCIcoach.com/,

AM/FM/CD/DVD with six 15” HDMI wide screen monitors (Only four monitors on the J3500) Enhanced audio with dual subwoofers, 15 x 2” tweeters and additional amplifier

O

O

NO

NO

YES

YES

Wireless microphone

O

O

YES

YES

YES

YES

iPod & MP3 connection integrated in head unit

O

O

NO

NO

YES

YES

Wi-Fi system

O

O

NO

NO

NO

NO

Updated

110V outlets w/USB at every seat, including 4000 Watt inverter and integral battery charger

O

O

YES

YES

YES

YES

New

New

Media panel w/HDMI A/V and USB + 3.5mm audio inputs in tour guide area

O

O

NO

NO

YES

YES

New

New

Saucon asset tracking system with geo-fencing and OBR (on-board recording) capability

O

O

NO

NO

NO

NO

2V power supply located in parcel rack for Wi-Fi installation, or other added accessory

S

S

S

S

S

S

Legend

MCI J-Series model specification highlights.

S

Standard in basic coach

O

Optional addition in basic coach

YES

Typically included in trim level or option package

NO

Typically not included in trim level of option package

NEW

Featured or New Addition

Updated

Featured or Updated Addition

Base Spec

Coach Operation & Performance: Recent Improvements and Enhancements Latest generation Parker/Vansco fully multiplexed solid-state electrical system featuring optimized military grade components

Preferred Spec

High Spec

J4500

J3500

J4500

J3500

J4500

J3500

S

S

S

S

S

S

Ultra durable front and rear bumper systems

S

S

S

S

S

S

Long-life, high-visibility LED high/low beam forward lighting

O

O

NO

NO

YES

YES

Brushless motors on HVAC evaporator and condenser for long life and low maintenance

S

S

S

S

S

S

Radiator and charge air cooler with state-of-the-art E-coated frame and high-strength aluminum alloy designed and tested for highly corrosive environments

S

S

S

S

S

S

E-coated radiator and charge air cooler heat exchangers

O

O

NO

NO

NO

NO

Corrosion resistant condenser with state-of-the-art E-coating on tubes & fins

S

S

S

S

S

S

Swing-out radiator/charge air cooler module with E-Fan system

S

S

S

S

S

S

Extreme duty tag axle unload valves for MDSS / Bendix air system

S

S

S

S

S

S

Rotary main battery disconnect switch

S

S

S

S

S

S

J3500

MCI® A/C compressor with improved tensioning system and idler

S

S

S

S

S

S

Updated

Updated

Acrylic rear tail lamp panels

S

S

S

S

S

S

New

New

Service door hinges with greaseable fittings

S

S

S

S

S

S

Corrosion control enhancements including improved SST rear J-box, more SST bracketry and improved processes for applying HydroArmor in the factory (air tanks, under carriage coverage)

S

S

S

S

S

S

New

New

Updated

Updated

Improved docking and cornering light logic for enhanced low-speed visibility and passenger entry /exit

S

S

S

S

S

S

Removable return air duct for easier servicing

S

S

S

S

S

S

45,000 BTU ProHeat or 120,000 BTU Valeo (Spheros/Webasto) auxiliary heaters

O

O

YES

YES

YES

YES

2 x 250 Amp Delco (Borg Warner) brushless alternators for improved reliability

S

N/A

S

N/A

S

N/A

N/A

S

N/A

S

N/A

S

Ruggedized lavatory dump valve with easy to use lever handle

S

S

S

S

S

S

Flat composite baggage bay flooring for improved corrosion resistance and driver ease of use

