Special Transit Section Page 14
BUSRide Road Test: Setra S 407 Page 28
Global concern over bus fires Page 30
New Year brings new seating options Page 34
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Prevost and its Volvo D13 engine Page 20
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cover story Volvo D13 engine remains strong statement for Prevost
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features 34 The New Year brings new seating options 38 The 2011 BUSRide MotorVision Competition
14 BR Transit Special Section: The good times still roll in The Big Easy By Valerie Michaels 16 Take the APTA Call Center Challenge 22 The cost of going green By Glenn Swain
41 BUSRide Maintenance: Parking lot dings are the tip of an expensive iceberg By Stephan Evans
28 BUSRide Road Test: DATTCO and Martz Group put the Setra S 407 into commuter service By David Hubbard
44 Products & Services: Auxiliary heater maintenance guarantees comfort By Michael Zonca
30 Fires on the bus are a global concern By Fredrik RosĂŠn
46 The new Nord-Lock wheel nut helps save lives
4 January 2012
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columns
departments
8 David Hubbard
10 Update
18 The Transit Authority By Oliver Hill
12 Transit Update
36 Letter from Europe By Doug Jack
26 Tours and Travel 33 Deliveries
47 People in the News 48 Marketplace 50 The Backseat
6 January 2012
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david hubbard
Two new studies point a finger and offer a solution As 2011 drew to a close the findings of a six-month study by the National Transportation Safety Board (NTSB) again pushed a hot button. U.S. Senator Charles E. Schumer (D-NY) and U.S. Congresswoman Nydia M. Velázquez D-NY) requested the study to focus specifically on the safety and compliancy — or the lack thereof — of discount motorcoach operators that provide curbside service. The NTSB investigated five accidents from January 2005 to March 2011 that resulted in 22 fatalities and concluded the fatal accident rate for curbside carriers was seven times that of conventional bus operations. Watching Megabus and Bolt Bus legitimize this operations model, I have come to think curbside is neither the problem nor a bad word. Why this bane of the industry is a clear and present danger has less to do with where these companies pick up and deliver passengers and everything to do with their preference for anonymity, dangerous cost cutting and abject disregard for safety. Senator Schumer called the NTSB study a wake-up call, saying he looks forward to working on the overhaul of the regulation and monitoring of this industry. Fine, but just one well-placed adjective from the senator to designate the operators in question would have done wonders to inform the public the entire motorcoach industry is not under fire. The study was very careful to credit the majority of coach operators for an excellent job. So they know who we’re talking about, he might have emphasized the problems that lie with this rogue segment of the industry — everywhere it runs. A wake-up call? With all respect to the senator, this study is the stuff that has been keeping industry members awake at night, decrying for years these cut-rate bus lines that operate under the radar. Legitimate operators just want to see some action that produces lasting results. Following the incidents in March, FMCSA hit the snooze button. In May the administration could have easily prevented the crash of a Chinatown-bound Sky Express coach in Virginia that left four dead. Instead, while
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federal inspection records revealed 46 safety violations over the previous two years for Sky Express drivers, as well as previous accidents and a performance 99.7 percent worse than other carriers, it allowed this highly suspect bus line to remain in operation on an extension of a review. In all fairness, the FMCSA has since atoned with an effective program that promises to strengthen its oversight and enforcement. On the heels of the U.S. DOT Motorcoach Action Plan and the FMCSA five-year Strategic Plan, the FMCSA CSA Program — Compliance, Safety and Accountability — is a valuable tool bus and coach operators can use to police their own safety and compliancy activities. In turn, their proactive adherence to CSA can only help the industry to higher safety standards and allow the public a more positive perception of motorcoaches. In August the FMCSA released the results of the independent evaluation of the CSA program, which the University of Michigan Transportation Research Institute (UMTRI) conducted over a three-year period. UMTRI confirmed CSA substantially improves FMCSA enforcement and compliance, enabling its state partners to contact more commercial motor carriers earlier to correct safety problems and ensure compliance with safety regulations. The UMTRI concluded CSA has the capability to reduce crashes, injuries and fatalities related to commercial motor vehicles. Meanwhile, state and federal inspectors continue to say they cannot find the rogue bus companies. The passengers certainly know which curb to stand on and legitimate operators can point them in the right direction. Norm Littler, ABA vice president, regulatory and industry affairs, asserts the enforcement community can certainly conduct inspections anytime if they observe the bus operating in a dangerous fashion or observe an obvious defect. “The bad guys simply avoid routes where there are known inspection points,” says Littler. “Masking laziness by claiming it is the industry’s fault is wearing very thin and the media is fully aware of how hollow this excuse rings.”
BUSRide Publisher / Editor in Chief Steve Kane steve@busride.com Editor David Hubbard david@busride.com Assistant Editor Glenn Swain gswain@busride.com Account Executives Maria Galioto mgalioto@busride.com Tony Alvarado talvarado@busride.com Production Director Valerie Valtierra valerie@busride.com Art Director Dominic Salerno dsalerno@busride.com Contributing Writers Doug Jack, Matthew A. Daecher Christopher W. Ferrone BUSRide ™ (ISSN 0192-8902) is published monthly by Power Trade Media, 4742 N. 24th Street Suite 340 Periodicals postage paid at Phoenix, AZ and additional entry offices.
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Canadian Shriners get keys to 6,000th MCI J4500
Above: The Shriners will use the new MCI coach to provide medical transport for children. The Shriners of British Columbia and Yukon now have the keys to the 6,000th MCI J4500 motorcoach to roll off the E/J assembly line in Schaumburg, IL. The Shriners will use the new coach to provide medical transport for children. The Shriners Care Cruisers provide transportation at no cost for children with burns, orthopedic issues and spinal-cord injuries to Shriners Hospitals in Portland and Spokane as well as patients to and from Sunny Hill and BC Children’s Hospital. The cruisers also transport pregnant women to the hospital. It is the dominant Shriners hospital transportation program west of the Mississippi with roughly 3,500 passengers a year and each coach traveling anywhere from 300-550 miles a day six days a week. Based in Burnaby, B.C., the Shriners of British Columbia and Yukon operate what is now a fleet of five Shriners Care Cruisers; all MCI models that include three J4500s, an E4500 and a 102C. From left: Bryan Couch, MCI vice president and general manager of operations, marks the milestone of the 6,000th unit off the MCI Its newest MCI J4500 was built to the e/j coach assembly line with Jim Harrison, executive director of the Shriners Care program. Shriners’ unique specifications.
NCAA, GO Ground partner for championship travel A new multi-year deal inked in November partnered the National Collegiate Athletic Association (NCAA) and Chicagobased GO Ground to enhance ground transpor tation travel for teams competing in all 46 NCAA team championships. The deal sets out to improve the experience of each team and helps with overall travel costs. With most motorcoach
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companies working separately, management of standards of performance and cost was a challenge. The partnering came about after GO Ground and the NCAA conducted a pilot program in 20102011 at certain NCAA championships. Another new aspect of the program is the enhancement of the ground transportation experience for teams, guests and fans attending the Men’s and Women’s Final Fours. All teams traveling to NCAA championships by bus will be required to use only charter companies approved for the program.
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MCI names Rush Truck as new Nashville service Located in Smyrna, TN, southeast of Nashville, Rush Truck Center Nashville is now an MCI Service Center. The 250,000-square-foot facility features 35 service bays and 12 body shop stations. The team of 38 ASE-certified technicians is on call to perform preventative maintenance and repairs on MCI motorcoaches, offering parts, roadside assistance and maintenance services ranging from components on MCI models including CAT engines and Allison transmissions. “MCI is pleased to have Rush Truck Nashville as our new service partner,” says Dan Besserer, MCI executive director of customer solutions. “Rush Truck has a superior reputation throughout the South. Its Nashville location is stellar. Operators of MCI coaches will find Rush Truck Center Nashville shares MCI’s high quality standards.”
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Corporate Coaches expands into Central Florida Corporate Coaches, Inc, Hollywood, FL, expanded into Central Florida in October through its acquisition of an existing vehicle lot complete with offices, driver lounge and accommodations. “By expanding into Orlando, Corporate Coaches is now accessible to customers throughout Central Florida,” says owner Andy Bardar. “Because of this growth, we are able to expand into markets that we haven’t tapped into before and as a result we are already experiencing an increase in our charter and tour business.” Corporate Coaches is running full-size motorcoaches in its new location, using them exclusively for its in-town and out-oftown charter business.
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MATA, Greyhound unveil new Airways Transit Center A new terminal for both the Memphis Areas Transit Authority (MATA) and Greyhound has opened in Memphis. The 30,000-square-foot Airways Transit Center will act as a hub for number of the MATA buses and will also act as the new Greyhound terminal for Memphis. The new building replaces Greyhound’s old home in downtown Memphis. MATA will own and operate the terminal; Greyhound Lines Inc. is the major tenant. Space also has been provided for the Memphis Police Department. The total cost of the project, including property acquisition demolition and design is about $15 million. The construction cost is about $11.5 million. The terminal will employee between 30 and 40, which will include people from MATA, Greyhound and other tenants. It is estimated that Greyhound will
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have about 60 buses entering and exiting the terminal on a normal day. There are 16 canopy-covered bus berths, allowing passengers to move from inside the terminal to a bus completely under roof. Initially, about four routes and 200 MATA buses will enter and exit on a typical weekday. There are four canopycovered bus berths on the site, allowing customers to exit the terminal and board a bus without getting wet during rainy weather. “We are so pleased to be a part of the Airways Transit Center,” said Myron Watkins, Greyhound vice president of Customer Experience. “Joining MATA in the intermodal facility opens up additional transportation options for our passengers, which is a true benefit. We look forward to serving as good commu-
nity partners for many years to come.” “This beautiful new facility represents a great step forward for MATA, as well as the City of Memphis,” said William Hudson, MATA president and general manager. “We are proud of the features and conveniences this building offers visitors and the enhanced routes we now can deliver to MATA customers.” The Memphis Area Transit Authority (MATA) is largest transit operator in the state of Tennessee, and is fully committed to providing top customer service in every aspect of its operation from trolleys to regular fixed route service. Greyhound is the largest North American provider of intercity bus transportation, serving more than 3,800 destinations across the continent.
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LADOT rolls out new MCI CNG buses
In early December Los Angeles residents began boarding the first of Los Angeles Department of Transportation’s (LADOT) MCI Commuter Coaches powered by CNG. The MCI CNG-equipped Commuter Coaches replaced a majority of the 95 older, heavy-duty diesel buses that carried Commuter Express passengers. Features on the new MCI Commuter Coaches include plush upholstered forward facing seats, individual overhead reading lights and personal airflow controls and performance features such as an advanced multiplexing system for simplified diagnostics, a driver-centric dash for easy
interfacing and a SmartWave® tire pressure monitoring system. LADOT received more than $48 million in FTA grant funding for 79 of the 95 vehicles, or about 72 percent of the nearly $67 million cost. Each 40-foot coach is wheelchair-lift equipped and feature MCI’s Cummins ISL G 8.9 liter, 320hp engine, meeting 2010 U.S. Environmental Protection Agency, and California’s California Air Resource Board (CARB) standards. The CNG coaches are the first MCI models in LADOT’s fleet. Each of the new LADOT coaches seat 49 passengers on the city’s Commuter Express system that connects outlying suburban districts with Downtown Los Angeles and other employment centers including Century City, Westwood, LAX, El Segundo, Pasadena, Glendale, Burbank and Encino. LADOT currently operates the second largest fleet in Los Angeles County next to the Los Angeles County Metropolitan Transportation Authority (LACMTA). LADOT’s transit fleet consists of nearly 400 vehicles, which operate over 800,000 revenue hours and serve approximately 30 million passenger boardings per year.
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BR ief
Maryland Transit Authority customers can now purchase cash value and pass products over the Internet for their CharmCard through the agency’s new AutoLoad program. Customers can now log on to their MTA account and pay with a credit card.
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MV Transportation, Fairfield, CA, announced in November the start of its contract to manage operations for the Cape Cod Regional Transit Authority (CCRTA), South Dennis, MA. The fleet consists of nearly 100 vehicles and completes approximately 540,000 trips per year.
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Cincinnati Metro received more than $1.9 million in federal Clean Fuels funding to buy new buses featuring new, more environmentally friendly “minihybrid” technology. These new buses will replace older buses that have exceeded their 12-year useful life.
Hampton Roads Transit: Taxis for paratransit pickups To keep service costs under control, in December Hampton Roads Transit began using taxicabs about 40 percent of the time to pickup its Handi-Ride curb-to-curb service for disabled people. HRT has reviewed and changed its contract with MV Transportation to allow the less expensive cabs for those who are ambulatory and do not need extra assistance. Most of the cabs are being used mostly at night and on weekends. HRT officials claim the changes will reduce costs by about
$500,000 a year, or $1.25 million for the remainder of the contract with MV. According to The Virginian-Pilot, Handi-Ride services more than 1,000 people per day. Cost for the service has increased from $6.6 million to about $8.5 million yearly. Customers may experience longer trip times because the maximum ride time from 60 to 90 minutes to allow MV to tote more passengers per trip. A few critics say that although disabled customers may be able to get into cabs without difficulty, some may have challenges getting out at their destination.
TAPTO offers paratransit training courses Comprehensive training courses for both transit and paratransit bus operators are now available from the Transit & Paratransit Company (TAPTCO). The courses include 28 high-quality video-based presentations, classroom facilitator guides, behind-the wheel instruc- tor guides, operator study guides and operator training progress charts. Cost for the Transit Operator Development Course and the Paratransit Operator Development Course is $6,000; the Trainer Certification Process cost $2,000. These courses ensure that
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the drivers are fully prepared to provide the safest most efficient service. They focus on the drivers and make a real difference in their daily behaviors. “These are unlike anything ever before seen in the bus business,” said Jeff Cassell, president of TAPTCO. “These modern programs are refreshingly new, entertaining, custom designed for each type of bus and most importantly, effective.” TAPTCO is the first and only professional services company dedicated solely to helping agencies and bus companies deliver on their promise of safe, efficient, friendly on time transportation. To obtain a free demo disk or for more information, visit www.TAPTCO.com.
January 2012
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The Canal Street or Riverfront Lines feature the red streetcars known affectionately as the “Red Ladies.”
The good times still roll in The Big Easy New Orleans RTA and Veolia Transportation maintain the history and tradition of the green painted streetcars and the Red Ladies By Valerie Michaels The battering winds of Hurricane Katrina that thrashed New Orleans in 2005 and the flood waters that ravaged the city in her aftermath came dangerously close to destroying a 176-year-old American transportation icon: the New Orleans streetcars. The New Orleans streetcar lines enjoy the same historic significance as the cable cars of San Francisco as unique passenger transportation solutions for major cities, but with one major exception. In operation since the presidency of Andrew Jackson in 1835, the familiar green painted streetcars on St. Charles Avenue have continually
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transported passengers, earning its historic status as the oldest continuously running streetcar railway system in the world. Other than the two-year hiatus after Katrina, this record still stands.
A New Orleans icon
Maintaining the streetcar’s unique and functional role in the New Orleans community meant major repairs and refurbishing following Katrina. The damage to the streetcar line varied with each of the three lines. The St. Charles Line Perley Thomas green painted streetcars weathered the storm fairly free of damage, but the electrical wiring and cable infrastructure did not survive. The reverse happened on the Canal and Riverfront Lines where wind, rain and
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flooding damaged all but one of the 31 Red Ladies, while the wiring and infrastructure remained intact. The New Orleans Regional Transit Authority immediately set to rebuilding its damaged property, infrastructure and equipment, knowing it needed to get the streetcars back into service quickly since they were such an important symbol of the city’s recovery. The agency received FEMA funding to get the streetcar lines up and running.
Preserved in the National Register
Recovering any transit system from a natural disaster is a difficult enough. Recovering a transit system with operations listed in the National Register of Historic Places is nearly impossible. The National Register of Historic Places has protected the St. Charles Avenue streetcars since 1973. Preserving this important status is a matter of precisely maintaining the cars according to their original design. The job requires craftsmen with experience in operating machinery and tools from the early 1900s to refurbish and maintain the historic streetcars out of the Carrollton Station facility. In this easily identified New Orleans landmark, artisans and craftsmen hand-build the green streetcars and use machinery according to century-old specifications. Carrollton Station workers offer a glimpse back in time as they hand tool, saw, paint, replace seat backs and safety devices as part of regular maintenance and upkeep for the streetcars.
A dedicated group of senior craftsmen with an average of 20 years of service to their credit comprise the RTA-Veolia team. To ensure their unique and necessary skills pass on to a new generation, Veolia, RTA and senior technicians are working with a local community college in a unique streetcar trade program to train future craftsmen.
Road to recovery
The St. Charles Avenue Line was back in service two years after Katrina. The Canal and Riverfront Red Ladies regained full service in 2010. Today all the streetcar lines are transporting passengers traveling to and from work, seeing historic sites or just taking a relaxing ride in a streetcar around The Big Easy on a beautiful day. Through the summer the RTA and Veolia began construction on a new streetcar line from Union Passenger Terminal along Loyola Avenue to Canal Street with an anticipated completion date of summer 2012. This project is a result of a TIGER grant to the RTA from the U.S. Department of Transportation to create an intermodal system from streetcar to train station. The RTA has also secured funding to expand its French Quarter streetcar line. The success of the New Orleans streetcar system is making waves across the country as other cities consider reviving streetcars as a viable solution for inner-city transportation. BR
The St. Charles streetcars transport passengers in the historic green painted cars.
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Take the APTA Call Center Challenge In conjunction with the APTA Marketing & Communications Workshop, the American Public Transportation Association (APTA) is again looking for the best of the best call center personnel from its member transit agencies to crown top in the industry. The fourth annual APTA Call Center Challenge competition challenges participants with real life call center scenarios and judge them on their ability to resolve each scenario in a friendly and professional manner as they deliver public transportation telephone customer information. The Call Center Challenge is open to all APTA member transit system call center personnel — employees who handle incoming calls relating to trip planning and/or customer service issues. Each transit system may have one
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call center operator participate in the pre-selection phone interview process. All applicants meeting the eligibility requirements are assigned a time for pre-selection phone interviews in January. During the interview members of the APTA Marketing and Communications Committee will ask contestants a series of general “getto-know-you” questions and will be required to resolve two common customer call center inquiries. At the conclusion of all phone interviews, the judges will determine the seven finalists to compete in the final competition in Miami, FL in front of a live audience at the APTA 2012 Marketing and Communications Workshop on February 28. Finalists will respond with three randomly selected customer service scenarios and will be judged on their
ability to handle each inquiry. The contestant with the highest score, as determined by a panel of APTA member judges, will be named public transportation’s best telephone customer information agent. BR
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the transit authority
Transit comes to the Crow Nation The new agency grows quickly to meet demand in Big Horn County
By Oliver Hill
Considering the high unemployment and poverty levels in the very rural Crow Nation, we badly needed a transit system. The subject had been under discussion for more than four years. The first two Crow Nation Transit minibuses began transporting passengers throughout the Crow County Reservation and Big Horn County in Montana in April 2011. We got the wheels turning with the tribe by first asking the Community Transportation Association of America (CTAA) to contract LSC Transportation Consultants, Denver, CO, to conduct a formal study of the need for public transit in this region of Montana. They came back with a report that only confirmed
community consensus that a very significant need existed and improved transit services could only help. We created Crow Nation Transit, and with the help of the legal counsel for the Crow Tribe, submitted a grant application for startup funding with the Montana Department of Transportation, which award us $75,000. The agreement stipulated that the new Crow Nation Transit would not just serve tribal members on the reservation, but also provide public transportation for all of Big Horn County and for students from outlying communities and Billings who attend Big Horn College. The operation transports
Crow Nation Transit brings needed service to the Reservation and surrounding communities in south central Montana.
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passengers within approximately a 75-mile radius of Crow Agency, connecting the towns and communities that include Hardin, Lodge Grass, Pryor and Wyola. To reflect this, the board of directors includes a county commissioner, a representative from Big Horn College as well as the Crow Legislature and the Tribe’s director of tourism. We operate and maintain a small fleet of seven Ford and Chevy minibuses and conversion vans on our three initial routes. With the organizational structure in place our new system received a $500,000 grant from the Federal Transit Administration toward hiring agency personnel and covering our operational costs. Our future grant funding from the Federal Transit Authority over the next two years will ensure us a bus barn and bus stops along the routes. In the short time we have been up and running, Crow Nation Transit has been operating temporarily from the Tribal fenced security yard. Because of the demand for service and the increasing ridership numbers we could show in each quarter of our first year, we will receive more 18-passenger minibuses in 2012 from the state and another through the Federal Transit Administration. Ridership grew from 735 in the second quarter to 1,300
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in the third quarter, and we were expecting to reach around 2,000 by the end of the year. When we began transit service in April, people were reluctant to take the bus, but they have been quick to catch on, especially when they consider the price of fuel for their own vehicles and that our bus routes take them to and from to where they need to go. In fact, we are now at the point where some passengers get left behind on some trips as there is simply no more room on the bus. However, we do make the necessary arrangements for another driver to include an extra stop to return and pick them up. We currently have four drivers on staff and will add five substitute drivers in the near future to ensure continued service and to handle any overflow or emergency situation. Because of public demand for new routes, we are presently considering service to and from Sheridan, WY, which would start next year. The folks in Sheridan are telling us they would like to see regular runs to the ApsĂĄalooke Nights Casino in Crow Agency. BR Oliver Hill serves as transit director for the Crow Nation Reservation and Big Horn County, MT
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Volvo D13 deliver Prevost operators report smoother performance and improved economy By David Hubbard The Volvo D13 diesel engine represents a significant step in fuel efficiency, emissions compliance and driver convenience for North American motorcoach operators. Built on the existing 2007 platform and available in 435- and 500-horsepower models, the EPA 2010 Volvo D13 features the addition of advanced Selective Catalytic Reduction (SCR) system, which the company says maintains engine power and performance without the need for active regenerations. Prevost first introduced the Volvo D13 in 2008 as an alternative engine on Prevost and Volvo coaches. The company has since extended its availability to other OEMs as an engine option. “The choice of the D13 sends a strong statement to the industry that Prevost Car is clearly a part of Volvo,” says Prevost President and CEO Gaetan Bolduc.
Prevost first introduced the Volvo D13 in 2008 as an alternative engine on Prevost and Volvo coaches.
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“This is step one in our systematic changeover to a complete Volvo powertrain.” With its variable geometry turbo, the claim is the D13 delivers excellent lowend torque and responsiveness with minimal noise and vibration. Volvo also says this engine delivers 5 percent better fuel efficiency than the previous EPA 2007 engines, which is the best fuel economy of any 13-liter coach engine on the market. The D13 works with I-Shift transmission and I-VEB engine brake on Prevost and Volvo coaches. Charter Bus Lines, Vancouver, British Columbia, took delivery in May on eight 2011 H3-45 coaches equipped with the Volvo D13 coupled to Allison transmissions. According to Wayne Eggen, Charter’s maintenance director, the D13 had few problems in the electrical system. Eggen says they were easily resolved and he has not had to contend with any other issues since. “The minor glitch we ran into was no fault of the engine or ours,” he says. “The day we received the coaches a driver for the driveaway delivery service had filled one of the units with gasoline on his last stop before bringing it into the yard. While he made it to the yard, the engine conked out barely a quarter-mile down the road on our first test run. The engine survived. We
just emptied the gasoline and refueled with diesel.” Eggen says to preserve the warranty they had to return the coach to Prevost for replacement of the rods, rod bearings and injectors. The insurance company for the drive-away service got the bill. This accident not withstanding, Charter Bus Lines gives the D13 high marks. The drivers responded positively on the quiet, smooth running performance, and Eggen says his company is seeing improved fuel efficiencies. Operating in British Columbia, Eggen says his coaches essentially go through the torture test in the course of normal operation. “Driving to and from Vancouver everything is either climbing or dropping,” he says. “We take these new coaches primarily on the run through the Canadian Rockies to Jasper Park and Banff Springs. There are several long steep grades such as the 12-percent grade for 13 miles around Duffey Lake along the Coquihalla Highway.” He says the B500 jake brakes work well with no complaints, although the drivers did comment on a slight delay. Eggen adds that this was not a problem once they caught on to the new feel and what they needed to do. Volvo attributes the reputation for a smooth, quiet operation of the D13 to the camshaft damper, which absorbs camshaft torsionals induced by the ultra-high fuel injection pressure. Additionally, as a member of the engine gear train, the large mass of the flywheel absorbs inputs from the other gears for a smoother operating engine and extended component reliability and life. Adirondack Trailways, Hurley, NY, took delivery in June on 10 new 2012 H3-45s equipped with the 2010 Volvo D13 engine. The coaches have been running line-haul service on scheduled routes
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rs more with less throughout the state of New York. James Morra, superintendent of maintenance, says the company has already seen as much as a 20 percent improvement in fuel economy. “Our drivers were a little nervous over the power that might be lost, with the rumors they had heard about the potential effects of SCR, the addition of urea and DEF filters,” says Morra. “Once they got behind the wheel all doubts disappeared and they have no complaint about the power of this engine.” Adirondack opted for the proprietary I-Shift transmission primarily for the choice of operation modes, performance or regular, which allows the drivers to adjust the shifting speed to their personal driving style and shifting preferences. Volvo I-Shift is a 12-speed, two-pedal lightweight automated manual transmission (AMT) that integrates seamlessly with Volvo engines. The I-Shift transmission management system employs a next-generation microprocessor that improves drivability, safety and fuel efficiency. The I-Shift can instantly predict and select the most efficient utilization of the engine. In other words it knows when and where a shift is most beneficial. Volvo says it allows every driver to shift smoothly, putting less stress on the driveline and tires, which can extend the useful life of the driveline. “Our drivers commented immediately on its smooth handling,” says Morra. “Regardless of experience, each driver can become more fuel efficient using the I-shift.” The Adirondack Trailways H3-45s also incorporate Eco-Roll, another energy management feature that automatically disengages the engine when the vehicle is in top gear on a long, slight downgrade that requires no engine torque input. It reengages the engine when the speed reaches the engine brake set speed for the cruise control. Morra says he is particularly impressed with the diagnostic software package that comes with the Volvo D13. “This system encompasses all the
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The claim is the D13 delivers excellent low-end torque and responsiveness with minimal noise and vibration.
other components that relate to the engine in some way, making it very thorough and complete.” He says this makes the task of troubleshooting much easier. “We haven’t had to do any troubleshooting, but we checked it out for when we do,” says Morra. “Our technicians really appreciate this aspect of the package. They can find the location of the components, know what they look like and read the necessary steps to resolve any problem. No one is left in the dark.”
Inside the Volvo D13
A stiff connecting rod of superior strength with wide journals and four-bolt attachment is at the heart of the power cylinder that features a rifle-drilled oil passage for pressurized lubrication of the piston pin. For maximum strength under high temperatures the oil-cooled piston utilizes a one-piece monotherm design. The top piston ring uses a proprietary PVD coating process, which when mated with the plateau-honed cylinder liners provides excellent oil control and minimizes bore wear.
Engine Management System
The engine management system (EMS) is located on the cold side of the engine in which fuel passes around the EMS to cool the unit. The EMS controls the centrally located unit injector driven from the cam. Ultra-high fuel injection pressure as high as 35,000 psi ensures efficient injection, atomization and combustion, striking a balance between fuel economy, performance and emissions control.
Exhaust gas recirculation
The unique vertical installation of the SCR and DPF system with rooftop diffuser mount produces less heat in the engine compartment, reducing exhaust peak temperature by 50 percent at six inches and prevents water from infiltrating the exhaust line. It also provides easier accessibility for safer maintenance. Volvo says this vertical configuration better protects the DPF and SCR components and sensors from damaging dirt, dust and moisture. BR
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going green
The cost of ‘Green’ Innovation and time drives down the price tag By Glenn Swain While many may think the term “green” is as new as “environmentally friendly,” the fact is humans have been tinkering with what could be considered green technology since the 19th Century. For instance in 1899, 90 percent of New York City’s taxi cabs were electric. In that same year and in 1900, electric cars outsold all other types of cars, such as gas and steam-powered vehicles. Windmills played a major role in populating the western frontier. Consider this: The U.S. could decrease its reliance on foreign oil by 40 percent if one in 10 Americans used public transportation each day. According to the American Public Transportation Association, public transportation in the U.S. saves 4.2 billion gallons of gasoline – more than 11 million gallons per day – and 37 million metric tons of carbon emissions. To match a similar reduction in carbon emissions, every household in New York City, Washington, DC, Atlanta, Denver and Los Angeles combined would have to completely stop using electricity.
Public transportation agencies are now taking bigger steps to go green, certainly more than just offering free rides on Earth Day. Last year the Metropolitan Atlanta Rapid Transit Authority began installing a new federally funded solar canopy installation at one of its bus garages. It will be the largest solar canopy installation in Georgia and the second largest in the U.S., and it will significantly off set power usage at the facility. Last April in Lafayette, IN, CityBus broke ground on a wind turbine project. The $2.18 million project will power CityBus facilities with renewable wind energy and reduce dependence on fossil fuels. Meanwhile, Intercity Transit in Olympia, WA continues to enhance its bus stops with the installation of solar lights in bus shelters.
Green is good
So, green is good, on this we can all agree, but what about the costs of going green? Green technology is really no different than other innovations. Maturity of the product, and mass production all work naturally to bring costs down. Remember the high price tag of VCRs when they first
hit the market? Historically, innovation and time whittles down product costs. In the green bus industry costs are dropping annually in a number of areas, including batteries, composite body construction, and in motor and charging station technology. “The maturity of the products is increasing, and this is something we’ve been able to take advantage of,” says Voith Product Group Manager Tracey Johnson. “In our energy storage systems we use ultra capacitors instead of batteries. That technology has really seen marked improvements over the last five to 10 years. It’s enabled our product to perform to the level that we expect. If we would have released it a number of years ago the maturity of that energy storage system would not have been there. We’re starting to see the product prove itself in the field. That’s actually the point where it has matured.” “We have an aggressive cost down program that has already identified a number of areas for cost reduction, and we are just at the beginning of a deep dive on the process,” says Marc Gottschalk, chief business development officer for Proterra, Inc.
Proterra’s engineers have had their hands full trying to lower the cost of the company’s EcoRide BE35.
22 January 2012
BUSRide
going green
The cost of ‘Green’ continued
Proterra’s engineers have had their hands full trying to lower the cost of the company’s EcoRide BE35. One challenge has been lowering the cost of the typical bus components that have been used for years, such as seats. “The early production units of certain components that are made specifically for our bus or a relatively small market, like all electric HVAC systems, do not yet have the advantage of price reductions caused by mass production,” Gottschalk says. “However, batteries for example are reducing in price substantially as EVs scale up leads to more price competition.” Bus and trolleybus manufacturer DesignLine is focused on eliminating the large polluting engine and multi-gear automatic transmissions for all-electric drive vehicles. While the upfront costs are more for agencies going all-electric green with new buses, the savings literally down the road can be substantial. “Our electric buses are coming in well under a million dollars, in the $850,000 to $950,000 range, and the markets are starting to support it,” says Josh Anderson, DesignLine’s executive vice president of engineering. “But even with an upfront in purchase cost, the maintenance costs drop about 55 percent and the fuel cost decreases about 60 percent. That still puts us a quarter million dollars below a diesel on a 12year life cycle.”
Anderson says the cost of maintenance plummets with the death of the internal combustion engine, with all its belts and rotating components. “The transmission is a high maintenance item with big costs,” Anderson says. “We estimate a 65 percent reduction in regularly scheduled oil, filter and belt changes. When you’re servicing an electric vehicle you’re not doing any of that for electric motors. We reduce the wear and tear on the brakes because we’re using the electric motor to perform some of that function through regenerative braking. We’ve electrified all of our accessories; the air conditioning compressor, the air compressor on the engine and the alternator’s gone.” Anderson adds that he can now pay $6,000 for an electric motor off the shelf anywhere in the country. Technology has advanced to where there are no longer skyrocketing prices for various prototypes. From new electric buses down to their parts, costs are falling. “Technologies are getting better, volumes are getting better,” Anderson says. “It’s becoming a more commodity-driven market. Spending a million dollars on a prototype is no longer needed. It’s not going to make these buses unavailable to most agencies.” In the end, Johnson may very well sum up the direction for both the builders of current and future buses and the industry’s parts manufacturers. “The final goal is a fully electrified vehicle,” Johnson says. “We’re building toward that.”
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BUSRide
tours & travel
EnTOURtain connects cameras with coaches Scott Hayden and Larry Conley lead serious photographers through northern Arizona scenic excursions and explorations
EnTOURtain Photo Excursions present the grandeur of the Southwest to serious photographers. Photo Excursions, Phoenix, AZ.
By David Hubbard EnTOURtain is the word Scott Hayden came up with to describe his broad-brush approach to motorcoach excursions. Watching his father drive for Greyhound, Hayden cultivated his newest tour product from his life with motorcoaches and an ironic connection with Larry Conley, a professional photographer based in Arizona. Through EnTOURtain Photo Excursions the two present the grandeur of the Southwest to serious photographers with more focus and flair than the average sightseeing charter. Hayden founded his company in 2006 in Phoenix, AZ, after driving for coach operators in Arizona and California, racking up over two million miles in 26 years without a recordable accident. Conley worked in Ohio as a photojournalist for a midwestern newspa-
26 January 2012
per, but always felt the pull of the west, migrated to Arizona, Wyoming, Utah, and Colorado where he could point his camera at the natural beauty. As director of photography for a national company, Conley trained and mentored photographers throughout the country to improve their skills and help them excel in their careers. Struck with the idea to develop exciting photo excursions to northern Arizona and southern Utah to capture some of the most renowned topography on the planet, Conley discussed the concept with his neighbor, who just happened to drive for Hayden Motorcoach. Hearing this idea, Hayden needed no further convincing for the new venture. He was mulling over a similar idea after handling the coach detail for one his clients from the Midwest who conducted similar photography tours. “I wanted to establish such a retail
product for my coaches,” says Hayden. “I needed something solid that would sell seats as opposed to charters.” He says it all came together with Conley’s involvement, believing they could improve on his recent one-day trips to Sedona and Red Rock Country. “I had to be careful that we were not competing with my clients,” says Hayden. “But EnTOURtain Photo Excursions is a very different niche that serves us well.” Hayden and Conley are emphatic on the difference between a sightseeing tour and the 7-1/2 day educational adventure they provide. “Sightseeing tours stop where and when it is convenient,” says Conley. “The location may not be the best, nor the best time of day to take a great photograph.” According to Hayden and Conley, the photographers aboard the EnTOURtain coach tours are in for an educational
BUSRide
workout. Conley shares his knowledge of the basics, and says he guides the participants through enough new experiences and photographs to last a lifetime. Hayden describes the transportation into these areas as multimodal. “For the most part, our motorcoaches cannot get into the places we seek out,” he says. “In locations such as Monument Valley, Lake Powell and the Grand Canyon, we take the coach as far as we can then transfer to jeeps, boats, helicopters and hiking boots, whatever form of transportation it takes to get to the best vantage point.” EnTOURtain finds photo ops that range from the red rocks of Sedona to slot canyons surrounding Lake Powell and on to Havasupai in the bottom of the Grand Canyon, as well as the most photogenic locations in between. In its first year EnTOURtain has worked closely with the top hotels and restaurants along the itineraries to ensure a first class coach trip start to finish.
Like thinking by coach operator Scott Hayden and photographer Larry Conley resulted in EnTOURtain Photo Excursions, Phoenix, AZ. This year Hayden and Conley will take their Discover Photography Workshops on an educational tour across the country to promote their concept to eager photographers. They will conduct three-hour photography workshops in hotel conference settings. Conley will offer instruction that will help photographers of every level derive the most from their digital cameras, offering tips on composition and approaches to landscape photography. Workshops in photo editing will also be available. Hayden says in addition to the work-
shops, they will contract with motorcoach operators in the area to help provide a sampling of the EnTOURtain Photo Excursions concept. “We see a bright future for EnTOURtain,” says Conley. “We are planning future photo excursions throughout the United States and even to other countries.” For more information, visit www.entourtainphotographyexcursions.com, www.haydenmotorcoach.com and www.discoverphotographyworkshops. com. BR
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www.easybus.com January 2012 27
BUSRide Road Test: Early takers give high marks DATTCO and Martz Group put the Setra S 407 into commuter service By David Hubbard Daimler Setra first introduced the Setra TopClass S 471 to U.S. coach companies in 2003. Now the allnew 45-ft Setra ComfortClass S 407 unveiled one year ago by Daimler Buses North America, Greensboro, SC, has joined its sibling to offer operators a competitive choice in the Setra line, and one that is more suitable for commuter and linehaul service. DATTCO, New Britain, CT, and the Martz Group, Wilkes Barre, PA, are the first U.S. coach companies to put the new model it into service. While the new coach differs only slightly from the S 417, the development process entailed intensive operator surveys, in which American operators expressed very specific preferences and requirements that ultimately influenced the styling that distinguishes the S 407 from its sibling. Martz Group CEO Craig Smith worked with Daimler Setra during the development of the S 407, advising the engineers on the functions and features that his company felt would best suit a coach dedicated to scheduled service operations. First of all, he told Daimler, it would need to be less expensive than the luxury charter S 417 without compromising the overall quality of the Setra brand. Martz test drove the S 407 prototype for a 10-day trial period in March, surveying drivers, technicians, cleaners and commuter passengers and recommended several significant changes, which Setra accommodated. They included larger baggage bays with easier access, the lower-mounted rearview mirror system and the American-made energy absorbing rubber safety bumpers (ESAB) front and rear.
28 January 2012
The front bumper folds down to allow access to the stowage compartment for the spare wheel. Setra says this new EASB system can resist a 5-mph impact without any damage. Originally available only in black, Setra is now working to color code the ESAB as an option to match the customer’s paint scheme. Satisfied with the product, Martz took delivery of seven ComfortClass S 407s in November. The company opted for the 416 hp Mercedes-Benz OM 471 engine and automated 12-speed ZF-AS Tronic transmission in which the stick shift situated to the right of the driver. The company says some drivers prefer this configuration, as it does not interfere with the direct-connect cell phone apparatus. “We assigned the new coaches to our senior drivers for the daily runs to New York City,” says Martz general manager, Bob Chepalonis. “They are proud to drive them and like the way they handle, particularly the tight turning radius.”
From northeast Pennsylvania, the Martz fleet turns 59 daily trips into New York City, two into Philadelphia and one into Atlantic City, NJ. “We need a very dependable vehicle for this heavy-duty use of a coach,” says Martz director of maintenance, George Willis. “At the same time, it has to be as nice as we can make it for our customers.” Chepalonis says the passengers on these runs are extreme commuters who ride the coaches on a daily basis and have a keen sense for what they like in their bus. For example, he says the upgraded wood grain flooring was not lost on this group who are on the coach for more than an hour each way throughout the week. “Wi-Fi is a must on all our coaches, but the S 407s are the first with 110 power outlets at each seat,” he says. “Our commuter passengers have also commented on the additional legroom and the overhead parcel racks that lend a more spacious feeling in the cabin.”
BUSRide
DATTCO features Setra TopClass S 417s in its Experience Fleet for luxury charters. High-end features include leather seating for 40 passengers, glass roof and myriad top end amenities. The company also operates and manages several routes for Megabus.com in the Northeast Corridor, running its own commuter coaches outfitted with the familiar blue graphics. Already familiar with the Setra brand, DATTCO was interested in the S 407 for its commuter capabilities and tested it on a dedicated route over the summer. While not personally involved in the development phase of the S 407, DATTCO President Don DeVivo says he had read about the S 407 in BUSRide and saw the coach unveiled at UMA Expo in Tampa, FL, and then began talking to a Setra sales representative. “For starters we put one S 407 directly into service for Megabus,” says DeVivo. “We wanted to see how it actually performed in our operation. There is nothing like a line run to give a new coach a thorough shakedown.” The company took delivery of a second unit in September, becoming the first U.S. operator to purchase the new Setra model. The DATTCO coaches feature the Detroit Diesel and Allison WTB 500 automatic transmission. “Setra has always been a nice ride, and our drivers enjoy the way they handle,” says DeVivo. “This new model has the same curb appeal and lends a definite buzz to the commuter experience. Now we’ll just have to see how it holds up in the daily grind running up to 500 miles a day.” He says the coaches are meeting the test so far, but that he is reserving comment until they meet the test of 100,000 miles. BR
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Fires on the bus are
Technical Research Institute of Sweden leads the push fo Statistics from the insurance sector show stricter requirements to install fire extinguishing systems in engine compartments can significantly reduce the number of total loss cases of fires in buses. The most common type of bus fire starts in the engine compartment. SP Technical Research Institute of Sweden is therefore preparing an international test standard to specify requirements for the efficacy and function of such systems. First initiated in 2005, this work is being carried out on behalf of the National Road Authorities in Norway and Sweden. The objective is to construct a model of an engine compartment where different actors can evaluate the fire fighting performance of different suppression systems in a well defined and objective way. Fires occur for several different reasons, and all present unique challenges for any extinguishing system. Engine components such as the manifold and turbocharger may reach temperatures high enough to cause leaking fuel or oil to ignite, electrical wiring may short-circuit, and brakes can overheat. Ventilation fans and large openings in the engine compartment often produce high levels of airflow, which can supply oxygen to a fire and remove the suppression agent. Any suppression system must ensure the extinguishing agents can actually reach the myriad sources of a bus fire. The study, “Bus Fire Safety” outlined areas that fell into their separate reports. • Statistics of bus fires in Norway and Sweden between 1996 and 2004 • Fire tests of interior materials used in buses • Fire risks in buses • Test method for fire walls • Test method for fire suppression systems in engine compartments • Fire simulations • Full scale trials The full-scale testing shows that once flames reach the passenger space, flashover will occur within a short time. Current requirements for interior materials (UNECE regulation 118) only require them to pass a simple horizontal spread of flame test (FMVSS 302), which SP finds clearly insufficient, as even materials with poor fire performance can be approved. The fire safety requirements for other means of mass transportation such as trains, passenger ships and airplanes are considerably more stringent. Since the completion of the Bus Fire Safety research project SP has been engaged internationally as Swedish technical expert to present proposals for better test procedures for these materials at the United Nations Economic Commission for Europe (UNECE), the Working Group on General Safety Provisions (GRSG) in Geneva, Switzerland.
By Fredrik Rosén
2012 3030January January 2012
ABOVE: SP Fire Technology is developing a new method to test the efficiency of fire suppression systems intended for bus and coach engine compartments and will submit a proposal for a standard in April 2012 at the UN Safety Group for Vehicles (GRSG) in Geneva. This photo shows the engine compartment test rig for testing fire suppression systems for buses and coaches. RIGHT: The test rig being heated prior to a test.
BUSRide
e a global concern
or an international test standard for suppression systems U.S. research, legislation and insurance statistics
After the Wilmer bus fire in 2008 the Volpe National Transportation Systems Center carried out a study for the Federal Motor Carrier Safety Administration (FMCSA) to gather and analyze information regarding the causes, frequency and severity of motorcoach fires resulting from mechanical or electrical failure. Based on this study the U.S. Department of Transportation issued a Motorcoach Safety Action plan in which the National Highway Traffic Safety Administration identified the upgrading of motorcoach fire safety requirements as a safety priority in its evaluation of the need for a requirement to install fire detection and suppression systems on motorcoaches. NHTSA then initiated a two-year fire safety research program with the National Institute of Standards and Technology (NIST) and United Nations Economic Commission for Europe. Currently U.S. Federal regulations only require a bus to carry a small fire extinguisher. While there is no national requirement or standard for automatic fire suppression systems (AFSS) the possibility is slight that a fire extinguisher can provide adequate assistance in the event of a bus fire. Some states have gone so far as to impose their own requirements and some OEMs and operators have chosen to voluntarily install suppression systems. Florida, Georgia, Pennsylvania and New York have requirements for fire protection systems on wheelchair lift school buses and paratransit buses due to the need for additional evacuation time for these services. City transit buses have been using automatic fire suppression systems for more than 15 years. The American Public Transportation Association (APTA) formed its Bus Safety Working Group consisting of operators, OEMs and AFSS manufacturers to develop and publish standards and recommend practices relating to bus fire safety. Lancer Insurance Company, an insurer of buses and motorcoaches in the U.S., says the 20 to 25 bus fires on average reported each year are largely electrical, turbo or brake related. As a fire typically engulfs the engine compartment, without a fire suppression system the damages are often major. Lancer says the average cost of these fire claims is $80,000, taking into account the various ages and value of the burned vehicles.
Improvements in Sweden
Statistics from the Swedish insurance sector indicate that the introduction of requirements for fire suppression systems will significantly reduce number of total loss cases from bus fires. Prior to 2004 approximately six to seven complete burnouts of buses reported each year in Sweden started in the engine compartment. In 2004 Swedish insurance companies made a concerted action to require all insured buses be equipped with a fire suppression system in the engine compartment. Since then they say they have not received reports of any complete burnouts of insured buses due to such fires. Still, at least 40 percent of the buses in Sweden are non-insured or self-insured and lack suppression systems.
A new approach
Because no international standard presently exists for evaluating extinguishing systems in bus engine compartments, SP is preparing an international test standard on behalf of the National Road Authority in Sweden to apply when specifying requirements for the efficacy and function of such systems. The objectives of this project are to: • Create a safer environment for passengers and bus drivers worldwide, in par-
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Fire SUPPrESSION continued
ticular with respect to safe escape for vulnerable passengers, such as those with disabilities, the elderly and children. • Reduce the loss of property. • Design a standard that will evaluate the firefighting performance of different suppression systems in a well-defined, objective and comparable way. The focus is on testing the extinguishing capability and not fire detection. The testing only considers coaches with rear-mounted diesel engines and engine compartment ignition. SP will address alternative fueled buses in the near future. The draft method used for this research simulates warm and hot surfaces, ventilation, a complex geometry and a range of fire sources. The extinguishing system under consideration in the test chamber where the fire sources ignite individually or in concert
32 January 2012
undergoes different scenarios involving various fire sources, airflows, aperture sizes, and hot-surface temperatures. The position of the extinguisher nozzles for all test scenarios is fixed. The test results indicate the strengths and weaknesses of each system and if it has met the minimum standard requirements.
Design issues and challenges
The current situation is that local transit authorities prescribe the “performance requirements.” in their contract with transport providers. Clearly a standardized approach with broad acceptance would simplify the situation. Ideally this would be in the form of a UN ECE regulation. Alternatively an international standard with broad market acceptance could provide a basis for a level playing field for manufacturers. The many different types of systems on the market feature different extinguishing agents such as water mist, dry agent and aerosols, which all perform differently and all with pros and cons. Certain systems have challenges
concerning re-ignition protection while others may have difficulty with suppression of large or small hidden fires. Most systems work well in confined spaces where the concentration of the extinguishing agent remains high for a long period of time but have difficulty maintaining performance under the high airflow conditions often present in bus engine compartments. NOTE: Parallel to this project, a Reference Group with representatives from the suppression manufacturers, insurance companies, bus trade associations, transit authorities and bus manufacturers will present a draft proposal of a standard at the spring meeting of the GRSG group at UN ECE in 2012, with the intention to produce a revised updated international UN ECE Regulation No 107. All results will be presented next year at the FIVE (Fires in Vehicles) conference in Chicago Sept. 27 – 28, 2012. For more information visit: www.firesinvehicles.com. BR Fredrik Rosén serves as marketing manager for SP Technical Research Institute of Sweden, Department of Fire Technology.
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deliveries MOTOR COACH INDUSTRIES
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Hawkeye Stages Decorah, IA
Hawkeye Stages added a third MCI J4500 to its fleet. The 52-passenger coach sports a highly upgraded interior with seats of leather and fabric inserts. Safety features include electronic stability and automatic traction control, antilock braking and wide-ride suspension, as well as SmartWave tire-pressure monitoring and an Amerex fire suppression system. A Cummins engine and ZF ASTronic transmission provide the drive. Hawkeye Stages dates back to 1954. The company acquired its first MCI coach in 1980. The fleet of 26 coaches accommodates charters and luxury tours from several locations in Iowa.
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Royal Star Hawaii Honolulu, HI
Royal Star Hawaii added a dozen 2012 MCI J4500s to its “Aloha on Wheels� motorcoach fleet, which caters to an ecoconscious clientele. The coaches feature the Cummins and Allison package, three-point seatbelts and Amaya Brasil custom upholstery seats with self-retracting footrests, as well as a Bosch entertainment system. Royal Star Hawaii Vice President and General Manager Marc Rubenstein splits the fleet into two categories for deluxe and value conscious customers to offer a choice of vehicle prices and services that fit client needs.
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White Knight Coaches Columbia, MO
Former limo operators Tim and Ted Littell sees the two all black Van Hool C2045s for their White Knight Coaches as VIP limousines that will help serve the St. Louis, Kansas City, and Springfield markets. The fleet stands at 45 units and includes 25 motorcoaches, as well as entertainer buses and ultra-luxury coaches. The 57-passenger C2045s feature contoured parcel rack with the REI 22-inch flat screen monitors, satellite TV, wood grain flooring, Wi-Fi, 110-volt outlets and curbside perimeter lighting. The Detroit Diesel DD13 engine mates to an Allison transmission.
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The New Year brings new seating options Freedman and USSC announce 4ONE joint venture Freedman Seating, Chicago, IL, the family-owned seating manufacturing company for bus and truck markets, which Hyman Freedman founded over 100 years ago will introduce more new products and options in 2012 than any time in its 119-year history. For openers, Freedman unveiled its new GO Seat for small and mid-size buses in September at BusCon in Chicago, IL.
The Go Seat from Freedman is a new choice for small and mid-size buses. The Gemini is the new product of 4ONE, a joint venture between Freedman and USSC.
GO Seat is a modular design that allows preferential customizing.
The plastic back shell meets head impact criteria (HIC) requirements and is available in a variety of textures.
34 January 2012
BUSRide
The Freedman GO Seat is a modular design that allows preferential customizing. The lock-n-GO cushions allow replacement of the seat and back cushions in a matter of seconds, and the company says most components and accessories install easily after delivery. “The GO Seat will be available Q1 2012,” says Dan Cohen, Freeman vice president, sales. “This new product meets all applicable federal seat belt standards for two- or three-point seatbelt systems.” Freedman recently added a new online feature to its web site, Design Your Seat. “Operators can now view any of Freedman’s 100-plus in-stock fabrics and vinyls on three different seat models without having to imagine how a seating configuration will look in their vehicles,” says Cohen. “All they have to do is click and view.” Design Your Seat permits customers to experiment with a variety of insert and trim materials as well as cloth and vinyl combinations. Once a combination is chosen, the customer can save and print the design for future reference. Because more riders and operators have grown more concerned about germs and cleanliness, Freedman is also introducing Sanitized® Anti-Microbial grab rails, which the company says are the first anti-microbial grab rails available to the transit industry. Cohen says with the active ingredients molded into the material Sanitized® grab rails provide protection for the life of the bus. “The protection will not wear off or diminish over time,” he says. “Freedman will offer Sanitized® grab rails on its 3PT seats, Feather Weight seats, CitiSeats and 4ONE Aries and Gemini seats.”
4ONE unveiled its new collaborative product, the Gemini, in October at APTA Expo in New Orleans. According to USSC Group President Rick Klotz, this seat is the lightest transit seat made in North America. Using the latest pressure mapping technology, the company says it was able make the Gemini incredibly comfortable. Washington, D.C. Metro Area Transit Authority (WMATA) will equip 26 new Orion buses with the Gemini, scheduled for delivery later this year. Klotz says WMATA is the first transit property to get the Gemini. Each of the new units
will also feature two Q’Straint Q’Pod wheel chair restraint systems with VPRO II belts and, as well as the optional Sanitized® grab rails. Available in aluminum, stainless or painted carbon steel, the complete ADA compliant mounting package includes pedestals and cantilevers, transverse and longitudinal seats or transverse and longitudinal flip-up seats. The plastic back shell meets head impact criteria (HIC) requirements and is available in a variety of textures. BR
The plastic back shell meets head impact criteria (HIC) requirements and is available in a variety of stainless steel.
4ONE and the Gemini
4ONE is the name of the 50-50 joint venture between Freedman Seating and USSC Group, Exton, PA, to produce passenger seats for the heavy-and-medium-duty transit and bus and motorcoach markets. Founded in 1986, USSC Group designs and markets seating for myriad transportation markets and entered the bus seat market only in 2000.
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letter from europe By Doug Jack
BusWorld Kortrijk breaks all records
The latest generation of Neoplan Skyliner double deck coach.
Every second year for one week in October, the small city of Kortrijk in the west of Belgium becomes the global hub of the bus and coach industry. BusWorld began as a tiny local exhibition in 1971 and has nearly outgrown the Xpo Centre in Kortrijk. More than 340 exhibitors from 32 countries displayed, including 70 either complete vehicles or bodywork on chassis. An all-time record 31,680 visitors from 118 countries filled hotels in a 30-mile radius in spite of many parts of the world suffering severe economic problems. Busworld Kortrijk coincided with the birth of the seven billionth global inhabitant. All those people will travel during their lives, and that augurs well for the long-term prospects for buses and coaches. Headquartered in the Netherlands, the VDL Group secured the coveted “International Coach of the Year 2012� trophy with its New Futura coach family, chosen after a series of comparative tests by a jury of 17 European trade
36 January 2012
journalists. They were impressed with the overall build quality, especially the interior trimming. Its DAF (Paccar) engine and automated gearbox make the coach very driveable. Belgium-based Van Hool introduced a large stand of new products. Its new TX series replaces the popular T9 range of integral coaches. The new TX family features approximately 60 improvements compared with the previous T9 models, ranging from more aerodynamic styling to a number of safety and comfort features for drivers, tour guides and passengers. Two examples of Van Hool city buses were a hybrid bus for the principality of Monaco and the new ExquiCity Bus Rapid Transit vehicle in the form of an articulated trolleybus for the Italian city of Parma. Van Hool took orders for 140 of the new TX family before the show opened. On top of that, Megabus.com is taking delivery of 60 double deck coaches for its network in the United States, and ordered a further 80 similar vehicles for delivery in 2012, plus 11 for the
British network. Both Volvo and Scania launched new city buses. To save weight and improve fuel efficiency, Volvo built the underframe, front and rear frames of its Volvo 7900 in steel with the rest of the bus bolted aluminium. Scania builds its city buses in Slupsk in Northern Poland. The Citywide is available either with a full-length low floor and transversely mounted rear engine, or as a low-entry model with a conventional rear axle and the engine mounted vertically in line. Solaris celebrated 15 years of manufacturing buses in Poland. The company has a well-deserved reputation for innovation, including various types of hybrid buses, allelectric trolleybuses and vehicles that can run on compressed natural gas or biogas. The latter is particularly popular in Sweden because it is a totally renewable source of fuel. Solaris exhibited its Urbino Electric midibus, built to an overall length of just over 29 feet with a VosslohKiepe electric motor mounted at the rear, driving into the rear axle. Two packs of lithium-ion batteries mounted on either side of the motor capture and store electrical energy. Only the system’s power electronics and a legally required brake resistor mount on the roof. Solaris says this has a range of up to 70 miles when fully charged and can recharge in four hours. The company is working on plans to extend the range and reduce the recharging time. Another Solaris exhibit was an Urbino 18 Hybrid MetroStyle powered by an Allison parallel hybrid system originally developed for BRT systems in France. The doors are wider than normal, also super-single tires fit on the middle axle to give a wider interior gangway. Temsa, the Turkish builder, extended
BUSRide
the popular Safari coach family with a 45-foot tri-axle model. The company has also added city and surburban vehicles to its new MD range. Many of the structures are of stainless steel, which is increasingly popular in Europe because of its resistance to corrosion. Omer Sozutek, International Development Director, says Temsa is introducing 40- and 45-foot models to the United States, thus becoming the only manufacturer able to supply 35-, 40- and 45-foot length motorcoaches. The European Union will move to Euro 6 emission limits for new buses and coaches placed in service beginning 2014. MAN showed its popular Lion’s City bus with a Euro 6 engine. While these engines require larger cooling systems than the present generation, MAN showed the Euro 6 unit can be installed without any loss of space for passengers. Nowadays, Neoplan is a wholly owned subsidiary of MAN and concentrates on building top-end luxury coaches. One of the stars of the show was the fifth generation double deck Skyliner coach. This beautifully finished product will go into volume production early next year. Castrosua is a leading Spanish builder of city bus bodywork. Two years ago it developed its own complete integral hybrid bus. At Kortrijk it showed this bus with a gas fuelled engine developed primarily to meet the requirements of Madrid. Tata Hispano offered the same gas hybrid combination for Madrid. Another Spanish builder UNVI showed an open top double deck body
The new Scania Citywide bus has an aluminium structure.
BUSRide
The new Van Hool TX range includes this model with a ramped, theatre style, floor.
for city sightseeing mounted on an Alexander Dennis chassis with a BAE Systems hybrid drive. This is believed to be the first open top hybrid double deck bus built — at least in Europe. At present, many sightseeing services operate conversions of older double deck buses with older and more polluting engines, running most of the time in lower gears through historic city centers. The stop-start driving is ideal for hybrid technology. BMC, based in Izmir, Turkey, showed a hybrid low-floor city bus, with a Cummins engine and a Siemens drive system. Also from Turkey, Otokar had a large stand including a full lowfloor city bus fitted with a number of safety features, such as closed circuit television. The authorities in the main cities in Turkey are keen to reduce the large numbers of minibuses, which operate on fixed routes like shared taxis. They are a major cause of congestion and pollution, but it will be a gradual process to replace them with larger vehicles.
Though headquartered in France Iveco Irisbus is a wholly owned subsidiary of the new Fiat Industrial, which became operational January 2011. Its exhibits included a hybrid Citelis city bus with the BAE Systems drive. Following a series of demonstrations in several European countries, some of the first orders are from the Paris operator RATP. Mercedes-Benz and Setra occupied adjacent stands. Along with the Citaro city bus another important exhibit was a Travego luxury coach with a Euro 6 engine. Hartmut Schick, head of Daimler Buses was predicting a slight increase in his company’s sales in 2011, compared with the previous year, but said conditions in a number of markets were still difficult. Speaking of North America, he says the city bus sector is weak and there is no support for hybrid buses. On the other hand, coach sales have improved with Setra now able to offer two models in different market sectors. The third generation of MercedesBenz fuel cell buses with hybrid drive systems are running in Hamburg, with more due to enter service shortly in Switzerland and Italy. The company says the fuel cells are more efficient and therefore vehicles require fewer storage tanks. I stayed in Busworld Kortrijk for the duration but still did not have enough time to get around to all the exhibitors. The next edition is in October 2013, which gives BUSRide readers time to start saving to come to Belgium and this incredible exhibition. Doug Jack is with Transport Resources in the United Kingdom.
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The 2011 BUSRide MotorVision Competition The 2011BUSRide MotorVision Competition invited entries and votes from BUSRide readers to showcase the industry’s best wrapped rolling stock Believing the public does judge buses and motorcoaches by their cover, BUSRide and presenting sponsor of the motorcoach category, OAI, the out-of-home advertising and graphics firm based in Miami, FL, actively encourage and highlight the most compelling creative and striking bus wraps on the road through this annual competition.
The winning motorcoach entries are: Anderson Coach and Travel, Greenville, PA Installer: Turbo Images
Premier Coach Company Milton, VT Installer: Turbo Images
Ayr Coach Lines Waterloo, ON, Canada Installer: Creative Edge Signs and Graphics
Cyr Bus Line Old Town, ME Installer: Team Imaging
Cali Party Bus San Francisco, CA Installer: Cali Party Bus 38 January 2012
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Parking lot dings
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are the tip of an expensive iceberg A minor dent proves more than a minor inconvenience By Stephen Evans
H
owever insignificant they may seem on the surface, parking lot dings and maintenance yard mishaps are serious business. Too often sloughed off as a minor inconvenience, they actually manifest as a major drain on the company. Unreported parking lot collisions are like an iceberg where only a fraction of the problem is showing above the waterline. Transit agencies and bus operators often accept minor and unreported collisions as just coming with the territory, where drivers and inexperienced technicians are maneuvering commercial vehicles in tight spaces and parking lots. Without an investigation or follow-up report, the costs of such an incident are often simply absorbed into the administrative and maintenances ledgers.
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Pa rk ing lot dings continued
Unreported parking lot collisions are like an iceberg where only a fraction of the threat is showing above the waterline. Too often sloughed off as a minor inconvenience, they actually manifest as a major drain on the company.
42 January 2012
What the operator sees on the surface are only the most direct costs of an accident. They can be substantial when they include towing, adjusters, clean-up, repairs to damaged vehicles and property, as well as associated medical costs and legal fees. Meanwhile, all the indirect costs are lurking below the surface. They result from investigations, equipment downtime, increased insurance premiums, a loss of production, not to mention additional administrative time spent on phone calls and extra paperwork that comes with filling out accident reports. Above the waterline are the insured costs; below are the often greater uninsured costs of damage to property and miscellaneous expenses. The costs above and below the waterline add up to the real cost of an accident, which can be measured and controlled. Quite often operators do not take action in such accidents, or they wait to make repairs because the damage does not warrant taking the vehicle out of service. But that is to ignore the threat. These small but significant accidents take place every day, particularly in larger companies. Unreported parking lot accidents should be managed with as much focus and resources as a company would use with higher profile crashes. One large bus transportation company started capturing parking lot damages and quickly realized it had experienced no less than 164 incidents in the first six months at an estimated cost of $267,727, or $1,600 per unreported incident. Projecting that rate of accidents over a full year—328 unreported collisions—with $535,454 estimated damages managed at 10 percent margin, produces these scenarios: Scenario I: just the tip; no hidden costs under water —With an estimated $535,454 needed to cover costs “above the waterline,” the operator would require $5,354,540 in revenue. Scenario II: for every $1 showing $1 is hidden — One-to one direct vs. indirect costs would require $10,709,080 in revenue to cover damages. Scenario III: for every $1 showing $3 is hidden — One to three
direct vs. indirect costs would require $21,418,816 in revenue to cover damages. In this particular company, everyone knew from training what their role and duties would be when a major collision occurred, but with these smaller, and slyly expensive minor accidents, no one knew what to do, or if they needed to do anything. Armed with this more focused view of minor accidents, the company reviewed its policies and procedures and instituted several changes. Today: • The company frequently monitors video surveillance and drives cams. • Dispatch issues and checks preand post-trip damage cards. A driver with too many points could be suspended. • Daily walk-around inspections have been improved with inspectors being more careful to note new damage on damage cards. • Drivers and technicians receive more training and orientation to drive slower and more carefully, to avoid backing up as much as possible, and to use back-up cameras where possible. • Drivers rely on spotters in tight spaces and never ask for or accept assistance from a customer or passenger on the bus. • Where possible, the company established one-way drive routes and reversing policies that require alerting dispatch before backing up alone. One last piece of advice to help reduce the cost of parking lot dings is to ensure the recognition of this problem and the policies to police it match with the core values of the company and its employees. Everyone must be accountable. Employees cannot cover one another for an accident or mishap they would normally consider minor and not worth mentioning, particularly when they know integrity is a stated core _ _ _ _value _ _ _ of _ _the _ _company. _ _ _ _ _ _ BRM _________ Stephen Evans serves as Vice President of Safety, for Pacific Western Group of Companies, Calagary, AB, Canada, and as Secretary, Bus Industry Safety Council (BISC).
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THE REAL COSTS OF ACCIDENTS CAN BE measured and controlled
1
$
5 50
$
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INSURED COSTS • Medical • Compensation
UNINSURED COSTS • Medical • Compensation
UNINSURED PROPERTY DAMAGE COSTS
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UNINSURED MISCELLANEOUS COSTS
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• Items such as hiring and training, replacements, investigation time, etc. Wages paid to injured for lost time; wages paid to injured other than compensation; overtime costs; extra supervisor’s time; decreased output of injured worker on return; cost of training new worker; cost of hiring back-up worker; clerical time.
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products & services
Auxiliary heater maintenance guarantees comfort It is never too late to inspect and repair By Michael Zonca January is not too late to address preventive maintenance on the auxiliary fuel-fired coolant heater to achieve maximum comfort and reliability throughout the winter months. Spheros North America, Inc., a global manufacturer of auxiliary heaters, offers these tips on seasonal maintenance for many types and makes of auxiliary heaters. It is best to inspect auxiliary heaters, coolant pumps and related systems for proper functioning before winter sets in, all of which could possibly use a tune up or basic preventive maintenance. An early thorough visual inspection of the heater mounting hardware, coolant lines, fuel lines and electrical wiring done allows plenty of time to make any necessary adjustments and repairs before the weather turns cold. Replace any fuel filters or air filters at least once a year. Most large capacity heaters will require some internal maintenance such as cleaning the combustion tubes and inside surface of the heat exchanger to remove accumulated carbon deposits. Some heaters will also require annnual replacement of the fuel atomizing nozzle. Check the area around the heater for accumulated debris. Also take a good look at the exhaust tubing for damage or blockage. If the heater is equipped with air intake tubing, it will need to be inspected as well. Take note of any uncovered issues and set a course of action for repair. Keep those vehicle batteries in top condition. Your heater will not perform at its optimum level if it cannot get the power it needs. Clean the battery terminals and surfaces of contamination and keep connections protected with an application of a dielectric compound to ward off corrosion. After completing all visual inspections and making any needed repairs, run the auxiliary heater to further diagnose its present operating condition. Various heater manufacturers offer diagnostic tools to aid in the detection of problems.
The Spheros Thermo Series heater should be run periodically throughout the year to keep the moving parts lubricated and fresh fuel in the fuel system.
The Spheros Thermo Test tool and software for the Thermo Series heaters connects to a laptop computer and allows the technician to view and test all internal systems. Auxiliary heaters should be run periodically throughout the year. To keep the moving parts lubricated and fresh fuel in the fuel system the recommendation is to run the heaters for a minimum of 20 minutes at least once monthly during the off season. Technical documentation for Spheros products is available for free download at http://international.spheros.de/ Service.Technical_Documents.aspx. Many auxiliary heater manufacturers support their products with technical manuals and related documentation. Most are available at their respective web sites. If at any time the instructions appear unclear or if there are questions about the documentation for the auxiliary heater, or about the equipment, contact the manufacturer’s authorized trained specialists for professional advice and assistance. BRM
________________________________________ Michael Zonca provides technical customer service for Spheros North America Inc., a developer and manufacturer of heating systems, air conditioners and roof hatches. Contact him at technical@spheros.us
Ridewell releases a new disc brake axle This new Ridewell brand axle is available with Wabco PAN 22 air disc brakes, and has the following features: • 5-inch diameter axle, .59-inch wall (.75-inch available) • Parallel spindle • Hub piloted, 11.25-inch diameter bolt circle, long stud for aluminum wheels • Axle beam rating - 23,000 pounds with .59-inch wall and 25,000 pounds with .75-inch wall Standard 71.5-inch and 77.5-inch track disc brakes axles will be stocked and available for immediate delivery. Custom track widths are available.
January 2012 2012 4444 January
Ridewell manufactures suspensions for the truck, trailer, bus, and RV industries. The company supplies the North American community and many other countries worldwide. For more, contact www.ridewellcorp.com.
BUSRide Maintenance BUSRide
The new Nord-Lock wheel nut helps save lives It is fact that conventional wheel nuts used on heavy vehicles come loose. When it happens, wheels dislodge and cause accidents that result in property damage, personal injuries and fatalities. In the United States, the National Transportation Safety Board (NTSB) reports about 20 accidents per week from wheel detachments, an estimated rate of 1,000 per year. Even in cases where the wheel does not dislodge, loose wheel nuts can: • Jeopardize delivery efficiency and vehicle productivity • Increase fuel consumption and tire wear due to the effects of unbalanced wheels • Increase costs of spare parts due to increased wear of the wheel assembly • Increase operational costs from damage, repair, and possible fines or insurance claims • Damage the image and safety record of the vehicle owner. Nord-Lock says its wheel nut with lock wedge-locking technology eliminates this unintentional loosening, which is the primary cause of wheel loss and will be available this spring. The company says the Nord-Lock wheel nut safely
46 January 2012
secures wheels by maintaining a high clamp force even under severe operating conditions. Each nut incorporates a pair of washers with cam faces on one side with a cam angle greater than the thread pitch. On the opposite side radial teeth grip and lock the mating surfaces as the wheel nut tightens, allowing movement only across the cam faces. This wedge effect of the cams blocks any rotation of the wheel nut. Once tightened, the Nord-Lock wheel nut cannot loosen by itself. The Nord-Lock patented wedge-locking technology has been in use on millions of bolted applications for over 25 years worldwide. The product complies fully with EU directives 2000/53/EC for the End of Life Vehicles (ELV) and 2002/95/EC for the Restriction of the use of certain Hazardous Substances in electrical and electronic equipment (RoHS). Nord-Lock says the easy to install product suits standard flat-faced steel rims, M22x1.5 stud. The company says it has been thoroughly tested in laboratories as well as under extreme and normal operating conditions with no detection of rotation or loosening. BR
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people in the news Proterra, the OEM of zeroemission commercial transit buses, appointed David Bennett as chief executive officer during the 2011 APTA EXPO. Bennett brings significant experience in the power unit and vehicle David Bennett industry, serving most recently as vice president of business development for the industrial sector for Eaton. Bennett brings experience from operational and corporate managerial roles with Honeywell and General Electric.
After a competitive search, IndyGo, Indianapolis, IN, announced Mike Birch as its new Director of Human Resources. Birch has been with IndyGo for the past 16 years in numerous roles within the organization, beginning as a road supervisor and most recently as Director of Security, Safety & Training in the Operations Division. Vanguard ADA Systems announced
the addition of Casey Brewer as its Marketing & Graphics Director for the Vanguard Detectable Warning and DisposaCone brands. Dr. Andreas Esser has taken over management of the Commercial Vehicle Tires business unit, which was organizationally integrated into the Tires Division in August at Continental in Hanover, Germany.
Paul Ballard, CEO of the Nashville Metropolitan Transit Authority (MTA), received a transportation award for exceptional leadership during the 30th annual Awards for Artists with Disabilities in October. Ballard Paul Ballard was instrumental in creating an outstanding fullyaccessible transit system. Capital Metro, Austin, TX, hired Dan Dawson as vice president of marketing and communications. He will play a key leadership role in implementing Capital Metro’s new strategic plan. Dawson spent the last 10 Dan Dawson years as customer relations manager for Big Blue Bus, Santa Monica, CA.
BUSRide
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MARKETPLACE • MARKETPLACE • MARKETPLACE • MARKETPLACE 48
RFP
PARTS
KITSAP TRANSIT K.T. No. 11-427 Invitation for Bids Worker Driver Accessible Bus Fleet Kitsap Transit, the public transportation provider in Kitsap County is requesting bids from firms or private owners interested in providing a quantity of up to eight (8) used accessible lift equipped MCI 102D3 motor coaches, model year 1994 through 2001, or approved equal. Kitsap Transit reserves the right to reject any and all bids without cause and to waive any informalities or irregularities. Kitsap Transit in accordance with Title VI of the Civil Rights Act of 1964, 78 Stat., 252.42 U.S.C. 2000d to 2000-4 and Title 49, Code of Federal Regulations Department of Transportation, subtitle A, of the Secretary, Part 21, nondiscrimination in federally assisted programs of the DOT issued pursuant to such Act, hereby notifies all bidders that it will affirmatively insure that in any contract entered into pursuant to this advertisement, disadvantaged business enterprises will be afforded full opportunity to submit bids in response to this invitation and will not be discriminated against on the grounds of race, color or national origin in consideration for an award. The contract shall be subject to financial assistance by Kitsap Transit from the Federal Transportation Administration. Copies of the Invitation for Bids may be obtained by contacting Kitsap Transit at 360-478-6220, or at 60 Washington Ave., Suite 200, Bremerton, WA 98337, by email from ktpurchasing@ kitsaptransit.com Bids will be accepted until 2:00 p.m. PST on January 20, 2012.
PART
January 2012
BUSRide
MARKETPLACE • MARKETPLACE • MARKETPLACE • MARKETPLACE
BUSES FOR SALE
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January 2012
BUSRide
SHELTERS
LIFTS
the backseat
ABA Foundation gives through scholarships and research
Marketplace 2012 set for Grapevine, TX in January By Glenn Swain
Abigail Denke will receive her ABA Foundation scholarship during Marketplace 2012.
50 January 2012
After the death of American Bus Association President and CEO George T. Snyder Jr. in November 1995, ABA officials searched for a way to pay homage to the man who had also served as the organization’s general manager and executive vice president. Snyder was dedicated to supporting education for others, so the answer became clear. Under the leadership of Snyder’s successor, