Minority Misfortunes (by Dave Millhouser

Minority Misfortunes

by Dave Millhouser

The burden of regulatory compliance as well as problems relating to the pandemic fall more heavily on smaller companies. Larger companies have a substantial advantage based on economies of scale. This means that minority-owned companies are being driven from the bus business in greater numbers. Shown here are some Temsa coaches at their facility in Orlando. TEMSA.

27833 – nearly 50 years later the part number for an improved wheel still rattles around my brain. The company I worked for sold pallet loads of them.

Circa 1974 a package of new regulations influencing motorcoach design went into effect and some of the results were, to say the least, unexpected. Intended to improve braking, handling and noise levels, instead we got steering axle wheel cracking, baked alternators, failed HVACs and air brakes that sometimes applied suddenly when CB mikes were keyed.

Good intentions can create unintended consequences that are worse than the problem they are addressing.

In order to meet new braking specs, Eagle went with larger tires, which then pounded the HVAC ducts that passed over them into submission. Our biggest competitor suffered even more. To keep the tag from bouncing when the more powerful brakes were applied, they cranked up the weight it carried. The drive wheels acted as a fulcrum –extra weight went onto the steer axle – and front wheels began to crack.

Adding insult to injury, the air-cooled alternator that had worked fine for years began failing. Eliminating vents, to reduce noise reaching the street, raised the engine compartment’s ambient temperature just enough to give the alternators heat stroke. It was a great time to be a parts salesman.

According to several sources, there are less than half as many private sector motorcoach companies now than there were in 2019. The bulk of the casualties were small operators, and in most cases it was the pandemic that pushed them over the edge. That said, if they had been stronger financially at Covid’s outset, they might have survived.

There are two points to be made here.

One is that the burden of compliance falls far more heavily on small companies than large. The big guys have a serious advantage when it comes to the economies of scale. As a result as the weight of regulations increases, it is the little guys who are squeezed out. Fewer coaches on the road means more travelers are forced into less safe modes of transportation.

Second, and clearly unintended, is that minority-owned companies are being driven from the business in far larger proportions than their white competitors. For many historical reasons they started with a disadvantage and have been playing catch-up for decades. As a result, many lack the size and fiscal depth to hang on.

I am not into “political correctness, ” but thoughtful folks are aware that in addition to the discredited historical laws and regulations that constituted de-jure racism, there is an element of de-facto racism that still needs to be addressed. Sometimes intentional, but often just insensitive or thoughtless, the playing field remains measurably tilted, at least in the motorcoach business.

The new administration seems committed to restoring regulations and adding new ones. It is ironic that the same folks who are com-

While some regulations are necessary, it might be a good idea to moderate them in such a fashion that they are fair to the smaller operators. Otherwise it will be increasingly difficult for smaller and minority operators to get into the bus business. This Setra was photographed in an historical part of Tampa, Florida. DAIMLER.

mitted to “equity ” in so many aspects of life may unintentionally be damaging the groups they claim to help. The irony is magnified by the fact that many of the people being hurt most are minorities who worked hard to build businesses, to be productive and independent, in a disadvantaged environment.

Clearlyameasureofregulationisbothnecessary, and helpful. Someone once said that “The perfect is the enemy of the good” (if I can not remember where I stole it – it ain’t plagiarism). Regulators’ impossible race to safety perfection may be doing more harm than good.Oneunintendedconsequencemayleave us with a much smaller, lilly-white, industry –a tragic outcome. Asort of de-facto Jim Crow.

“Less is more” might apply here. A bad bus is safer, and greener, than a good car. Instead of regulators (who often have no operating experience) piling on trivial rules in a quixotic pursuit of paperwork perfection, maybe a bit of grace is in order. This is not to advocate for any sort of preferential treatment for minority owned operators, but rather for a serious examination of the real (if unintended) consequences of the current regulatory environment. It clearly tilts the playing field towards the “big guys. ” John F. Kennedy famously said,

“Arising tide lifts all boats . . . ” Small operators, nearly all family-owned, would benefit from a more rational level of regulation, regardless of their race.

So would the public.

We were lucky back in the mid-70s. To the best of my knowledge none of the hiccups killed anyone, but there were some close calls. About all I remember from the 1970s is 27833 and 2316669. q

Sometimes new products and equipment cause problems or do not work out well. At these times, it is great to be a parts salesman. This parts warehouse is located at Temsa in Orlando. TEMSA.

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.

Photos should be sent to NATIONAL BUS 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.

Top: Alexander Dennis recently provided three three-axle Enviro200EV XLB for Auckland Transport in New Zealand. The all-electric buses are 12.6 meters (41 feet) long and incorporate BYD battery technology. Three axles are used to reduce axle loads that in turn reduces road use charges. Bottom: The 30-foot Temsa TS 30 stands between the smaller buses and larger coaches in offering the amenities of the big coaches for smaller groups. Based in Gill, Massachusetts, Travel Kuz provides transportation services in the Massachusetts and Vermont area with a wide range of vehicles from limousines to school buses and coaches. Their TS 30 coaches help fulfill their company motto: “We have a bus for that. ”

Bus of the Month

TheElectricZEPSBus fromCompleteCoachWorks

TThe ZEPS (Zero-Emission Propulsion System) bus from Complete Coach Works (CCW) is noteworthy in two major respects. First, it has been a pioneer in the movement to clean-energy, battery-electric buses; and second, it is a unique concept developed by CCW to keep costs down and ease entry into battery-electric bus operations.

ZEPS is a combination of two concepts that together create a unique vehicle. Primarily, it provides a non-pollutin,g batteryelectric bus that allows transit operators to move away from fossil fuels and clean up their fleets. Additionally, it uses a pre-owned and remanufactured transit bus to keep costs reasonable. This also has a side advantage in that the vehicle is highly compatible with existing fleets, thereby reducing maintenance personnel retraining and dramatically reducing the annual maintenance cost from their fossil fuel counterpart.

A key part of the ZEPS concept is that it begins with a carefully selected, previously operated, low-floor transit bus. This bus is brought into the CCW facility that is headquartered in Riverside, California. During the remanufacturing process, the chassis is stripped down to the frame. This includes removal of the vehicle ' s interior and exterior fixtures, along with all subsystems and major components, such as the engine and transmission.

Most of the major components are new or rebuilt since beltdriven and hydraulic systems are replaced with electrically-driven components. Included are the HVAC system, air compressor and power steering hydraulic pump. CCW replaces the diesel engine with a new battery-powered electric drive that incorporates an electric motor, regenerative braking, an NMC lithium-ion battery pack and a management system for operations and recharging.

