National Bus Trader The Magazine of Bus Equipment for the United States and Canada Volume XLVII, No. 1
December, 2023
Serving the bus industry since 1977. Visit us at www.busmag.com.
• Is Hydrogen Becoming Increasingly Popular? • Bus Shows in New Jersey and Illinois • The Pacific Bus Museum’s Historic Greyhound Silverside • Looking for New Ideas in Bus Marketing
ALWAYS FORWARD We chose to be inspired by you.
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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 by National Bus Trader, Inc., 9698 W. Judson Road, Polo, Illinois 61064-9015. Subscriptions, $30 (in US funds) annually, Canada & International $35 (in US funds). Printed in U.S.A. Periodicals postage paid in Polo, Illinois 61064 and at additional mailing offices. POSTMASTER: Send address changes to National Bus Trader, 9698 W. Judson Road, Polo, Illinois 61064-9015. Change of Address: Please send old mailing label (or old address and computer number) as well as new address. Advertising: Classified ad rate is $30 for first 25 words, 25¢ for each additional word. Rate includes Internet access. Name, address, and phone number are not included in word count. Display advertising rates sent on request. Advertising deadline is the fifteenth day of the 2nd preceding month unless otherwise indicated. Affiliations and Memberships: American Bus Association, The Bus History Association, Family Motor Coach Association, International Bus Collectors, North American Trackless Trolley Association, Motor Bus Society, Omnibus Society of America, Tourist Railway Association, United Motorcoach Association. N ATIONAL B US T RADER is THE Magazine of Bus Equipment for the United States and Canada. The contents of this publication may not be reproduced either in whole or in part without the written consent of the publisher. The name National Bus Trader, the logo incorporating the outline of the United States, and the pricing guide to used buses are trade marks of National Bus Trader, Inc.
Volume XLVII
National Bus Trader 9698 W. Judson Road Polo, Illinois 61064-9015 Phone: (815) 946-2341 Web site: www.busmag.com
Number 1
December, 2023
Features Is Hydrogen Becoming Increasingly Popular? (by Larry Plachno) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18 Although coming from behind, hydrogen fuel cell power is becoming increasingly popular in buses and shows increased range for coaches. Here, we cover some of the history behind hydrogen fuel cell buses and present current developments in both buses and coaches.
Bus Shows in New Jersey and Illinois (by Dave Millhouser) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26 This offers a brief review of the New Jersey Friends event in Howell Township, New Jersey on September 16, 2023 and the Midwest Bus Museum event held on the same day in Illinois.
The Pacific Bus Museum’s Historic Greyhound Silverside . . . . . . 28 This provides the history of the PD4151 coach from the Greyhound Historical Collection that was recently acquired by the Pacific Bus Museum.
Looking for New Ideas in Marketing (by Dave Millhouser) . . . . . .32 Our columnist expresses concern that we need to avoid a rate war to the bottom in the aftermath of the pandemic.
Cover Photo The New Flyer Xcelsior CHARGE FC™ model offers hydrogen fuel cell power to transit operators. Although coming from behind, hydrogen power is increasingly popular as an alternative fuel and seems to offer increasing range for coaches. For more details see the article starting on page 18. NEW FLYER/NFI.
Departments
Equipment News . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Bus Equipment People . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Survival and Prosperity . . . . . . . . . . . . . . . . . . . . . . . . . . 34 Curious Coachowner . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
Photographs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
Classifieds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44
Advertiser’s Index appears on page 44
National Bus Trader / December, 2023 • 3
Equipment News Trans-Bridge Lines Continues Transition to Reservations Trans-Bridge Lines motorcoach company of Bethlehem has announced that it is continuing its transition to a reservation-based experience with its latest schedule conversion. Effective October 30, the company’s Wall Street routes began operating under the system. All booked trips will offer passengers a confirmed reservation on the bus for travel date and time. “We first began offering reservations this past April on our Doylestown/ Flemington Schedule,” says Jim JeBran, executive vice president/treasurer of Trans-Bridge Lines. “That conversion went very well and we are confident that our remaining schedules will transition smoothly as well. We are excited to take this next step in providing our passengers with seamless travel.” Reservations provide passengers with the security of knowing they have a seat on their chosen route without the need to arrive extra early to save a place in line for boarding. When a bus run reaches full capacity, sales for that route will no longer be open for booking or an additional bus will be added, depending on the availability of drivers and motorcoaches. All Trans-Bridge Lines schedules are slated to make the move to reservations by the end of 2023. Currently, the Allentown/Clinton/New York and Newark Air-
Trans-Bridge Routes to Wall Street transitioned to the company’s new reservation system on October 30. The reservation system started with their Doylestown/Flemington schedule this past April and is now being implemented on other routes. When reservations exceed the number of seats, either additional sales will be closed or an additional bus will be added.
port schedules remain first-come, firstserved service. In addition to confirmed seating, the company continues to work closely with their technology vendor, Transcor Data Services, to provide system enhancements for easy online ticketing, quick access to boarding passes and convenient account management. “Our passengers have complete control in managing their accounts and reserva-
Houston METRO has ordered 160 buses form New Flyer with an option for 50 additional buses. These new buses will be Xcelsior 40-foot clean diesel transit buses. METRO serves the City of Houston, most of Harris County and 14 smaller surrounding communities.
4 • National Bus Trader / December, 2023
tions. They have the ability to store their payment methods and their favorite routes for quick repurchasing and flexibility in modifying their travel plans. Boarding passes may be presented to our motorcoach drivers by printed or electronic tickets. Electronic tickets may be stored in the passenger’s account, Apple or Google Wallet, or a clear screenshot photo,” says JeBran. “It’s a userfriendly process that allows passengers of all technology comfort levels to easily travel with us.” For more information on Trans-Bridge Lines, visit the company’s Web site at www.transbridgelines.com. Significant New Flyer Order From Houston NFI Group Inc. NFI), a leading independent bus and motorcoach manufacturer and a leader in zero-emission electric mobility solutions, recently announced that NFI subsidiary New Flyer of America (New Flyer), has been awarded a new two-year contract from Houston Metropolitan Transit Authority (Metro) for 160 Xcelsior® 40-foot, cleandiesel transit buses with options to purchase up to 50 additional buses. With this large order, NFI will add up to 210 buses to its backlog in the third quarter of 2023 for firm and option orders. METRO is one of the largest transit agencies in the United States, and delivers more than 115 million annual passenger rides, providing transportation services to the City of Houston, most of Harris
Equipment News County and 14 smaller, surrounding cities known as multi-cities. In 2020, METRO was named the American Public Transportation Association’s (APTA) Outstanding Public Transportation System of the Year, which marked their second award in five years. “Since 1991, NFI has delivered over 1,765 vehicles to METRO, including New Flyer buses and MCI motorcoaches, providing Houston communities with efficient, safe and reliable transportation. Building on over 30 years of partnership, NFI continues to support METRO with our advanced mobility solutions,” said Chris Stoddart, president, North American Bus and Coach, NFI. “Our Xcelsior buses will positively impact Harris County and surrounding communities through their best-in-class features including accessibility and an effective emissions control system that will provide Houston communities with cleaner, quieter and more efficient transportation.”
reduced emissions. For more information, visit newflyer.com/xcelsior-diesel. Today, NFI supports growing North American cities with scalable, clean and sustainable mobility solutions through its mobility solution ecosystem, which includes buses and coaches; infrastructure; parts and service; technology; workforce development and training; and vehicle financing. NFI also operates the Vehicle Innovation Center (VIC), the first and only innovation lab of its kind dedicated to advancing bus and coach technology and providing workforce development. Since opening in late 2017, the VIC has hosted more than 350 interactive events, welcoming 7,000 industry professionals for EV and infrastructure training.
The new high-performance buses will replace end-of-life vehicles in METRO’s fleet and provide an enhanced passenger experience.
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.
The Xcelsior buses conform to the Environmental Protection Agency and National Highway Traffic Safety Administration’s comprehensive Heavy-Duty National Program, which reduces greenhouse gas emissions and fuel consumption for heavy-duty highway vehicles. New Flyer’s technology combines ultra-low sulfur diesel fuel, advanced engines and effective emissions controls, resulting ina highly efficient bus with
With 7,700 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
On October 24, Blue Bird announced that it had delivered its 1,500 electric school bus. Receiving the special bus was Modesto City Schools in California. Blue Bird electric school buses are serving school districts in 41 U.S. states and reducing pollution where they run.
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 100,000 buses and coaches around the world. New Flyer is North America’s heavy-duty transit bus leader and offers the most advanced product line under the Xcelsior® and Xcelsior CHARGE® brands. It also offers infrastructure development through NFI Infrastructure Solutions™, a service dedicated to providing safe, sustainable and reliable charging and mobility solutions. New Flyer actively supports more than 35,000 heavy-duty transit buses (New Flyer, NABI and Orion) currently in service, of which 8,600 are powered by electric motors and battery propulsion and 1,900 are zero-emission. Further information is available at www.newflyer.com. Blue Bird Delivers Its 1,500 Electric School Bus Blue Bird Corporation, the leader in electric and low-emission school buses, has delivered its 1,500 electric, zero-emission school bus marking an industry-leading milestone. Modesto City Schools in California received Blue Bird’s 1,500 electric vehicle (EV) to help the district transition its school bus fleet to clean student transportation and further lower its carbon footprint. “The completion of our fleet of electric buses is just one of many steps we are taking toward environmental sustainability at Modesto City Schools,” said Dr. Sara Noguchi, superintendent of Modesto City Schools. “This project speaks to the impact that any district can choose to have – by committing to environmental sustainability and prioritizing dollars and effort toward that goal.” Modesto’s milestone unit is now one of 1,500 Blue Bird electric school buses serving school district across 41 U.S. states. Replacing 1,500 diesel-powered and polluting school buses with an equal number of zero-emission vehicles reduces harmful carbon emissions by nearly 16,000 metric tons annually. In addition, more than 110,000 students a day are no longer exposed to diesel tailpipe emissions linked to serious health issues such as asthma or heart disease. “Blue Bird is recognized as the technology leader and innovator of low- and zeroemission school buses. We are proud to celebrate this major milestone – an industry first – with Modesto City Schools and all our valued customers across North America. In addition, we are thankful to our amazing employees, dealers and suppliers for contributing every day to our joint success,” National Bus Trader / December, 2023 • 5
Equipment News said Britton Smith, president at Blue Bird Corporation. “The demand for clean and sustainable school bus transportation remains high. Therefore, Blue Bird continues to significantly expand its electric school bus production.” Blue Bird recently celebrated the grand opening of its Electric Vehicle (EV) Build-up Center, which will enable the company to increase its long-term production capacity to 5,000 electric school buses a year. Blue Bird’s zero-emission school buses are powered by the electric PowerDrive 7000 system from Accelera by Cummins, which is a result of their long-standing collaboration on technology innovation. This partnership has been instrumental in providing school districts nationwide with sustainable and environmentally-friendly transportation solutions. Modesto City School purchased its advanced electric vehicles through Blue Bird’s authorized school bus dealer A-Z Bus Sales in California. MCI Delivers New J4500 Coaches to OK Tours MCI delivered two luxury clean-diesel J4500 coaches to OK Tours, a family-owned business founded in 1993 that provides transportation services across North America. MCI’s partnership with OK Tours spans nearly 20 years, having delivered 24 MCI coaches since 2003, with two more on order for delivery in 2024. This order for OK Tours is a perfect example of MCI customizing coaches to customers’ needs to make cross-country trips as safe and comfortable as possible. The newly delivered wheelchair-equipped J4500 coaches include modern safety features, such as a 360-degree camera system with HD display and eight-channel MDR recording capabilities, an adaptive cruise braking system with collision mitigation and lane departure warning and LED stepwell and handrail lighting. Customized upgrades include RGB multi-color cabin lighting, a
6 • National Bus Trader / December, 2023
MCI recently delivered two J4500 coaches to OK Tours. Two more coaches are on order for delivery in 2024. The new coaches are wheelchair-equipped with a 360-degree camera system, HD display and eight-channel MDR recording capabilities, adaptive cruise braking and lane departure warning.
passenger safety announcement system and LED fog lamps.
high-volume traffic routes and bus rapid transit (BRT).
NFI Delivers Increased Range with 60-foot Xcelsior CHARGE NG™ Bus NFI Group Inc. (NFI), a leading independent bus and motorcoach manufacturer and leader in zero-emission electric mobility solutions, on October 9 announced subsidiary New Flyer of America Inc. (New Flyer) has innovated their 60-foot, zero-emission, battery-electric Xcelsior CHARGE™ to include additional battery strings increasing the range of the bus. New Flyer will begin demonstrations this month with a newly outfitted eight-string Xcelsior CHARGE NG 60foot model.
“The needs of transit agencies are as varied as the communities they serve, and New Flyer prides itself on building the kind of collaborative partnerships necessary to fulfill those demands,” said Chris Stoddart, president, North American Bus and Coach, NFI. “The viability of transit solutions such as BRT’s depends on the availability of vehicles that can meet the service requirements they create. These new battery options on the Xcelsior CHARGE NG 60-foot bus allow NFI to address those requirements and the continuously growing demand for long-range zero-emission transit.”
The addition of the seventh and eighth battery strings to the Xcelsior CHARGE NG raises the total capacity of the bus’s energy storage system by 33 percent, resulting in the addition of approximately 46 more miles of range per charge. The additional range provided by these new battery options, combined with the large passenger capacity of the 60-foot model, makes it ideal for use in
New Flyer launched its industry leading Xcelsior® bus platform in 2010, and today leverages the design to create commonality across propulsion systems and allows customers to reduce expenses for parts, service and training. New Flyer’s first battery-electric bus built on the platform, the Xcelsior CHARGE®, was launched in 2017, and the New Flyer has recently re-engineered its battery system on the 60-foot articulated electric CHARGE NG™ model. Adding a seventh and eighth battery string increases total battery capacity by 33 percent. This translates to approximately 46 more miles of range per charge. This increases the appeal of the 60-foot model for use on bus rapid transit (BRT) operations.