S

S

S

S

S

S

Industry-leading standard 30 month limited warranty

S

S

S

S

S

S

Expanded Super 60 warranty extension on select components

S

S

S

S

S

S

Extended OEM warranties on engine and transmission

O

O

YES

YES

YES

YES

Audio, entertainment and connectivity group

O

O

NO

NO

NO

NO

Severe Duty—dust and off—road package

O

O

NO

NO

NO

NO

Tour company compliance group

O

O

NO

NO

NO

NO

Trim and appointment upgrade group

O

O

NO

NO

NO

NO

Extreme hot/cold weather packages

O

O

NO

NO

NO

NO

2 x 180 Amp Cummins alternators for improved reliability

Support, Services & Warranty

Application Specific Performance Groups

MCIcoach.com/,

Updates J4500

Safety and Liability

by Ned Einstein Defending Contractors Part 7: Contracting School Bus Service

Last month’s installment about contracting for transit service contained a lot of superficialities similar or identical to contracting for pupil transportation (or school bus) service. Drivers and vehicles must be licensed and registered. Drivers must be trained. The driver hiring process contains similar administrative requirements, such as criminal background checks, the review of accident records and, in well-run systems, interviews and reference checks.

The difference between the transit and pupil transportation cultures is far more extreme.

In contrast, the difference between the transit and pupil transportation cultures is far more extreme than factors like the difference in the vehicles they deploy. Bidders who appeal to these sectors’ cultures – on paper and in person – possess a far better chance of winning the award. This is true even while other factors such as low costs (and the compromises that accompany them) are common to both. The same is true about the disproportionate value of the “live interview” compared to the quality of comparative proposals – including comparative costs.

Culture Clash The far-most-critical comparison of transit to pupil transportation culture is management’s attitude toward the passengers.

(This is largely true of drivers as well, although exceptions occur more frequently in the transit sector.) Most simplistically, transit officials (and most drivers) hate the passengers. They particularly hate and loathe disabled passengers – especially wheelchair users. In contrast, pupil transportation officials and drivers alike love the passengers (some troublemakers excepted).

They particularly adore disabled (or “special needs”) passengers.

This does not mean that a bidder on transit service can express its distaste for the passengers; that would be foolish. Bidders on transit contracts need to simply know that 42 • National Bus Trader / October, 2021

their leaders care far more about other things, like on-time performance (at the expense of committing countless safety compromises, since most routes’ schedules are too tight). (See safetycompromises.com; tight schedules in the February through July, 2019 issues of NATIONAL BUS TRADER – especially https://transalt.com/article/tightschedules-part-6-school bus-service/: and September through December, 2018 and April through November, 2019 issues of N ATIONAL B US T RADER). In contrast, the school bus contractor who expresses an obsession for passenger safety – especially in the live interview – can score additional “points,” even while these points may not be part of any formal evaluation.

There are other key things to stress with school district officials, particularly an understanding of crossing (see crossingaccidents.com; and Part 9 of the NATIONAL BUS T RADER series on safety compromises: https://transalt.com/article/safety-compromises-part-9-rolling-turns-and-sharpturns/). Boarding and alighting – obviously related to crossing – are important as well.

Compared to other modes, more passengers are killed in school bus service while crossing to or from the bus than when they are riding.

Because this sector cares about the passengers, schedules are not usually too tight.

Because this sector cares about the passengers, schedules are not usually too tight (the passengers have to get to school on time) and safety is not sacrificed for levels of ontime performance unachievable when vehicles are operated safely. The bidder who understands the priorities of school districts has a strong advantage in the final interview – even though cost factors are important to the contracting entities, especially as school districts receive no federal funds.

Bid Sophistication Except in very large school districts, pupil transportation bids are likely to be far less sophisticated than those in the transit sector.

In some cases, cost is the only factor considered. Either way, competition in the school

bus sector is ruthless. This is because a few oligopolies have pared down their costs by gutting management and paying drivers a pittance in their effort to outbid generations of formerly family-owned companies.

(Often, they simply acquired them.) Compared to the bloated, illusory proposals full of false promises common to so many transit contractors’ proposals, usually only the major pupil transportation oligopolies submit such proposals for school bus service.

Overall, the thickness and detail of proposals is proportional to the details in the Requests for Proposals (RFPs), and as noted, these vary widely among school districts. Otherwise, bloated proposals full of false promises matter less in the school bus sector. They can backfire, since those evaluating bids often have the latitude to discount claims they do not find credible.