In addition, the windows are replaced with new flush mounting style and energy-efficient glass. New tires and wheels are provided that are suitable for electric operation, and the wheelchair ramp is rebuilt to new specifications. Other features to an all-electric remanufacture include lightweight flooring, driver and passenger seats, heating and cooling systems and all LED lighting.

The result is a bus that provides all the features of a new bus and battery-electric drive at an affordable cost. It is less expensive to maintain than a diesel bus and technicians like the simplicity of operation.

CCW’s ZEPS bus has proven itself in numerous transit operations around the country. In addition to conventional transit applications, it has been used in shuttle service, commuter runs, college campuses and airports. CCW has retrofitted its ZEPS battery-electric system into various other vehicles including themed “trolley ” shuttles. It continues to be a unique model and offers a combination of non-polluting, battery-electric power with low initial cost. q

Safety and Liability

by Ned Einstein

Transportation Network Companies Even Worse than Expected

The clever title Eyes Wide Shut was wasted on a allegedly-sexual movie released in 1999. While there are plenty of mainstream events widely opening our eyes these days, this film’s expression is an understatement for events that have occurred in the United States public transportation field in the last seven or so years. I am not so sure even a dead man’s switch would open many eyes in our field. I have been trying to do so. This installment is yet another alarm.

I mourn the days when my NATIONAL BUS TRADER installments were either positive (like the year-long series titled “Making More Money ”(see NATIONAL BUS TRADER January – December, 2012), the two-part series about bio-sensitive driver assignment (see https://transalt.com/article/bio-sensitive-driver-assignment-part-i/ and https://transalt.com/article/bio-sensitivedriver-assignment-part-ii/) or a series of safety-sensitive tips about driver assignment and “bus lag” (see https://transalt.com/ article/bus-lag-part-1-non-driving-off-dutyand-awake-the-whole-time-on-hos-requirements/, https://transalt.com/article/buslag-part-2-on-duty-driving-and-sound-aslee p-the-limits-of-hos-requirements/, https://transalt.com/article/bus-lag-part3-the-invisible-log/, https://transalt.com/ article/bus-lag-part-4-the-invisible-logredux-logs-black-boxes-and-spoliation/ and https://transalt.com/article/bus-lag-part5-skipping-the-in-between/).

Most installments since were riddled with alarming warnings, like installments about the inevitability and consequences of driverless vehicles (Autonomous and Inevitable in NATIONAL BUS TRADER, October, 2016 through August 2017 and Drivers v. Robots, NATIONAL BUS TRADER, August, 2019 through April 2020), problems with Tight Schedules (NATIONAL BUS TRADER, February through July, 2019) and a year-long series about Safety Compromises (NATIONAL BUS TRADER, September, 2017 through November, 2018).

Sandwiched in between was a six-installment warning about havoc which transit network companies (i.e., mostly Uber and Lyft) were wreaking on the public transportation industry (see https://transalt.com/article/ bad-regulations-and-worse-responses-part1-introduction/, https://transalt.com/article/bad-regulations-and-better-responsespart-2-the-rise-fall-and-transformation-of-sup ershuttle/, https://transalt.com/article/badregulations-and-better-responses-part-3-invasion-of-the-tncs/, https://transalt.com/ article/bad-regulations-and-better-responses-pa rt-4-judicial-heroism/, https://transalt.com/ article/bad-regulations-and-worseresponses-part-5-executive-branchresponses/, https://transalt.com/ article/ bad-regulations-and-better-responses-part6-industry-and-association-responses/ and https:// transalt.com/article/bad-regulations-and-better-responses-part-7-conclusions/). As this article will explain, things have gotten worse since these failures. Now, almost every sector in the industry is being hurt.

Ridership and Impotence

The “Bad Regulations” series noted above identified a litany of institutional and industry-wide failures to stop the incursion of TNCs from gutting the taxicab industry. Alongside the successful decimation of that sector, and the near-collapse of tour and charter service caused by the COVID-19 (and our failures to mitigate it), few noticed that fixed route transit ridership had declined by roughly 10 percent during the two years preceding COVID-19. I addressed this decline in another NATIONAL BUS TRADER article published in July, 2020 titled “Transit Support in the Era of COVID-19” (see https://transalt.com/article/transitsurvival-in-the-age-of-covid-19/). Professionals in the Bay Area attributed a lot of this decline to the emergence of TNCs – popular in this high-income subregion, and highly suspect as farebox revenue covered only 13 percent of the operating costs of San Francisco’s transit system, MUNI (see the troubling graphic in the April 9, 2020 issue of the NYTimes: https://www.nytimes.com/ 2020/04/09/upshot/transit-battered-bycoronavirus.html?action=click&module=To p%20Stories&pgtype=Homepage).

The pre-COVID tanking of transit ridership began to cause concern. Kansas City was the first urban transit service to eliminate fares altogether, as the eight percent of its operating costs which farebox revenue covered cost roughly as much to collect than the revenue it brought in. Followed shortly by partial free-fare measures in Portland and Las Vegas, these trends should be of great concern. In an era dominated by a rigidity of conversation never before seen in the United States, where there is a minority of support for concerns like measures to decelerate climate change and a refusal to tax zillionaires, one wonders how long the general public will tolerate supporting free fixedroute transit service.

This concern is not confined to merely the transit sector. For starters, complementary paratransit service (operating at a fraction of the efficiency of fixed route transit) consumes an increasing percentage of almost every transit agency ’s budget. (As the ADAlimits paratransit fares to one-half of fixed route bus fares, when fixed route transit fares disappear, far-more-costly paratransit service will also vanish – although paratransit fares cover even less of its pertrip costs even now.) School bus community officials – whose services receive no federal subsidies, and where driver shortages have been rampant for four decades – are similarly fearful of its survival. The non-emergency medical transportation (NEMT) sector steals and wastes hundreds of billions of dollars a year (see https://transalt.com/article/defending-contractors-part-3-thewhistleblowers-song/ in NATIONAL BUS TRADER, June, 2021). The fact that much of the motorcoach sector provides commuter express service to transit agencies, and this sector is beginning to provide other fixed route services to these agencies under contract should be a serious concern to this sector as well. Yet, as in recent years, nothing significant, if even noticeable, has been done to address these trends. Omens are beginning to emerge suggesting that things are getting worse and worse.