Equipment News latest model, the Xcelsior CHARGE NG, was unveiled in March 2021. In 2016, the battery-electric Xcelsior CHARGE was the first 60-foot, zeroemission, heavy-duty transit bus to undergo testing at the Federal Transit Administration’s (FTA) proving grounds in Altoona, Pennsylvania. In 2022, the eightstring, 60-foot, battery-electric demonstration model returned to Altoona for safety testing, including lane change and brake testing. Today, New Flyer has logged more than 15 million electric vehicle service miles, establishing itself at the forefront of zero-emission transit. “The increasing demand for zeroemission vehicles creates a growing list of new opportunities and challenges for transit agencies and manufacturers to tackle every day. The extended range offered by this new battery configuration is one of the ways New Flyer is rising to meet those challenges, supporting transit operators in their transition to zero emissions,” said Jennifer McNeill, vice president of public sector sales and marketing, New Flyer and MCI. “Owning a demonstration model with this newly extended range brings the theoretical applications for this vehicle into the real world
and gives New Flyer the opportunity to prove and capabilities of our zero-emission buses.” The Xcelsior CHARGE NG buses incorporate three distinct technologies: highenergy batteries, advanced protective battery packaging for easy installation and simple serviceability and a lightweight electric traction drive system. For more information visit newflyer.com/ng. NFI is a leader in zero-emission mobility, with electric vehicles operating (or on order) in more than 140 cities in six countries. NFI offers the widest range of zeroemission battery and fuel cell-electric buses and coaches, and its vehicles have completed more than 120 million EV service miles. Today, NFI supports growing North American cities with scalable, clean and sustainable mobility solutions through its mobility solution ecosystem, which includes buses and coaches; infrastructure; parts and service; technology; workforce development and training; and vehicle financing. NFI also operates the Vehicle Innovation Center (VIC), the first and only innovation lab of its kind dedicated to
advancing bus and coach technology and providing workforce development. Since opening in late 2017, the VIC has hosted more than 350 interactive events, welcoming 7,000 industry professionals for EV and infrastructure training. Megabus and Distribusion Technologies Announced Partnership to Expand Global Online Sales Megabus, one of the largest bus companies in North America, has announced a new partnership with Distribusion Technologies, a global leader in ground transportation technology headquartered in Berlin, Germany. Through this partnership, Megabus significantly expands its online sales footprint, led by Distribusion’s industry-leading access to more than 150 global online travel retailers, including Google, Busbud, Wanderu, GetYourGuide and more. Through a robust API integration with Distribusion, Megabus can connect with the online retailers of their choice, centralizing all of their online domestic and international sales efforts while relying on Distribusion to
National Bus Trader / December, 2023 • 7
Equipment News handle the entire process including search, fulfillment and settlement. Distribusion will power Megabus’ integration with Google (Google Maps and Google Transport), including live bus tracking. Distribusion’s high quality data and daily updating GTFS integration delivers a superior experience for passengers, optimized search result ranking and an increased click through and conversion rate. In addition to expanding the total number of retail sites where customers can purchase Megabus tickets, the Distribusion partnership will also extend to airport and commuter services offered by Megabus parent company, Coach USA. “We’re eager to move ahead with this exciting new partnership,” said Colin Emberson, VP of Commercial for Coach USA and Megabus. “Teaming up with Distribusion will help us to reach a whole new customer base for our airport and intercity bus trips and we’re thrilled to expand our digital footprint while continuing to offer the same exceptional service.” “We are very excited to partner with Megabus, a true leader in the United States bus industry,” said Thomas Doering, CEO of Distribusion. “Megabus’ strong brand, extensive network and fantastic service make them a key partner for Distribusion and adds tremendous value to our global network of travel retailers and their customers. I would like to thank the Megabus team for their commitment and trust in this project.” ABC Companies’ Fleet Refurbishment Program ABC Companies, a leading supplier in the transportation industry, was excited to introduce its innovative Fleet Refurbishment Program at the APTA Expo 2023. This groundbreaking solution promises to add years of useful life to your in-service fleet while offering a budget-friendly and timely alternative to complete vehicle replacements. As a trusted partner in the transportation sector, ABC Companies understands the importance of keeping your fleet up to date, ensuring operations run at peak performance and maintaining the highest safety standards. ABC Companies offers a comprehensive and customizable program that now extends from motorcoaches and transit low-floor buses to cutaway shuttles, ensuring the continuous operation of fleets while allowing for technology and appearance upgrades. Key highlights of ABC Companies’ Fleet Refurbishment Program include: 8 • National Bus Trader / December, 2023
Megabus has entered into a partnership with Distribusion Technologies to expand its online sales. Headquartered in Berlin, Germany, Distribusion Technologies will provide access to more online travel retailers including Google, Busbud, Wanderu, GetYourGuide and others. In addition to Megabus routes, the airport and commuter services offered by Megabus parent company, Coach USA, will be included.
• Multi-Point Mechanical Inspections: Highly experienced technicians perform thorough mechanical inspections to identify and address any issues, ensuring your fleet runs smoothly and efficiently.
• Comprehensive Mechanical, Safety, Body and Passenger Amenities Options: Choose from a wide range of options to tailor your fleet upgrade to your specific needs. Whether it is mechanical enhancements,
ABC Companies inroduced its Fleet Refurbishmnet Program at the recnet APTA Expo 2023. The program allows budge-friendly alternatives t ocmplete vehicles replacements. Included in the program are multi-point mechanical inspections, comprehensive options, ABC’s specialized staff and an ability to enhance your fleet’s appeal.
Sustainable technology at your service
SALES
SERVICE
Irizar USA
Randy Wilcox 856-701-7679
Miguel Oliva (702) 756-1995
rwilcox@irizarusa.com
service@irizarusa.com
7260 Dean Martin Drive, Suite 800 Las Vegas, NV 89118 (702) 431-0707
@IrizarUSA www.irizarusa.com
Equipment News safety features, body improvements or passenger amenities. • Performed by ABC Fleet Refurbishment Specialists: Rest easy knowing that your fleet upgrades are in the hands of ABC Fleet Refurbishment specialists, with years of experience and expertise. • Enhance Your Fleet’s Appeal: With the range of choices on hand, your fleet will not only achieve optimal performance but also garner notice through its refreshed appearance and enhanced amenities. “ABC Companies’ Fleet Refurbishment Program can keep your fleet up to date and on the road longer,” said Dan Rodgers, vice president of National Service Operations at ABC Companies. “We understand the challenges faced by fleet operators, from budgets to new vehicle availability, and our program is designed to provide a costeffective solution that adds years of life to your fleet.” Vicinity Motor Corp. Minimum Bid Price Deficiency Vicinity Motor Corp. (NASDAQ:VEV) (TSXV:VMC) (Vicinity or the company), a North American supplier of commercial electric vehicles, recently announced that it has received a notification letter from the Nasdaq Stock Market LLC (NASDAQ) dated October 24, 2023, notifying the company that due to its closing bid price being below $1 per share for 30 consecutive days, it is not in compliance with the minimum bid price requirement as set forth under NASDAQ Listing Rule 5550(a)(2) for continued listing on the NASDAQ. This press release is issued pursuant to NASDAQ Listing Rule 5810(b), which requires prompt disclosure upon the receipt of a deficiency notification. In accordance with the NASDAQ Listing Rule 5810(c)(3)(A), the company has been provided 180 calendar days, or until April 22, 2024, to regain compliance with NASDAQ Listing Rule 5550(a)(2). To regain compliance, the company’s share must have a closing bid price of at least $1 (U.S.) for a minimum of 10 consecutive business days, at which point the matter will be closed. In the event that the company does not regain compliance by April 22, 2024, the company may be eligible for an additional 180-day period to regain compliance. The receipt of the Notification Letter has no immediate effect on the listing of the company’s share, which will continue to trade uninterrupted on NASDAQ under the ticker “VEV.” The company will monitor the closing price for its common stock during the compliance period and intends to take all reasonable measures available to regain compliance under the NASDAQ 10 • National Bus Trader / December, 2023
The Museum of Bus Transportation/AACA Museum went out of their way to thank the crew of 14 volunteers who worked at the Museum Annex from November 2-4. A huge number of projects were completed over these three days. Noteworthy accomplishments included winterizing the museum bus fleet, organizing the large library of bus manuals and working on the inventory of parts for the historic fleet.
Listing Rules and to maintain the listing of its common stock on the Nasdaq Capital Market. Thanks to the Bus Museum Annex Volunteers The Museum of Bus Transportation/AACA Museum thanks the talented and dedicated team of 14 volunteers that worked at the Annex November 2-4. This remarkable group included a number of our local folks, as well as volunteers that traveled from Indiana, New York and Rhode Island. Over three days they completed a huge number of projects ranging from maintaining and winterizing the fleet and annex building to organizing the extensive library of historic manuals and inventory of parts for historic buses. This makes the AACAM a major resource for bus history preservationists all over North America. This was the last workday of 2023, and we are grateful to the dozens of volunteers who gave their time and effort all year. If you love historic buses and handson experience is on your bucket list, the museum’s workdays might be a great opportunity. Next year’s schedule will be published in the near future. If you have any questions, contact Fleet Chair (and great Chef) Randy Wilcox) at randyewilcox@hotmail.com.
NFI Recaps Strong Showing at APTA TRANSform Conference and Expo NFI Group Inc. (NFI), a leading independent bus and coach manufacturer and a leader in zero-emission electric mass mobility solutions on October 18 recapped a successful week attending the American Public Transportation Association (APTA) TRANSform Conference and Expo in Orlando, Florida. NFI showcased its mobility solutions ecosystem and market-leading vehicle lineup, with attendance from all NFI subsidiaries. ‘It was fantastic to reconnect with our customers, suppliers and industry partners this past week at APTA Expo, where we showcased NFI’s mobility solution ecosystem, which includes vehicle: infrastructure: parts and service; workforce development and training; connected technology and vehicle financing. As we focus on ramping up our production rates to execute on our record backlog, we were proud to display our continued commitment and dedication to the transportation industry in North America. Thank you to the entire APTA team for another hugely successful event,” said Paul Soubry, president and chief executive officer, NFI. NFI hosted numerous events and training sessions in its booth – covering NFI’s innovative battery-electric and fuel cell-electric bus offering, the NFI Connect™ data platform, NFI Service Centers and NFI Infrastructure Solutions – bringing together customers, suppliers and industry partners for
Equipment News collaborative conversations. NFI also honored the late David Warren’s contributions to the transit industry. On October 9, NFI announced the option to add a seventh and eighth string of batteries to New Flyer’s battery-electric Xcelsior CHARGE NG™ 60-foot bus, which increases the range of the bus by more than 30 percent. The additional range provided
by these new battery options, combined with the large passenger capacity of the 60foot model, makes the New Flyer 60-foot EV ideal for use in high-volume traffic routes and bus rapid transit (BRT). On October 10, NFI introduced another technology advancement – New Flyer’s battery-electric Xcelsior CHARGE NG 40foot transit bus designed with a three-door
NFI had a strong shown at the recent APTA TRANSform Conference and Expo. In addition to being able to connect with customers, NFI was able to showcase its mobility solutions ecosystem. Making a debut was a new three door, 40-foot, battery-electric CHARGE NG™ bus.
configuration to enable more efficient and flexible boarding for BRT projects. NFI announced California’s Omnitrans as the first transit agency that ordered the new 40-foot EV with three doors, which was jointly announced with Erin Rogers, CEO and general manager, Omnitrans. The order included 18 battery-electric Xcelsior CHARGE NG 40foot buses and four fuel cell-electric Xcelsior CHARGE FC™ 40-foot buses. NFI is also pleased to announce that NFI (and subsidiaries New Flyer of America Inc., Motor Coach Industries Inc., ARBOC Specialty Vehicles LLC and Alexander Dennis Incorporated) is now a qualified manufacturer for the commercial clean vehicle credit under the Inflation Reduction Act. NFI’s electric vehicles in the United States are eligible for up to $40,000 USD in tax credits per vehicle, from the Internal Revenue Service (IRS). There is not currently a limit as to the number of tax credits a business can claim. NFI is pleased to be able to support its customers with more information regarding how they may be able to claim this credit with respect to their vehicle purchases. NFI’s battery and fuel cell-electric buses and coaches have collectively travelled more than 120 million electric service miles, with NFI Infrastructure Solutions’ turnkey smart charging services delivering more than 410 chargers delivered to date. NFI is a leader in zeroemission mobility, with electric vehicles operating (or on order) in more than 140 cities in six countries.
The American Public Transportation Association (APTA) recently applauded Senate Appropriations Committee Leaders for funding the Bipartisan Infrastructure Law. Included were $21.1 billion for public transit and $16.7 billion for passenger and freight rail. They also urged the House of Representatives to fully fund public transportation investments in the FY 2024 THUD appropriations bill.
Today, NFI supports growing North American cities with scalable, clean and sustainable mobility solutions through its mobility solution ecosystem, which includes buses and coaches; infrastructure; parts and service; technology; workforce development and training and vehicle financing. NFI also operates the Vehicle Innovation Center (VIC), the first and only innovation lab of its kind dedicated to advancing bus and coach technology and providing workforce development. Since opening in late 2017, the VIC has hosted more than 350 interactive events, welcoming 7,000 industry professionals for EV and infrastructure training. APTA Applauds Infrastructure Law Funding American Public Transportation Association (APTA) President and CEO Paul P. Skoutelas released the following statement: “The American Public Transportation Association (APTA) applauds Senate Appropriations Committee Leaders Patty Murray (D-WA), Susan Collins (R-ME), Brian Schatz (D-HI) and Cindy Hyde-Smith (R-MS) for their commitment to fully fund the historic National Bus Trader / December, 2023 • 11
Equipment News public transportation investments of the Bipartisan Infrastructure Law in S. 2437, the FY2024 Transportation, Housing and Urban Development and Related Agencies (THUD) Appropriations Act.
“We urge the House of Representatives to similarly honor the commitment of the Bipartisan Infrastructure Law and fully fund public transportation investments in the FY2024 THUD appropriations bill.”
“The bipartisan effort in the Senate provides the overwhelming majority of the authorized public transit and passenger rail funding, including $21.2 billion for public transit (with more than $ billion for Capital Investment Grants (CIG) and $16.7 billion for passenger and freight rail.
Go South Coast Upgrades morebus and Southern Vectis Fleets Alexander Dennis, a subsidiary of NFI Group Inc., one of the world’s leading independent global bus manufacturers, recently announced that it is delivering a fleet of 35 new Enviro400 double-deckers to Go South Coast.
“Fully funding the Bipartisan Infrastructure Law will make public transit and passenger rail faster, more modern, frequent and reliable while tackling climate change, advancing equity and providing communities with sustainable mobility choices. “However, the U.S. House of Representatives’ THUD Appropriations bill cuts public transit investment by $2.3 billion, slashing CIG funding to the lowest level in at least two decades. These cuts would cost America more than 100,000 jobs.
