NBT The Magazine of Bus Equipment for the United States and Canada Volume XLIV,No.9 August 2021

National Bus Trader

The Magazine of Bus Equipment for the United States and Canada Volume XLIV, No. 9

August, 2021

Serving the bus industry since 1977.

Visit us at www.busmag.com.

• Introducing the New MCI D4520 • The Bus Industry and the Coming Demographic Crisis • Behavior and Decisions Have Consequences

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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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 9

August, 2021

Features D is for Durability – Introducing the New MCI D4520 (by Larry Plachno) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16 MCI’s new D4520 heralds the move to MCI’s “Next Generation “D” models. Combining the durability and reliability of MCI’s traditional models with the new design and improvements in the D45 CRT LE model, this “Next Generation” of “D” models will move into a new era with new models for rugged scheduled service, commuter coach applications and even an Inmate Security Transportation vehicle.

The Bus Industry and the Coming Demographic Crisis (by Larry Plachno) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22 Demographers have been increasingly concerned about the coming demographic changes that see fewer workers and more retired people. Suggestions are that the pandemic has not helped and has only made the situation worse because of early retirements and people leaving the work force. Here are some notes on what to expect and how this might impact the bus industry.

Behavior and Decisions Have Consequences (by Dave Millhouser) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28 Starting with a story about someone robbing a bank on an island, Dave Millhouser moves into talking about how behavior and decisions do have consequences. He suggests that individuals and government agencies should take responsibility for their actions.

Cover Photo

Departments

MCI’s new D4520 model leads the coming of the “Next Generation” of “D” models at MCI. Five current “D” models will be upgraded and improved using styling from the D45 CRT LE. For detailed information, see the article starting on page 16. MCI.

Equipment News . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Safety and Liability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

Photographs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

Classifieds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36

Advertiser’s Index appears on page 36

National Bus Trader / August, 2021 • 3

Equipment News New Alexander Dennis Enviro500EV Charge NFI Group Inc. (NFI or the company), a leading independent bus and coach manufacturer and a leader in electric mass mobility solutions, on June 10 unveiled its first zero-emission, three-axle, double-deck bus. The Enviro500EV CHARGE is the North American all-electric version of the world’s best-selling double-deck bus, and is produced by NFI subsidiary Alexander Dennis Limited (ADL).

Like all NFI double-deck buses for North America, the 45-foot Enviro500EV CHARGE offers an amazing passenger experience with panoramic views, low-floor entry, reclined seating, overhead reading lights and air vents, USB ports, and Wi-Fi and multimedia capability – but its main feature is its high passenger capacity, with up to 82 seats, including 53 on the upper deck. It also features several industry firsts, including full independent front suspension for a smoother and more comfortable ride, and an integrated electric drive system tailored to the requirements of North American transit agencies. A well-lit staircase with conveniently positioned handrails, wide entrance and wide exit doors, a 1-in-6 mobility ramp, unobstructed isles with sculpted handrails, mobility devices and

fully flat floor through to the rear seating ensure outstanding accessibility.

The Enviro500EV CHARGE forms part of NFI’s industry leading range of zero-emission buses and coaches. The CHARGE line-up includes New Flyer’s Xcelsior CHARGE NG™ and Xcelsior CHARGE H2™, MCI’s J4500 CHARGE™ and D45 CRT LE CHARGE™ and the ARBOC Equess CHARGE™. The Enviro500 EV CHARGE is Buy America-compliant, and Altoona testing is scheduled to start later this year. NFI is the only operator in North America to offer battery-electric, fuel cell-electric and electric trolleys.

“Today marks the very first launch of an ADL vehicle at our Vehicle Innovation Center, and we are excited to have an ADL zeroemission bus join our line-up for North America,” said Paul Soubry, president and chief executive officer of NFI. “When we acquired ADL in May 2019, we knew that ADL’s strong international growth agenda and doubledeck bus platform would mean an exciting road ahead – today’s launch brings together both of these elements. At NFI, we are leading the evolution to zero-emission mobility – Leading the ZEvolution, as we like to call it – and ADL is a central part of our continued leadership and innovation.”

NFI has unveiled its first zero-emission, three-axle, double-deck coach in the new Alexander Dennis Enviro500EV CHARGE. This is the North American version of the world’s best-selling double-deck bus. With a length of 45 feet, it features a passenger capacity of 82 with 53 passengers on the upper deck as well as other industry firsts including full independent front suspension and an integrated electric drive system.

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“The Enviro family is the world’s bestselling double-deck bus, with over 18,000 sold around the globe,” said Paul Davies, president and managing director, ADL. “Today we add a milestone as we unveil our first ever battery-electric, three-axle, highcapacity double deck bus designed specifically for the North American market. We are very excited by the positive feedback already received from transit agencies who have trialed this vehicle and look forward to delivering zero-emission service with our double decks across North America.”

NFI is a leader in zero-emission mobility, with electric vehicles operating (or on order) in more than 80 cities in four countries. NFI offers the widest range of zero-emission battery and fuel cell electric buses and coaches, and the company’s vehicles have completed more than 40 million EV service miles. Today, NFI supports growing North American cities with scalable, clean and sustainable mobility solutions through a fourpillar approach that includes buses and coaches, technology, infrastructure and workforce development. It also operates the VIC, the first and only innovation lab of its kind dedicated to advancing bus and coach technology and providing workforce development. Since opening late 2017, the VIC has hosted more than 300 interactive events, welcoming 3,000 industry professionals for EV and infrastructure training. For more information, visit newflyer.com/VIC. 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.

Equipment News Alexander Dennis Limited (ADL) is a global leader in the design and manufacture of double-deck buses and is also the UK’s largest bus and coach manufacturer. ADL offers single and double-deck vehicles under the brands of Alexander Dennis and Plaxton, and has more than 31,000 vehicles in service in the UK, Europe, Hong Kong, Singapore, New Zealand, Mexico, Canada and the United States. Further information is available at www.alexander-dennis.com.

Bailey Mobile COVID Testing and Vaccination Vehicle York-based Family First Health (FFH) partnered with Spring Grove-headquartered Bailey Family of Companies (BFOC) to create an innovative approach to fighting Covid19. The companies partnered together to retrofit and design an easily transportable trailer for mobile Covid-19 testing and vaccinations. The two companies joined together to reach out to the community at large and help make Covid-19 testing and vaccinations more readily accessible in marginalized areas in York and Adams counties.

The success of this venture was due to Baileys having the resources and staff to outfit the trailer and offer both transportation and maintenance services on the mobile unit; and FFH having the staff and market outreach to provide both the mobile testing and vaccination services.

“The Covid-19 Community Team will use the mobile unit to eliminate any and all barriers to access Covid-19 testing, vaccinations and education. Our mission at Family First Health is care for those who need it most. The opportunity to test and vaccinate in the community is going to impact so many of our neighbors in a positive way, allowing us to truly serve and care for everyone,” said Erin Schmidt, FFH Covid-19 community program manager.

The mobile Colvid-19 testing and vaccination trailer is equipped with heat/AC, electric, Internet, interior lighting, refrigeration, work areas including desks and a handwash station.

“During the pandemic we had to diversify how we operate to stay afloat, so when FFH reached out with this request, we readily welcomed the opportunity because it helped keep our staff working, generated income and most importantly, offered us the chance to do some good in the world,” said Courtney Bailey, BFOC vice president.

40 NFI Hybrid-Electric Buses for Westchester County NFI Group Inc. (NFI or the company), a leading independent bus and coach manufacturer and a leader in electric mass mobility solutions, announced on July 5 that the Westchester County Department of Public

The Bailey family of companies including Bailey Coach partnered with a health care provider to create an innovative approach to fighting Covid-19. What resulted was a mobile vehicle that could be used for Covid-19 testing, vaccinations and education. It includes heat and air conditioning, electric power, Internet, interior lighting, refrigeration, work areas including desks and a handwash station.

Works and Transportation (operating as the Bee-Line) has exercised an option with NFI subsidiary, New Flyer of America Inc. (New Flyer), to purchase 40 additional Xcelsior® 40-foot hybrid-electric buses. The options are being exercised from New Flyer’s backlog, bringing the total number of hybrid-electric buses in the Bee-Line fleet to 279.

The Bee-Line is Westchester County’s bus system, serving more than 27 million passengers annually in the White Plains region of New York state. The purchase follows an original contract for 66 Xcelsior 40foot hybrid-electric buses announced earlier this year and supports Westchester County’s sustainable mobility development plan under its Westchester 2025, a set of planning policies designed to realize the county's future vision.

“NFI continues to lead the way in lowand zero-emission products and solutions to serve our customers,” said Paul Soubry, president and chief executive officer, NFI. “NFI’s track record, innovative products, turn key offering and unmatched aftermarket and field service support has helped establish us as North America’s clear leader in public transit mobility. Today, there are more than 20,000 NFI buses and coaches on the road in the U.S. and Canada, and we are excited about the road ahead.”

“Our hybrid transit buses offer immediate emissions reduction and bridge the gap between traditional internal combustion engines and zero-emission systems. With more than 170 hybrid buses delivered to Westchester County since 2009, New Flyer

continues to support the county advance its commitment to sustainable transit,” said Chris Stoddart, president, New Flyer and MCI. “Our hybrid-electric buses also provide a better passenger experience, through smoother acceleration, a quieter ride and improved air quality."

NFI is a leader in zero-emission mobility, with electric vehicles operating (or on order) in more than 80 cities in four countries. NFI offers the widest range of zero-emission battery and fuel cell-electric buses and coaches, and the company’s vehicles have completed more than 40 million EV service miles. Today, NFI supports growing North American cities with scalable, clean, and sustainable mobility solutions through a fourpillar approach that includes buses and coaches, technology, infrastructure and workforce development. It also operates the VIC, the first and only innovation lab of its kind dedicated to advancing bus and coach technology and providing workforce development. Since opening late 2017, the VIC has hosted more than 300 interactive events, welcoming 3,000 industry professionals for EV and infrastructure training. For more information, visit newflyer.com/VIC. Camira Launches Freedom Cost-Effective Vinyl Designed exclusively for the North American mobility market, Freedom is an exciting addition to global textile manufacturer Camira’s product portfolio. Bringing a pop of graphic pattern and contemporary color to bus andmotorcoach interiors, the costeffective vinyl is guaranteed to make a style statement.

National Bus Trader / August, 2021 • 5

Equipment News Designed for the modern public transport vehicle in nine striking designs, the bleachcleanable PVC can be wiped down to create a sanitized surface in seconds, making it ideal for the post-pandemic world. Alongside its easy-clean credentials, Freedom also meets the key North American flammability standard, FMVSS 302 – ensuring it is both a safe and stylish upholstery option.

Commenting on the launch of Freedom, Brett Lowell, product manager at Camira, said, “We’re delighted to introduce Freedom to the Camira portfolio. As people begin to return to public transport, it is key that vehicles are clean, safe and welcoming – and this new vinyl is the perfect upholstery option in achieving that. Filled with color and pattern, and with high performance credentials, Freedom is the ideal blend of function and aesthetics, and we know it will be a popular addition to our collection.”

New Vicinity Assembly Facility in Washington Vicinity Motor Corp. (Vicinity Motor, VMC or the company) (formerly Grande West Transportation Group Inc.), a leading supplier of electric, CNG, gas and clean diesel vehicles, hosted a groundbreaking ceremony to mark the start of construction on the company’s new “Buy America compliant” vehicle assembly facility in Ferndale, Washington on July 9, 2021.

The new facility will be the company’s first U.S. assembly plant for Vicinity Motor Corp.’s growing line of electric, CNG, gas and clean diesel vehicles. The property is located near the company's Aldergrove, British Columbia, Canada Headquarters with easy access to port, rail and truck shipping and receiving facilities. Operations at the facility will include Buy America compliant assembly, pre-delivery inspections, research and development, as well as general technical work and servicing. The facility is expected to begin operation in the first half of 2022.

William Trainer, founder and chief executive officer of Vicinity Motor Corp., will lead the groundbreaking event. He will be joined by employees, state and local government officials including Washington State Governor Jay Inslee, and Roman Cornell, president ABC Companies, Vicinity’s U.S. distribution partner.

Trainer said, “This day will mark the commencement of construction on our new U.S. assembly plant which will grow our production for Buy America compliant production for our Vicinity™ line of buses. We will also be making this the new home to support our newly announced industrial electric truck line starting with the VMC 1200. We have designed the facility with flexibility and expansion in mind to deliver up to 1,000 vehicles a year.

6 • National Bus Trader / August, 2021

Camira recently introduced its Freedom vinyl designed for the post-pandemic world. There are nine different striking designs that combine a graphic pattern with contemporary color to make them attractive.