Like their transit agency counterparts, school districts understand and care little about efficiency – with one exception. That exception is that school bus service is often provided in “tiers.” A single bus may make a high school run, a middle school run and an elementary school run in a single morning or afternoon. The school districts generally engage in such design efforts. Where they do not, a savvy contractor’s ability to design the tiers provides a tremendous, costrelated advantage in the bid process. The oligopoly bidders will not engage in such efforts for the rare school district that offers this flexibility (other than to rely on their robots to deal with it).

In contrast, many school districts are obsessive about on-time performance, and some permit their contractors to design grossly-inefficient routes as long as the buses adhere to rigorous on-time pick-ups and drop-offs. It may be hard to discern these emphases in an RFP – although one may figure them out by comparing the RFP’s language to its requirements, as well as the scoring components. Some school districts conduct pre-bid conferences (whereas almost all transit agencies do). If they do, absolutely attend. Try to obtain a breakdown of the scoring criteria or categories, and the maximum number of total points possible to achieve in each category. A shrewd examination of the scoring criteria can help a bidder make trade-offs.

Also, in school bus proposals, never make trade-offs that compromise safety – other than the obvious fact that lower bids neces-

Safety and Liability Never make trade-offs that compromise safety. sarily translate into lower drivers’ salaries and thinner management. A sophisticated bid process will award the bidder more points for paying drivers more. I included such provisions in the evaluation scale of every RFP I have ever written for any public agency. This inclusion is rare. Instead – even if this factor not a formal component of the evaluation – if you pay your drivers well, emphasize this point everywhere you can sneak it into your proposal. Emphasize it even more if you can establish a relationship between this factor and a low turnover rate.

Driver shortages frighten school districts.

You will gain points if you can convince the school district that you will not experience extremes of this phenomenon.

Also, most school bus bids do not grant as many points for illusions like “experience of the firm,” or for creative writing – like sections about the bidder’s “understanding of the problem” – as do transit agencies.

Instead, bottom line costs usually count more than they do in transit or, especially, paratransit bids.

Otherwise, school district officials are equal suckers for technology – most of it useless in my opinion – just like their transit counterparts are. Like transit RFPs, the requirements are stripped down to the minimum so that the evaluation team can compare apples to apples. The real money is made on options – and far fewer are selected by school districts since the vehicles are paid for with state and local funds, with no federal funds. For this reason, school bus bids generally require the contractor to provide the vehicles – whereas, in transit bids, the transit agency typically buys the vehicles (with 80 percent federal funds) and leases each one to the winning bidder for $1/year.

Finally, because school buses may cost a fourth as much as a transit bus of the same size, and they do not last nearly as long (mileage wise), many school bus contracts require the bidder to begin the contract with only new vehicles. This is not such a risk for large companies whose contracts are often rubber-stamped year after year (or decade after decade). If such a company loses its contract, it can usually “sneak in” that contract’s used buses into another service area.

If you have a “mixed fleet,” you may offer that as an option in return for lower costs.

Most enlightened RFPs allow for “alternative bids.” One may use its aging fleet to its advantage in such bids – as long as one’s fleet is not a “mothball fleet.”

Wages and Vacancies Generally, school bus drivers earn considerably less than transit drivers, especially as school district employees. In school bus service, many drivers work only part-time shifts. These already-low-paid drivers only work 25 to 30 hours a week. Finding school bus drivers collecting welfare is common. A severe driver shortage is constant even for higher-paid “district drivers.”

Filling slots for contractor drivers is a nightmare.

Filling slots for contractor drivers is a nightmare. As a bid matter, school districts are suckers for all kinds of shenanigans about hiring drivers. School bus magazines are bloated with articles about recruiting strategies. A savvy bidder should not take this nonsense seriously. Drivers simply want to be paid enough to stay alive. The trivialities that fill these lists of tips rarely pan out.

For these reasons, a bidder must be careful to not make promises it cannot keep. If it does, its driver pool will quickly comprise mostly “bad apples.” Bad apples translate into more incidents and lawsuits. However, unlike transit agencies, even while their contractors must also indemnify them, school districts are not indifferent to a plethora of fatalities and serious injuries.

As noted, the peculiarity of this sector is its love of the passengers. If one is bidding on special education service – a particularly sensitive example – do not think that the risks associated with failing to secure wheelchairs will be acceptable merely because you are indemnifying the school district. In many sectors, officials think that a driver saving five minutes’ time by not doing this is swell.