The Go-Ahead Group company, which operates a fleet of more than 850 vehicles on more than 140 local and long-distance routes across Dorset, Wiltshire, Hampshire and the Isle of Wight, has allocated the new low- emission buses to its morebus and Southern Vectis operating units. Twenty-eight buses at morebus have recently upgraded the frequent m1 and m2 routes in Bournemouth and Poole to double-deck operation, offering additional seats to passengers on the conurbation’s busiest bus service. Another seven new Enviro400
Alexander Dennis recently announced that it is delivering a fleet of 35 new Enviro500 double-decker buses to Go South Coast in Southern England. The buses will seat 75 passengers and come with SmartSeats, mobile device charging and free Wi-Fi. They will operate in Dorset, Wiltshire, Hampshire and the Isle of Wight.
will shortly join Southern Vectis on the Isle of Wight. Each of the 35 buses seats up to 75 passengers and provides a comfortable journey experience for passengers with Alexander Dennis SmartSeats, mobile device charting and free Wi-Fi. Drivers benefit from cameras instead of traditional external mirrors, improving visibility in low light. Go South Coast Managing Director Andrew Wickham said: “Our aim is to help reduce congestion across the region – and we believe making sustainable transport even more attractive is key to that. Just one fully-loaded double-decker has the potential to take up to 75 cars off our roads, so we believe we have made the right decision, adding these impressive new buses to our fleet.” Matthew Lawrence, fleet sales director at Alexander Dennis, said: “Go South Coast’s investment in 35 new Alexander Dennis Enviro400 double-deckers is great news for passengers in Dorset and Isle of Wight. Air quality will benefit, too, with the buses fitted with our SmartPack efficiency technology and certified as low-emission buses. We’re looking forward to continuing the partnership with Go South Coast not just through our AD24 aftermarket but also with another 44 Enviro400 already on order for next year.” SAFRA Announces Sale of 10 HYCITY® Units to be Operated in the Clermont-Ferrand Metropolitan Area SAFRA, a major player in the decarbonization of passenger transport, and a pioneer of hydrogen mobility in France, is to deliver 10 HYCITY™ hydrogen buses to Keolis. The 10 vehicles will be destined for Clermont Auvergne Métropole and SMTCAC, who will operate them on a hydrogen line of the T2C network, line 35-36. This new order completes the SAFRA order book already supplied for 2024. This acquisition is part of Clermont Auvergne Métropole and Syndicat Mixte des Transports en Commun de l’Agglomération Clermontoise’s (SMTC-AC) global InspiRe energy transition project, with Keolis as prime contractor. The InspiRe project involves the development of a unique and innovative ecosystem dedicated to hydrogen, from the production of 100 percent carbon-free energy (Gravanches station), to the fueling of the vehicle fleet (Cournond’Auvergne compression and distribution station), as well as the commissioning of 10 new buses and four retrofitted coaches.
12 • National Bus Trader / December, 2023
The 10 new HYCITY buses, the latest generation from SAFRA, will be delivered to
Equipment News Keolis in mid-2024. The announcement was made at the Rencontres Nationales du Transport Public 2023 on October 18, held in Clermont-Gerrand. This was an opportunity to present this brand-new model to all those involved in passenger transport, as it replaces its predecessor, Businova®, and
will soon be running on Clermont-Ferrand’s T2C network. The sale of SAFRA is part of an innovative global project, which brings together all the facets of a complete hydrogen ecosystem, Keolis will coordinate all the partner com-
SAFRA from Albi, France wlil be delivering 10 HyCity hydrogen fuel cell buses to Keolis for operation in the Clermont-Ferrand metropolitan area of France. The local transit agency, SMT-AC will operate them on line 35-36. Delivery of the new buses is expected in mid-2024.
panies involved in the implementation of the project, from the production of renewable hydrogen, to the fueling of the fleet and the sharing of acquired experience. The 10 HYCITY vehicles are supplied by SAFRA under a full maintenance contract, and will be operated by Keolis for a period of 10 years. Starting in September 2024, the hydrogen vehicles will be deployed on lines 3536, two combined urban lines linking the center of Clermont-Ferrand (Delille Montlosier) with the eastern municipalities of Lempdes, Mur-sur-Allier and Pont-duChateau. “This new contract we’ve just won is further proof that our new HYCITY vehicle perfectly meets our customers’ expectations. It’s the fruit of long-standing teamwork, and we can’t wait to see these 10 vehicles on the Clermont-Ferrand network. The InspiRe project is a great showcase for our latest generation of hydrogen buses and will enable us to demonstrate to other local authorities the relevance of hydrogen in a policy of decarbonizing transport,” announced Eric Valeviez, CCO.
BYD has delivered the first of an order for all-electric high-floor bus chassis to Metrorrey, the public transportation system in Monterrey, Mexico. Marcopolo will provide bodies for the buses which are expected to start entering service in January of 2024. This will provide 21 new all-electric, 12-meter, high-floor buses for the local system.
BYD Delivers Electric Bus Chassis to Neuvo León, Mexico Recently in Monterrey, the capital of the state of Neuvo León, BYD Mexico, in colaboration with the international energy company Enel X, has delivered the first all-electric high-floor bus chassis to Metrorrey, Monterrey’s public transportation system. BYD will partner with the local bus manufacturer Marcopolo to assemble these buses, and they are set to hit the road for official service in January 2024. The city’s public transportation routes will soon be served by a fleet of 21 all-electric, 12-meter, high-floor buses. These electric buses are equipped with BYD’s most advanced technologies, including the blade battery. Notably, this bus features the latest high-end chassis, boasting an excellent intelligent suspension system and braking system that enhance safety and stability. What’s more, its zero emissions reduce noise pollution and improve energy efficiency, contributing to a cleaner environment in Mexico and enhancing the quality of environmentallyfriendly public transportation. Speaking at the delivery ceremony, Samuel García, governor of Neuvo León, stated, “We are delighted to collaborate with BYD, a pivotal partner in our journey towards developing electric public buses and establishing Neuvo León as a global hub for electric mobility. During our previous fact-finding mission in Asia, we discovered that BYD ranks as the world’s top seller of electric cars and trucks. The advanced electric bus tech-
National Bus Trader / December, 2023 • 13
Equipment News nology introduced by BYD this time will propel the electrification efforts in our state.”
landmark statement of their investment in a cleaner fleet.
for Alexander Dennis that is expected to increase range even further.
“We are pleased that the authorities of the State of Nuevo León and our strategic partners, Enel X and Marcopolo, have come together to introduce our state-of-the-art electric buses in Monterrey, contributing to the advancement of green public transportation in the city. We believe that this electric bus project will serve as a model for the development of sustainable public transportation in the region and other cities. As a global leader in new energy vehicles, BYD will continue to collaborate with our customers to implement innovative energy solutions and uphold our commitment to sustainable development and the reduction of carbon emissions,” said Zou Zhou, country manager of BYD Mexico.
Alexander Dennis President and Managing Director Paul Davies said: “The pace of change in our industry is rapid. We are proud of the progress we’ve made with electric buses over the last seven years, and our wide range of low-emission technologies before that. Now it’s time for us to take the next step and take zero-emission buses to the next level. We’re giving authorities and operators more choice, more flexibility and more value with our next generation of battery-electric buses.”
Alexander Dennis Group Engineering Director Chris Gall said: “Impact and Voith both stood out with their innovation and attention to detail when we chose the technology partners for our next generation of buses. Our engineers’ work has extended beyond finding the best solutions for our customers as we have spent the time to design future-proof vehicle interfaces that also protect these critical components so that authorities and operators’ investment will stand the test of time.”
Voith Turbo supplies the Voith Electrical Drive System (VEDS), which has been specially developed for the requirements of urban and interurban buses. While the Enviro100EV uses the medium-duty variant of VEDS, the heavy-duty version is employed in the Enviro400EV for gradeability and maximum reliability even at higher operating speeds.
Access to the upper deck is via Alexander Dennis’ proven “squarecase” with no angled steps, which offers an optimum combination of practicality and safety. Once upstairs, passengers will enjoy the view through full depth windows as well as a new panoramic upper front glass and optional skylights.
Alexander Dennis Unveils NextGeneration Electric Buses Alexander Dennis, a subsidiary of NFI Group, one of the world’s leading independent global bus manufacturers, on November 1 launched its next generation of battery-electric buses for the UK and Ireland with the unveiling of the new Enviro100EV small bus and Enviro400EV double-decker. They provide a step change in performance and are part of a wider family of next-generation zero-emission buses. The new buses have been engineered fully in house as zero-emission vehicles from the ground up. They introduce a stunning new design language that emphasizes their zero-emission credentials and allows local authorities and bus operators to make a
A future-proof battery system has been developed in partnership with Impact Clean Power Technology. Using NMC lithium-ion cells, it delivers a higher total energy throughput – up to 1.4GWh in the Enviro400EV – that will allow operators to meet operational requirements with the original set of batteries for longer. If replacement batteries are needed during the operational life of a vehicle, they will benefit from advances in battery capabilities without the need for vehicle modifications as pack dimensions and interfaces with the vehicle are standardized. Impact is already planning a future iteration of NMC batteries
The working environment for bus drivers has also been improved with a new steering wheel, configurable dashboard display and improved heating, cooling and ventilation in the cab. Combined with further measures around the vehicle including latest assistance technologies such as speed limiting technology and audible warnings, Alexander Dennis’s next generation of battery-electric buses meets current and upcoming targets of Transport for London’s Bus Safety Standard, for which the manufacturer has been a development partner and was recognized with a Transport for London Supplier Award.
Alexander Dennis recently unveiled their next-generation of electric buses. Shown were the new Enviro100EV small bus and the Enviro400EV doubledecker. The new models have beeen re-engineered with a stunning new design that emphasizes their zero-emission power. They give authorities and operators more choice, more flexibility and more value.
14 • National Bus Trader / December, 2023
Equipment News Alexander Dennis will work with authorities and operators to model their operational requirements for its next-generation electric buses through an industry-standard multi-physics simulation, estimating the useful life of their batteries on the intended routes and producing running boards covering daily temperature and battery state of health. Sample analysis shows that thanks to its class-leading 1.4GWh energy throughput, the Enviro400EV will be able to cover two consecutive seven-year contract terms on typical Transport for London routes without a battery charge, or typical provincial routes for up to 20 years with just one mid-life change of batteries. With this route modeling and by factoring in finance options, power supply, maintenance costs and variable grant funding, Alexander Dennis will offer its customers a 20-year total cost of ownership calculation. The manufacturer can further support cities and bus companies’ transition to a zeroemission bus fleet by recommending funding partners – including those ready to underwrite a full 20-year term – and infrastructure providers, or by working with customers’ existing partners.
This will benefit production of the Enviro100EV, which takes advantage of Alexander Dennis’s global operations footprint before having its high-value components including axles, driveline, batteries, doors, seats and destinations fitted at Scarborough. Its chassis and body frame will be produced under direct supervision to Alexander Dennis designs by the company’s long-standing contract manufacturing partner in Zhuhai. Davies commented: “We are introducing a split-build philosophy for our new ‘big small bus’ that is founded on the success of almost 4,200 buses we have assembled in Zhuhai over the last 15 years. Taking a more global view to our manufacturing strategy will allow us to increase our overall capacity and keep us competitive.” Production of customer orders for both vehicle types has now begun, with deliveries expected in the first months of 2024. An international version of the Enviro100EV is under development, as is the autonomous Enviro100AEV and an open-top variant of the double-deck Enviro400EV.
The next generation of Alexander Dennis battery-electric buses for the UK and Ireland will be completed in 2025 with a new Enviro200EV single-decker that will also be fully engineered and built in house. In addition to its next-generation buses, Alexander Dennis will continue to sell and support electric buses built in partnership with BYD. More than 1,500 of these BYDAlexander Dennis Enviro200EV and Enviro400EV are currently in service across the UK and Ireland. q
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Spare parts will be stocked in the UK with 24/7 ordering through the AD24 Web site. Field service engineers have been equipped for the new components and trained by the AD24 Training Academy, which also offers bespoke training courses for customers at its own facility or on-site at operators’ premises. Technical publications have been taken to the next level for the next generation, introducing fully interactive manuals that seamlessly link to technical support options and parts ordering in a single-login digital solution. Completing the support suite is AD Connect, a new, bus-dedicated telematics solution that gives operators the vehicle and fleet performance data they need as well as enhanced diagnostics, parts and repair information to further increase vehicle uptime. AD Connect is accessed directly through the AD24 portal or via integration into customers’ existing fleet management systems. These new working methods will be progressively rolled out to all of the manufacturer’s sites including Scarborough, where the single-deck production hall is being expanded along with the recentlyannounced addition of an off-site kitting and logistic facility. National Bus Trader / December, 2023 • 15
Bus Equipment People Motor Coach Industries Motor Coach Industries (MCI), a subsidiary of NFI Group Inc. (NFI) and North America’s motorcoach leader backed by reliable in-field technical expertise, 24/7 roadside assistance and parts support, recently announced Page Large as regional vice president for new and preowned coach sales in the Southeast region. Reporting directly to Tom Wagner, vice president of private secPage Large tor sales, Large is based in Franklin, Tennessee and is responsible for coach sales in North Carolina, South Carolina, Tennessee, Alabama, Florida and Georgia. Leveraging eight years of service with NFI Parts®, an NFI subsidiary, and North America’s most comprehensive parts organization, Large is known for his expertise in relationship building and key account management. His transition to MCI is a testament to his commitment to the motorcoach industry. Large’s extensive experience with MCI’s customer base makes him an invaluable asset to our team.
“We are thrilled to welcome Large on board. After working side-by-side with Large as a regional sales manager for NFI Parts, we know his experience and dedication make him a perfect fit to expand MCI coach sales in the Southeast region,” said Wagner. “MCI continues to increase its support team and presence in the Southeast in lockstep with customer needs by enhancing its infield technical support and looking for an additional service location. Large’s experience is crucial to executing our growth strategy in this region.”
Before joining MCI and NFI Parts, Large served in other technical sales and business development positions at the commercial fleet level for more than 10 years.
Large can be reached at page.large@mcicoach.com or (502) 528-8073. If you are interested in connecting with one of MCI’s sales or support representatives, visit mcicoach.com/locate-a-rep. 16 • National Bus Trader / December, 2023
Randy Wilcox is pictured here on the right with his award. New museum Bus Committee Chair/AACA Board Member Tom McCaughey is on the left with recent “Volunteer of the Year” Tom Mozer in the center.
AACA Museum Randy Wilcox has been named as an AACA Museum’s prestigious “William H. Smith Fellow. This is a major award for “Exceptional and Significant Contributions for the furtherance of the AACA Museum.”
Wilcox’s “day job” is as senior sales executive for Irizar USA. He is tasked with helping them penetrate the North American market. He also currently serves on the board of directors of the New England Bus Association and the Northest Motorcoach Association. He brings the museum a treasure trove of long-term bus industry relationships along with his technical and managerial skills. Wilcox pointed out that his relationship with the Museum of Bus Transportation/AACA Museum started in 2018 when he attended the Spring Fling. “During that visit I was told the Golden Eagle had not moved in 10-plus years. I love a challenge and after two volunteer work days we had the Eagle running again.” In the fall of 2019, during the process of the merger between the Museum of Bus Transportation and the AACA Museum, Wilcox was appointed as one of the three
members of the museum’s bus committee. Since he is not too good at saying “No,” when he was asked to oversee the fleet and the annex, he “volunteered.” During his tenure, he has led the team of volunteers, with the help of the AACA Museum staff, in doing regular maintenance on the antique buses and the annex, and expanding “movie bus” activity. In addition they have cataloged literally tons of parts for antique buses and created a library of hundreds of maintenance and parts manuals for historic buses. This ongoing effort has made AACA Museum a major resource for the informal group of individuals and organizations dedicated to preserving bus history. Dr. H. Fred Lehrer Jr. Dr. H. Fred Lehrer Jr. passed away on August 29, 2023 at the age of 91. He had been instrumental in the founding of the Museum of Bus Transportation and was very supportive of the bus industry. He was born on June 23, 1932 in Quincy, Massachusetts. Fred was one of two children born to Harry Frederick Lehrer Sr and Louis Chapman Lehrer. Fred received his
Bus Equipment People Bachelor of Business Administration Degree from the University of Texas in 1954. Following graduation, he joined the United States Marine Corps as a Second Lieutenant and was stationed in Japan and Okinawa at the end of the Korean War. Fred continued in the Marine Corps Reserve where he completed his service with the rank of Captain. Following his discharge, he returned to the University of Texas where he began law school before being called into the ministry. He then went to the Southwest Baptist Theological Seminary in Fort Worth and received a Master’s degree. Fred completed his Doctorate of Ministry at Southern Baptist Theological Seminary in Kentucky. He served in numerous churches and eventually settled in Morristown in 1973. He also served as the minister to Regency Retirement Village for eight years prior to his residency there. Fred married Joan Hatfield in 1959 and they remained together for 63 years until her passing in 2022. Six bus industry people met in Pennsylvania in 1994 to discuss the lack of a bus museum. The decision was made to move ahead to determine whether the bus industry
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would support such a project. As a result, Dr. Fred Lehrer was recruited to conduct a “Feasibility Study” to determine whether or not bus industry leaders were willing to financially support this project. Over a span of six months Lehrer travelled around the country to meet with more than 100 key people in the bus industry. His efforts showed that there was support, and this resulted in the creation of the Museum of Bus Transportation. Fred’s older brother, broadcaster Jim Lehrer, was also involved with the bus industry and the bus museum. He donated his personal Flxible Clipper to the Museum of Bus Transportation. Jim Lehrer authored two books: We Were Dreamers tells the story of an attempt by their parents to start a small bus company. It should be required reading for anyone planning to enter the bus business. His later book, A Bus of My Own, is somewhat of an autobiography and covers his acquisition of his Flxible Clipper. q
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Is Hydrogen Becoming Increasingly Popular?
by Larry Plachno Although it got off to a slower start, hydrogen fuel cell power seems to be coming from behind and becoming increasingly popular as an alternative fuel. Currently available in transit buses, hydrogen fuel cell power is moving into coaches where it shows an advantage in range. Shown here is an Irizar i6 coach with hydrogen fuel cell power that has a range of more than 600 miles. IRIZAR.
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or more than two years the bus people in Europe have been telling us to watch for an increase in interest in hydrogen fuel cell power. To some extent it has been long overdue. Although introduced in the United States more than two decades ago, hydrogen failed to keep pace with developments in battery-electric power. One reason is that battery-electric power was pushed along by engineering in the automotive industry who were developing this same power system. Another, and possibly lesser known, problem was concerns over different “colors” or ways of generating hydrogen.
It appears that interest in hydrogen has effectively exploded in recent months. In Europe, production of hydrogen fuel cell buses had been increasing slowly over the past decade and then, like other buses, suffered a decline following the pandemic. However, the recent Busworld event in Brussels introduced several hydrogen bus models including coaches with respectable ranges. Here in the United States, President Biden has announced the development of seven new hydrogen hubs around the nation that will develop hydrogen for transportation and other purposes.
In order to tell the entire story, we will go back two decades to the introduction of hydrogen fuel cell technology to transit in California. From there we will move into current developments in Europe and in the United States. Then, we can look at how a 18 • National Bus Trader / December, 2023
hydrogen fuel cell works in providing transportation. Finally, we can compare the advantages and disadvantages of hydrogen while explaining about the “colors” of hydrogen. Early History
Arguably, the event that initially got hydrogen fuel cell transit in the public eye came when AC Transit in California put fullsize hydrogen buses in regular transit service. It all started in 1999 when some of the AC Transit staff attended the American Public Transportation Association (APTA) show in Orlando and became fascinated by the Ballard fuel cell bus on display. This resulted in AC Transit joining the California Fuel Cell Partnership in early 2000.
Making the decision to move ahead with hydrogen fuel cell power, AC transit developed a small hydrogen energy station in conjunction with the California Fuel Cell Partnership and Stuart Energy. Located at AC Transit’s Richmond Division in Richmond, California, it became operational in October of 2002. It generated hydrogen from the electrolysis of water and stored it for use in buses and other vehicles.
Anxious to get started with fuel cell power, AC Transit was able to lease a 30-foot bus from Thor Industries. UTC provided the fuel cell while ISE supplied power control software and systems. The bus was put in
service in 2003 as well as 2004 and was fueled at the Richmond Energy Station. AC Transit also tested hydrogen autos and lightduty vehicles that were also fueled at the same location. The results of this initial program were encouraging since they showed that the hydrogen bus averaged the equivalent of 7.5 miles per gallon and 83 percent availability. Deciding to move ahead with hydrogen fuel cell power, AC Transit worked with Chevron to develop a second hydrogen station at their Seminary Division in Oakland. This one was about six times as big as the original station at Richmond and used a steam reformer to develop hydrogen from natural gas. It had two dispensers so two buses could be fueled at the same time. This facility was able to refuel up to nine Hyundai Tucson fuel cell light-duty vehicles as a participant in the U.S. Department of Energy’s Validation Project. It also had a stationary fuel cell that could use excess hydrogen to generate electricity for the facility.
By this time AC Transit was developing its new San Pablo Bus Rapid Service to provide better transportation on San Pablo Avenue, a major artery in the East Bay communities. After looking at several alternatives, AC Transit decided to purchase 131 diesel-powered Belgian-built Van Hool A330 40-foot, low-floor transit buses plus 57 diesel-powered Van Hool AG300 60-foot articulated, low-floor transit buses. [see the
October, 2004 issue of N ATIONAL B US TRADER]
Looking for a way to expand their hydrogen fuel cell project to full-size transit buses, AC Transit made the decision to order three additional new 40-foot Van Hool A330 buses and equip them with hydrogen fuel cell power. Since this request was so revolutionary, it prompted some questions in the hallowed halls of the Van Hool plant in Belgium. As a result, a small group of Van Hool staff, including resident mechanical wizard Francis Stevens, made their way to AC Transit in California to look into the hydrogen fuel cell project. The Van Hool group was satisfied with what they saw. As a result, Van Hool built three specially modified A330 low-floor transit buses without drive trains for the AC Transit’s fuel cell project. The three as-yet-unpowered buses came to be called “gliders.”
The building of these three hydrogen fuel cell buses caused a great deal of interest in the bus industry. First, because they are fullsize transit buses to be placed in true high capacity transit service. Second, because this is not a stock “off-the-shelf” package but a unique set of components designed specifically for a bus application. The fuel cell selected was the 102 KW Pure Motion™ power system manufactured by UTC Fuel Cells of Connecticut. Included in the buses were three zebra nickel sodium chloride batteries that could capture energy from regenerative braking. Electric motors came from Siemens and had their ELFA drive. ISE in San Diego was responsible for integrating the various components around their own power control software and systems.
An interesting side note is that Sunline Transit in Thousand Oaks, California was very impressed with what they saw. They asked for a fourth set of fuel cell equipment be put together for them. ISE complied with their request although a different type of bus was used.
It was the early hydrogen fuel cell transit operation at AC Transit in the East Bay area that showed that hydrogen was practical for bus operations. AC Transit developed its own hydrogen energy station in 2002 and then put their first hydrogen bus in operation in 2003. Shown here is that first hydrogen bus using a bus from Thor Industris, a fuel cell from UTC and power control software ISE. AC TRANSIT.
power sources. However, hydrogen fuel cell power seemed to languish in the United States. One reason could have been a concern over how the hydrogen is produced, resulting in hydrogen of different “colors.” We will cover this in more detail later.
Industry experts suggest that much of the reason for the lack of interest in hydrogen is that the battery-electric bus industry was helped along by the work, engineering and
sales going into battery-electric cars. In comparison, there has not been much of a hydrogen fuel cell automobile industry. What we have been able to find is that there may only be 17,000 hydrogen fuel cell automobiles in the United States and virtually all would be in California where 50 hydrogen fuel cell stations are located.
Hydrogen fuel cell buses slowly began to catch on in Europe, but numbers built
AC Transit acquired three 40-foot A330 buses without engines from Van Hool that were called gliders. They were then equipped with hydrogen fuel cells from UTC, electric motors from Siemens and power controls from ISE. These buses operated successfully in heavy-duty transit service that proved that hydrogen was perfectly capable of becoming a viable alternative fuel. AC TRANSIT.
While there were other hydrogen fuel cell experiments and operations at this time, it was the AC Transit operation that caught the eye of the bus industry and received a great deal of publicity [See the article in the September, 2005 NATIONAL BUS TRADER]. The AC transit operation was different in two ways. One is that it was specifically a bus operation. The second is that it involved full-size transit buses operating on a heavy transit route. Among other things, this AC Transit operation showed that hydrogen fuel cell power was perfectly capable of being used to power full-size, heavy-duty transit bus operations. The staff from Van Hool was impressed enough that they began working on similar technology in Europe. This is not necessarily surprising since Van Hool has had a reputation for offering a number of alternative
National Bus Trader / December, 2023 • 19
were lower than electric, CNG and hybrid. It was not surprising that Van Hool was a pioneer in this area and remained a major player in this market. Expectedly, hydrogen fuel cell bus sales dropped dramatically after the pandemic hit as with all of the other buses. However, two things changed recently which prompted us to start work on this article. One was increasing interest in hydrogen buses and displays at the recent Busworld Europe in Brussels in early October. Noteworthy was the introduction of hydrogen-powered coaches with an impressive range. The second event was President Biden’s October 13 announcement to develop seven new hydrogen hubs around the United States to encourage the use of hydrogen in vehicles and other applications.
Activity seemed to increase in 2022. Italy joined the hydrogen club when Rampini of Italy introduced its new Hydron hydrogen fuel cell bus. Although only eight meters (26 feet) in length, it can transport up to 48 passengers. What makes the Rampini Hydron model interesting is that it uses an Energy Balance System that communicates with all on-board systems to achieve maximum performance. As a result, the hydrogen tank with a capacity of 10.8 kilograms gives the Hydron a range of 450 kilometers (280 miles) that is within the range of many transit applications.
What really caught everyone’s attention in the hydrogen world was the hydrogen coach displayed at the IAA show in Hanover, Germany in September of 2022. Marcopolo from Brazil showed their Audace 1050 model powered by a hydrogen fuel cell drive. Although built with only two axles, it was a full-size coach with a length of about 39 feet and seating for 53 passengers. It had four hydrogen tanks, ZF axles plus Knorr air suspension and brakes. This same model was also available in both shorter and longer
Like battery-electric power, hydrogen fuel cell power is much cleaner than diesel engines. Diesel fuel as well as most other lubricants and fluids are not needed. This photo shows a fuel cell being lifted into the engine compartment of one of the AC Transit Van Hool buses. AC TRANSIT.
Recent Events
Increasing Hydrogen Fuel Cell Buses in Europe Interest in hydrogen fuel cell buses has been increasing in Europe for nearly a decade. Here are a few of the more interesting examples. Van Hool of Belgium, who was somewhat of a pioneer in this area, received an order in late 2015 from Transport for London. It covered hydrogen fuel cell buses based on the Van Hool A330 12-meter (39-foot) bus. They had Ballard fuel cells and only needed 30 kilograms of hydrogen to cover a daily distance of 300 kilometers.
In 2018 Van Hool was building 40 hydrogen fuel cell buses for Germany; 30 buses for Köln and 10 for Wuppertal. At that time this was the largest order to date for fuel cell buses in Europe. They are the Van Hool A330 model, approximately 39 feet long with Ballard fuel cells. Deliveries started in the spring of 2019. It was noted that Köln (Cologne) had been operating two Van Hool hydrogen fuel cell buses since 2014 and was pleased with them.
Another major step forward came in 2019 when the new Bus Rapid Transit service was opened in Pau in the south of France. What made this innovative is that the eight buses were articulated, 18-meters (59 feet) long and built by Van Hool. Powered by hydrogen fuel cells, the buses run on dedicated lanes that are six kilometers long with 14 stations in the center of Pau. Keolis provided technical assistance for the route.
In 2021, Alexander Dennis introduced a next generation double-deck hydrogen fuel cell bus with a range of 300 miles. The new buses use Ballard fuel cells and Voith electrical drive systems. ADL President and Managing Director Paul Davies suggested the hydrogen power will be a milestone for zero emission technology with unrivaled efficiency that gives it a class-leading edge. He went on to say that hydrogen fuel cell power was perfect for high mileage routes that battery technology does not cover. 20 • National Bus Trader / December, 2023
After their involvement with the pioneering AC Transit fuel cell buses, Van Hool became an early leader in hydrogen fuel cell buses in Europe. In 2018 Van Hool built 40 hydrogen fuel cell buses for Germany including 30 for Köln and 10 for Wuppertal. Köln had previous experience operating two Van Hool fuel cell buses. VAN HOOL.
lengths. Marcopolo said it had an operating range of 600 kilometers (about 370 miles).