In addition, the bleach-cleanable PVC can be wiped down to create a sanitized surface in seconds.

“Support from the State of Washington and the local community has been instrumental to this launch, and we are honored to be celebrating the occasion with the Governor of Washington, Jay Inslee. With their support, we are privileged to expand our workforce in the United States by adding an

expected 30 new jobs to start with, and the ability to increase personnel as demand grows.

“In conjunction with our uplisting to the Nasdaq today, this ceremony will mark two key milestones for our company and share-

Vicinity Motor Corp. recently broke ground for a new vehicle assembly plant located north of Bellingham, Washington along Interstate 5. This will be the company’s first U.S. assembly plant for the Vicinity line of electric, CNG and clean diesel vehicles. The facility is expected to begin operation in the first half of 2022 and will be Buy America compliant.

Equipment News holders, and we look forward to celebrating the future of VMC with all in attendance,” Trainer concluded.

Roman Cornell, president ABC Companies, added, “As Vicinity’s U.S. distributor and close partner, we are excited to attend the ceremony, and to offer the exceptional Vicinity product line to our customers throughout the United States. Infrastructure, transportation and clean energy have never been more important, and the vehicles rolling off this production line and into the fleets of ABC Companies’ valued customers will play a key role in shaping the future of public transit.”

CVSAA to Resume In-Person Events The Commercial Vehicle Safety Alliance (CVSA) is pleased to announce that the 2021 CVSA Annual Conference and Exhibition will be held in person, August 29 through September 2, in Wilmington, Delaware.

Due to the pandemic, CVSA has not held an in-person conference since its Cooperative Hazardous Materials Enforcement Development (COHMED) Conference in January 2020. The 2021 CVSA Annual Conference and Exhibition will be the Alliance's first in-person conference in 20 months.

"I'd like to thank my CVSA colleagues who quickly adapted, without hesitation, to working and collaborating virtually – something most of us were unfamiliar with at that time," said CVSA President Sgt. John Samis with the Delaware State Police. "I’d also like to thank the hundreds of individuals who participated in our virtual events; some of those participants were joining us for the first time."

Sgt. Samis added, "However, as grateful as I am for everything we accomplished during this difficult time, I'm looking forward to finally meeting in person again and I hope everyone else is too. I’m honored to welcome everyone back to in-person events and to my home state of Delaware."

The annual conference will be held in Delaware, following CVSA’s tradition of hosting that event in the home jurisdiction of the outgoing president. CVSA President Sgt. Samis has served two years as president due to the pandemic, as have all CVSA leadership members. His presidency will end on September 30. In turn, Capt. John Broers, with the South Dakota Highway Patrol, will become president and Maj. Chris Nordloh, with the Texas Department of Public Safety, will become vice president. The election for the vacated secretary position will take place at the annual conference. Col. Russ Christoferson with the Mon-

tana Department of Transportation is running unopposed for the position.

The annual conference will feature program, committee, membership and region meetings, along with updates from federal partners in Canada, Mexico and the U.S., the president’s networking reception, an association roundtable session, two board meetings and much more. The full schedule is posted online.

Annual conference attendees will also experience an expansive exhibit hall where they may visit booths, talk to company and association representatives, witness demonstrations, network with the law enforcement community and the motor carrier industry, and much more. The welcome networking reception and networking and refreshment breaks will be held in the exhibit hall, along with raffle drawings. Every year, the CVSA president selects a charity to receive the proceeds from the raffle. This year, Sgt. Samis selected Special Olympics Delaware, an organization that provides year-round sports training and athletic competition through Olympic-type sports for children and adults with intellectual disabilities.

There will also be a brand-new awards luncheon where this year's college scholar-

National Bus Trader / August, 2021 • 7

Equipment News ship recipients will be recognized; Truckers Against Trafficking (TAT) will present its TAT Champion Award; the Federal Motor Carrier Safety Administration will announce its Motor Carrier Safety Assistance Program Awards; CVSA President Sgt. Samis will announce the President's Award recipients; this year's International Driver Excellence Award winner will receive his award; outgoing CVSA leadership will receive their plaques; and the incoming CVSA secretary will be officially announced..

For more information about the 2021 CVSA Annual Conference and Exhibition, contact CVSA Event Coordinator Natasha Bunch at (301) 830-6144.

ViriCiti Telematics on Electric Van Hool Coaches ViriCiti, the leading telematics provider for electric buses, will bring its world-class fleet management expertise to electric motorcoaches via its latest partnership with ABC Companies, exclusive distributor and reseller of Van Hool motorcoaches in North America.

The two companies announced that ABC Connect Telematics, which is used to manage all Van Hool CX45E electric motorcoaches, will be powered by ViriCiti. This comes as a result of a long-standing collaboration, where ViriCiti is already monitoring 290 diesel and electric motorcoaches under the ABC Connect telematics program.

The battery-electric motorcoaches, which are currently used for corporate commuter shuttle-service in and around the San Fran-

cisco Bay Area, will be monitored by ABC’s SVT (Specialty Vehicles and Technology) team, studying every kilowatt consumed during operation to optimize overall efficiency. ABC Companies sees itself past the traditional role of resellers, with the company being actively invested in optimizing and expediting the integration of zero emissions vehicles into their customers’ fleets.

“The ViriCiti telematics package seamlessly integrates vehicle performance and driver input monitoring, allowing our SVT team to expedite electric vehicle integration and training. This real time learning allows us to optimize factors which reduce operational costs to deliver real value for our customers. As an example, you can review the impact drivers have over energy usage, as skilled drivers can measure their impact on overall range, energy consumption and ultimately savings,” stated Thom Peebles, vice president marketing, ABC Companies.

ViriCiti has been providing fleet telematics since 2012, their holistic platform covering vehicle monitoring, charger management, and more recently, microgrid integrations. The end-to-end platform, available for all vehicle and fuel types, provides best-in-class data and supports operators in achieving a centralized operation and their efficiency goals.

Using ViriCiti’s smart products, operators can reduce consumption by improving driver behavior, optimizing charging and increasing battery health - all reducing costs in the short and long run.

ABC Connect Telematics, which is used to manage all Van Hool CX45E motorcoaches, will be powered

by ViriCiti. Included will be the new electric Van Hool motorcoaches in North America. ViriCiti is already monitoring 290 diesel and electric motorcoaches under the ABC Connect telematics program.

8 • National Bus Trader / August, 2021

In 2020, ViriCiti started the deployment of the world’s largest e-bus Smart Charging project (outside China) for Qbuzz Netherlands. Currently, its services are used by some of the largest operators in North America, like New York MTA, Chicago Transit Authority, LA Department of Transportation and Toronto Transit Authority.

“We are excited to partner up with ABC Companies. We think that our extensive expertise in e-mobility allows ABC Connect Telematics to hit the ground running and help their clients use their motorcoaches in the most efficient way,” said Trishan Peruma, head of business development for North America, ViriCiti “The partnership with ViriCiti allows ABC Companies to help customers accelerate real time vehicle monitoring, moving to predictive fleet optimization. The information, available through the ViriCiti integration, has driven tangible results for our customers and their operations.” continued Peebles.

Proterra Now on Nasdaq Proterra Inc (Proterra or the company), a leading innovator in commercial vehicle electrification technology, on June 15 announced that its shares of common stock and warrants began trading on the Nasdaq Global Select Market under the new ticker symbols “PTRA” and “PTRAW,” respectively. This follows the completion of the company’s previously announced business combination with ArcLight Clean Transition Corp. (Nasdaq: ACTCU, ACTC and ACTW) (ArcLight), a special purpose acquisition company, that resulted in Proterra becoming a publicly-listed company. ArcLight shareholders approved the combination at an extraordinary general meeting on June 11, 2021.

The company has raised more than $640 million in cash from the business combinaMon with ArcLight to fund growth intitives, including R&D and its next-generation battery program. As a public company, Proterra is well-positioned to deliver on its mission to enable the electrification of commercial vehicles, helping to reduce pollution and protect public health while combating the global climate crisis.

“As demand for zero-emission solutions continues to grow around the globe, we are proud to be meeting our customers’ needs with our industry-leading EV technology,” said Proterra CEO Jack Allen. “Today’s milestone is a testament to the hard work of our team and the support of our valued customers, partners and investors. We are excited to build on the strong foundation we have created over the past decade and begin this new chapter as a publicly-traded EV technology leader. We remain focused on advancing our EV technology to power the world’s best performing commercial vehicles and

Equipment News believe today is a major step forward in our ability to accelerate these initiatives.”

“We are pleased to have completed our business combination with Proterra,” said Jake Erhard, the former president and CEO of ArcLight, and a director of Proterra. “As a leader in EV technology, Proterra has significant opportunities ahead for value creation, and we are excited about the company’s prospects as it enters the next phase of growth.”

Proterra operates manufacturing facilities in California and South Carolina, as well as a state-of-the-art R&D lab in Silicon Valley.

With more than 600 vehicles on the road today, the Company’s industry-leading battery systems have been proven through approximately 20 million service miles driven, and validated through partnerships with world-class commercial vehicle manufacturers to electrify delivery vehicles, construction equipment, school buses, coach buses and more. To date, Proterra has produced and delivered more than 300 megawatt-hours of battery systems and installed 46 megawatts of charging systems.

Its fleet of zero-emission, electric transit buses have displaced more than 100 million pounds of CO2 tailpipe emissions.

Proterra rang the closing bell at Nasdaq on June 16 to celebrate the company’s public listing.

AC Transit Orders 20 NFI Hydrogen Fuel Cell Buses NFI Group Inc. (NFI or the company), a leading independent bus and coach manu-

facturer and a leader in electric mass mobility solutions, on June 14 announced that the Alameda Contra Costa Transit District (AC Transit) has awarded NFI subsidiary New Flyer of America Inc. (New Flyer) an order for 20 zero-emission, hydrogen fuel cell-electric, 40-foot Xcelsior CHARGE H2™ heavy-duty transit buses. The purchase was made through California’s State Cooperative Procurement, which New Flyer was selected for as a top-scoring approved supplier in 2019.

Supported by Federal Transit Administration funds, the order follows AC Transit’s 2019 purchase of 10 hydrogen fuel cell-electric and five battery-electric buses from NFI, and demonstrably advances AC Transit’s Clean Corridors Plan (a commitment to operate a 25 percent zero-emission fleet by 2023) and ultimately its implementation of the California Air Resources Board (CARB) Innovative Clean Transit Regulation that requires all California agencies to transition to zero-emission bus fleets by 2040.

Based in Oakland, AC Transit is one of the largest bus-only systems in America, serving Alameda and Contra Costa counties in the San Francisco Bay Area’s East Bay, delivering more than 52 million rides annually.

“Since 1980, NFI has delivered over 740 buses to AC Transit, and we are pleased to continue expanding zero-emission mobility in the greater San Francisco Bay Area through this follow-on order,” said Paul Soubry, president and chief executive officer, NFI. “AC Transit is an innovative leader focused on delivering the best in urban mobility for its riders, and we look forward

Proterra recently announced that its shares of common stock and warrants are now trading on the Nasdaq Global Select Market. The company provides electric buses and has facilities in California and South Carolina as well as a state-of-the-art research and development lab in Silicon Valley. In addition to having more than 600 vehicles on the road, Proterra provides battery systems for other manufacturers of electric buses.

to supporting AC Transit on its continued journey to a fully zero-emission fleet.”

“With more Xcelsior CHARGE H2 fuel cell buses in its fleet, AC Transit can count on proven range performance, cleaner transportation, reduced noise pollution and elimination of greenhouse gases – with buses that produce only clean water vapor from the tailpipe,” said Chris Stoddart, president, New Flyer and MCI. NFI is a leader in zero-emission mobility, with electric vehicles operating (or on order) in more than 80 cities in four countries. NFI offers the widest range of zero-emission battery and fuel cell electric buses and coaches, and the company’s vehicles have completed more than 40 million EV service miles.

NFI supports growing North American cities with scalable, clean, and sustainable mobility solutions through a four-pillar approach that includes buses and coaches, technology, infrastructure and workforce development. It also operates the VIC, the first and only innovation lab of its kind dedicated to advancing bus and coach technology and providing workforce development. Since opening late 2017, the VIC has hosted more than 300 interactive events, welcoming 3,000 industry professionals for EV and infrastructure training. For more information, visit newflyer.com/VIC. Stertil-Koni Culture of Learning In an era of heightened competition, tightening margins and growing customer requirements, a leading player in the heavyduty vehicle lift sector has determined that the key to success lies is one crucial area – more spending.

Contradictory? Perhaps, but consider the context.