Eyes Wide Shut

While most public transportation professionals have long ago acknowledged – and tacitly accepted – the demise of the taxi

This installment is yet another alarm. One wonders how long the general public will tolerate supporting free fixed-route transit service.

industry from the increasing dominance of Uber, Lyft and few stragglers (like Juno and Sidecar) that these two oligopolies have yet to squash or acquire, few have noticed the impact of TNCs on other modes. This apathy or ignorance was shaken recently by an article in Forbes magazine (September 30, 2021) titled, “That Uber or Lyft Trip May be Worse for the Planet Than Driving Yourself. ”

This article began with the notion that these TNCs “charged into cities” with the promise that, “by reducing personal car trips, ride-hailing businesses could both ease traffic and bolster the use of public transit. ” Used to unlimited lies as we have become over the past several years, such nonsense hardly seems worthy of notice, much less concern.

In sharp contrast to the claims of TNCs, a study recently released by Pittsburgh’s Carnegie Mellon University noted that the replacement of personal car trips by TNCs increased the costs of each trip by roughly 35 cents. Much of this is because one’s use of his or her own vehicle does not involve any deadheading. (I suspect the price of parking one’s personal vehicle was overlooked in this study.) The study noted that even with their extraordinary fleet density or “coverage, ” TNCs still spend about 40 percent of their mileage deadheading – a figure better than taxis in most service areas before TNCs came along to increase taxicab deadhead time and/or mileage to what I now estimate to be about 60 to 70 percent (from an information survey of scores of taxi drivers).

For our industry, that finding was not the worst. Far more troubling was the study ’s finding , “the costs to society tripled when the shift was from public transportation to a ride-hailing vehicle. ” Expanding these findings to broader issues, the study ’s author, Jeremy J. Michalek, found that even if ride-hailing vehicles deployed 100-percent zero emissions vehicles, the external costs of ride-hailing dropped by only 16 to 17 percent – an asterisk alongside the otherwise tripling of costs. The study added that even this fully-electrified fleet, “ would not be enough to make up for the congestion and deaths created by the added TNC miles. ” The study added that, while these detriments would be mildly mitigated if rides were pooled (which would negate the comparative benefits of mode-splitting from a personal vehicle to a TNC), these negative impacts would be yet another asterisk compared to the costs of passengers formerly traveling by fixed route transit.

Also failing to address these problems has been the mainstream media – a source of information which has increasingly been discredited in general. Arecent NYTimes article about the demise of the city ’s taxi industry (see https://www.nytimes.com/2021/11/03/ny re g i o n / n y c - t a x i - d r i v e r s - h u n g e rstrike.html?referringSource=articleShare) cited months of protests by hoards of taxi drivers (including a 15-day hunger strike) and covered all types of mediocre remedies – like government (translation: “taxpayer”) subsidies to help drivers amortize the debts they incurred from the collapse in the value of taxi medallions (worth $1.1 million per vehicle in 2014, and a tiny fraction of this sum today), and $30,000 cash payments to drivers who cannot even make the payments on their reduced, subsidized loans.

The article largely blamed this carnage on a group of “industry leaders” (i.e., banks and other “lenders”) for inflating the price of medallions – although how this magic trick was accomplished was not described. Instead, the article noted that, “Industry leaders have long denied wrongdoing, blaming the crisis on ride-hailing companies like Uber and Lyft. ”

Not surprisingly, this article failed to note that the now-estimated 60,000 Ubers operating in the city paid no medallion fees whatsoever. Similarly, it failed to cite the fact that the remaining taxi drivers are experiencing what I estimate to be roughly 70 percent deadhead time and mileage. In the city ’s taxi industry heyday – despite grossly-incompetent regulation and management by the city ’s Taxi & Limousine Commission –deadhead time and mileage was closer to 30 percent for those drivers who knew what they were doing (and who did not experience 50 percent deadhead by “playing the airports”).

Naturally, this article (like most others) failed to even footnote the devastation that TNCs wreaked on the city ’s fixed route transit system. Understandably, it failed to cite the obvious, genuine remedy to these problems: Prohibiting the operation of this completely unmanaged mode within the city ’s boundaries altogether. One suspects that, at this point, such a remedy would have deep political consequences for those elected officials supporting it. Readers could not be expected to read between the lines to note that the TNCs effectively transferred their medallion obligations to the taxpayers now forced to subsidize the industries that the TNCs victimized – including the city ’s multibillion dollar transit industry.

Research and Residue

Academicians have interesting notions about what to spend taxpayers’ dollars on. The Forbes article mentioned some “interest” in measures to increase the pooling of rides, and to identify the true costs of travel, by mode, and charge each mode accordingly for them. The implementation of congestion pricing measures was among such measures – a strategy that has failed, politically, in almost every city in the country. The failure of such an approach to gain traction actually began in the mid-1970s, when not a single U.S. city would undertake a demonstration project to try this approach when offered $1 million to do so by the Urban Mass Transportation Administration (the predecessor organization of the Federal Transit Administration).

If one needs a more salient example of the haplessness of U.S. transportation policy, one need only consider the fact that motorcoaches pay tolls at bridges and tunnels –when a single, fully-occupied motorcoach displaces roughly 40 personal cars. Expecting any meaningful solutions to this problem is hopelessly naive. This is largely because the sole answer to the problem – not merely the best – is to ban the TNCs altogether. As my previous series of articles for NATIONAL BUS TRADER cited above (“Bad Regulations and Worse Responses”) noted, we failed miserably and universally to effect that solution. Most harrowing about the Forbes articles is that our society has fully accepted, if not embraced, this intrusion, despite the costs that TNCs have exacted on our industry and our society at large. They have only badly crippled the taxicab, transit and motorcoach sectors. Wait until these modes approach collapse.

The fragmentation of sectors within the U.S. public transportation industry is problematic in many ways. It was less problematic when each mode gradually refined its respective role in the system, and modes adapted to working with one another. This is true even while the transit industry ’s hapless nonsense about “seamless transportation” was employed to squander vast sums

”The costs to society tripled when the shift was from public transportation to a ride-hailing vehicle. ” Motorcoaches pay tolls at bridges and tunnels –when a single, fullyoccupied motorcoach displaces roughly 40 personal cars.

Book Review

A Spy on the Bus Memoir of a Company Rat by Margean Gladysz Reviewed by Larry Plachno

While we mentioned this book in 2008 when it was published, it has come up again so we thought a brief review might be a good idea.