More recently, the Busworld Europe show in October in Brussels, Belgium, showed some amazing hydrogen developments. Marcopolo again displayed their hydrogen-powered Audace 1050 coach, but the real show-stopper was the hydrogen-powered Irizar i6S Efficient that made its debut at this event. This is a modified version of the i6 that Irizar sells in the United States. In Europe it is available in lengths of up to 48 feet. The coach has a range of 1,000 kilometers or about 620 miles, bringing it into the range of many coach charter and shuttle applications. It can be refueled in 20 minutes. In addition, it can also be run as a battery-electric coach for short periods if necessary. This is somewhat turning heads in suggesting that hydrogen may be a better option for coaches. Although there were several hydrogenpowered transit buses at Busworld, one that was particularly interesting was the introduction of the Midibus Hydron from Rampini in Italy. This new version of the Hydron can operate purely as a batteryelectric bus, purely as a hydrogen fuel cell bus or a custom hybrid version to suit the customer ’s specific needs to extend the range of the bus. In the past we had hybrid diesel-electric power, but Rampini may have brought up a new concept that could see various power systems combined for the specific needs of the bus operator.
America’s New Hydrogen Hubs The day after Busworld Europe ended in Brussels, President Biden was in Philadelphia announcing a $7 billion dollar program to build seven new hydrogen hubs in the
The most recent development that is turning heads is the new i6 hydrogen-powered coach from Irizar. This coach has a range of more than 60 miles and can be refueled in 20 minutes. It can also run as a battery-electric coach for short periods. IRIZAR.
United States. The announcement was somewhat of a surprise to many who had seen the current administration pushing heavily for battery-electric power as the answer to going green. Apparently the program had been underway for quite some time since the seven locations selected were picked from 79 proposed by private-public partnerships to the Department of Energy.
Several people involved have suggested that this new and expensive program is a federal attempt to kick start a brand new
Rampini from Italy joined the hydrogen fuel cell market in 2022 with their Hydron hydrogen fuel cell midi-bus. Eight meters long, the bus had a range of 280 miles. Since then, Rampini has offered models that combine battery-electric and hydrogen fuel cell power into one bus. RAMPINI.
industry that can help America go green. Hence, it will require a great deal of effort to point it in the right direction and make sure it develops properly. Plans include substantial infrastructure, pipelines and tanks. There will be a long road of funding and permitting ahead. In addition to the $7 billion for the new hydrogen hubs, an additional $1 billion has been allocated for supporting demand, which will include hydrogen fuel cell-powered vehicles.
The seven hydrogen hubs named include the Mid-Atlantic Hydrogen Hub that covers Pennsylvania, Delaware and southern New Jersey. An Appalachian Hydrogen Hub will be located in West Virginia, Ohio and Pennsylvania. California’s Hydrogen Hub will look at heavy-duty trucking and port operations. In the South, a Gulf Coast Hydrogen Hub will be centered around the Houston, Texas area. In the North, the Heartland Hydrogen Hub will cover Minnesota, North Dakota and South Dakota. The new Midwest Hydrogen Hub will be located in Illinois, Indiana and Michigan. Finally, the Pacific Northwest Hydrogen Hub will cover Washington, Oregon and Montana.
Expectedly, there are groups that are both positive and negative on these new hydrogen hubs. The Biden administration suggests that moving to hydrogen could reduce 25 percent of climate emissions by 2050. Proponents of hydrogen power suggest that it is more versatile than battery-electric power. While battery-electric power has already proven itself in the field of transportation, it has been pointed out that hydrogen power could be more appropriate for numerous other applications including stationary fuel needs, manufacturing and even cell phones National Bus Trader / December, 2023 • 21
and remote power applications. While hydrogen might not be the best alternative in each situation, it is versatile enough to be used for most energy needs.
There are several concerns on the negative side. One is that since the administration is effectively jump-starting an entirely new industry, it needs to be carefully guided in the right direction. Most of the hydrogen produced today comes from fossil fuels so some people caution allowing the oil and gas industry to control the new hydrogen venture. Another possible problem area is that it would be very easy to spend too much money or cause excess pollution elsewhere to generate hydrogen. If you produce hydrogen using electricity, would the hydrogen produced have more energy than the electricity used? Again, there is also the concern with the different “colors” of hydrogen based on how it was produced.
Hydrogen is like electricity in that both can be generated from different sources with different results. For example, electricity itself is “clean” in application but can be “dirty” if generated from unclean coal or some other polluting source. While hydrogen is the most popular element in our universe, it is never found by itself in nature. In order to make pure hydrogen for fuel, it must be taken from elements that may have varying degrees of concern or pollution. This is where the colors of hydrogen come from.
There are eight colors of hydrogen that we know of. Considered the cleanest is Green Hydrogen which splits water into hydrogen and oxygen during renewable energy like solar and wind power. Pink Hydrogen is made from electrolysis powered by nuclear energy. White Hydrogen comes from geological deposits. Another example is Turquoise Hydrogen that comes from natural gas but eliminates CO2 emissions by using the pyrolysis method.
The dirtiest methods include Brown Hydrogen that comes from lignite and Black Hydrogen that is made from bituminous coal. Currently, the most common and cheapest way to produce hydrogen, Gray Hydrogen, uses steamreforming on methane. Somewhat better is the Blue Hydrogen method that improves on Grey Hydrogen by capturing the CO2 emissions during the process. Hence, in dealing with hydrogen, a great deal of thought goes into how the hydrogen is produced. How a Hydrogen Fuel Cell Works
A hydrogen fuel cell is simpler and has considerably fewer moving parts than a diesel engine. Some might say that it is less mechanical and more chemistry. Unlike a bus engine that moves the drive line mechanically, the fuel cell generates electricity that is put into a battery. That electricity is then controlled by the driver and used to power an electric motor that in turn is connected to the drive line and makes the bus move. 22 • National Bus Trader / December, 2023
One of the biggest advantages of hydrogen fuel cell power is that refueling is not that much different than diesel fuel. While the connection needs to be more secure, you can fuel a hydrogen bus or coach in about 20 minutes. This, combined with a range of more than 600 miles, suggests that hydrogen may become more practical with coaches than battery-electric power. AC TRANSIT.
In operation, hydrogen (H2) is fed into one side of the fuel cell. Oxygen from the air (O2) is fed into the other side of the fuel cell. The hydrogen and oxygen then combine into water (H2O). This is then generally
exhausted as harmless water vapor. What happens is that as the hydrogen and oxygen combine into water, electricity is produced. This electricity is then fed into the battery system to provide power for the electric
This photo shows the engineless compartment of a Marcopolo hydrogen fuel cell bus. The most obvious first impression is that it is much cleaner than a diesel-powered bus. In addition to the lack of fuel, the hydrogen fuel cell has less need for lubricants and other fluids. MARCOPOLO.
motor. If it sounds simple, it actually is. Moreover, this operation is much cleaner than a diesel engine. Comparisons
Right now we are in an era of comparing the various forms of energy, particularly in regard to transportation. These might include gasoline, diesel fuel, hydrid, overhead wires or third rail, propane, natural gas, battery-electric and now hydrogen. There actually are others. For example, Toyota is offering an ammonia-powered engine and several other propulsion methods have been used over the years including steam, naphtha, compressed air and flywheels. For now, we can eliminate these other propulsion methods from consideration.
How do you compare these different forms of power? There are several different criteria being considered including cleanliness, flammability, cost, range and ease of use. As a general rule, the industry is moving away from fossil fuels and more towards clean and renewable fuels. Here are some general thoughts, but industry leaders are looking at this from several different aspects.
Flammability By and large, the most flammable fuel has been gasoline. While diesel fuel occasionally is mentioned, it is less likely to catch fire. Bus engine compartments can now be fitted with fire suppression systems to further reduce the possibility of a fire. While propane, natural gas and hydrogen are flammable, they have not caused a substantial number of fires. The tanks are relatively rup-
The hydrogen fuel cell industry has progressed to the point where you can actually buy a kit to convert a diesel bus to hydrogen. In early June of 2023, SAFRA from France introduced their H2PACK® hydrogen retrofit kit at the Public Transit Summit in Barcelona. The Mercedes-Benz coach on display is one of 15 that SAFRA was retrofitting with hydrogen power for the Occitanie Region in France. SAFRA.
ture-proof and unless there is a source of ignition, these gasses will dissipate in the air quickly. Hydrogen, being lighter than air, will disappear very quickly if let loose.
The single biggest concern in recent years has been the lithium batteries used in vehicles as well as other things. If they catch fire from damage or overheating, they are difficult to extinguish. Both the post office and airlines
A hydrogen fuel cell has considerably fewer moving parts than a diesel engine. Hydrogen is fed from one side while oxygen from the air comes from the other side. When they meet, they produce electricity to run the bus as well as some water vapor. AC TRANSIT.
have restrictions on them. The New York City Fire Department has indicated that lithium batteries have replaced cigarettes as the leading cause of fires. Unlike other fires, lithium fires are very difficult to extinguish and require special equipment and procedures. As a result, this is starting to become a negative feature of battery-electric vehicles.
Cost The cost of alternative fuels is difficult to compare because it can vary so much from one place to the next. For example, places that have hydroelectric power have an advantage with trolley or battery-electric buses. Some places may have economical electrical power while others may have an advantage with other fuels. One concern that is emerging is that some of the processes used to generate electricity or hydrogen may actually use more energy than is generated. What I suspect may happen is that different areas may favor different types of power and that increased use of hydrogen may change the balance in the years ahead.
Range Range has become an increasing concern in certain applications such as coaches and trucks. The hands-down leader in this area would be overhead electric wires or third rail because they allow operation without carrying fuel or a need to stop to refuel. Obviously, both gasoline and diesel fuel are small and light enough to provide a decent vehicle range. Battery-electric has progressed to the point where it is suitable for most transit operations, and can be extended with chargers at the end of the bus line. National Bus Trader / December, 2023 • 23
Hydrogen is starting to emerge as a contender for better range on coaches and trucks. Irizar already has a coach with a range of more than 600 miles and a refueling time of 20 minutes. While the tanks require more space than diesel fuel tanks, this does provide some possibility for the future. The interesting question is that now the administration is developing hydrogen hubs, will we see hydrogen become more popular in vehicles including automobiles?
Going Green and Clean Unfortunately, this is not an easy question to answer. In recent years, the people watching for pollution have taken this task to multiple levels. The first and most obvious one is at the application. Both electric and hydrogen offer no real pollution while operating. Electric motors may produce a little ozone and hydrogen fuel cells may release some water vapor, neither of which is a concern.
However, more interest is being shown on how the electricity and hydrogen are generated. Is this process clean? Does it create pollution in any way? The problem here is that while renewable options like solar and wind power may be the most desirable, others may object to nuclear power. Hence, in the move to going green, we may end up taking a closer look at how our electricity is generated. A side note is that there are increasing concerns that our electrical grid is already overtaxed and we either need to improve it or look for power elsewhere. In addition to the above, there are people pointing out that some of the manufacturing may not be the cleanest. Increasingly coming under fire are the lithium batteries for electric vehicles. The lithium and other materials need to be mined and shipped, which is not
In September of 2022 Marcopolo showed its hydrogen fuel cell bus at the IAA show in Hanover, Germany. It had a length of about 39 feet, seated 53 passengers and came with ZF axles as well as Knorr air suspension and brakes. This early model offered an operating range of about 370 miles. MARCOPOLO.
a clean operation. Battery production is traditionally not a clean operation, which is why China has been a leader in this area. In addition, the used lithium batteries can create a disposal problem. Although battery production is going domestic, there are concerns that they may be a negative factor in going green. Future?
At this point the crystal ball for the future of transportation energy is some-
what clouded. This article was primarily put together to get readers up to speed on recent developments with hydrogen power. However, a great deal is going on and the administration’s new hydrogen hubs are very much still in their infancy. In addition, hydrogen is initially showing some positive trends towards providing greater range for coaches and trucks. We will try our best to keep up with developments and get them to our readers in future issues. q
Hydrogen fuel cell power is now starting to make increasing inroads in the United States. Shown here is one of two new hydrogen fuel cell buses from New Flyer that were recently delivered to RTC in Las Vegas. Presumably, additional transit and coach operators will be tempted to try hydrogen power in the near future.
24 • National Bus Trader / December, 2023
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National Bus Trader / December, 2023 • 25
Bus Shows in New Jersey and Illinois by Dave Millhouser The annual Historic Bus Festival of the New Jersey Transportation Heritage Center was held at Saint Veronica’s Church in Howell Township, New Jersey on September 16. In addition to the 30 buses owned and restored by the Heritage Center, an additional 20 buses arrived and were put on display. More than 500 people registered for the event. DAVE MILLHOUSER.
S
ummer of 2023 came to great end for bus history buffs with two unique events on September 16, 900 miles apart. Like fraternal twins celebrating at a distance, the Friends of the New Jersey Transportation Heritage Center and the Midwest Bus Museum had simultaneous gatherings for fans of bus transportation history.
Mother Nature smiled with great weather at both locations.
The Friends of the New Jersey Transportation Heritage Center held their annual Historic Bus Festival at Saint Veronica’s Church in Howell Township, New Jersey. This is a huge venue, with acres of parking and a full-sized gymnasium for their bus memorabilia market.
More than 50 buses were on display dating from the 1940s to a new MCI J4500. The size of the parking lot allowed them to spread out, creating great photo opportuni26 • National Bus Trader / December, 2023
ties . . . and 12 vendors offered a variety of bus models, artifacts and printed material.
Jason Davis, Friends of the New Jersey Transportation Heritage Center vice president, reported that 526 bus history enthusiasts registered, and that, of the buses exhibited, there were about 20 “visiting” coaches complementing the 30 owned and restored by members of the Heritage Center. Among the notable visitors were the new Academy MCI J4500 and an immaculate DASH Transit bus from Alexandria Virginia. New Jersey Transit brought their bus driving simulator, and it was a huge hit with both kids and adults. Ninety guests tried their hand, a great way to get a feel for driving without risking crushed metal. The crowd had a family atmosphere in a unique sense. Many of the guests were either employed in the bus industry, or are “alumni.” There was a unique bond – lots of shared stories.
Davis said, “It was nice seeing people of all ages enjoying the various buses we had on display. Hearing all the stories of going on a school trip or a charter on a GM Old Look. Or in the case of our younger fans, hearing their stories of riding their favorite MCI Cruiser Bus.”
The flavor was New Jersey/New York but attendees came from as far away as Florida and New England. Jeff Silver, owner of Iconic Replicas (https://www.iconicreplicas.com/) drove from Florida in his spectacular motor home. He has been a regular at events celebrating bus history for years. The Museum of Bus Transportation/AACA Museum was represented by a number of members.
The event ended with a parade – one of the Friends of the New Jersey Transportation Heritage Center’s hallmarks – and a tribute to the fact that virtually all their buses are maintained in operable condition. Davis pointed out that this would not be possible
Expectedly, many of the buses on display were part of the New Jersey Transportation Heritage Center collection. This “Old Look” General Motors transit bus originally ran for Public Service of New Jersey. Also on display were newer buses including a new MCI J4500 and a transit bus from Alexandria, Virginia. DAVE MILLHOUSER.
without “Glenn Schmelz our Chief Maintenance Superintendent. His continuous hard work and dedication allows us to keep all this history rolling. “
One time zone to the west, the Midwest Bus Museum held an Open House for their members and supporters. Founded in 2020, this is a relatively new museum based in Richmond Illinois, with another location in Bangor, Wisconsin. Despite their relative youth, with the help of a dedicated band of volunteers, they have grown rapidly, and now have a fleet of 50
The Midwest Bus Museum event ended with a visit to the Illinois Railway Museum in Union, Illinois. While there, attendees were able to ride on trolley buses as well as some night streetcar trips. This shows one of the train sheds with what appears to be an historic Chicago rapid transit car. MIDWEST BUS MUSEUM.
buses ranging from a 1926 Wayne/International to more modern equipment. The emphasis is North American school buses, but they have a number of heavy-duty transits.
Starting with a dinner Friday night, and ending with a Farewell Brunch on Sunday, the event was packed with activities for the 30 attendees. Saturday morning was spent exploring the fleet and Richmond facility grounds. Following the lunch/member meeting, the group boarded buses for the Illinois Railway
Museum in Union Illinois, where they rode trolley buses and toured the garage. After dinner, the railway museum provided night rides.
If you are anywhere East of the Rockies, and love bus history, keep an eye out for these events next year. Neither will disappoint.
View https://www/friendsnjthc.org/ or https://midwestbusmuseum.org/ for more information. q
The Midwest Bus Museum now has a collection of more than 50 buses ranging from a 1926 Wayne/International to more modern buses. Here are some transit buses that are part of the collection. The museum was founded in 2020. MIDWEST BUS MUSEUM.
National Bus Trader / December, 2023 • 27
The Pacific Bus Museum’s Historic Greyhound Silverside Article and photos by Ron Medaglia The California Public Utilities Commission required Greyhound to use air-conditioned buses for its suburban routes to eastern Contra Costs County. Rather than provide suburban type buses, Greyhound fitted Silversides and PD4103 coaches with fare boxes and used them on this service. this became the last duty assignment for these coaches on Greyhound.
T
he Pacific Bus Museum’s recent acquisition of a fully restored and operating General Motors model, PD4151 “Silverside” from Greyhound’s Historic bus collection marks a milestone in the museum’s bus collection. This is the bus that symbolized Greyhound from the post WWII era into the 1950s and the Golden Years of bus travel.
Originally this GM PD4151 “Silverside” was delivered new to Pacific Greyhound Lines in San Francisco with fleet number K104 in April 1948. Of the 2,000 post-war GM “Silversides” built during 1947 and 1948, most were PD3751 models seating 37 passengers. There were 357 PD4151s built and the bulk of them went to Pacific Greyhound Lines These were numbered K91 to K323 (at that time K was the letter designation for any bus assigned to Pacific Greyhound Lines). They were operated on Pacific Greyhound’s routes throughout California and in Oregon. Because of their larger seating capacity (41 instead of 37), they were generally used on shorter intercity routes radiating out of San Francisco 28 • National Bus Trader / December, 2023
and Los Angeles to points north, east and south.
With the consolidation of the various Greyhound companies in 1960 into four divisions these PD4151 models were relegated to Western Greyhound’s intercity and suburban routes in northern California and the Puget Sound (Seattle) area in Washington. Normally, Greyhound would replace their buses after approximately 14 years of service. During the early 1960s, Western Greyhound applied to the California Public Utilities Commission (P.U.C.) for a fare increase for regional routes in the state. Commuters riding Greyhound and living in eastern Contra Costa County complained to the California Public Utilities Commission demanding air-conditioned buses as the temperatures in the summer months were usually 20 to 30 degrees warmer than downtown San Francisco. The P.U.C. ruled that Greyhound must provide air-conditioned buses for its suburban routes to eastern Contra Costa County as a condition for a fare increase.
Greyhound rather than buying a fleet of new air-conditioned suburban style coaches instead refurbished approximately 150 over-the–road coaches around 19631964, mostly GM PD4151 Silversides and GM PD4103s, and installed fare boxes for this service. They were easily identified as suburban buses by the addition of the number 9 to the three digit numbers on the PD4151s and Western’s PD4103s in the 93 hundred series and also 9551 to 9599 renumbered from the 73 and 74 hundred series. Greyhound expected an additional five to seven years of service with the refurbishment of these buses.
By the late 1960s the refurbished GM, PD4103s were sold off and a sizeable group of PD4151 Silversides were sold to Metropolitan Bus Lines along Greyhound’s suburban routes in Seattle. By 1970, Greyhound’s remaining Silversides were used sporadically usually during the busy summer months and during peak travel days around Thanksgiving and Christmas. By 1971 there were a dwindling number of PD4151s still in operation and by that fall
The last group of Greyhound Silversides were sold to a company in Peru, were painted red and were loaded on the deck of a ship for transport to their new owner. The one carrying number 30 could not be accommodated, was turned down by the company in Peru and was returned to San Francisco. It was stored for several years and eventually became the PD4151 in the Greyhound historical fleet. This photo was taken in the Greyhound garage in the early 1980s as the Historical Fleet was being assembled. From left to right you have #30, the PD4151 that never made it to Peru; the second coach is a spare 743 Yellow Coach used for parts while the third coach is the 743 Yellow Coach that was numbered 1937 in the Greyhound Historical Fleet.
National Bus Trader / December, 2023 • 29
they were stored in the back of the Ames lot in San Francisco. The last known days of
operation of Greyhound’s Silversides were during December of 1971.
The Pacific Bus Museum was the successful bidder on the 1947 PD4151 in the Greyhound Historical Fleet. Here it is seen being delivered to the Pacific Bus Museum. It will become part of the museum’s permanent collection and will be put on display at future events.
In 1972 Greyhound sold its last group of Silversides to a bus company in Peru. All were repainted red with a white roof and received an oil change and a steam cleaning of the engine before they were driven to Oakland where they were loaded on a ship going to Peru.
The very last Silverside bound for Peru never made it. As the story goes, there was not enough space on the deck of the ship for it. Apparently the company in Peru buying the buses decided not to accept it on a later shipment. It was returned to San Francisco and stored in a lot near the San Francisco Bay Bridge where it remained until 1980 when it was re-acquired by Greyhound and became part of Greyhound's Historic Bus Fleet.
Greyhound’s Historic Bus Fleet was the brainchild of Fred Dunikoski, who had been a long carrier with Greyhound dating back before WWII and continuing into the 1970s. Of the eventual seven buses in the fleet at least two were known to have been restored at the body shop at the San Francisco Maintenance Center. The first bus restored there was the Yellow Coach model 743 “Cruiser” which became Historic fleet number 1937 and the second was the GM PD4151 “Silverside“ that was restored in 1983 and numbered 1947 that is now part of the Pacific Bus Museum’s bus collection. q
30 • National Bus Trader / December, 2023
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Looking for New Ideas in Marketing by Dave Millhouser
B
Bus operators are always looking for more ways to run buses and make money. Bus tours have traditionally been a favorite income source, but they require knowledgeable staff and some investment. This Prevost was photographed near Times Square while running a tour of Manhattan. NBT.
oom! Like an F16 in afterburner, the 1947 Aerocoach blew thunder and blue flame out its exhaust pipe. We had learned that cutting the ignition on a moving, gasoline-powered coach – and switching it back on – lit the unburned fuel in the exhaust manifold. The explosion was particularly satisfying when touched off inside the Baltimore Harbor Tunnel.
This time the stunt backfired (just cannot help these puns) and shattered the manifold. 32 • National Bus Trader / December, 2023
Working frantically to install a new one in time for a trip, we got the job done, but the bus would not start, and our boss decided it was time to sell it.
The market for ancient gas driven coaches was limited, but our boss was a creative soul and sold it to a politician. The last we saw this beauty, it was being towed off to become a temporary office for the “Spiro Agnew for Governor” campaign. Who knows what might have been, if we had not broken the bus.
Selling the clunker to a politician was (at
THAT time) thinking “outside the box.” Mar-
keting in the current business climate seems to require a bit of the same. It would be nice if I could throw out a bunch of good ideas, but that cannot happen for two reasons. I am not that smart, and anything I know is NOT “outside the box.” Heck, ignorance has not stopped me before. One creative idea came from outside our industry. A college student knew that a lot
of his compatriots would be travelling to the same area for the holidays. There was no direct service, so he chartered a bus and sold tickets himself. www.syracuse.com/news/index.ssf/2009/11/syracuse_university_juniors_ru.html
Creative, but not entirely new – during the Depression, a New Yorker going to school in Michigan seized a similar opportunity. After graduating he came home, and using what he had learned, started a bus line. Bert Askwith and Campus Coach were a
huge, long term success, based on identifying and filling an unusual need.
A highly regarded company in Arkansas figured out that folks on sightseeing tours are not there for the ride, and turned their coaches into “Theater Buses.” Their customers are entertained by a combination of knowledgeable drivers, step-on guides and video vignettes. It is all about the experience. Many coach companies look longingly at operating tours, only to find out that the
The Aerocoach was a gasoline-powered charter coach that was popular in the fleets of many smaller bus operators in the late 1940s and 1950s. The name was derived from early engineering work from the aviation industry that developed these coaches. This one ran for Barans Transit Lines in Beaver Meadows, Pennsylvania and today lives in blissful retirement at the Hershey bus museum. MUSEUM OF BUS TRANSPORTATION.
cost of entry is high. Deposits on venues and hotel rooms can be steep. One clever New England charter company figured out that times are tough for venues too. He searched out those willing to be flexible on deposits, and began assembling trips that required minimal upfront cost. Not only does this help his business now, but he is building relationships with venues that will pay off in the future.
Some operators enter contracts with businesses, wrapping coaches in advertisements, in exchange for a monthly payment. What you lose in identity, you make up for in cash flow.
Many businesses have a consistent need for transportation between multiple locations. You may be able to save money, carbon footprint and employee time by offering some sort of regular service connecting facilities. You can offer anything from shuttles to a line run between city pairs. Put their name on the buses, and everybody is happy. Actively sell your services. If you have a photogenic facility, invite potential customers. If not, have sales people take coaches to visit anybody you can imagine that might have use for a bus.
It is assumed that the Baby Boomers will want to travel in coaches. We may need to woo a generation that is accustomed to the freedom of car travel. Now might be a good time to start wooing.
One of the ongoing goals of the bus industry has been to get people out of their homes and automobiles and into buses. There have been some great success stories. Most bus operators continue to work on ways to bring more people into their buses. MCI.
When I was growing up, many local restaurants and taverns chartered buses to carry their customers to Baltimore Colts home games. In some parts of the country, this is common, but in others, it is unusual. Consider sending your sales people to those places, in hopes that they will do the bookings and charter your bus for all sorts of events.
Talk to peers, either at meetings, or informally, and see what is working for them. Take advantage of formal marketing training, either through the Bus and Motorcoach Academy, or local schools. Pay attention to what other industries are doing, and look for ways to apply it to the coach business.
Right after 9-11, when business was in the dumper, a clever friend chartered a bunch of his older buses to a bank. They were lined up in front of the building as a barrier in case of attack. It may seem humorous now, but it was deadly serious then.
My buddy figured that, if things went well, he would get paid for having his buses sit. If things went poorly, he would be rid of his oldest equipment. He made sure the fuel tanks were full. q National Bus Trader / December, 2023 • 33
Survival and Prosperityby Ned Einstein Danger Signs Ahead for U.S. Transit and Motorcoach Sectors Part 1
Once in a while, a published article is so thought-provoking, or so filled with concern, that the thoughts are echoed that same day in multiple other publications. Today’s piece (October 6, 2023) in the New York Times (https://www.nytimes.com/interactive/20 23/11/06/business/economy/commutingchange-covid.html) about commuting triggered a spin-off in The Hill (.https://thehill.com/homenews/administration/4292731-biden-funding-amtraknortheast-corridor/) and the excellent daily post by Matt Daus. Less talked about in these articles were the implications for transit ridership – although some frightening figures about this were cited in the New York Times piece. Reworking these thoughts for the transit and motorcoach industries, I am presenting them below.
The implications for transit ridership... Despite the last few tumultuous years, most Americans still commute every day. Certain phenomena like COVID-19 periodically affect key indicators – like average travel time – although as a nationwide average, the best to the worst varied only from about 19 to 22 minutes.
Related to traffic volumes, this average typically forms an hourglass-shaped curve: • When streets begin emptying out, travel time lessens. • When traffic decreases, more vehicles jump into the empty space (transportation planners call this phenomenon “latent demand”). • The resulting increase then chases more vehicles back off the roadway and traffic returns to normal.
Many phenomena are hidden within this pattern. Factors like housing costs in job centers increases commuter trip lengths as workers are forced to move further away. Other indicators are startling – like the decline in automobile and, particularly, transit ridership. They portend poorly for the future of both fixed route and motorcoach service, in particular. This is especially true 34 • National Bus Trader / December, 2023
They portend poorly for the future of both fixed route and motorcoach service. as these modes continue to fail to adjust to the demographic realities that so strongly affect travel behavior.