The company is Stertil-Koni, already recognized as the leader in heavy-duty vehicle lifts, and the spending is directed towards ongoing product training for its employees and distributor network across North America.

A quick visit to one of the company’s warehouses in Stevensville, Maryland is revealing. Recently, dozens of attendees from across the country gathered in this picturesque town right over the Chesapeake Bay Bridge for a powerful, two-day combination of classroom instruction and handson product training. The topics were expansive, yet practical. These included safety procedures, lift demonstrations and configurations, shop foundation requirements and an overview of new shop equipment to make servicing and maintaining heavy-duty vehicles more efficient, ergonomic and safe.

National Bus Trader / August, 2021 • 9

Equipment News Explained Company President Dr. Jean DellAmore, “Research shows that skilled people who participate in continuous learning enjoy more rewarding careers and simultaneously deliver greater value to their employers and customers. Talk about a return on investment. In this economy, at all levels, ‘learning is earning.’"

Historical context also comes into play.

The overall demand for new technologies and systems is accelerating at a breathtaking pace. Therefore, industry leaders – and their teams – have to be ahead of the learning curve. In addition, environmental stewardship is also requiring advanced vehicle lifting systems that are quantifiably more “green.” That is why Stertil-Koni showcased its highly regarded EARTHLIFT Mobile Column Lifts in product demonstrations.

These lifts are made from components that are 98 percent recyclable, use biodegradable oil, feature batteries that are 100 percent recyclable, and employ an Active Energy Retrieval System to deliver up to 50 percent more lifting cycles at maximum load. Equally important, green lifting does not detract from performance. Lifting capacities for EARTHLIFT range from 18,500 pounds to 22,000 pounds per column.

When pressed to quantify the scope of the Stertil-Koni investment in continuous learning and hands-on training each year, DellAmore smiled and said, “Substantial.”

He concluded, “We strive to convey some element of learning across our network every single day. Whether it’s in the form of product updates, short instructional videos we call ‘Tech Talk’, or in-classroom sessions, our overriding objective is to raise the bar in terms of product knowledge and service that in turn inspires our customers to be more loyal and active.”

Timi’s Tours Puts Purification Technology on Fleet NFI Parts™ (NFI Parts), a subsidiary of NFI Group Inc., one of the world’s leading independent bus manufacturers, has been selected by Timi’s Tours to outfit its fleet with the NFI Parts exclusive Proactive Air and Surface Purification (PASP) system to ensure the safety of drivers and passengers.

The PASP system uses proprietary technology to create advanced purification by producing high energy clusters which are distributed throughout the interior of the vehicle, safely sanitizing both air and surfaces, and leaving behind virtually no harmful residue. The system can mount directly in the passenger compartment, or in a motorcoach evaporator compartment for direct exposure to where viruses may circulate.

Installation only requires 12-volt power to 10 • National Bus Trader / August, 2021

Stertil-Koni is committed to ongoing product training for its employees and distributor network across North America. Recently, dozens of attendees from across the country gathered in Stevensville, Maryland for a two-day combination of classroom instruction and hands-on product training. Shown here is a montage of Stertil-Koni lift accessories and equipment.

operate and does not void any vehicle system warranties.

"The NFI Parts PASP system is unparalleled for its quick, seamless integration into our fleet,” said Jack Kaufman, vice president at Timi’s Tours. “Its ease of use truly makes it a ‘set it and forget it’ product that requires no training for our operators or cleaning staff.

The system is always on when the coach is operational providing safe, clean, air and surfaces for our clients and employees."

Timi’s Tours has affixed a decal by the coach doors and provides literature to their passengers so that they are aware of what the system is and how it works. Clients and passengers have responded very positively knowing the coaches they are riding are actively being purified while the vehicles run.

For some customers looking to book a trip, systems like PASP have become a requirement; therefore, having the entire fleet equipped has been extremely beneficial.

"Setting up these systems on all of our J4500’s and J3500's was one of the simplest installations I've ever experienced. The kits came with step-by-step guides which made for a smooth installation,” said Brylan Kennedy, lead technician at Timi’s Tours. “I would highly recommend all companies install these systems for not only comfort and peace of mind, but because they are one of the easiest to install products I have come across.”

NFI Parts created a portfolio of products, the Clean and Protect™ product line, to keep vehicles moving throughout the pandemic.

The PASP system has been a well-received addition for its proven effectiveness, ease of installation and universal application.

“We’re very encouraged to see coach operators moving again and we want to be there to support this,” said Scott Robertson, VP of customer service at NFI Parts. “With the PASP system, and other safety technologies we’ve added to our catalog in the last year, we want to help operators find the right products for their fleet, staff and riders. Their success is our success and we will continue Timi’s Tours has outfitted its entire fleet with the Proactive Air and Surface Purification (PASP) system. The system can be mounted in the passenger compartment or evaporator compartment and only requires 12-volt power.

Equipment News to be here as a partner as we move through the remainder of the pandemic and beyond.”

NFI Parts is North America's most comprehensive parts organization, providing replacement parts, technical publications, training, service and support for NFI’s OEM product lines.

Irizar Electric Buses for Zaragoza City A total of 68 units, 51 of 12 meters and the remaining 17 articulated vehicles, will be purchased. These buses will be rolled out into service gradually, from the final semester of next year and will be operated by Avanza.

This is Irizar e-mobility’s largest electrical bus project to date. It is, without doubt, a pioneering benchmark project that will help to improve the quality of life of Zaragoza’s citizens and will eliminate many tons of CO2 emissions.

On June 18, the Zaragoza City Council presented the new electric bus model which will form the basis of its fleet renewal from the end of next year. The model is the Irizare-moibility ie tram, a 100 percent electric bus with a futuristic design which, in addition to showcasing the change to zero emissions technology will bring a major change in the aesthetics of city buses in Zaragoza. This vehicle will undergo testing throughout the city for three weeks and will operate on different lines with capacity to operate with double buses, such as on line 23.

The presentation was attended by the mayor of Zaragoza, Jorge Azcón; the Council Member for Public Services and Mobility, Natalia Chueca; and the general manager of Avanza, Valentín Alonso. It was also attended by the director of Avanza Zaragoza, Guillermo Rios, and Txema Otero, Irizar e-mobility sales director for Spain and Portugal.

The Government of Zaragoza recently took the decision that all new urban buses added to the bus service in Zaragoza, were to be electric. Zaragoza is therefore redoubling its commitment to becoming a climateneutral city. The city currently has four of these zero emissions buses plus 111 hybrid units. The rest, up to 352, are diesel.

Irizar e-mobility is proud to be able to contribute to the City of Zaragoza’s decarbonization objectives and to work in partnership with Avanza, which is taking a further step in its firm commitment to sustainable mobility and to leading the transition towards zero emissions to improve urban environments.

The Irizar ie tram is a 100 percent electric, zero-emission bus with the appearance of a tram that combines the large capacity, ease of access and internal configuration of a tram with the flexibility of a city bus. This model is developed in versions from 10meter up to the 18-meter articulated version and with a maximum capacity of 145 people.

Its lithium-ion batteries are developed and manufactured by Irizar.

Replacing each diesel bus with an electric bus will save 1,700 tons of CO2 emissions throughout its service life. It is calculated that, when the entire fleet is replaced by electric vehicles, Zaragoza will save more than 621,000 tons of CO2 emissions.

The Irizar ie tram offers a clean, minimalist design and all its features correspond to specific funtional aspects allowing it to create an identity and an image that are easily recognizable to its users.

The transition towards an electric fleet is in line with the Recovery, Transformation and Resilience Plan, under the Next Generaton EU package, which will be eligible for European funding and will put Zaragoza in a good position for access to grants in future bidding rounds. It is in this specific sense that the choice of a European company to supply these buses is decisive in order to quality for these European funds, with enhanced guarantees. This was a major factor in Zaragoza City Council’s decision to go for Irizar’s ie tram.

New Generation of Electric VDL Citeas The entire product range of the new generation of Citeas has been developed with a focus on sustainability. VDL Bus & Coach is thus making a contribution to improving the quality of European public transport. Sustainable transport solutions are essential in the liveable city, which must become quieter and cleaner. Local suppliers play an important role in minimising logistics and thus the ecological footprint of transport.

Irizar is providing a total of 68 buses for Zaragoza City in northern Spain. Of these, 51 will be 12 meters (about 39 feet) long while the remaining 17 will be articulated. All will be the Irizar ie tram model, a fully electric bus with a futuristic design. The city currently operates four zero-emission buses, 111 hybrid units and about 352 diesel buses.

"As a family business, VDL Groep has always been strongly involved in the living and working environment," says President Willem van der Leegte of VDL Groep.

"For us, it is therefore natural to contribute to the sustainable development of society.

It is a very important theme for VDL. To underline this, we have entered into a twoyear partnership with UNICEF. Together with the United Nations Children's Rights Organization, we will be mapping parts of our supply chain and working to ensure that raw materials used in our products are free from child labor."

In the continuous search for areas in which the sustainable contribution of VDL Bus & Coach can be improved, the battery is of great importance. UNICEF will support VDL in mapping the links in the battery chain of the new generation of Citeas and in setting up a structure that will provide insight into VDL's contribution to global sustainability goals, the so-called UN 17 Sustainable Developments Goals.

12 • National Bus Trader / August, 2021

According to Van der Leegte, "With the market for electric public transport buses

Equipment News growing, our customers are emphatically looking for sustainable e-mobility. This ranges from low carbon footprints to local supply chains. By contributing to the sustainability targets of our customers and contracting authorities, VDL Bus & Coach is striving to increase the value and quality our customers demand. Ensuring ethical business practices throughout the complex supply chain is, of course, crucial in this regard.

Our starting point is to manage that supply chain sustainably."

A new feature of the new Citea generation is the composite sidewall, which is built in one piece and developed by VDL itself. It reduces vibrations and lters out noise coming from outside. The innovative composite side panel construction is 15 percent lighter than a conventional side panel. This results in a large reduction in energy consumption.

The new generation of Citeas is built in VDL's reliable network of production facilities in the Netherlands and Belgium. While other bus manufacturers are increasingly moving their production to low-wage countries, VDL consciously chooses to continue building their buses in Western Europe – close to the customers, CO2 neutral and with sustainable production methods. The VDL Bus & Coach factories employ highly quali ed personnel and use the most modern techniques to produce the e-buses of the future.

ADL School Coaches for Northern Ireland Alexander Dennis Limited (ADL), a subsidiary of NFI Group Inc. (NFI), one of the world’s leading independent global bus manufacturers, announced on June 15 that it has delivered 15 brand new Plaxton Leop-

Alexander Dennis recently delivered 15 Plaxton Leopard coaches to the Northern Ireland Education Authority. The new buses are about 42 feet long and include special school bus signage, a comprehensive CCTV system and a range of safety features. They will be used to transport school pupils and are painted a bright yellow.

ard coaches to the Education Authority (EA) in Northern Ireland. The new 12.8 meterlong Plaxton Leopard coaches are the Education Authority’s latest order with ADL in a long-standing relationship.

Built on the reliable Volvo B8R chassis, the 15-strong fleet includes vehicles with a range of seating capacities, accommodating between 57 and 72 passengers, and the coaches will operate on school services across Northern Ireland.

VDL has introduced a New Generation of its popular CItea transit bus. One new feature is a composite sidewall which is built by VDL and reduces vibrations while filtering out noise. The buses are built in VDL’s facilities in the Netherlands and Belgium.

The EA is responsible for delivery of education services across Northern Ireland. The vehicles have been built to the EA Northern Ireland school specification and features include electronic school bus signage, as well as full air conditioning, smart tachograph, a comprehensive CCTV system and a range of safety features and audio announcements.

Richard Matthews, UK retail sales director at ADL, said: “We’re delighted to be supplying these 15 vehicles to the Education Authority. The Plaxton Leopard coach will deliver reliability and comfort for the many school pupils who will travel on them day in, day out.”

195 ADL Electric Buses for London BYD UK and Alexander Dennis Limited (ADL) jointly confirmed that their electric vehicle partnership, the UK’s leading electric bus producer, will deliver the UK’s largest ever electric bus order. The order has been placed by RATP Dev London, one of Transport for London (TfL)’s principle bus operators, for a total of 195 single and doubledeck vehicles.

With this order, RATP Dev London confirms its commitment to supporting TfL’s electrification plan for London’s bus network, a key objective of the Mayor’s Transport Strategy for 2018, under which all TfL buses will be zero emissions by 2037, with all of London’s transport becoming emissions free by 2037.

National Bus Trader / August, 2021 • 13

Equipment News BYD is a global leader in batteries, energy management and electric mobility.