What makes this book particularly unusual and interesting is its somewhat unique topic. There are a few books covering the history of a particular bus company; in fact there are two major books on Greyhound. There are also books written by bus drivers telling of their tales and exploits. Jim Lehrer wrote a couple bus books. His We Were Dreamers should be required reading for anyone wishing to go into the bus business. In addition, there are several photo books covering various makes, models and types of buses. This is the only one I know covering that littleknown part of the bus industry – the people who did the inspections of drivers and facilities.

To some extent, this is the story of Margean Wurst who was raised on a farm in Michigan. When completing her education at age 18 in 1946, she went to work as an inspector for Greyhound in a group based out of Detroit. The text comes from her letters home to her family. In addition to explaining the work she was doing, she mentions the local weather, how the farms are doing, the scenery and other items of interest. To a large extent, it opens the door to a bus era of nearly 75 years ago that has long been forgotten.

The book covers a period of about three years when Wurst did this type of work. Starting in Detroit, she ended up riding both suburban buses and longer runs. She managed to get into several cities including Canada. From time to time she was given special assignments including the trolley coach operation in Flint, Michigan and the local buses in Evansville, Indiana. Later she worked for other companies and was based in Chicago. Eventually, Wurst managed to cover much of the United States including both the East and West coasts and south to Texas.

A normal trip would see her checking drivers for their driving ability, loitering, proper uniform, smoking while working and proper fare collection. While she enjoyed giving good reports, there were numerous drivers who were reprimanded or even lost their jobs because of her reports. Once she was no longer based in Detroit, Wurst began receiving special assignments. On several occasions she met with division managers in various cities and stayed several days working on local routes and problems. It appears that in spite of her young age, she became very respected and a leader in this particular field. On one occasion, a manager showed a professional inspection company that she could do a better job.

Eventually, she went beyond the drivers and included terminal and post house inspections. She did public relations and asked questions in Flint prior to a forthcoming franchise decision. She also helped set up special services and even was given the responsibility to pick the food stops for the new service.

On several occasions, and in spite of pre-planning, she would run repeatedly into the same driver. In many cases, nothing happened but in others she had to explain why she was traveling. On a couple of occasions, the drivers figured out what she was doing and “turned her up. ” This seemed to affect Wurst more than the company. She often did things to make herself less conspicuous.

The job was both lonely and gave few opportunities for visits home. Once leaving Detroit, Margean would live out of a suitcase and spend her nights in hotels and YWCA facilities. She tells about her meals and what she would buy while traveling. For example, it was noted when she got her own small radio. On other occasions, her wardrobe became inappropriate when the weather got warmer or cooler.

To some extent, the book opens a window to an era now nearly 75 years in the past. She talks about Clippers and the Big Brills with their “co-pilot” seat. She mentions that numerous bus routes ran on unpaved highways and the buses had no restroom. Since this was immediately after World War II, ridership was still high. There is ongoing mention of second sections and followers. On some occasions, the buses she was on broke down. On others, connections were missed and she ended up waiting for the next bus in outof-the way places.

After doing this work for three years and 138,000 miles, Wurst found herself in Evansville, Indiana on a blistering hot day in 1949. She decided to quit. Eventually, she became a librarian, got married and had two children. However, for those three years she gave us some insight into what the bus industry was like in those

years.

ASpy on the Bus by Margean Gladysz was published by Arbutus Press in Traverse City, Michigan in 2008. Copies may still be available from various sources. q

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NATIONAL BUS TRADER continues to receive requests on the availability of back issues so that readers can either locate desired information or obtain missing issues.

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Several issues are already “out of print, ” hence we suggest that you indicate second choices. We reserve the right to refund money if issues requested are no longer available.