Factors and Failures America’s worst transportation problems may be recent. They had their roots in a century of serious mistakes, even if, in fairness, many were not foreseeable nearly that long ago. Among them: • Compared to many countries with a fraction of our resources, America made no efforts to decrease traffic levels by creating new major cities – like Brasilia and Tel Aviv (the latter of which had recently been its nation’s capital; the former still is). • While our urban sprawl created an escape, for many, from our crowded cities, it was not accompanied by the development and growth of nearly enough public transportation service to accommodate it, and the facilities (e.g., feeder services, park-and-ride lots, etc.) needed to support them. • Many effective solutions – many emerging in the 1970s – largely disappeared from the landscape since. Most are rarely discussed today. Among them are feeder service, park-and-ride lots, HOV lanes, ridesharing, alternative work schedules – and transportation professionals actually designing systems (see https:// transalt.com/article/making-public-transportation-work-part-3-feeder-service/; https://transalt.com/article/making-public-transportation-work-part-2-park-andride-lots/; https://transalt.com/article/ making-public-transportation-work-part6-high-occupancy-vehicle-lanes/; https://transalt.com/article/making-public-transportation-work-part-5-ridesharing/; https://transalt.com/article/making-public-transportation-work-part-1-alternativework-schedules/; https://transalt.com/article/survival-and-prosperity-part-4-service-c oncepts/ and https://transalt.com/article/making-public-transportation-workpart-4-system-design-and-networks/). • We made a mess of our hierarchy of modes – prioritizing energy-hogs like short-
distance commercial airline flights over motorcoach service (see https:// transalt.com/article/expanding-the-modesplit-dividing-line-part-1-exponential-airline-industry-corruption/). • We failed to optimize the features of many ground transportation services that would have mode split countless single- or low-occupancy personal vehicle trips to more efficient services – features like first class compartments in transit buses and motorcoaches, subsidized fares (fares that could be covered by increases in first class fares), reduced subsidy costs (also covered by increases in first class fares (see https://transalt.com/article/survival-andprosperity-part-1-magic-corridors/ and https://transalt.com/article/survival-andprosperity-part-2-the-magic-coach/). • We introduced unbridled corruption and waste into the non-emergency medical transportation (NEMT) service sector (see https://transalt.com/article/uber-and-lyfteven-worse-than-expected/ and https:// transalt.com/article/defending-contractorspart-3-the-whistleblowers-song/). • To lower costs at the expense of decreasing service quality, public agencies increasingly contracted out service to private companies and, more recently, diluted service and invited exponential corruption and waste by engaging brokers (see https://transalt.com/article/defendingcontractors-part-1-lead-agencies-and-brokers/; https://transalt.com/article/defending-contractors-part-6-contracting-fixed-rout e-transit/ and https://transalt.com/article/defending-contractors-part-2-the-history-of-contracting-and-brokerage/). • We allowed new services (TNCs, like Uber and Lyft) to decimate grossly-underutilized services (like taxi service) that could have combined to form an intelligent hierarchy of modes (see https:// transalt.com/article/bad-regulations-andworse-responses-part-1-introduction/; https://transalt.com/article/bad-regulations-and-worse-responses-part-2-the-risefall-and-transformation-of-supershuttle/; https://transalt.com/article/bad-regulations-and-worse-responses-part-3-invasionof-the-tncs/; https://transalt.com/ article/bad-regulations-and-worseresponses-part-4-judicial-heroism/; https://transalt.com/article/bad-regulations-and-worse-responses-part-5-executive-branch-responses/; https:// transalt.com/article/bad-regulations-andworse-responses-part-6-industry-and-asso-
Survival and Prosperity ciation-responses/ and https:// transalt.com/article/bad-regulations-andworse-responses-part-7-conclusions/) . • We squandered enormous resources on a poorly-structured, nationwide rail system (see https://transalt.com/article/ covid-19-shenanigans-and-liability-part-2making-money-by-compromising-health/ ) – a system recently awarded $66 billion (much of which to upgrade 100-year-old infrastructure). • We allowed the urban and suburban backbone of our transportation system – fixed route transit and passenger rail – to waste extraordinary amounts of funding, such that many systems are in threat of soon disappearing (as they practically did in the 1960s before being rescued by former President Johnson). A few have already abandoned charging fares altogether: With such little ridership, it cost more to collect the fares than they covered. • We failed to spread peak service demand over a broader number of hours – despite a small arsenal of tools (fare discounts, tax incentives, etc.) that could have triggered this change (see https:// transalt.com/article/making-public-transportation-work-part-1-alternative-workschedules/). • We dozed off for decades during which our public and private modes could and should have gradually been electrified (AMTRAK and some other passenger rail lines excluded). • Around the edges, we allowed the operation of extraordinarily-wasteful, unneeded modes for the filthy rich – like electric VTOL taxis to operate from helipads on skyscraper rooftops, squandering energy during take-offs and creating noise pollution for those residents and workers on the top floors. • We subjected passengers to extraordinary risk by legitimizing dangerous services, like “party buses” (see https://transalt.com/article/the-partybus/). • We totally ignored any efforts to match our drivers’ sleep/wakefulness cycles to the hours they are signed to operate (see https://transalt.com/article/bio-sensitivedriver-assignment-part-i/ and https:// transalt.com/article/bio-sensitive-driverassignment-part-ii/), subjecting them to what I coined as “bus lag” (see https://transalt.com/article/bus-lag-part1-non-driving-off-duty-and-awake-thew h o l e - t i m e - o n - h o s - re q u i re m e n t s / ; https://transalt.com/article/bus-lag-part2-on-duty-driving-and-sound-asleep-thelimits-of-hos-requirements/; https://transalt.com/article/bus-lag-part3-the-invisible-log/; https://transalt. com/article/bus-lag-part-4-the-invisiblelog-redux-logs-black-boxes-and-spoliation/
and https://transalt.com/article/bus-lagpart-5-skipping-the-in-between/). • We continue to subject our most vulnerable passengers to the greatest risks (see https://transalt.com/article/safety-compromises-part-11-wheelchair-and-passenger-securement/ -- as well as failing to perform safety-related tasks that a seeing eye dog would recognize as dangerous (see https://transalt.com/article/safety-compromises-part-8-boarding-and-alighting/ and https://transalt.com/article/safetycompromises-part-5-failing-to-kneel-thebus-or-coach/). • We postponed improvements to the infrastructure – roadways (particularly in rural areas), bridges and tunnels – needed to support these services and permit them to operating efficiently, including those which could have operated safely at significantly higher speeds. • As though these failures failed to waste enough money – notwithstanding their being compounded by costly lawsuits – we continue to make efforts to eliminate drivers altogether (see https://transalt.com/article/autonomous-and-inevitable-part-1what-is-to-come-and-what-is-already-here/; https://transalt.com/article/autonomousand-inevitable-part-2-invasion-by-modesmall-vehicles/; https://transalt.com/article/autonomous-and-inevitable-part-3-extra ordinary-developments-and-toughchoices/; https://transalt.com/article/ autonomous-and-inevitable-part-4-invasion-by-mode-large-vehicles/; https://transalt.com/article/autonomousand-inevitable-part-5-the-regulatory-environment-initial-thoughts/; https:// transalt.com/article/autonomous-andinevitable-part-6-the-transition-to-completeautonomy/; https://transalt.com/ article/autonomous-inevitable-part-7-cameras-and-sensors/; https://transalt.com/ article/autonomous-and-inevitable-part-8access-and-accountability/ and https:// transalt.com/article/autonomous-andinevitable-part-9-conclusion-the-best-ofboth-worlds/).
Why is transit and motorcoach ridership declining? Thought and Ignorance Now, boys and girls, snap on those thinking caps once again, and let us try to answer the basic question this article began with: Why is transit and motorcoach ridership declining?
It is hard to imagine more stupid decision-making than what our industry has col-
lectively churned out over the past several decades. Perhaps the term “hard” is too soft. On the brink of losing backbone services like fixed route buses, motorcoaches and taxis, it would seem impossible to recover from the cluster of mistakes identified above. Without the replacement of key missing elements, the hierarchy of modes needed to form a seamless network of services that would provide what we need is, frankly, impossible. Yet here we are.
The freedom falsely attributed to America in general effectively became the freedom to create dysfunctional and fragmented modes and services, corruption and waste. Our regulatory and legal systems have been powerless in shaping transportation services to meet our needs. Grossly unsafe practices – like the failure to secure wheelchairs – actually triggered some tantalizing, alternatives with enormous potential, like MCI’s lowerfloor, ramp-equipped “vestibule coach” – the MCI D4500 CRT LE (see https:// transalt.com/article/a-paradigm-shift-inmotorcoach-accessibility-part-1-the-mcid45-crt-le-commuter-coach-2/; https:// transalt.com/article/a-paradigm-shift-inmotorcoach-accessibility-part-2-the-mcid45-crt-le-commuter-coach-2/ and https://transalt.com/article/paradigmshift-in-motorcoach-accessibility-part-3-themci-d45-ctr-le-commuter-coach/). Of course, as one might expect from the countless articles cited above, initial sales of these vehicles has been less than desired. The thought of coupling this brilliant starting point with the features of a far-more-competitive coach designed to mode split hoards of passengers away from short-distance commercial airline flights (see https://transalt.com/article/survival-andprosperity-part-2-the-magic-coach/) was unthinkable. Bigger and Less Flexible One can learn a lot about a nation’s culture by examining its children’s toys. British children, in particular, often have sizeable collections of buses. One can Google hundreds of them. Here, our children do not have toy buses. They have toy cars, toy train sets and toy airplanes.
The fascination with (or addiction to) toy trains does not stop when our children grow into large bodies. In the late 1970s, former Los Angeles mayor Tom Bradley realized that he had no shot at the governorship coming from a major city without a heavy rail system. Helping to fund one by scavenging the city’s bus system, Los Angeles County built the first three of its now nearly dozen subway lines – a venture that placed the county $7 billion in debt. With tens of thousands of transit-dependent bus riders suddenly losing their only affordable means to National Bus Trader / December, 2023 • 35
Survival and Prosperity travel to and from work (among other badlyneeded destinations), they formed the Bus Riders Union. When this organizations reached a scale of roughly 25,000 members, the Union filed a class action lawsuit (BRU v. LACMTA or Bus Riders Union v. Los Angeles County Metropolitan Transportation Authority) to force the county to restore its bus network. The court ruled in favor of the plaintiffs, and ordered the defendant LACMTA to purchase an additional 3,200 buses. (Through a variety of shenanigans, barely more than 500 were actually purchased – alongside the continued expansion of the county’s subway system.) So once again, should we wonder why transit ridership has been declining?
Part 2 of this short series of installments will stray from the mild abstractions noted above and focus largely on the numbers: The actual declines in ridership in a few dozen major U.S. cities in only the past few years, and their interrelationships with traffic and other dynamics which strongly affected ridership. These dynamics will be coupled with excerpts from the extensive explanations for this decline outlined in at least a decade’s worth of N ATIONAL B US T RADER articles cited above.
A frightening sample of ridership declines between personal automobile ridership and bus ridership should knock one out of his or her seat. NATIONAL BUS TRADER cannot save the nation’s public transportation network from its self-flagellation. However, perhaps it can wake up a handful of its readers. Creeping up on those readers not noticing, with more Americans working remotely, a frightening sample of ridership declines between personal automobile ridership and bus ridership should knock one out of his or her seat.
As extreme example. From 2019 to 2022, automobile ridership in New York City declined by roughly 16 percent, while transit ridership (bus and passenger rail combined) declined by roughly 25 percent. That is the city with the closest disparity in comparative ridership decline between POVs and transit. Citing just the lowlights from an eye-opening article in the New York Times (see https://www.nytimes.com/interactive/202 3/11/06/business/economy/commutingchange-covid.html), during this same threeyear period [beginning before COVID-19 36 • National Bus Trader / December, 2023
began to affect declines in ridership to a period two years after it had waned to practically disappear]: • In Boston, automobile ridership declined by 17 percent, while transit ridership declined by 64 percent; • In Chicago, automobile ridership declined by 24 percent, while transit ridership declined by 68 percent; • In Miami, automobile ridership declined by 19 percent, while transit ridership declined by 74 percent; • In Houston, automobile ridership declined by 19 percent, while transit ridership declined by 76 percent; • In Atlanta, automobile ridership declined by 19 percent, while transit ridership declined by 82 percent; • In Nashville, automobile ridership declined by 12 percent, while transit ridership declined by 88 percent; • In Detroit – the “car capital” – automobile ridership declined by 27 percent, while transit ridership declined by 91 percent.
What is keeping traffic levels up is the decline in transit ridership. As abstractions, these figures should panic both providers of public transportation and their passengers. As abstractions, they miss the point. These figures have significantly, if not exponentially, more impact in context. That context is that, even with these figures, we still experience heavy traffic. What is being missed is that a bus with every seat filled (forget the standees) carries as many people as roughly 40 cars (with standees, even more). In other words, the decline in automobile ridership is having only a minor impact on traffic reduction. What is keeping traffic levels up is the decline in transit ridership.
As I have written about before, automobile passenger reduction strategies like ridesharing (see https://transalt.com/article/making-public-transportation-workpart-5-ridesharing) do not significantly reduce traffic. That is because we have crafted ridesharing to simply reduce the number of personal occupancy vehicles (POVs) on the roadway – at its best. More realistically, our ridesharing efforts have positioned POVs – albeit slightly more filled – to square off with, and replace, transit. As the figures of automobile (or POV) versus transit ridership declines cited above illustrate – particularly in the context of barelynoticeable decreases in traffic – reductions in automobile (or POV) ridership may actu-
ally be increasing traffic levels, because ridesharing competes with transit.
Want Versus Need Mick Jagger famously crooned, “You Can’t Always Get What You Want.” In the car country, where most transit riders tend to be poor (the major fault for this lies with transit “planners”), the majority of Americans would prefer to travel in their own, small personal vehicles (the “one car ride” from origin to destination). Where traffic volumes are thick, there are no advantages to using transit: Making multiple stops, and with slower acceleration and less maneuverability, travel times by transit are longer. (Drops in the bucket like congestion pricing may have a marginal effect on this dynamic – from which the poor will suffer far more than the rich.)
Otherwise, transit passengers cannot personalize their travel conditions nearly as well as they can in their own personal vehicles, where they can adjust their seats (and for the driver, the seat-spacing between the seatback and steering wheel in front), interior temperatures, humidity, interior lighting, and fill the areas around them with all kinds of accommodations ranging from personal food and beverages to access to other conveniences to a much greater degree than they can as transit riders. What they cannot do as individual motorists is control their vehicles’ travel speeds in the operating environment surrounding them. This can only be optimized as a societal or institutional matter (like congestion pricing among many other, more powerful tools, some of which were noted above).
One might think that, conditioned as we were growing up in the car country, driving the vehicle is also fun. This clearly becomes less true as traffic increases and travel speeds decrease. The fact that the mass of a bus or coach makes traveling on either far more safe than traveling in a personal occupancy vehicle rarely enters the equation. Safety is almost never marketed as a transit or motorcoach benefit. Ironically, the luxuries of better car radios and increasing choices for content have been minimized by portable entertainment equipment on a motorcoach comparable or even superior to that available to a motorist (at least a seated one). The greatest achievement along these lines that ironically has not translated into more transit ridership has been the emergence of cell-phones, laptops and tablets – allowing the passenger to enjoy or otherwise take advantage of visual entertainment and/or get work done, two things a motorist can do only to a limited extent, replete with the dangerous distractions that accompany them – and limited to those moments when
Survival and Prosperity the POV is not moving. Transit riders have access to Wi-Fi and even charging units. Motorcoach riders can watch TV or movies on small TV-sized screens – in addition to the more-personal choices they can access on their tablets or cell-phones. Yet these obvious travel experience upgrades do not appear to have contributed to increased transit ridership – if the figures cited above reflect. The most plausible explanation for this failure is that these benefits have been so strongly offset by the range and diversity of downsides from our failure to optimize the significant number of factors that affect the use of public transportation noted above.
At this rate, political support for public transit is likely to disappear altogether. Failures and Consequences Both as taxpayers and those too impoverished to quality, the numbers cited above, for even a handful of well-known cities known for their traffic, should be harrowing. At this rate, political support for public transit is likely to disappear altogether, in countless cities, in a precious few more years. This time around – compared to the near-disappearance of transit in the late 1960s – the FTA (UMTA at the time) will not be around to rescue us.
Even forgetting that people with money paid taxes in the 1960s – the top tax rate during the Eisenhower years was 92 percent, with precious few loopholes – UMTA began paying for 80 percent of the buses in 1964. When the U.S. Department of Transportation was created in 1967, UMTA was almost immediately transferred into USDOT, and began paying for a large percentage of these vehicles’ capital costs (as well as other capital costs). Yet a mere decade later, fares covered only about 50 percent of our nation’s fleets’ operating costs. By 2018, only 35 percent of these costs were covered by farebox revenue in the nation’s most efficient city’s transit system (the New York City Transportation Authority). They covered 13 percent of San Francisco’s MUNI bus fleet’s operating costs. Fares covered only nine percent of the operating costs of Los Angeles County’s combined bus and passenger rail services (see https://www.nytimes.com/2020/04/09/u pshot/transit-battered-by-coronavirus. html?action=click&module=Top%20Stories&pgtype=Homepage).
In terms of the declines in transit ridership cited above, combined with the dramatic decreases in the percentage of oper-
ating costs covered by fare revenue, why should we expect transit to even survive? What percentage of our transit bus fleets’ costs will taxpayers soon need to pony over to restore our fleets to a level of only four years ago? Ninety-five percent? Ninety-seven percent? Ninety-eight percent? Like music, must transit service become free for it to survive? For those in need, is transit service more important than food? Clean water? Heating? As we continue to fritter away our bounty mistake by mistake, how much will the taxpayers who actually pay taxes (clue: few with any real money) be willing to pay for buses – particularly as they will be used more and more by poorer and poorer passengers, and as they become emptier and emptier (and, as electrified, more and more costly to construct)?
No affordable number of wind turbines and solar panels could possibly provide for these energy need. Even for the minority of Americans concerned about the environment, vehicles – including personal automobiles – are increasingly consuming less and less energy compared to buildings and other infrastructure. A salient example is New York City – an example employed, once again, because its transit system recovers the nation’s highest percentage of its costs from the farebox. New York City also has the nation’s most dense volume of buildings per square foot. One recent estimate about which I was told was that the energy needed to heat, cool and provide energy for New York City’s mass of skyscrapers and other mostly-tall buildings is four or five times the energy needed to propel its bumper-to-bumper traffic. One city official told me that no affordable number of wind turbines and solar panels could possibly provide for these energy needs – especially as more and more taller and taller buildings continue to be erected, despite vacancy rates declining noticeably (offset partly by more and more of them being occupied by the city’s 120,000 otherwise homeless residents).
Obvious Solutions, Obvious Blame Perhaps not as troubling as the overall essence of problems overviewed above, some of the most brilliant pro-transit and pro-motorcoach solutions have gone unpublished and unspread. During the four years during which I served as a teaching assistant and, then, an instructor in a graduate course
titled “Transportation” in the George Washington University’s school of engineering, the brilliant professor in charge – Dr. Joseph Foa, not even a transportation expert – suggested that, to discourage single occupancy vehicle commuting, fees in parking lots should be “scaled.” For example, in today’s Manhattan, where downtown and midtown parking fees can reach nearly $100 a day (and more than 90 minutes’ worth often exceed $60), an example of scaling might involve: • Parking fees for cars driven in by single driver might be $125. • Parking fees for cars containing two passengers might be $60. • Parking fees for cars containing three passengers might be $25. • Parking fees for cars containing four passenger could be nothing.
Revenue lost (if any) by parking garages’ cost be subsidized. Otherwise, the costs could be shared by the vehicles’ occupants – where these costs would be almost trivial. Sure, the ridesharing that such policies would induce could indeed compete with transit. Just as often – and far more so if some of the other measures discussed above were added to the equation – such an approach would almost surely increase transit and motorcoach ridership. This cannot be the only new idea in the universe (and it was proposed 50 years ago). Where are the others?
Consolidating all these thoughts – particularly the figures of declining transit ridership throughout the country and the decreasing percentage of transit operating costs covered by those individuals who use this mode – the reality is that the only solution is to encourage travel by larger and larger vehicles, not smaller and smaller ones. Simple arithmetic renders this conclusion unavoidable. If we fail, our cities will begin to fail.
It has been fun being a magazine writer (among other things). If I turn into a mere historian, I will manage. I own a car and a truck. I live and work in a huge house in the New York City countryside. I do not have to commute. Almost everything and anything can now be delivered, but those less fortunate should begin worrying. So too should transit officials and motorcoach manufacturers, owners, mechanics and drivers. So too should taxpayers in all but the top sliver of those too rich to pay any taxes, too clever to miss the cornucopia of loopholes, and too slick to be held accountable for circumventing the rules that apply to almost everyone else. Just wait for the next installment when I discuss the numbers cited above at National Bus Trader / December, 2023 • 37
Survival and Prosperity greater length. Does a three-year decline in transit ridership of 91 percent – in the nation’s car capital – trouble anyone? It might be helpful if it did. Perhaps with artificial intelligence and 3-D printers, affordable magic carpets may not be far behind. I would not bet my last dollar on such technology. Even if Elon Musk is able to colonize the moon, the rest of us will have to cope with the problems here on Earth. Earth-to-moon travel costs are likely to lie beyond reach for most of us. Forget the costs of constructing the infrastructure needed to make living “up there” essential – despite the lower energy costs associated with far less gravity that could make vehicle travel cheaper.
Perhaps this is why hardly anyone even discusses most of these things. When one considers the hard evidence of these problems and their dynamics, much less the cost of reversing them if that were even possible – and coupled with the costs needed to reverse our global melting and
38 • National Bus Trader / December, 2023
burning (the GMB), the future looks dim, literally and figuratively. Perhaps this is why hardly anyone even discusses most of these things.
As a well-known cartoonist (Charles Schulz) once wrote in Peanuts, “We have seen the enemy, and it is us.”
Or as three songwriters (Herb Ellis, Johnny Frigo and Lou Carter) put it: “Smooth Road, Clear Night Oh lucky me, I suddenly saw the Light I’m turning back away from all this trouble I can see the Detour Ahead.”
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 q and management.
Ned Einstein is the president of Transportation Alternatives (www.transalt.com [1]), a public transportation witness firm. Einstein (einstein@transit.com) specializes in catastrophic motorcoach accidents.
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The Curious Coachowner Number 300 of a Series “The Curious Coachowner” is a question and answer column that provides simple answers to simple questions that are too short to warrant a full article or inclusion in one of our regular columns. We will accept reasonably simple technical or historical questions on coaches, buses or even converted coach shells by letter, fax, e-mail or phone. If our staff is unable to answer them, we will call upon our panel of experts. Names and addresses should be submitted with your questions, but we will withhold names from publication on request. We reserve the right to modify questions to make them more useful to our readers. Q. Have there been any developments with the Proterra bankruptcy? –– Several Readers
A. Proterra has been a major player in building electric buses. On August 7, Proterra voluntarily filed for protection under Chapter 11 of the U.S. Bankruptcy code. Initially, the company indicated that they intend to operate in the ordinary course of business as it moves through the bankruptcy process. Proterra had three primary lines of business. The first and initial effort was building battery-electric transit buses that started in 2010. They never previously built gas or diesel buses. Since then they had expanded into two additional areas. The second is batteries and electric power systems that they sell to other bus manufacturers. The third is high-power charging systems and software services. There have been several new developments lately. In mid-October, Volta Trucks said it would file for bankruptcy in Sweden and then in Britain. The reason cited was that the Proterra bankruptcy caused uncertainty over vehicle parts as well as battery supplies. They said that it also made it difficult to raise sufficient capital. The start-up company is based in Sweden with operations in the United Kingdom plus a factory in Austria picked for production. Volta was concentrating on building batterypowered trucks geared to local delivery services. Proterra was to be a major supplier. The company had raised about $316 million from investors and said that it had orders
40 • National Bus Trader / December, 2023
for more than 5,000 vehicles. Management said that they were concerned on the impact this would have with their dedicated workforce. Possibly unrelated to Proterra, Lordstown Motors of Lordstown, Ohio had filed for bankruptcy in June after failing to resolve a dispute on a promised investment. The company was specializing in electric trucks.
a company that had been a financial backer of Proterra. It apparently involves a Chapter 11 plan of reorganization. Included in this section are the energy management solutions business and fleet charging infrastructure. We were unable to determine whether any of these operations would continue under the Proterra name.
More recently, Lordstown was sued by Karma in California alleging that Lordstown poached their staff and used their technology. Some of this is still in court.
Q. Did the MCI facility in Pembina, North Dakota close or is it still open? –– Midwest Coach Operator
Although Proterra suggested that business would continue as usual in spite of the bankruptcy, the company has seen its three major divisions go to new owners in a November bankruptcy sale. Proterra is seeking approval of these sales with the bankruptcy court and regulatory approvals.
A. Located in northern North Dakota, only a stone’s throw from the Canadian line and about 70 miles south of Winnipeg, the Pembina facility was opened under Greyhound management in 1963. For the most part it provided final assembly on bus shells trucked down from the MCI plant in Winnipeg.
Phoenix, an electric bus builder based in Anaheim, California, has offered $10 million for Proterra’s electric transit bus manufacturing business. Proterra never built gas or diesel buses but started building electric buses in 2010. This purchase price is considered only a small fraction of the development and engineering work Proterra put into this product line. However, we understand that the municipalities operating Proterra buses or having buses on order have asked the bankruptcy court to stop this sale until they can be assured that Phoenix Motorcars can provide contracts, warranty work and support to existing and new Proterra bus owners and operators. Proterra’s Powered business line went to Volvo Battery Solutions for $210 million. Included are the South Carolina assembly factory and the California development center for battery packs and modules. This covers battery manufacturing, electric drivetrains and vehicle electrification units.
In recent years, the Pembina facility specialized in the completion of “D” model MCI coaches. Its location in the United States allowed it to comply with Buy America provisions for coaches being purchased with federal money. After MCI was brought into the NFI group, a review of operations and facilities determined that the Pembina facility was no longer needed. At that time the plans were to complete “D” model MCI coaches in New Flyer facilities in Minnesota. Pembina has a population of only about 503 while the plant currently employes nearly 200. It is easily the largest employer in the community. Senator John Hoeven of North Dakota began working on ways to keep the facility open. At the same time, New Flyer’s order book for new transit buses began to grow so that open production space at the other New Flyer facilities started to disappear. As a result, a decision was made to keep the Pembina facility open. One suspects that its proximity to Winnipeg may have been a contributing factor.
This company is part of international vehicle manufacturer Volvo based in Sweden. Volvo is also the parent company for Prevost and Novabus in Canada. Industry experts have suggested that Volvo is interested in batteries for its own line of vehicles.
Senator Hoeven applauded the decision to keep the Pembina facility open and called it tremendous news for Pembina.
Proterra’s Energy business Line will probably go to a group controlled by Cowen Equity,
Answers not credited to other individuals are provided by Larry Plachno. q
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.
With this issue dedicated to hydrogen fuel cell buses, we thought it might be appropriate to show what the Europeans are doing.
At right: Van Hool from Belgium was involved with hydrogen fuel cell buses at an early date. Shown here is a 59-foot articulated version of their Exqui.City BRT model built for operation in Pau, France. A comparable bus is not yet available in the United States.
Below: Safra, a French company founded in 1955, is also somewhat of a pioneer in hydrogen fuel cell buses. Shown here is a three-door hydrogen fuel cell transit bus that Safra displayed at the recent Busworld in Brussels. The three-door arrangement is more popular in Europe than in the United States.
42 • National Bus Trader / December, 2023
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Advertiser’s Index
Aleo, Stefan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .39 American Bus Association . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 Bus Conversion Magazine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Complete Coach Works . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Daimler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 Dunkirk Lighthouse Museum . . . . . . . . . . . . . . . . . . . . . . . . . . . .38 Dupree . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 FMCA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 Generac . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 George Bush Library & Museum . . . . . . . . . . . . . . . . . . . . . . . . 15 Heartland Travel Showcase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 Irizar USA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9 Midwest Bus Corporation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Motor Coach Industries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46 PixelGraphics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Prevost . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 St. John’s Church Foundation . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Temsa . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 The Riverboat Twilight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30 44 • National Bus Trader / December, 2023
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. February 4-7, 2024. UMA Motorcoach Expo 2024. Raleigh, North Carolina. For more information view motorcoachexpo.com.
March 20-23, 2024. FMCA's 108th International Convention and RV Expo. Pima County Fairgrounds, Tucson, Arizona. Visit FMCA.com or phone (513) 474-3622 for more information.
March 25-26, 2024. Pennsylvania Bus Association Marketplace. Nittany Valley Sports Centre, State College, Pennsylvania.
May 31-June 1, 2024. Museum of Bus Transportation/AACA Museum Spring Fling 2024. For more information view www.aacamuseum/org/ event/musuem-of-bus-transportationspring-fling./
ALL ROADS HAVE LED TO THIS The next. The future. It’s here, now. The All-New H3-45.
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A million more miles down the road, we’ll be there for you. :H NQRZ ZKHUH ZHŠUH JRLQJ EHFDXVH ZHŠYH EHHQ PRYLQJ IRUZDUG IRU \HDUV :H DUH DOO WUDYHOLQJ WKLV URDG WRJHWKHU DQG PRUH WKDQ HYHU RXU FXVWRPHUV WUXVW XV WR JR WKH H[WUD PLOH LQ TXDOLW\ WHFKQLFDO VXSSRUW SDUWV DQG VHUYLFH :H DUH UHDG\ WR NHHS \RX UROOLQJ IRUZDUG WRGD\ DQG IRU DOO WKH PLOHV WR FRPH :H DUH 5HOLDE LLOLW\ 'ULYHQů
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