ADL is a subsidiary of leading independent global bus manufacturer NFI Group Inc. (NFI).

The record order comes as the BYD ADL partnership continues to go from strength to strength, just five years after it

was launched, thanks to its proven combination of BYD’s world-class battery-electric driveline technology and ADL’s Britishbuilt bodies, which can be fully customized to reflect operating requirements. In London alone, more than 400 BYD ADL electric buses have cumulatively covered more than 20 million zero-emission miles, with close to another 300 vehicles on order

Alexander Dennis recently received a major order for 195 double-deck electric buses for London. The order was placed by RATP Dev, an operator for Transport for London (TfL). Included in the record order are 68 single-decks and 127 double-decks. All will incorporate BYD’s battery-electric driveline with ADL’s British-built bodies.

including this latest intake for RATP Dev London. RATP Dev London will be the largest operator of electric buses in London by the beginning of 2022, with close to 25 percent of its London United and London Sovereign fleet fully electric.

Deliveries of RATP Dev London’s latest BYD ADL fleet will begin in the summer.

Sixty-eight BYD ADL Enviro200EV single decks – including 21 compact 10.2-meter models – and 127 BYD ADL Enviro400EV double-decks will be based at RATP Dev London’s Fulwell, Harrow and Shepherd’s Bush depots to serve routes in the west of the capital. The buses will join 36 existing BYD ADL single-decks in service since 2018 and 29 BYD ADL double-decks delivered last year. Feedback from RATP Dev London on these in-service vehicles has been very positive, with the double-deck BYD ADL Enviro400EV in particular delivering exceptional reliability on 24-hour route operations.

Catherine Chardon, managing director of RATP Dev London, said, “Electrification is a critical part of our business and partnership with Transport for London (TfL). We launched our two first 100 percent electric routes less than two years ago, as well as London’s first fully electric 24-hour, doubledecker bus route last year. By the beginning of 2022, we will operate 15 zero emission routes and have five of our garages converted to electric. This agreement will help RATP Dev London position itself as the leading electric bus services provider in the city.

We are proud to work hand in hand with TfL to help London achieve its sustainability goals.”

BYD UK Managing Director Frank Thorpe, said, “Naturally, this is a hugely significant moment in the development of the BYD brand in the UK. Public transport in the capital often provides the blueprint for other towns and cities and the fact that a major operator like RATP Dev is making such a substantial commitment to eMobility will, I believe, resonate with Local Authorities across the UK. The increasing electrification of routes by TfL operators is delivering long-term productivity to their fleets and real environmental benefits for Londoners.”

14 • National Bus Trader / August, 2021

Paul Davies, ADL president and managing director, said: “RATP Dev London’s record order is a resounding vote of confidence in our British-built electric buses and ADL’s proven ability to tailor these to authorities and operators’ requirements.

These buses will build on our pioneering work in support of Transport for London’s Bus Safety Standard with a focus on safety for drivers, passengers and other road users.” q

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National Bus Trader / August, 2021 • 15

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nyone watching the industry is aware that the traditional MCI “D” model coach line is in the process of morphing into new designs, new models and new systems or options. What we are going to do is to provide a status report on where things stand on the changing “D” models and then highlight the newest addition to the product line – the new D4520.

D is for Durability Introducing the New MCI D4520

The MCI “D” series is getting to be one of the longest running and most popular coach models of all time. Its roots go back to the early days at MCI when founder Harry Zoltok was challenged to build a coach that could be reliable and durable on Canadian roads in all weather conditions. MCI was so successful that it became part of Greyhound for several years and took over as the most popular coach brand – a position it continues to hold today.

by Larry Plachno Photos courtesy of MCI

This durability and reliability continued through 35-foot models 1 through 5 and 40foot models 6 through 9 plus 12. In the mid1980s, MCI moved to letter designations for 40-foot models A, B and C. Two factors combined that led to the introduction of the “D” model series. One was the move to 45-foot coaches while the second was the move to the new Detroit Series 60 engine since it was too large to fit in the engine compartments of current models.

Although not yet sanctioned on the federal level, the industry started looking at moving up to a 45-foot length. MCI’s first venture with this longer length came in late 1989 when it built a 45-foot conversion shell based on the 102C3 model that went to a company that built it into an entertainer coach. This was followed by a partnership with the Canadian government to build an accessible coach for the people with disabilities. It had a length of 45 feet and made a debut at the MCI Winnipeg facility on May 8, 1990.

Noteworthy features of this coach included a lift for mobility devices on the curbside behind the wheels. A large accessible restroom was located at the rear of the coach, easily reached from the mobility device securement locations. It also offered some improved systems and technology including an anti-lock braking system.

On December 18, 1991, the Intermodal Surface Transportation Efficiency Act was signed into law, allowing an increase in coach length to 45 feet on interstate and federal aid highways. Less than three months later, in February of 1992, MCI introduced their new “D” series as the 102DL3 at the UBOA Bus Expo in Chicago. Regular production started late in 1992. The model number represented 102 inches wide, D model, L for long – a length of 45 feet and three axles. While the first of the D models was 45-feet long, a companion 40-foot D model, the 102D3, soon replaced the “B” and “C” models in the MCI product line.

16 • National Bus Trader / August, 2021

MCI’s new D4520 model leads the movement from the Legacy “D” models in the MCI product line to the Next Generation “D” models. As such, it represents a combination of the traditional MCI durability and reliability heritage with the new design and developments fostered by the D45 CRT LE model. The D4520 is expected to be particularly popular with private scheduled service operators and in operations requiring extra durability. It will replace the D4505 model in the MCI product line.

I think it would be fair to say that the MCI “D” models went on to enjoy a great deal of success and continued their tradition of reliability and durability. Responding to customer requests, MCI introduced their new “E” model Renaissance® in 1998 and the new “J” model in 2001 with an attractive body design suited to tours and high class charters. Meanwhile, the “D” model coaches continued to be particularly

popular in commuter coach and scheduled service applications.

In 2006, at the request of several scheduled service operators, MCI gave the “D” models a facelift with a more modern appearance. This resulted in a D4500 model geared towards public sector commuter coach operations as well as the newer design D4505 (the ’05 referencing roughly the year

of update) geared towards private sector scheduled service. Companion 40-foot models were designated as D4000 and D4005. In addition, MCI continued to offer an Inmate Security Transportation Vehicle to various government and police agencies for the transport of prisoners. It might be noted that

since the “D” models are finished at MCI’s facility in Pembina, North Dakota, they comply with Buy America provisions.

What we can do to make things as easy to understand as possible is that we will cover the current or Legacy “D” models that

What is now called the Legacy “D” coach series started with the 102DL3 model that was introduced in 1992 as MCI’s first 45-foot coach. Over the years the model number changed to D4500 and it increasingly became popular as a commuter coach. This model is the leader in the commuter coach market and operates in several cities.

are still in production. Then, we will briefly look at the new two-door Commuter Rapid Transit “D” models that offer both a traditional front and a center low entry. From there we can talk about the new D4520 and the companion models that will eventually replace the Legacy Models.

Legacy Models MCI’s Legacy Models date back to 1992 and continue the MCI tradition for durability and reliability. Various people in the industry have referred to them as “workhorses” and as the bus equivalent of the Sherman Tank.

They are popular in rugged daily service including commuter operations and scheduled route service. In common with other “D” models, they comply with Buy America provisions for typical government funding.

All five models listed here are in production as of mid-2021 and available for orders but will eventually be replaced by the new models that include the D4520 and its companions. None of these Legacy Models are available with battery-electric power, but the new D4520 will be.

For private operators, the Legacy “D” coach series was updated in 2005 with the D4505 model. It gave a more modern appearance to this coach that was a workhorse in many fleets. It went on to be popular in scheduled route service and in special services that required extra durability.

• D4000 – This is the 40-foot version of the traditional “D” model. It was originally introduced in 1994 as the 102D3 and was the replacement for the previous “B” and “C” models. Over the years it has developed an enviable reputation as a public sector commuter coach and has served well in numerous cities. The standard power train includes a Cummins clean diesel engine and an Allison B500 transmission.

• D4500 – As you might expect, this is the 45-foot version of the traditional “D” model. It is the oldest of this series and was originally introduced in 1992 as the 102DL3.

Since it was the first 45-foot coach in the regular MCI product line, it did not replace a previous model. Like the shorter D4000, the D4500 has been increasingly popular as a public sector commuter coach and can be found in the commuter fleets of several cities. The Cummins/Allison power train is standard.

• D4005 – At the request of private sector operators, the D4000 was given a facelift in 2006 and emerged as the 40-foot D4005 model. Mechanically, it is similar to the D4000 but has become popular in private sector scheduled service and some charter applications. It has the same power train as the other Legacy Models.

• D4505 – As you might expect, this is the 45-foot version of the D4005. It has the new appearance and is also popular in private sector scheduled service and some charter applications. It is mechanically similar to the D4500 and offers the same power train.

• D4000 ISTV – The fifth coach of the Legacy Models is the D4000 ISTV. The letters National Bus Trader / August, 2021 • 17

stand for Inmate Security Transportation Vehicle. This coach design was originally offered back in the “number model” days and has been upgraded through the years.

It is primarily used to securely transport inmates between courthouses and prisons.

States have several of these in service and it is also used by other government agencies.

The 40-foot length is a requirement to fit within most prison sally ports. MCI provides special interiors that offer different degrees of security while making sure that seat parts and other interior items cannot be used by the passengers.

D45 CRT LE Model The movement to the new “D” models actually starts with the recently introduced D45 CRT LE that is both revolutionary and evolutionary. Introduced at the APTA Expo in 2017, it went into production in late 2018.

Some people in the industry have called it the most revolutionary motorcoach since the Scenicruiser that was introduced in 1954.

There was another revolution back in the mid-1930s when motorcoaches began changing design to higher passenger levels and underfloor luggage. This offered several advantages. Instead of being carried on the roof, luggage was now protected from the elements. Passengers now rode above most of the traffic, had a better view and arguably were safer. This same basic design for motorcoaches continues to today – nearly 90 years later.

With the arrival of the American’s with Disabilities Act (ADA), buses were now required to provide access for people in

The new D45 CRT is a high level coach in the Next Generation of “D” models. It is designed particularly for the public sector commuter market and is expected to find use in numerous cities. The D45 CRT incorporates features of the D45 CRT LE in a single level coach and hence is the effective replacement for the Legacy D4500 model.

wheelchairs and other mobility devices. Initial efforts involved using lifts that were awkward, slow and sometimes required a great deal of attention. The city transit bus people solved this problem by building their buses closer to the ground. This permitted a change from lifts to ramps that not only made things easer and safer but also speeded up entry and exit considerably.

However, hampered by those lower level

The “game changer” for the “D” series of coaches came with the introduction of the new D45 CRT LE model in 2017. Revolutionary in design and incorporating new technology, this model offered both a conventional front entrance for ambulatory passengers as well as a low middle entry for mobility devices. Now, the new design and technology of the D45 CRT LE is being used to create the Next Generation of “D” models.

luggage compartments and high passenger levels, the motorcoach operators continued to use lifts.

The MCI D45 CRT LE is revolutionary because it offers a motorcoach that does not need a lift. In addition to the regular front door for ambulatory passengers, it is the first single-deck coach model to offer a center door at curb level for mobility devices that enter into a lower level compartment using a simple ramp. There is room inside this area for two mobility devices and a companion.

Hence, entry and exit for mobility devices is quicker, easier and safer. It should be noted that the unit was developed with significant input from people with disabilities from organizations such as NCIL and AAPD.

Of more relevance to our discussion of improved “D” models is the fact that the D45 CRT LE was evolutionary as well as revolutionary. In developing the D45 CRT LE, the MCI engineers started off with a clean slate.

As a result, they were able to take advantage of new styling as well as state-of-the art systems and components. This new technology and design will now be available for developing the Next Generation “D” models that some are also calling the new high-floor models.

18 • National Bus Trader / August, 2021

The Next Generation “D” Models While I would like to concentrate on the new D4520, let me briefly run through the new Next Generation “D” models that will include the new design and technology developed with the D45 CRT LE and will eventually replace the Legacy Models. The public sector models are Altoona tested and comply with Buy America requirements.

Since it is designed primarily for public sector commuter coach operations, the D45 CRT will come with a center lift for mobility devices.

• D4520 – Already in production, this is the new 45-foot model that effectively replaces the D4505. It will be available with either clean diesel or battery electric power.

This model is expected to be popular with scheduled routes and other applications requiring durability.

• D45 CRT – This 45-foot Commuter Rapid Transit model is already in production and will replace the current D4500. It is a high-level coach designed especially for commuter applications but without the lower entry of the D45 CRT LE. It will be available with clean diesel, battery-electric and CNG power.

The D45 CRT will have several optional power sources to meet different needs including clean diesel, battery-electric and CNG power.

Security Transportation Vehicle. It has not yet been launched but will replace the current D4000 ISTV. It will have clean diesel power and can be used by either private or pubic sector operators.

When the MCI engineers started to work on the new D45 CRT LE, they were aware

that their new design and improvements would eventually replace the Legacy “D” coach models, the best-selling coach series of all time. Emphasis was placed on customer feedback and modernizing the traditional design while still delivering the reliability and durability that gave the “D” models the reputation of a workhorse.

Passengers will find that the D45 CRT provides a high level of comfort and amenities. In addition to overhead parcel racks, riders can take advantage of comfortable seats plus overhead reading lights and vents. Other amenities like Wi-Fi and electrical outlets are available.

• D40 CRT – With a length of 40 feet, this model will be the shorter companion to the D45 CRT. It will be a high-level coach geared towards public sector commuter coach operations. As such, it will replace the D4000 in the MCI product line. The D40 CRT will be powered by clean diesel and will enter production in the future.

• D4020 – As you probably have already guessed, this is a 40-foot model. It will be the shorter companion model to the D4520 and effectively replaces the existing D4005 model. The D4020 will have application to both the private and public sectors and will be powered by a clean diesel engine.

It has not been launched as of this writing.

• D4020 ISTV – This will be a 40-foot coach and the new version of the Inmate

National Bus Trader / August, 2021 • 19

The wheelchair lift on the D4520 is placed at the rear of the coach. This eliminates the need to reduce underfloor luggage space.

Several important points were at the core of the development program. One of the most important was retaining reliability and durability while providing common systems and production on the various models to improve training, parts availability and support. Cost of operation entered into the picture in several ways and fostered the custom-designed energy absorbing bumpers.

Interiors were designed for maximum legroom while still providing specific needs.

For example, the D45 CRT comes with a middle lift for public sector operations while the D4520 has a rear lift to maximize underfloor luggage capacity for private operators.

The driver’s cockpit area was given some improvements and designed to be more ergonomic. In addition, the entire coach received improved ride quality.

There are some noteworthy features of the New Generation “D” models that may be less obvious but are worth mentioning.

The MCI engineers developed a proven electrical architecture across all of the models.

This system incorporates sealed compartments and connections for durability and environmental protection. Major advantages of this include easier maintenance and parts sourcing across the product line.

This commonality continues with the actual design and construction across the “D” series coaches. They start with a sturdy stainless steel frame and the MCI dependable design that provides longterm structural integrity and durability.

This design performed well at Altoona’s structural durability test and is now the common production strategy across the “D” product line.

20 • National Bus Trader / August, 2021

As with the other Next Generation “D” models, the D4520 incorporates the new design and technology introduced by the D45 CRT LE. Drivers will appreciate the narrower pillars that increase driver visibility. Other updates include a redesigned ergonomic dash and a lower instrument panel that provides better sight lines while putting intuitive controls within reach.

Another interesting development was relocating all the propulsion system components to below the passenger floor. This not only increased interior space but also reduced cabin noise. The driver was not forgotten. Narrower pillars significantly increased driver visibility. Updating the cockpit area included a redesigned, ergonomic dash, a lower instrument panel that provides better sight lines while putting intuitive controls within reach. Drivers are also positive about the independent front

and tag axle steering and suspension systems that provide greater maneuverability and a smoother ride.

Like all MCI coaches, the “D” product line is backed by MCI’s comprehensive support. This includes in-field expertise, the technical call center and 24/7 roadside assistance. Ongoing training is available from the MCI Academy technician training center, the industry’s only ASE accredited program.

Comprehensive parts support is provided

The new D4520 model is somewhat of the flagship of the Next Generation “D” models. It combines the heritage of durability and reliability that have become an MCI tradition with the new design and technology. It is designed for scheduled route service as well as other operations requiring extra durability and replaces the D4505 model in the MCI product line.

The D4520 will continue to offer a wide range of passenger amenities as well as some new options.

There is space for up to 60 passengers with various seat models available that incorporate three-point seat belts. Standard equipment includes a chemical-type lavatory as well as an audio/video system with six 15-inch LED wide screen monitors.

from NFI parts. In addition, MCI has strategically located Service Centers to assist with routine maintenance, complex diagnostics and warranty repairs.

A Look at the New D4520 The D4520 is essentially the flagship model of the Next Generation “D” models.

With a length of 45 feet and a high-level passenger cabin, it effectively replaces the D4505 in the MCI product line. It is geared primarily for scheduled service and for rugged use by private operators. The D4520 offers a combination of the traditional MCI reliability and durability with the new styling and improvements found in the Next Generation “D” models.

Provided as a drive train is a Cummins X12 410-horsepower clean diesel engine with an engine brake coupled to an Allison B500 Gen V transmission. The engine compartment is electronically cooled with an electrically driven fan array. All three axles are from ZF and tires are R22.5 9.00”. The brakes on the D4520 are Bendix ADB22X. Exterior lighting and headlights are LED. An electronically-controlled air suspension system is provided with high/low ride and a kneeling function. As expected, the battery system includes two 8D batteries and provides both 12 and 24 volts.

In exterior dimensions, the length including bumpers is 45 feet and 10 inches.

Width is the expected 102 inches and height is 138.6 inches – about 11 1⁄2 feet.

Turning radius is 41 feet, nine inches. Since this coach is designed for scheduled and charter service, it has full underfloor luggage compartments with pantograph doors and a pneumatic locking system. An impressive 560 cubic feet (this includes parcel rack space – 445 cubic ft below floor)

of underfloor space is provided on the diesel-powered coach.

The passenger compartment includes space for up to 60 passengers. Overhead open parcel racks are standard with LED reading lights and airflow control. A chemical-type lavatory without a sink is provided.

Also provided as standard equipment is an audio/video system with a dash mounted DVD and six 15-inch LCD wide screen monitors. Optional items include 110-volt outlets, WiFi, iPod and MP3 connections and a wireless microphone. A rear window is also optional.

An impressive array of safety features is provided as standard equipment on the D4520. Included is Electronic Stability Control (ESC), Automatic Traction Control (ATC), disc brakes with six-channel antilock braking system (ABS), the Amerex fire detection and suppression system and a Tire Pressure Monitoring System (TPMS) is also standard. For the passengers there

are multiple seat models with three-point seat belts. Drivers will like the tilt and telescoping steering wheel, cruise control and the SmarTire™ integrated tire pressure monitoring system.

A wide range of optional equipment and features are also available on the D4520. This includes a rear-mounted Braun wheelchair lift with two wheelchair positions, parcel rack air conditioning, fabric interior packages and Alcoa Durabrite® aluminum wheels. Other interesting options include a Proheat auxiliary heater, a Bendix Fusion collision mitigation system, video surveillance systems, a 360degree camera system, a sliding battery tray and curb lights.

The D4520 has been in production and can be ordered. In addition to clean diesel power it will also be available with batteryelectric power. As time goes on, other models in the Next Generation “D” series will also be available. q

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National Bus Trader / August, 2021 • 21

The Bus Industry and the Coming Demographic Crisis

by Larry Plachno An increasing number of articles and information is appearing on the approaching demographic crisis. This will impact the bus industry in several different ways including reduced population, fewer workers and possible economic problems. Shown here is a Setra S 417 coach in a scenic area near Las Vegas. SETRA.

B

ack in the June, 2019 issue of NATIONAL BUS TRADER we ran an article mentioning the forthcoming demographic crisis and how it would impact the bus industry. Since then several things have happened. The pandemic has hastened the problem with early retirements and people leaving the work force, we are seeing an increasing concern from the demographers in the media and the Women in Buses organization has been active in looking for bus drivers. This, combined with inquiries and additional information, has prompted a revised and expanded article on this topic.

I might start off by mentioning that none of this is rocket science nor hidden information. All of the items I mention are public information and available on the Internet if you want to do your own research. That may not be necessary since the demographers are getting concerned and there are an increasing number of articles on this topic online, in newspapers and in magazines. In fact, there was an appropriate article in the New York Times not long ago. However, there may be people who wish to avoid mentioning this information for their own reasons.

22 • National Bus Trader / August, 2021

In this edition, I will lightly go through the basic information as well as a few side issues. Where possible, I will gear the information towards the bus industry. This will give readers an opportunity to see what is coming down the road so that you can make decisions today. While the situation may vary somewhat from country to country, it is very obvious in some places. It can be said that the United States and Canada are already feeling the initial impact.

Basics and Resulting Concerns A recent Rasmussen survey indicated that only 29 percent of respondents considered global warming or climate change to be the biggest issue facing humanity.

The demographers will tell you that our biggest concern should be the forthcoming demographic crisis. For quite some time now birth rates have been seriously declining in developed countries. Europe and Asia appear to have the worst problems.

Much of Western Europe has low numbers and Italy is moving towards a point where most of its population will no longer be of Italian descent. Asia also has problems,

probably enhanced by the fact that it has low immigration. Humanity is becoming an endangered species. There are already places where the population drops in half with each generation.

There are a few places where the birth rate is still increasing. These are mainly undeveloped and third-world countries including several in Africa. However, even these birth rates are declining. A few years ago the demographers predicted that by 2050 the entire globe will fall into an irreversible decline in birth rate. This most likely is no longer true since the pandemic has brought this date closer, but I have yet to hear a new date.

I am not going to go into much detail on why this is happening because that is a huge topic. Suffice to say that people have moved away from marriage, traditional families and children. The bottom line is that when people have fewer babies then there are fewer babies, fewer workers and fewer people to support the retired and elderly. Some of the demographers say that they can trace this trend back to

the Great Depression. Prior to then, many couples had larger families that could provide for them in their old age. Some people began to depend on the new Social Security for their retirement. They expected others to have the children to pay into Social Security and that did not happen.

These changes bring about three concerns. All of them will impact the bus industry.

1. Reduced Population – The most obvious of these is that population has started declining around the globe. Some places will be affected sooner or to a greater degree than others. What this means to the bus industry is that sooner or later we will see a decrease in total passengers. However, a decrease in specific types of passengers may be more immediate.

2. Demographic Imbalance – This is of particular concern to the demographers since

Changing demographics will impact the bus industry in different ways. Some of these changes are already obvious and can be seen in fewer workers and a declining number of students. Knowing what is coming should help in making decisions. MCI.

it means we will have fewer young people and workers but more older people and retirees. In the past our demographics could be diagrammed like a pyramid with lots of babies at the bottom, workers in the center and a small amount of seniors and retired at the top. With the reduction in birth rates but increasing medical technology and longevity, our demographics are now shaped more like a diamond on playing cards. This has few babies at the bottom but an increasing number of seniors and retired folks.

This is starting to create some undesired situations. Because there are fewer babies, the result is fewer workers. An immediate concern is the lack of workers paying in to Social Security to support those retired.

There are also concerns that we may not have enough doctors, nurses and tour bus drivers to support the elderly in the years ahead.

3. Recession – There is increasing concern that the demographic imbalance will lead to a global recession. Fewer workers will lead to less production while more of our resources will have to be used to take care of the elderly. On a short-term basis we may see some industry and manufacturing move to other countries with more workers (I will mention this later). Eventually this could be a problem.

China is facing problems because their One-Child policy of 1979 caused their labor force to decrease substantially in later years. They went to a Two-Child policy in 2016 and then a Three-Child policy in 2021 because of their declining work force. Shown here is a hall for completed buses at the Yutong factory in China. NBT.

Individual Countries What would be appropriate would be to review some countries to look at their problems and programs. In dealing with fertility rates you might note that a rate of 2.1 – 2.1 children per female – is considered replacement level. Higher rates indicate an increasing population while lower rates indicate that the population is decreasing from generation to generation.

A good place to start is with China. Fearing overpopulation, China’s leader Deng Xiaoping imposed the infamous One-Child law in 1979. In many cases it was enforced with forced abortions and forced sterilizations. Thirty-two years later, China’s labor force started falling by millions each year.

For example, in 2018 China’s labor force fell by 4.3 million. Eliminating children only eliminated the young who grew up to be workers and were positive for the economy.

Worse yet, the One-Child law prompted many couples to abort baby girls, but keep a boy to better guarantee the financial support of a child in their old age. As a result China today has 34 million more men than women, and hence fewer opportunities for marriage and family, giving them another demographic imbalance and problem. In 2016, China went to a two-child policy and in 2021 to a three-child policy. This may be a case of too little too late since some researchers are calling China’s population decline “unstoppable.” Since the global economy has relied on China and its inexNational Bus Trader / August, 2021 • 23

pensive work force for growth, any reduction in workers may have a negative impact on other economies around the world.

Researchers have said that Japan is aging faster than any country in history. Since 2011, more adult diapers have been sold in Japan than baby diapers. By the year 2040, there will be one Japanese citizen above the age of 100 for every baby born. There is a prediction that in 2050, only 28 percent of Japan’s population will be of working age, a situation that may be impossible to deal with. Considering that some people of working age will take care of elderly relatives or their own families, having fewer than one in four citizens able to work will seriously restrict business and industry. Japan’s industry is trying to move to robots in order to reduce the need for workers.

Singapore can boast of modern buildings, impressive health care and low crime rates.

However, they are in trouble with a fertility rate of only 1.1, which means that the population declines by half with each generation. In spite of some immigration, the average age is now about 40. Officials have programs in place to support families and increase the birth rate. Hong Kong has a fertility rate of 1.09, even less than Singapore.

The Hong Kong government has been encouraging larger families to deal with their aging population. In Taiwan, the fertility rate is down to 0.9 while South Korea has dropped to 0.92 – both indicating that the population declines by more than half with each generation. South Korea is now spending huge amounts of money supporting families and children.

Heading towards the beach, this MAN articulated bus stops in front of the local McDonalds in San Sebastian, Spain. Much of Western Europe is suffering from reduced birth rates. Spain, with a fertility rate of 1.48, is losing a quarter of their population with every generation. NBT.

While the worst problems may be in Asia because of its limited immigration, there are numerous other countries where the fertility rates are starting to cause a population imbalance or economic problems. Europe is a good example. Immigration has helped increase the number of workers in Europe, but immigration has in turn created its own problems since many of the immigrants have not assimilated well into the European culture.

Your editor takes time to examine the engine compartment of a newly-built coach in China. Those who are watching the numbers are suggesting that as the size of work forces decline, production may shift to other countries with more younger people. A young work force will become a natural resource. NBT.

24 • National Bus Trader / August, 2021

Russia is an interesting situation because years of Communist control and abortion encouraged smaller families. Russia now has a fertility rate of about 1.2.

Immigration has not worked well here because many of the immigrants have not assimilated into the Russian culture.

Hence, the government has offered a huge baby bonus. Spain is facing a declining population with a fertility rate of 1.48. The government has a pro-natal policy promoting births. Germany has a similar fertility rate of 1.4 but survives better because its strong economy attracts immigrants. Even with that, Germany has had to close many schools and its population is starting to age, which will impact its economy.

Demographers have issued warnings about Italy. The fertility rate in Italy is now down to about 1.4 as younger people put off marriage. Venice is in trouble because it has more tourists than residents. When its population declined below 60,000, Venice held a mock funeral for itself. The number of indigenous Italians is declining at an alarming rate. A Eurostat forecast predicts that in a few decades, indigenous Italians will become a minority in Italy as people of African or Asian descent will make up more than 50 percent of Italy’s population.

Is any area of Europe doing well? Ireland has had the fastest-growing economy in the European Union. A major factor is that Ireland has the youngest population in the European Union and hence has young workers available. Much of this is because Ireland’s Catholic background has kept abortion illegal until recently.

An interesting side note has come out of the efforts in countries working to support the birth rate and families. Researchers have pointed out that marriage is good for society. In addition to the fact that marriage reduces the number of households and resulting pollution, it has numerous other social advantages. Married people are statistically less likely to commit crimes or be the victim of crimes. They are less likely to be homeless or require welfare. Their children tend to do better in school and in life.

Married people are also statistically more healthy in situations other than major diseases such as cancer.

This brings up the important fact that young people and workers are increasingly becoming an important natural resource.

The researchers are saying that as China’s work force diminishes, they expect to see some of the manufacturing and industry move to India where there is a younger labor force. The undeveloped and third world countries with the highest birth rates may be able to take advantage of their young work force with training while attracting manufacturing and industry. The Philippines may be an interesting situation because their second language is American English.

Why are some countries making an effort to increase their birth rate while others seem to be ignoring this demographic trend? The answer may well be politics. In some countries the people who make money eliminating babies are also heavy contributors to election campaigns. Elected officials often have a tendency to protect their supporters.

This may also explain why some countries are talking about global warming or climate

Italy seems to be among the European countries most affected. Venice has already held a mock funeral for itself and the demographers are saying that indigenous Italians will be a minority in Italy in a few decades. This Rome tram was photographed at the stop adjacent to the main railroad station. NBT.

change while others are trying to deal with the demographic crisis.

United States The United States has survived better than many other countries because of immigration. However, by the second generation the immigrants no longer have a higher fertility rate. There are already several indications of increasing demographic problems.

For example, we are seeing an increased number of medical professionals from other

The driver shortage is not new. Europe has been fighting a driver shortage for many years that extends to adjacent countries. As our population declines, the driver shortage is expected to get worse. This driver has command of a new MAN coach in Europe. MAN.

countries including doctors from India and Europe as well as nurses from the Philippines. This does not bode well for the future when an increasing percentage of older people will require more medical professionals that may or may not be available.

Those watching the numbers are pointing out that the recent pandemic has accelerated the demographic changes. Faced with the pandemic situation, many people have retired early and others have left the work force. This has reduced the number of people working and paying into Social Security while increasing the number who are retired.

Numerous employers are finding it difficult to locate and hire staff, which is only hurting the economy.

Prior to the pandemic, demographers were warning that in 2030 approximately 20 percent of the United States population will be retired. This will be the first time since the founding of our country that we will have more retired people than children.

However, as a result of people leaving the work force or retiring early because of the pandemic, this milestone will now come earlier. Since young workers are the key to a vibrant economy, this again does not bode well for the future.

I commend the Women in Buses group for their efforts in looking for ways to deal with the bus driver shortage. However, this problem is far from being a local situation.

Much the same thing is happening in other countries. Europe has been dealing with a similar bus driver shortage situation for years. In addition, the problem is not limited to bus drivers since many places are having National Bus Trader / August, 2021 • 25

difficulty finding and hiring applicants for numerous other positions. As our population declines, there will be fewer and fewer workers available.

What are the options? The simplest and most obvious alternative is to have more babies. That cute little baby of today could grow into a fine bus driver in 25 years.

Some places have had success with inviting applicants from other countries. I have been involved with some of this in the past and have been able to apply for visas for applicants in other countries. One suggestion might be to look at the Philippines since American English is their second language.

Rome A good question people have asked is whether something like this has happened in the past. The answer is that both the ancient Greek and Roman Empires had similar problems. Of the two, the Roman situation is easier to follow.

Caesar Augustus came to power in Rome about 27 years prior to the birth of Christ.

He stated that a strong state required strong families so he set about supporting marriage and larger families. He offered tax breaks for large families and cracked down on abortion. Parents of three or more children were given rewards, property and job promotions while widows and widowers were encouraged to remarry.

Augustus imposed strict marriage laws and changed adultery from an act of indecency to an act of sedition. He promoted childbearing over abortion and issued an edict to discourage abortifacients. Abortion itself became a crime in the Roman Empire in the third century. In spite of this, families fell apart and the effectiveness of the empire and its armies went into decline. Immigration came from those fleeing the Goths and eventually the empire simply became ineffective and fell apart. One advantage that the surviving people had is that they knew how to make babies.

I have yet to hear how this will play out in our modern world. It has been suggested that countries with younger people will be in a position to increase their industry and manufacturing capabilities, thus replacing those countries with aging populations. It is worth mentioning that some people point to the Sermon on the Mount in the Bible where Christ said that the meek will inherit the earth. This makes no sense to those of us who equate the word “meek” to someone who is shy and retiring. The problem here is in the translation. In the original Greek version of the Bible, the word is “praus” which does not mean weakness but rather strength brought under control.

In this context, it suggests the command to multiply and bring children into the world.

It does not take too much to understand 26 • National Bus Trader / August, 2021

This photo shows what the inside of the Colosseum in Rome looks like today. The Roman Empire had a similar demographic shift nearly 2,000 years ago that moved away from families and children.

In spite of programs put in place by Rome’s leaders, the decline continued until the empire fell apart. NBT.

that those who have the most children will inherit the earth.

What to Expect What will happen as populations decline and age is pretty logical. Things may vary from country to country and some developments may come sooner or later. As mentioned, some trends are already obvious in various countries and in the United States while others may be years in the future. Here

is a list of what to expect either sooner or later. Expect the situation to get worse as time moves on.

Colleges and universities will experience two problems. One will be a reduction in students making it difficult to fill classrooms and meet expenses. The second will be a need to change programs and classes to better meet the needs of our changing demographics. Much of the knowledge and skills

Babies grow up into children who eventually get older to join the work force and contribute to Social Security to support the retired folks. Right now there are some serious concerns about a declining work force including a lack of bus drivers and less money going into Social Security.

Some industries have had success with importing workers from other countries. MCI.

needed today will change in future decades as our population declines and ages.

Businesses will find it increasingly difficult to stay in business. They will find it more difficult to get help while the number of customers declines. We will most likely see consolidations or a reduced number of companies in some businesses.

As the number of children decline and the number of retired folks increase, expect to see fewer school buses but more motorcoach tours. There will be less need for teachers and more need for doctors and nurses.

School buildings may be converted to senior centers, senior housing or even retirement centers.

As the population declines and older folks move into retirement homes, we will have a surplus of homes. Real estate prices will drop because there will be fewer and fewer buyers. In some cases it may be necessary to knock down excess buildings.

That is already happening in parts of Europe.

Economics may shift somewhat based on available workers. China is already in trouble because of its former one-child policy. Those watching the situation expect to see some production shift from China to India where there is a younger work force. For the same reason, Ireland may become more important in business because they have a younger work force than other countries.

Younger people should worry about retirement money. Social Security was always somewhat of a Ponzi scheme. When created, it worked well because there were

One of ongoing concerns is that the demographic changes will require corresponding career adjustments to meet the needs of our modified population. Fewer school teachers will be needed while our aging population will require more doctors, nurses and medical support. This might be something to keep in mind for those going to school or picking a vocation.

several workers for every retiree. However, it becomes less viable when there are more retired people than workers. What are your alternatives for retirement?

What is interesting is that in the past it was typical for farmers to have larger families. In addition to having help on the farm as the kids grew up, those kids could take over the farm when dad retired. Hence, security in retirement came from having several children. Other people moved away from that and looked to Social Security for their

retirements. The same situation prevails; if you have no children then there is no one to pay into Social Security.

As this situation progresses, we may be able to provide updates and further installments from time to time. Following publication, we will make this article available for free download as a PDF. View busmag.com and click on “Archived Articles.” Then select the article you wish to download. q

This is the new Jouley electric school bus from Thomas. Some places are already finding it necessary to close schools as the student population declines. In some cases, the schools can be modified into senior centers, senior housing or even retirement centers.

THOMAS/DAIMLER.

National Bus Trader / August, 2021 • 27

Behavior and Decisions Have Consequences

I

by Dave Millhouser

Robbing a bank on an island requires special care and preparation. Among other things, escape routes may be limited and closely watched. Shown here is a modern electric Irizar ie Tram Bus operating in a traditional European setting. IRIZAR.

live on an island. At its closest, the mainland is a giddying 73 feet away. There are two road bridges and a 100-year-old rail trestle connecting us to civilization. Those of you who are into robbing banks would avoid Gloucester, understanding that your getaway would be difficult – the police quickly close the bridges.

When a local bank was robbed awhile ago, authorities quickly determined that they were not dealing with a Dillinger. His first mistake was using a taxi as a getaway car – a plan that quickly went awry when the cabbie turned on the radio and heard about the robbery on the news.

Thinking fast (that Is sarcasm), the robber asked to be dropped at the railroad station – figuring he could escape the island on the 2:08 commuter to Boston. Sadly for him, there was ample time for the police, alerted by the taxi driver, to capture him as he sat on a bench waiting for the getaway train.

What the heck was he thinking – depending on public transit for something as important as a bank robbery? Assuming they would provide timely transportation?

The agency responsible for our commuter-rail service is the MBTA, the same stalwarts whose performance, during last 28 • National Bus Trader / August, 2021

winter's blizzards was so bad that the general manager, Beverly Scott, announced her resignation in a bizarre (but entertaining) press conference.

We all mess up. One of my recent columns bore the title “My first accident was a success” – accurately implying that there were others. In each case they cost me something.

In the wake of 9/11 one operator refused to return deposits on charters booked to New York, a monumental marketing mistake that quickly drove them out of business.

With a little effort we can all think of bus lines that have failed as a result of a major accident, or business snafu.

That is the way it is in the private sector.

Behavior and decisions have consequences.

Contrast that with the governmental response to Scott. The last of the snow (honest) had barely melted when the President nominated Scott for a spot on the National Transportation Safety Board.

How is that for consequences? Scott eventually withdrew from consideration, but still . . . .

It is not the Republicans or Democrats– it is the bureaucrats. Once you are in . . . you are in, regardless of qualifications or accom-

plishments. They take care of each other, and we pay for it, both in terms of money and quality of services. The mediocre mayor (a Democrat) recently resigned to take a “planning” job, hired by our newly elected Republican governor.

This has gone on for generations, and only changes (briefly) when confronted with catastrophe. It would be fun to weed out the drones, but nearly impossible. Still, it might be fun to chip around the edges.

One perception that government types promote is that they are well intended, while the private sector is somehow only interested in profit. As a result, we should trust them – because they know what is best, and they care about us.

Anyone who has ever dealt with a government agency quickly discovers that layers of bureaucracy make it difficult to find a decision maker. Everyone is just following the rules. Legislators are reluctant to get involved in the process they have turned loose on us, because they might be held responsible for the results.

Bureaucrats come up with expensive regulations and technology that might make things better, and by golly, they are willing to let us take the risk of implementing them.

A former resident here by the name of Harry S. Truman had a sign on his desk proclaiming “The Buck Stops Here.” He let people know that he took responsibility for what was going on.

Today, it may be difficult to find out who makes the decisions and accepts responsibility in government agencies. NBT.

Business is Darwinian. If you can not make things work right, you disappear. Ask any dinosaur. Unless you have a monopoly (like the transit authorities), market forces determine your fate.

Excuses may work briefly but, as Ben Franklin said, “He that is good for making excuses is seldom good for anything else.”

Modern information technology makes the free market very efficient – and lethal – a far better regulator than bureaucracy.

Government entities seem to have discovered an antidote for Darwin. There is always an excuse for screw-ups. On the rare occasion that they admit failure, it is often impossible to find an individual to take responsibility. What creativity exists is invariably aimed at finding revenue, not gaining efficiency. Many obscure agencies have found the secret of eternal life.

Can we try to hold them to standards similar to what we endure? Fail at a public sector job, and be banned from government employment for a couple of years

(like suspending a CDL for traffic violations). Require every regulation to come with contact information for an individual who is responsible for it, and find clear ways to define success. Perhaps a registry of bureaucrats, so we can track them?

Years ago we did have a successful bank robbery. Despite a manhunt that involved closing the bridges, the bad guy got away.

The assumption is that he took a (private) boat to the mainland. q

Unlike many government agencies, private bus operators have to take responsibility for their actions. A bad accident or bad business decision could put them out of business. This MAN coach was captured on a back road during a MAN photo shoot in Europe. MAN.

National Bus Trader / August, 2021 • 29

Safety and Liability

by Ned Einstein Defending Contractors Part 5: Lawyers and Carriers

Attorneys defending private contractors are stuck with many challenges. So too are their carriers, but both also have ample opportunities. Otherwise, contractors face numerous challenges – including the failures of their carriers and their attorneys:

Contractors rarely make the schedules.

• Half of all public transportation accidents are the result of vehicles running behind schedule – usually because the schedules are too tight. Yet contractors rarely make the schedules. Lead agencies (or in some sectors, brokers) do. (See https://transalt.com/article/tight-schedules-part-1-the-other-achilles-heel/ ; https://transalt.com/article/tight-schedules-part-3-fixed-route-transit-service-2/; https://transalt.com/article/tight-schedules-part-4-complementary-paratransit-service/, and https://transalt.com/ article/tight-schedules-part-6-schoolbusservice/ among a sextet of installments in NATIONAL BUS TRADER (February – July, 2019).

• Contractors must sign operating agreements with their “lead” (or funding) agencies or brokers. These contracts are often full of dangerous policies and procedures which their contractors are required to follow.

• Contractors rarely have any bargaining power in contract negotiations. Some Requests for Proposals (RFPs) even include the operating contracts under which the bidder must operate. These legally “unconscionable contracts” are no defense in an incident-related lawsuit.

• Contractors are almost always required to indemnify the lead agency and broker – and often a long list of other parties must be “held harmless.”

• Some contracts hold the contractor responsible for errors and omissions made solely by the lead agency or broker.

• No matter what the case involves, or which parties are mostly at fault, plaintiffs’ attorneys rarely file against the lead agency other than in school bus cases. (They file against motorists in crossing cases and a few 30 • National Bus Trader / August, 2021

others. U.S. motorists carry trivial insurance coverage.)

• Even when plaintiffs’ do file against the lead agency, they rarely examine its negligence.

• Plaintiffs’ lawyers are far more reluctant to file against a broker – particularly as two brokers dominate the non-emergency medical transportation (NEMT) industry and, where they are engaged, the paratransit industry. These huge oligopolies have huge commercial agendas (see https://transalt.com/commercial-agendas/). They will try to outbill plaintiffs’ attorneys attacking them.

• In “hold-the-bag” states (regarding the apportionment of damages), the party sued pays for the errors and omissions of those not sued – as long as the party sued contributed a tiny sliver of negligence. This problem is more acute in hold-the-bag states where a motorist was largely or almost solely at fault (again, since most carry only trivial coverage).

• Many contractors are saddled by their unions – although all contractors do not have unions (whereas most public agencies providing public transportation service do).

While contractors are engaged largely because they pay their drivers so poorly, their unions are resigned to this reality in order for their contractors to win the bid.

Instead, they devote most of their efforts to protecting the “bad apples” who commit a disproportionate number of serious incidents, and drag down their contractors and their carriers in the process. This dynamic is compounded by a nearly 40-year driver shortage in all modes.

The True Costs of Penny-Pinching The examples above represent serious problems for contractors, as their carriers are even cheaper and less far-sighted than plaintiffs’ counsel. Carriers regularly pay their attorneys late. They sometimes do not pay them completely, or occasionally at all.

They often do not allow them to engage experts, or if they do, only at the last minute.

They grant the expert a shoestring budget.

They encourage their counsel to try to not even pay them.

These practices have predictable consequences. Defendants’ attorneys usually end up with chaff: Local yokels, parrots or shills.

Some experts will not even work on the defense side of a case. (I do – but I require payment-in-advance for every dollop of

work – which discourages many defendants’ attorneys and/or their carriers from engaging me.) I will not even accept payment from a carrier. This dynamic often leads to carriers tendering hefty settlements, where they might have won the case (or settled for cashews) with a reasonable effort. All plaintiffs’ counsel know that carriers almost always settle. Both the contractors and their carriers drown, as they are forced to accept the blame for countless errors and omissions made by parties above them.

It is a huge mistake to not explore the commitment each prospective carrier will employ to defend them.

There are, of course, exceptions. All carriers know they face a lawsuit the nanosecond they learn their client was involved in a serious incident. Occasionally they instruct their attorneys to engage an expert immediately – if only to assess the damages. Those with eyesight generally play better poker.

Foresight trumps hindsight (or no sight) every time. A wise carrier whose counsel engages a real expert early can usually learn which parties are genuinely at fault. This knowledge helps the carriers and their counsel evaluate both the case and the plaintiffs’ attorney(s) handling of it. It can identify the defenses available (if the carrier is willing to pay for their execution). Contractors are rarely lucky enough to have such carriers.

In choosing one, it is a huge mistake to not explore the commitment each prospective carrier will employ to defend them.

The cheap and lazy plaintiffs’ counsel are easy to spot. Many plaintiffs’ attorneys and firms are known to accept a pittance of a settlement as long as they receive it before they have to engage in any serious work. (Such firms’ complaints are written largely by paralegals; plaintiffs’ counsel simply edit them.) They simply lie to their clients about weaknesses in their case, and why they should accept the handful of magic beans offered by the defendant. Such attorneys effectively make money “on volume.” Carriers have few problems with such attorneys.

Safety and Liability Where multiple parties are potential codefendants, plaintiffs’ attorneys will rarely file against the “big fish.” So where they do not make money “on volume,” they focus all their efforts on the contractor.

This dynamic suggests that examining the roles and responsibilities of the “big fish,” and their contributions to an incident, is prudent. Unfortunately, few carriers elect this strategy, even though it usually pays off (other than in “hold-the-bag” states where plaintiffs’ attorneys have not filed against these codefendants).

It is easy to understand why so many contractors’ carriers simply “pony up.”

When they do, and fail to explore the genuine fault of an incident, they blame their clients (i.e., contractors). The contractors then risk paying higher premiums or losing their coverage altogether.

Power and Logic If contractors (or any other defendants) expected actual justice, carriers would have little to say about how lawsuits are handled.

Experts would engage attorneys, and attorneys would be forced to take their advice.

Of course, such things will never happen.

Instead, experts are rarely asked about litigation strategy – even while many are farbetter qualified to design it, in their fields of expertise, than are the generalist lawyers who control and pay them (or do not).

In sharp contrast, contractors have no choice about even the attorneys assigned to defend them. They have little choice about which experts (if any) their attorneys will engage – although shrewd contractors occasionally recommend some. Otherwise, contractors have no input into how these experts will be employed, how much work they will do, when they will be engaged or which parties they are asked to examine for the cause of an incident.

This approach rarely leads to success or justice. Most carriers care about “the bottom line,” not the long-term interests of their clients. Far more so than carriers, many lead agencies and brokers care nothing about their contractors, since these victims have indemnified them. Because so many plaintiffs’ attorneys and firms are cheap and lazy, and do not file against the “big fish,” a contractor’s carrier will also pay for whatever errors and omissions these lead agencies and brokers committed.

Leaving Money on the Table As noted, contractors’ carriers are often held “holding the bag” because plaintiffs’

counsel have no interest in chasing the big fish. Otherwise, the enormous amounts of money such so many plaintiffs’ attorneys and firms regularly leave on the table is particularly frustrating to their experts – especially those who know how things work.

(Someone who does is not a real expert.) But it is equally frustrating to a defendant’s expert when his or her counsel fails to explore the failures of the parties in control – again, particularly as most plaintiffs’ attorneys or firms fail to even file against them, saddling contractors with all the blame. This dynamic is not true in those “hold the bag” states like New York and Nevada, where a single defendant is held responsible for all the damages if it is only tangentially at fault.

For this reason, plaintiffs’ attorneys in such states rarely bother to file against any of the big fish. Justice may come to an incident victim. Contractors, and particularly their carriers, are also victims. At least these carriers deserve it. Their clients do not.

A related dynamic is the fact that, in these “hold-the-bag” states, the defendant’s carrier and counsel often work harder and spend more money. Stuck holding the bag, they have to. In these states, experts have a better opportunity to do a thorough job. They have another edge in these states. Plaintiffs’ attorneys and firms are often the worst. They get the whole bag of money by filing only against the small fish whose drivers make the most obvious mistakes. For the best transportation experts, and those carriers wise enough to approve of, or insist on, their engagement, these advantages pay off. As noted above, roughly half of all incidents stem from vehicles running behind schedule, and the safety compromises that drivers must make to try to catch up. (See safetycompromises.com). Again, as noted, contractors rarely make the schedules in fixed route service or schoolbus service – although they usually do so in paratransit service.1 Of course, public agencies or their brokers are always in charge of them.

There are usually good reasons for carriers and their attorneys to work hard to defend contactors.

Leaving Money on the Table Other than in the few “hold-the-bag” states, there are usually good reasons for carriers and their attorneys to work hard to

defend contractors where plaintiffs’ attorneys ignore the big fish or their experts do not know enough about what matters they control. In most states, damages are apportioned according to fault. In many, many incidents – particularly in those half of all incidents where the vehicles ran behind schedule – lead agencies are mostly at fault.

In those modes where brokers are involved, they may be entirely at fault.

The most curious failures of plaintiffs’ attorneys and firms involved wheelchair tipovers – scenarios which comprises more than a fifth of my 650 cases. (See wheelchairtipovers.com.) Two structures illustrate this folly: • While most paratransit services are contracted out, the lead agencies (and sometimes the brokers they engage) are ultimately in control of them – even while the contractors most commonly create the schedules.

• NEMT services are increasingly controlled by brokers, and their lead agencies are not even transportation agencies. (See https://transalt.com/article/defendingcontractors-part-3-the-whistleblowerssong/.) While contractors generally create the schedules, the brokers’ corruption and incompetence make safe scheduling unrealistic, and often impossible.

Dynamics and Responsibilities One interesting dynamic is that lead or funding agency “top brass” are usually hired or appointed by elected officials, who typically dominate their board of directors.