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1989 q Vol. XII, No. 4 — March, 1989 q Vol. XII, No. 5 — April, 1989 q Vol. XII, No. 6 — May, 1989 q Vol. XII, No. 7 — June, 1989 q Vol. XII, No. 10 — September, 1989 q Vol. XII, No. 11 — October, 1989 q Vol. XIII, No. 2 — January, 1990 q Vol. XIII, No. 4 — March, 1990 q Vol. XIII, No. 6 — May, 1990 q Vol. XIII, No. 5 — April, 1990 q Vol. XIII, No. 7 — June, 1990 q Vol. XIII, No. 8 — July, 1990 q Vol. XIII, No. 10 — September, 1990 q Vol. XIV, No. 2 — January, 1991 q Vol. XIV, No. 4 — March, 1991 q Vol. XIV, No. 7 — June, 1991 q Vol. XIV, No. 10 — September, 1991 q Vol. XIV, No. 11 — October, 1991 q Vol. XIV, No. 12 — November, 1991 q Vol. XV, No. 2 — January, 1992 q Vol. XV, No. 3 — February, 1992 q Vol. XV, No. 4 — March, 1992 q Vol. XV, No. 6 — May, 1992 q Vol. XV, No. 7 — June, 1992 q Vol. XV, No. 8 — July, 1992 q Vol. XV, No. 9 — August, 1992 q Vol. XV, No. 10 — September, 1992 q Vol. XVI, No. 7 — June, 1993 q Vol. XVI, No. 11 — October, 1993 q Vol. XVI, No. 12 — November, 1993 q Vol. XVII, No. 2 — January, 1994 q Vol. XVII, No. 3 — February, 1994 q Vol. XVII, No. 4 — March, 1994 q Vol. XVII, No. 6 — May, 1994 q Vol. XVII, No. 7 — June, 1994 q Vol. XVII, No. 10 — September, 1994 q Vol. XVII, No. 11 — October, 1994 q Vol. XVII, No. 12 — November, 1994 q Vol. XVIII, No. 2 — January, 1995 q Vol. XVIII, No. 3 — February, 1995 q Vol. XVIII, No. 4 — March, 1995 q Vol. XVIII, No. 6 — May, 1995 q Vol. XVIII, No. 7 — June, 1995 q Vol. XVIII, No. 8 — July, 1995 q Vol. XIX, No. 2 — January, 1996 q Vol. XIX, No. 3 — February, 1996 q Vol. XIX, No. 4 — March, 1996 q Vol. XIX, No. 8 — July, 1996 q Vol. XIX, No. 11 — October, 1996 q Vol. XIX, No. 12 — November, 1996 q Vol. XX, No. 2 — January, 1997 q Vol. XX, No. 5 — April, 1997 q Vol. XX, No. 6 — May, 1997 q Vol. XX, No. 6 — May, 1997 q Vol. XX, No. 7 — June, 1997 q Vol. XX, No. 8 — July, 1997 q Vol. XX, No. 9 — August, 1997 q Vol. XX, No. 10 — September, 1997 q Vol. XX, No. 12 — November, 1997 q Vol. XXI, No. 2 — January, 1998 q Vol. XXI, No. 3 — February, 1998 q Vol. XXI, No. 5 — April, 1998 q Vol. XXI, No. 7 — June, 1998 q Vol. XXI, No. 8 — July, 1998 q Vol. XXI, No. 9 — August, 1998 q Vol. XXI, No. 10 — September, 1998 q Vol. XXII, No. 2 — January, 1999 q Vol. XXII, No. 4 — March, 1999 q Vol. XXII, No. 5 — April, 1999 q Vol. XXII, No. 6 — May, 1999 q Vol. XXII, No. 7 — June, 1999 q Vol. XXII, No. 8 — July, 1999 q Vol. XXII, No. 9 — August, 1999 q Vol. XXII, No. 10 — September, 1999 q Vol. XXII, No. 11 — October, 1999 q Vol. XXII, No. 12 — November, 1999 q Vol. XXIII, No. 2 — January, 2000 q Vol. XXIII, No. 3 — February, 2000 q Vol. XXIII, No. 4 — March, 2000 q Vol. XXIII, No. 5 — April, 2000 q Vol. XXIII, No.6 — May, 2000 q Vol. XXIII, No.7 — June, 2000 q Vol. XXIII, No.8 — July, 2000 q Vol. XXIII, No.9 — August, 2000 q Vol. XXIII, No.10 — September, 2000 q Vol. XXIII, No.11 — October, 2000 q Vol. XXIII, No.12 — November, 2000 q Vol. XXIV, No.3 — February, 2001 q Vol. XXIV, No.4 — March, 2001 q Vol. XXIV, No.5 — April, 2001 q Vol. XXIV, No.6 — May, 2001 q Vol. XXIV, No.7 — June, 2001 q Vol. XXIV, No.9 — August, 2001 q Vol. XXIV, No.10 — September, 2001 q Vol. XXIV, No. 11 — October, 2001 q Vol. XXIV, No. 12 — November, 2001 q Vol. XXV, No. 2 — January, 2002 q Vol. XXV, No. 3 —February, 2002 q Vol. XXV, No. 4 —March, 2002 q Vol. XXV, No. 5 —April, 2002 q Vol. XXV, No. 6 —May, 2002 q Vol. XXV, No. 8 —July, 2002 q Vol. XXV, No. 9 —August, 2002 q Vol. XXV, No. 11 —October, 2002 q Vol. XXVI, No. 4 —March, 2003 q Vol. XXVI, No. 6 —May, 2003 q Vol. XXVI, No. 7 —June, 2003 q Vol. XXVI, No. 8 —July, 2003 q Vol. XXVI, No. 9 —August, 2003 q Vol. XXVI, No. 10 —September, 2003 q Vol. XXVI, No. 11 —October, 2003 q Vol. XXVI, No. 12 —November, 2003 q Vol. XXVII, No. 2 —January, 2004 q Vol. XXVII, No. 3 —February, 2004 q Vol. XXVII, No. 4 —March, 2004 q Vol. XXVII, No. 5 —April, 2004 q Vol. XXVII, No. 8 —July, 2004 q Vol. XXVII, No. 9 —August, 2004 q Vol. XXVII, No. 10 —September, 2004 q Vol. XXVII, No. 11 —October, 2004 q Vol. XXVII, No. 12 —November, 2004 q Vol. XXVIII, No. 2 —January, 2005 q Vol. XXVIII, No. 3 —February, 2005 q Vol. XXVIII, No. 4 —March, 2005 q Vol. XXVIII, No. 5 —April, 2005 q Vol. XXVIII, No. 6 —May, 2005 q Vol. XXVIII, No. 7 —June, 2005 q Vol. XXVIII, No. 9 —August, 2005 q Vol. XXVIII, No.10 — September, 2005 q Vol. XXVIII, No. 11 — October, 2005 q Vol. XXVIII, No. 12 — November, 2005 q Vol. XXVIV, No. 2 — January, 2006 q Vol. XXVIV, No. 3 — February, 2006 q Vol. XXVIV, No. 4 — March, 2006 q Vol. XXVIV, No. 5 — April, 2006 q Vol. XXVIV, No. 6 — May, 2006 q Vol. XXVIV, No. 7 — June, 2006 q Vol. XXVIV, No. 8 — July, 2006 q Vol. XXVIV, No. 9 — August, 2006 q Vol. XXVIV, No. 10 — September, 2006 q Vol. XXVIV, No. 11 — October, 2006 q Vol. XXVIV, No. 12 — November, 2006 q Vol. XXX, No. 1 — December, 2006 q Vol. XXX, No. 2 — January, 2007 q Vol. XXX, No. 3 — February, 2007 q Vol. XXX, No. 4 — March, 2007 q Vol. XXX, No. 5 — April, 2007 q Vol. XXX, No. 6 — May, 2007 q Vol. XXX, No. 7 — June, 2007 q Vol. XXX, No. 8 — July, 2007 q Vol. XXX, No. 9 — August, 2007 q Vol. XXX, No. 10 — September, 2007 q Vol. XXX No. 11 — October, 2007 q Vol. XXX, No. 12 — November, 2007 q Vol. XXXI, No. 1 — December, 2007 q Vol. XXXI, No. 2 — January, 2008 q Vol. XXXI, No. 3 — February, 2008 q Vol. XXXI, No. 4 — March, 2008 q Vol. XXXI, No. 5 — April, 2008 q Vol. XXXI, No. 6 — May, 2008 q Vol. XXXI, No. 7 — June, 2008 q Vol. XXXI, No. 8 — July, 2008 q Vol. XXXI, No. 9 — August, 2008 q Vol. XXXI, No. 10 — September, 2008 q Vol. XXXI, No. 11 — October, 2008 q Vol. XXXI, No. 12 — November, 2008 q Vol. XXXII, No. 1 — December, 2008 q Vol. XXXII, No. 2 — January, 2009 q Vol. XXXII, No. 3 — February, 2009 q Vol. XXXII, No. 4 — March, 2009 q Vol. XXXII, No. 5 —April, 2009 q Vol. XXXII, No. 6 —May, 2009 q Vol. XXXII, No. 7 —June, 2009 q Vol. XXXII, No. 8 —July, 2009 q Vol. XXXII, No. 9 —August, 2009 q Vol. XXXII, No. 10 —September, 2009 q Vol. XXXII, No. 11 —October, 2009 q Vol. XXXII, No. 12 —November, 2009 q Vol. XXXIII, No. 1 —December, 2009 q Vol. XXXIII, No. 2 —January, 2010 q Vol. XXXIII, No. 3 —February, 2010 q Vol. XXXIII, No. 4 —March, 2010 q Vol. XXXIII, No. 5 — April, 2010 q Vol. XXXIII, No. 6 — May, 2010 q Vol. XXXIII, No. 7 — June, 2010 q Vol. XXXIII, No. 8 — July, 2010 q Vol. XXXIII, No. 9 — August, 2010 q Vol. XXXIII, No. 10 — September, 2010 q Vol. XXXIII, No. 11 — October, 2010 q Vol. XXXIII, No. 12 — November, 2010 q Vol. XXXIV, No. 1 — December, 2010 q Vol. XXXIV, No. 2— January, 2011 q Vol. XXXIV, No. 3— February, 2011 q Vol. XXXIV, No. 4— March, 2011 q Vol. XXXIV, No. 5— April, 2011 q Vol. XXXIV, No. 6— May, 2011 q Vol. XXXIV, No. 7 June, 2011 q Vol. XXXIV, No. 8 July, 2011 q Vol. XXXIV, No. 9 August, 2011 q Vol. XXXIV, No. 10 September, 2011 q Vol. XXXIV, No. 11 October, 2011 q Vol. XXXIV, No. 12 November, 2011 q Vol. XXXV, No. 1 December, 2011 q Vol. XXXV, No. 2 January, 2012 q Vol. XXXV, No. 3 February, 2012 q Vol. XXXV, No. 4 March, 2012 q Vol. XXXV, No. 5 April, 2012 q Vol. XXXV, No. 6 May, 2012 q Vol. XXXV, No. 7 June, 2012 q Vol. XXXV, No. 8 July, 2012 q Vol. XXXV, No. 9 August, 2012

q Vol. XXXV, No. 10 September, 2012 q Vol. XXXV, No. 11 October, 2012 q Vol. XXXV, No. 12 November, 2012 q Vol. XXXVI, No. 1 December, 2012 q Vol. XXXVI, No. 2 January, 2013 q Vol. XXXVI, No. 3 February, 2013 q Vol. XXXVI, No. 4 March, 2013 q Vol. XXXVI, No. 5 April, 2013 q Vol. XXXVI, No. 6 May, 2013 q Vol. XXXVI, No. 7 June, 2013 q Vol. XXXVI, No. 8 July, 2013 q Vol. XXXVI, No. 9 August, 2013 q Vol. XXXVI, No. 10 September, 2013 q Vol. XXXVI, No. 11 October, 2013 q Vol. XXXVI, No. 12 November, 2013 q Vol. XXXVII, No. 1 December, 2013 q Vol. XXXVII, No. 2 January, 2014 q Vol. XXXVII, No. 3 February, 2014 q Vol. XXXVII, No. 4 March, 2014 q Vol. XXXVII, No. 5 April, 2014 q Vol. XXXVII, No. 6 May, 2014 q Vol. XXXVII, No. 7 June, 2014 q Vol. XXXVII, No. 8 July, 2014 q Vol. XXXVII, No. 9 August, 2014 q Vol. XXXVII, No. 10 September, 2014 q Vol. XXXVII, No. 11 October, 2014 q Vol. XXXVII, No. 12 November, 2014 q Vol. XXXVIII, No. 1 December, 2014 q Vol. XXXVIII, No. 2 January, 2015 q Vol. XXXVIII, No. 3 February, 2015 q Vol. XXXVIII, No. 4 March, 2015 q Vol. XXXVIII, No. 5 April, 2015 q Vol. XXXVIII, No. 6 May, 2015 q Vol. XXXVIII, No. 7 June, 2015 q Vol. XXXVIII, No. 8 July, 2015 q Vol. XXXVIII, No. 9 August, 2015 q Vol. XXXVIII, No. 10 September, 2015 q Vol. XXXVIII, No. 11 October, 2015 q Vol. XXXVIII, No. 12 November, 2015 q Vol. XXXIX, No. 1 December, 2015 q Vol. XXXIX, No. 2 January, 2016 q Vol. XXXIX, No. 3 February, 2016 q Vol. XXXIX, No. 4 March, 2016 q Vol. XXXIX, No. 5 April, 2016 q Vol. XXXIX, No. 6 May, 2016 q Vol. XXXIX, No. 7 June, 2016 q Vol. XXXIX, No. 8 July, 2016 q Vol. XXXIX, No. 9 August, 2016 q Vol. XXXIX, No. 10 September, 2016 q Vol. XXXIX, No. 11 October, 2016 q Vol. XXXIX, No. 12 November, 2016 q Vol. XL, No. 1 December, 2016 q Vol. XL, No. 2 January, 2017 q Vol. XL, No. 3 February, 2017 q Vol. XL, No. 4 March, 2017 q Vol. XXXX, No. 5 April, 2017 q Vol. XXXX, No. 6 May, 2017 • UMAMotorcoach Expo in St. Louis • The Prize-Winning Aerocoach at the Museum of

Bus Transportation • Rochester City Lines Still Making, Preserving and

Celebrating History q Vol. XXXX, No. 7 June, 2017 • Industry History From UMA Shows – Installment I • Extended Service Protection on Your Bus Fleet • Bus History on a Wall q Vol. XXXX, No. 8 July, 2017 • Vicinity – A Mid-Size Bus Success Story • Prevost Conversion Shells for All Types of Coaches • The Bus Accident in Red Lion, Delaware q Vol. XXXX, No. 9 August, 2017 • “J” is for Jackpot with the 2018 J4500 • Industry History from UMA Shows – Installment II • Book Review q Vol. XXXX, No. 10 September, 2017 • Propane Continues to be Clean and Economical • H&L Charter – The Best Comes in Small Packages • Industry History from UMA Shows – Installment

III q Vol. XXXX, No. 11 October, 2017 • ABC & Van Hool Celebrate 30 Years • Taking a Venture in Norfolk •The Five “No’s” You Must Overcome to Sell Your

Bus Business q Vol. XXXX, No. 12 November, 2017 • MCI Reliability Rally 2017 • BusCon 2017 in Indianapolis • Exit Planning Becoming More Complicated for

Family-Owned Bus Businesses q Vol. XXXXI, No. 1 December, 2017 • Complete Coach Works and the Carson Heritage • The Busboys Vintage Bus Rally in Evansville, Indiana • Virginia’s Commonwealth Coach and Trolley

Museum Ravaged by Fire • Re-Energizing the North American Diecast Model Bus

Scene q Vol. XXXXI, No. 2 January, 2018 • Prevost Again Moves Ahead in Support, Service and

Parts • New 2018 J4500 Highlights Busy Season for MCI • Common Rail Technology and the GHG17 Volvo

Engine q Vol. XXXXI, No. 3 February, 2018 • Walking the Irizar Assembly Line in Ormaiztegi • Busworld 2017 in Belgium q Vol. XXXXI, No. 4 March, 2018 • UMA Motorcoach Expo 2018i • Van Hool to Build Buses in Eastern Tennessee • The New MCI D45 CRT LE q Vol. XXXXI, No. 5 April, 2018 • Charging Ahead with Electric Buses • Holiday Tours Puts Customers First • How Chicago’s “Party Bus” Ordinance is Affecting

Bus Tourism q Vol. XXXXI, No. 6 May, 2018 • The CHTC HT45 amd HT35 Coaches • The Pacific Bus Museum – From Hobby to Formal

Museum • Twenty Tips on Hiring Bus Drivers • Van Hool Builds Bus Factoryin Morristown,

Tennessee q Vol. XXXXI, No. 7 June, 2018 • MCI Academy Wins Fans Across Industry • Where are the Buses Built? #1 • The Campaign Bus for the President of the

Philippines • The Penn Highway Transit Company q Vol. XXXXI, No. 8 July, 2018 • Farber Continues Custom Coach Traditions • Prevost’s New Flat Floor Slide-Outs • Liberty Coach Busch Bus q Vol. XXXXI, No. 9 August, 2018 • ZF Components for Electric Buses • Museum of Bus Transportation Spring Fling Open

House Success • “Friends” of the NJ Heritage Center Takes Eight Vintage Coaches to the 2018 MOBT Spring Fling q Vol. XXXXI, No. 10 September, 2018 • Van Hool’s CX35 – Small in Size, Big in Quality • Diecast Model Buses Impress in a Big Way • Master’s Transportation – Where to go to increase your fleet quickly or temporarily q Vol. XXXXI, No. 11 October, 2018 • ZF Technology Day in Friedrichshafen • MCI’s 2018 Reliability Rally • How Will Autonomous Cars Impact the Bus

Industry? q Vol. XXXXI, No. 12 November, 2018 • Peter Pan Celebrates 85 Years on the Road • Clean Up Your Fleet with a Bitimec Wash-Bot q Vol. XXXXII, No. 1 December, 2018 • Prevost Unveils New Features and New Possibility on the Volvo 9700 at UMA Expo • MCI’s New J3500 – Small in Size, Big in Features • The e.GO Mover – Filling a Gap in Transportation with ZF Technology • Giving Buses a Second Life at Complete Coach Works q Vol. XXXXII, No. 2 January, 2019 • BusCon 2018 in Indianapolis • Panorama Tours Keeps Things in the Family • How Will Demand or Congestion Toll Pricing Impact

Bus Operations? q Vol. XXXXII, No. 3 February, 2019 • Test Driving the New Electric MCI J4500e CHARGE • Stagecoach Group Sells Coach USA and Coach

Canada • The Story of the Australian Scenicruiser q Vol. XXXXII, No. 4 March, 2019 • UMA2019 Motorcoach Expo in Fort Lauderdale • Angel Tours Celebrates 20 Years • The Saga of #5496, a 1937 Yellow Coach Model 733 q Vol. XXXXII, No. 5 April, 2019 • Buses at the 2019 ABA Marketplace in Louisville • Are Pre-Owned Coach Sales Declining? • The Six Levels of Autonomous Vehicles q Vol. XXXXII, No. 6 May, 2019 • Temsa North America Inc. – Temsa’s Increased Support for the American Market • MCI Launches Motorcoach Technician Apprenticeship Program • 2019 Spring Fling Announced q Vol. XXXXII, No. 7 June, 2019 • Looking Beyond the Driver Shortage to Demography and the Global Economy • Are the Reasons for Coach Seat Belts Changing? • The Passengers Left Behind – Take the Accessible

Information Test q Vol. XXXXII, No. 8 July, 2019 • Prevost Motorhome Expo • Featherlite Luxury Coaches • Emerald Luxury Coaches Unveils First H3-45

Conversions • Ten Things to Consider When Choosing a Luxury RV q Vol. XXXXII, No. 9 August, 2019 • NFI Group Acquires Alexander Dennis • Getting the Glow – Take a look inside the “New

Look” of Liberty • Book Review – Chicago Motor Coach q Vol. XXXXII, No. 10 September, 2019 • The 2019 Spring Fling in Hershey • Congestion Pricing May Affect Bus Operators • In the Beginning – The Bus Industry Prior to Regulation in 1935 q Vol. XXXXII, No. 11 October, 2019 • Proterra Launches Proterra Powered™ Vehicle Electrification Solutions for Commercial Fleets • Bendix Tech Tips: Avoiding the “Gotchas” • The “Shorty ” Flxibles of Pikes Peak q Vol. XXXXII, No. 12 November, 2019 • 30 Years of Foxy Travel & FTI Coach • Fleet Graphics is an Art at ABC Companies • MCI debuts 2020 model line-up with a SNEAK PRE-

VIEW of the battery-electric D45 CRTe LE CHARGE at Bay Area Reliability Symposium on October 1 q Vol. XXXXIII, No. 1 December, 2019 • Temsa’s Redesigned TS 30 • BusCon 2019 in Indianapolis • Hammond Transportation q Vol. XXXXIII, No. 2 January, 2020 • Anchor Transportation – 30 Years and Counting in a

Growing Nashville • David Thomas Tours and Their Short Temsa Coaches • Museum of Bus Transportation to Merge with

Antique Automobile Club of America Museum q Vol. XXXXIII, No. 3 February, 2020 • Busworld 2019 in Brussels, Part I • Heroes’ Honeymoon • Philadelphia to New York Every Half Hour q Vol. XXXXIII, No. 4 March, 2020 • Busworld 2019 in Brussels, Part II • The Changing Bus Industry q Vol. XXXXIII, No. 5 April, 2020 • ABA Marketplace 2020 in Omaha • Procedure and Liability After a Collision with an