In other sectors, like NEMT, this is both a goal and a consequence of the reimbursement formula by which they are paid. This is not remotely the case in the school bus sector. At the same time, schedules in the school bus sector are more realistic, and the inducements to commit safety compromises are far less pervasive. A school bus contractor must shape its services to conform to these preferences and cultural norms.

Regardless, staffing challenges and other cost-saving stunts translate into serious risks to the contractor and, particularly, its carrier.

Unfortunately, the “bad apples” are regularly retained simply because it is difficult to find any apples. Because carriers never examine the dynamics of the industries they underwrite, they provide no guidance to their clients about these risks. A contractor with too many incidents may either find itself without any company willing to underwrite it, or face exor-

bitant premiums which their “low balled” bids did not anticipate, and which may not cover their costs. About a decade ago, bidding too low on one major city’s contract cost our nation’s third-largest school bus contractor its business. To avoid this, it may help to ask one’s drivers (or their union, if one exists) how little they are willing to work for in order for their employer to win the bid. It may also help to point out that, if you do not win the bid, and the drivers go to work for the winning bidder, they will likely be paid even less.

The task of managing operations is challenging.

Management and Behavior Overall management is thin throughout the school bus sector because the reliance on robots for almost everything has become the norm. Monitoring most things is barely existent; pulling videos to examine driver performance is almost unheard of. (No RFPs contain requirements for such specific things.) With poor drivers and thin management structures, the task of managing operations is challenging.

One often-daunting challenge is passenger management – far more challenging than in any other public transportation sector. This is one area where a bidder can expect to spend some money. Pulling videos to support driver complaints about misbehaving students is often a large part of management. Monitoring and enforcement of student behavior is necessary to maintain control over the passengers. A bus full of wild students is a certain distraction, and one serious collision as a result may mean the end of one’s contract and/or the end of one’s business. Particularly in school bus operations, one cannot afford to skimp on certain management tasks.

Finally, if the provision of special education or “special needs” students is an element of the contract, management would do well to factor in the cost of attending IEP meetings.

When bad things happen to special needs students on school buses, the first place a good plaintiff’s expert will look is to see whether any transportation personnel had ever attended the student’s IEP meetings (a several-times-a-year function in a prudent school district). This attendance can be costly. It can be more costly to not engage in this attendance when certain incident scenarios unfold.

Vehicle Selection Because contract lengths are limited, and as few RFPs require more-costly Type D (i.e., “transit-style”) buses, plan on purchasing Type C buses. Frontal vision has improved markedly in such buses over the years –

National Bus Trader / October, 2021 • 43

Safety and Liability although the bad apples in one’s driver pool are less likely to use the mirrors which compensate for a hood or cowl in front of the windshield.

While the formal scoring may not incorporate certain preferences, school districts are more sensitive to certain bells and whistles than lead agencies in other sectors. They rarely care about the quality of exterior, rear-view mirrors. Yet they care about cameras. They care about crossing control guards (which are not required in nearly 20 states). They care a lot about certain Mickey Mouse features – like those which help ensure that drivers do not leave students on the bus at the end of the day (often stranding them onboard overnight) – when simply ensuring that all drivers check the buses for such things during their post-trip inspections would be cheaper and more effective than gimmicky subterfuges.

One of my favorite gimmicks is the technology which places colored dots at all the points near safety-sensitive devices that should be examined during pre- and posttrip inspections. This technology proves nothing about a driver checking anything.

He or she simply squirts the colored dots placed next to these items with his or her scanning gun. One almost never sees such technology on a transit bus. Yet it seems to mesmerize school district officials.

Securement equipment is also less problematic on school buses. This is partly because wheelchair users are often condensed to a subset of vehicles. It is partly because, again, school bus sector management and drivers care far more about the passengers than their counterparts in other sectors. It is partly because schedules do not tend to be as tight.

Interestingly, securement tracks on school buses commonly run longitudinally rather than laterally, as they do in most other accessible vehicles. This latter feature means that securement tracks or discs will not be spaced too closely together. Further, the concentration of more wheelchairs per bus generally translates into spare equipment. Because school buses do not last as long as most other sectors’ vehicles, newer vehicles results in less obsolete equipment, and fewer incidents where pieces from different generations are mismatched and do not fit together.

Another important cost reality in the school bus sector is that all vehicles are sold through dealers – in sharp contrast to transit and motorcoach vehicles, which are purchased either directly from the manufacturers, or for those smaller models which must be wheelchair-accessible, from “converters.”

Vehicle converters jack up vehicle costs considerably. These vehicles are only a subset of a transit system’s vehicles – its paratransit fleet. In the school bus sector, because all vehicles are purchased from dealers, the

44 • National Bus Trader / October, 2021

costs of even non-accessible vehicles are jacked up – often enormously. Dealers try to add as many components to the vehicle as possible – including basic features like seats and many engine components (e.g., alternators). Since school bus contractors must purchase the vehicles, the largest contractors can make “deals” with the dealers, and enjoy significant price advantages.

There are few tricks to avoid these realities other than to insist that everything that can be installed at the factory level be done at that level. Smaller contractors may not have the clout to insist upon such things – although one manufacturer’s dealers are in competition with its fellow manufacturer’s dealers. There are three large school bus OEMs, while the converters of smaller vehicles is consolidating rapidly. Regardless, bidders must take advantage of this competition. School districts do not care which manufacturer’s buses are used.

They only care that they are certified to all FMVSS and other federal, state and local standards. Most converters’ vehicles are – although recalls among school buses are so commonplace that they might seem extraordinary to a motorcoach provider.

Finally, an extensive volume of digital accoutrements must be installed to satisfy the data collection requirements of some funding agencies – particularly at the federal level. For example, many schoolchildren’s trips are paid for by Medicaid. To ensure that the money provided is spent on actual trips, many (if not most) modern school buses must be equipped with a considerable amount of GPS-oriented data-collecting paraphernalia. In the thin management, prorobot school bus operating environment, where monitoring is marginal at best, this combination of realities can be risky. GPS equipment must work. It must collect the data required. Drivers must put up with it.

Stories about the failures are legendary: In 2011, New York City had to refund $550 million to Medicaid because its GPS units failed to provide the required data. In 2019, a sleepy commission “suddenly” found that 6,000 of that city’s 9,000 GPS units were missing. It is hard to know whether or not a private company’s contract will hold it liable for such omissions and their consequences.

If so, and one is not careful, one’s profits can go up in smoke by such failures

Providing contracted school bus service is not for the meek.

Sobering Up Providing contracted school bus service is not for the meek. Unfortunately, it is chal-

lenging for the honest. It can be frightening for the naive. Even huge companies have bit the dust by underbidding in order to retain their fiefdoms – and were forced to sell their businesses and their assets at fire sale prices.

What makes this overall challenge and its many component challenges so difficult is that all this must occur in an operating environment where the providers of transportation love the passengers. Those contractors who think they can succeed in this ruthless, demanding sector without honoring such a commitment take huge risks.

Their carriers take even larger ones.

The opinions expressed in this article are that of the author and do not necessarily represent the opinions of NATIONAL BUS TRADER, Inc. or its staff and management. q Ned Einstein is the president of Transportation Alternatives (transalt.com [1]), a public transportation consulting/expert witness firm. Einstein (einstein@transalt.com) specializes in catastrophic motorcoach accidents.

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Down The Road

Coming events of interest to readers of NATIONAL BUS TRADER. Submissions for the department should be directed to the editor. Unless otherwise indicated, events are not open to the general public.

November 7-10, 2021. American Public Transportation Association (APTA) EXPO 2021. Orange County Convention Center, Orlando, Florida. For information visit aptaexpo.com.

November 14-18, 2021. NTA Travel Exchange. Cleveland, Ohio.

January 8-11, 2022. American Bus Association Marketplace. Baltimore, Maryland.

January 28-30, 2021. Busworld North America. Baltimore Convention Center, Baltimore, Maryland. For more information view Busworld.com.

March 10-13, 2021. FMCA's 102nd International Convention and RV Expo. Georgia National Fairgrounds and Agricenter, Perry, Georgia.

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