This relationship can spell trouble for a contractor when the plaintiff’s counsel fails to explore the roles which other parties play in the incident. This third party may be indemnified by the contractor, and if its negligence is not exposed, it will avoid the risk of paying any damages. However, if that “third party” is deeply embarrassed, it will often place pressure on its contractor to settle – if it wants any hope of having its contract renewed. The contractor’s carrier cares exponentially more about a settlement or damage pay-out than the contractor’s future. Some fascinating discussions may occur behind the scenes.

This handful of dynamics is already complex. Their nuances can be dizzying. No scenario works out well for the contractor. Most do not work out well for the carrier. With the power to go jettison the contractor and go out to bid, and with the contractor indemnifying the lead agency, most scenarios work out well for the lead agency. The exception, again, is the embarrassment factor. This factor only emerges if the plaintiff’s or contrac-

1 They also do in the zany NEMT world – see Part 3 of this series in the June issue of NATIONAL BUS TRADER: The Whistleblower’s Song [see https://transalt.com/arti-

cle/defending-contractors-part-3-the-whistleblowers-son]. The environment in which they operate is so distorted that the provision of safe, efficient and reliable service is usually impossible.

National Bus Trader / August, 2021 • 31

Safety and Liability tor’s counsel explores the lead agency’s role in the incident.

The consequences can be very different for a contractor when its lead agency sloughed off its responsibilities onto a broker. When a lead agency is embarrassed in open court because of its broker’s failures, that broker may not have its contract rubber-stamped for the next several decades.

As brokers steal or waste most of their funding, they are not about to risk their golden goose (forget about the eggs) by going to trial. Particularly as the lead agency official who engaged it is going to be humiliated at trial, even if the broker is indemnified by the contractor on or near whose vehicle the incident occurred, the broker may toss a lot of money into the damage pot – because its entire existence in that service area (and possibly others) may be at stake. Of course, for this to happen, the carrier must authorize its counsel to “work the case” – since, once again, the typically cheap and lazy plaintiff’s counsel or firm often will not file against a broker. The contractor’s carrier must know to rope the broker in. Its attorney’s expert better know a great deal about how all the pieces fit together – and particularly how brokers operate (or, more accurately, how they fail to).

Chats Behind the Curtain If the contractor’s carrier, attorney and expert do their jobs, brokerage dynamics can be fascinating. These dynamics illustrate two important rules of thumb:

• When a broker’s incompetence, corruption, waste, fraud and reckless disregard are about to be revealed, brokers barely shrug being told by plaintiff’s counsel: “I want a check for X million dollars on my desk by close-of-business Friday, or we are going to court. And I can control my client.”

Swimming in hundreds of billions of dollars of profit annually, the largest brokers could care less (especially since such threats so rarely occur). Instead, they eventually grab their checkbooks and pony up. With their riches, they may “paper the defendant’s counsel” along the way – a ruse that costs the carrier money and deters the naive and shortsighted ones from acting intelligibly prudently.

• In contrast, the statement brokers live in fear of what is uttered, instead, by the lead agencies that engaged them. That statement is: “You know, I think we’ll go out to bid this year.” This phrase could give a broker ’s regional manager a stroke or mild heart attack. Heads will roll and careers will end.

This last statement leads to what I call “the magic question” – a dynamic I try tirelessly to explain to my counsel on either side of a case involving a broker. One merely 32 • National Bus Trader / August, 2021

needs to depose the CEO of the lead agency that engaged the broker. Within minutes after that deposition concludes, that CEO is on the phone with the broker’s top official.

Here is what he or she will say: “Listen carefully. I just spent the worst afternoon of my professional career being picked apart in a deposition because of your company’s failures. I am not going to repeat these things in open court.” The “magic question” is, then follows: “Tell me what is not clear about what I just said?”

This question is “code” for: “I don’t care what it takes, but your company either settles this case, or we – and lots of my friends in surrounding states – will be engaging another broker next year.” Upon hearing the “magic question,” that broker is settling the case. The plaintiff’s counsel, the contractor’s counsel and the carrier need to know this.

Gew plaintiffs’ counsel care, for the many reasons noted above (making money “by volume,” indemnity, holding-the-bag states, etc.) To contain the damages, the burden falls on the contractor’s carrier. If the carrier’s attorney and his or her expert fail to trigger the “magic question,” the carrier will pay for this failure. To some extent, so too with the contractor.

To a jury, these dynamics are not boring at all. They are spellbinding.

Unfortunately, the expert who understands all this has no contact with the carrier, and must explain it to an attorney who usually has trouble holding still – much less one who has the patience to listen to an explanation of such complexity, who will then have to explain it to his or her carrier to get permission to spend the money this effort will likely take, who is allergic to hard work, whose firm likes to spend as little money on a case as possible, and who lives by asinine clichés like, “I believe in the KISS principle: “Keep it simple, stupid.” There is a reason stupid people are often referred to as “simple.” Truth be known, with a week or two to absorb these dynamics in a trial, few jurors have trouble grasping them. Unlike the majority of attorneys, they have no trouble holding still for days at a time – even for the $7/day or whatever they are paid for jury duty. To a jury, these dynamics are not boring at all. They are spellbinding.

Lightheaded and Enlightened In the Land of Reason, every attorney would follow this approach, but public transportation does not operate in this land.

Nor do most attorneys. They operate in some other land. (I will spare the reader my description of it.)

Reading all this, one would think that attorneys are dreadfully stupid, cheap or lazy. So too are carriers unwilling to undertake and fund the effort to learn where the genuine blame belongs. Not all are. Those who are not so stupid, cheap or lazy do well, and often save their companies millions of dollars dealing with the worst of incidents. The contractor who has such a carrier is fortunate.

Contractors usually benefit when those with most of the fault get most of the blame.

Not completely, of course. Their lead agencies or brokers may retaliate by tossing them out of the service area – even while their own contracts, and many states’ laws, forbid such retaliation. Through the wonders of indemnification, their carriers are often forced to pay for their codefendant’s the lead agencies’ and brokers’ failures. Indemnification is an ugly fact of life. Carriers do not blame their clients for it. At least the contractor remains insured – although, again, it risks retaliation by the lead agency or broker for exercising the gall to defend itself – although lead agency attorneys realize that this aggressiveness is the carrier’s decision. Lead agency officials may still “take it out on the contractor.” However, at the same time, going out to bid for a contractor is an administrative chore. Many contractors are “wired in place” through their contributions to the reelection campaigns of various elected officials (usually city council members).

Operating in Sane Environments, Avoiding the Insipid Ones With an enlightened carrier or a dunce – a contractor can minimize its risks and losses by being careful about those services on which it bids, and by doing the homework needed to make prudent choices about them. The last few installments in this series will provide contractors with the tools to accomplish these things. Staying out of trouble also helps the contractors’ attorneys succeed in defending them. It clearly makes their carriers happy (a big win makes them giddy). As I have argued in the pages of NATIONAL BUS TRADER for more than two decades now, safety pays off. What usually does not pay off is walking into an unsafe operating environment.

Sometimes, lead agencies get away with mayhem, and contractors get fed up with it.

In my second lawsuit against former school bus and paratransit company and its lead agency, I found that the lead agency was solely at fault for the incident, and committed dozens of errors and omissions. Yet selfinsured company had been forced to sign

Safety and Liability an operating contract holding that lead agency harmless for errors and omissions made solely by the lead agency. Shortly after that lawsuit, the company walked out of its paratransit contract in the middle of it. As a business matter, it was cheaper to lose the profits than to continue handing out big settlements for incidents not its fault. Besides, the broker was creaming off most of the revenue anyway.

Far more easily, a contractor ’s carrier and attorneys should handle these situations. As even the sharpest reader likely noted, this is some pretty complex stuff.

The point is unmistakable. There are plenty of opportunities for carriers and their attorneys to defend contractors. They involve lots of work, good experts and, sometimes, a moderate wad of money. The payoffs are undeniable.

Our legal system was designed and intended to exact justice – and not just for incident victims. It was designed and intended to hold those genuinely responsible for carnage accountable. All too often, carriers and attorneys fail to do this – as do the damage allocation formulas in many states. Unless the incident is of trivial value, or the playing field not level, it

erly. Tell me what is not clear about what I just said.”

It almost always pays for the carrier to find the parties most responsible and identify their failings.

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

almost always pays for the carrier to find the parties most responsible and identify their failings.

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.

Finally, carriers do not understand the nuances of their client’s operations. They almost never understand dynamics such as those outlined above (and in other installments in this series). They can often use some prodding. After a serious incident, a savvy contractor’s spokesperson – even if only an owner-operator – might begin his or her discussion with the carrier this way: “You know, I have plenty of friends in this business. So this conversation is about how much repeat business you can expect.” If the carrier’s representative asks for clarification, the contractor might add, “This incident was largely not my company’s fault. So I want to know whether or not you are planning to make the commitment to defend us prop-

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National Bus Trader / August, 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.

Right: Even the little country of Liechtenstein in Europe is going electric with its buses. Irizar recently delivered four 12-meter, battery-electric buses to BUS Ostschweiz AG for operation in Liechtenstein. These Irizar ie model buses use lithium-ion batteries that were developed and manufactured by Irizar.

Below: In spite of the pandemic, Marcopolo in Brazil produced 688 vehicles in the first five months of 2021. It is noteworthy that they introduced their new Viaggio 800 coach geared towards charters. In the 90 days since its introduction, Marcopolo has already sold 100 units of this new model.

34 • National Bus Trader / August, 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.

CONNECT TO WHAT’S

Join industry leaders driving the future of public transportation This November, place yourself at the intersection of mobility, technology, transit, and innovation at APTA’s TRANSform Conference & EXPO in Orlando, FL. For the first time in four years, public transportation professionals will gather to discuss innovations, developments, new products, and the latest technology that will drive our industry forward in new and exciting ways.

EXPO November 8-10, 2021 TRANSform Conference November 7-10, 2021 Orange County Convention Center Orlando, FL, USA

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1 – BUSES WANTED 1940s White Model 788 or 798 wanted. 12 cylinder engine mounted under floor midship. Would like a complete original bus, but like to hear about parts buses. Contact Howard Lane, Hardwick MA 01037 at (413) 477-8790 or I howard.lane@comcast.net.

Seeking 102D3 converted by Custom Coach. Prefer motor home interior with side aisle or semi-side aisle.

Please provide details by e-mail to safety@busmag.com or phone Larry at (815) 946-2341.

2 – COACHES FOR SALE 1994 MCI 102 DL3 55-passenger motorcoach with Caterpillar engine and D500 transmission. Working video system, good seating and restroom. Good tires, ADA coach. $15,000. Email loyd.bailie@midAmericancoaches.com.

I Please mention National Bus Trader when answering advertisers

5B – HISTORICAL BUSES FOR SALE 1955 PD4501 #403 GM coach Scenicruiser Greyhound bus. 318 Detroit engine (runs), manual 4-speed, extra parts. $8,000. Contact Danny Flaherty, 9041 E Staring Eden Prairie MN 55347 at Lane, DannyFlaherty@gmail.com or (952) 836-8999 and I (952) 836-8996.

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I 6 – MOTOR HOMES FOR SALE Motor home bus rebuilt 6V-92 and 730 auto. No electrolysis. No oil leaks. Large Kubota generator. New tires.

Professional conversion. Electronic switch from shore to generator. Phone (952) 657-2140 in MN. 1956 Flxible coach – old conversion. Phone (802) 9482886 in VT for details.

I MCI MC5A ’67 (shell). 8V-71, 4-speed. For sale to highest bidder. Call (928) 358-6415 or (505) 713-9242 in AZ. I ’67 Flxible. Converted, 6V-92, 10-spd./OD, diesel generator. 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 8V-71 Detroit engine out of 4106 – needs rebuilt; (2) gear driven alternators. Phone (724) 678-1206 in PA. I

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Irizar USA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2

Midwest Bus Corporation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

Motor Coach Industries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38

Nassau Asset Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

Ronald Reagan Library and Museum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .33

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10 – PARTS AND EQUIPMENT 6V-92T Detroit Diesel engine. Fresh overhaul. In storage. Spent $4,700. Make offer. Phone (815) 262-0587 I in IL. 14 – NOTICES Visit our 40+ vintage bus collection most Saturday mornings at Lakewood NJ Bus Terminal. Join: Friends NJ Transport Heritage Center ($30 annually). See/learn: I www.friendsnjthc.org.

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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.

August 25-29, 2021. Flxible Bus Rally. Mohican Adventures Campground, Loudonville, Ohio. For more information visit flxibleowners.org

September 18, 2021. New Jersey Historic Bus Festival. Starr Tours, 2531 E. State St. Ext., Trenton, New Jersey.

For more information view www. friendsNJTHC.org/busfest.

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.

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