Automated Vehicle • Impaired Drivers q Vol. XXXXIII, No. 6 May, 2020 • Bringing Back the Bus Industry • Bus Industry Suggestions from Shriver Insurance • What Can Bus Companies Do To Reduce Insurance

Costs During COVID-19? • UMA Motorcoach Expo 2020 in Nashville • Bus Preservation After the Merger q Vol. XXXXIII, No. 7 June, 2020 • Grants, Loans and Programs to Help Transportation

Companies Survive COVID-19 Business Disruption • Time to Think Tours • Motorcoaches Rolling for Awareness q Vol. XXXXIII, No. 8 July, 2020 • What the IATR and Transportation Regulators are

Doing to Respond to the COVID-19 Pandemic • ATribute to Kirwan Elmers and Custom Coach

Corporation • RiverLandings Motorcoach Resort, Where True Luxury Reaches New Heights q Vol. XXXXIII, No. 9 August, 2020 • The Evolving MCI Product Line • The Impact of COVID-19 on the Transportation

Ecosystem • Marijuana and Drivers q Vol. XXXXIII, No. 10 September, 2020 • New Coach Review • Seven Simple Steps to Show Your Customers You Are

Open for Business • Can Bus Operators Change to Survive? q Vol. XXXXIII, No. 11 October, 2020 • Getting People Back on the Buses • 10 Easy Ways to Update Your Web Site During

COVID-19 • Didn’t See That Coming • The Eucharistic Congress in Chicago q Vol. XXXXIII, No. 12 November, 2020 • How Temsa Developed Their Programmable Electric

Bus • Can Bus Companies Get to and Survive in the “New

Normal?” • Talk’s Cheap – Let’s Play q Vol. XXXXIV, No. 1 December, 2020 • Keolis Moves People • Are Mergers the Answer? • ALesson from the Sea – Time to Choose a Strategy • Now is Not the Time to Skip on Bus Maintenance • The Small Business Reorganization Act – ANew

Option in Bankruptcy

Classified

Visit National Bus Trader’s Online Classified Ads at www.busmag.com

Classified ad rate is $30 per issue for first 25 words, 25 cents for each additional word. Rate includes Internet access. Name, address, zip and phone number are not included in word count. The total number of words in a classified ad can not exceed 70. Rates apply on each ad individually – the rate for multiple insertions is the total of each ad figured individually. Free classified ads are acceptable ONLY when submitted on or with your free classified ad certificate. Display advertising rates on request. 1 – BUSES WANTED

1940sWhiteModel788or798wanted.12cylinderengine mountedunderfloormidship.Wouldlikeacompleteoriginal bus, but like to hear about parts buses. Contact HowardLane,HardwickMA01037at(413)477-8790or howard.lane@comcast.net. I Seeking 102D3 converted by Custom Coach. Prefer motor home interior with side aisle or semi-side aisle. Pleaseprovidedetailsbye-mailtosafety@busmag.com orphoneLarryat(815)946-2341.

2 – COACHES FOR SALE

2002MCI J4500.55seating.$45,000.ContactGerald Tice at (301) 895-5754. I

6 – MOTOR HOMES FOR SALE

1993PrevostXLLibertyconversion.Non-slides.168,000 miles.Allamenities.20,000milesontires.Recenthouse batteries.Newchassiebatteriesandauxillarycompressor. $79,000. Located near central Massachusetts. Phone (802)698-7074(inVermont). I

6 – MOTOR HOMES FOR SALE

1956 Flxible coach – old conversion. Phone (802) 9482886inVTfordetails. I MCIMC5A’67(shell).8V-71,4-speed.Forsaletohighest bidder. Call (928) 358-6415 or (505) 713-9242 in AZ. I ’67Flxible.Converted,6V-92,10-spd./OD,dieselgenerator. Recent $10,000 rebuilt – rebushed. Don’t see well; can’t drive and enjoy. Best offer over $17,500. Needs TLC. Phone Chet at (269) 445-0641 in MI. I

10 – PARTS AND EQUIPMENT

Detroit Diesel engines, parts. New and used. S53, S71, S60,S92.Alsowillrebuildorrepairyourengine.LeidDiesel Service, 2952 W Carson City Rd., Sheridan MI 48884. Phone(616)754-5871. q 6V-92TDetroit Diesel engine. Fresh overhaul. In storage.Spent$4,700.Make offer.Phone (815)262-0587 in IL. I

14 – NOTICES

Visitour40+vintagebuscollectionmostSaturdaymornings at Lakewood NJ Bus Terminal. Join: Friends NJ Transport Heritage Center ($30 annually). See/learn: www.friendsnjthc.org. I

15 – MISCELLANEOUS

For those who like podcast shows, I have one called “Busaholic Bus Nut” found on Anchor, Spotify, Google/Applepodcastandotherpodcaststations.Ifyou can help with topics, contact Philip J. Hamel at (413) 786-3062or(413)218-5479(cell). q

Advertiser’s Index

American Bus Association . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Angel Trax . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 ARBOC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Big Cat Habitat & Gulf Coast Sanctuary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Bitimec . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Complete Coach Works . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Dixie Electric . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 Dupree . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 FMCA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 Irizar USA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2 Marathon Brake Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 Midwest Bus Corporation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Motor Coach Industries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 PixelGraphics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Rockhill Trolley Museum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48 Temsa Global . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 The Shrine of Our Lady of Good Help . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 Vicinity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 White Pines Lodge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 ZF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31

16 - MEMORABILIA & COLLECTIBLES Silver Eagle side emblems and trailing ribbon, $500 for pair(left&right).GoldenEagleemblem,$350plusshipping. Contact Mark A. Walsh, 1342 Green Valley Rd., CleverMO65631. I

Step back in time! Ride the Rails on Real Antique Trolleys! www.rockhilltrolley.org

Down The Road

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

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

February 23-27, 2022. UMA Motorcoach Expo 2022. Grapevine, Texas. For more information view motorcoachexpo.com.

March 21-22, 2022. Pennsylvania Bus Association Marketplace. Liberty Arena, Williamsport, Pennsylvania. For more information view pabus.org.

March 23-26, 2022. FMCA's 104th International Convention and RV Expo. Pima County Fairground, Tucson AZ 85747.

August 24-27, 2022. FMCA's 105th International Convention and RV Expo. Lincoln, Nebraska.

Rolling ahead with reliable coaches, service, and support.

Reliability Driven™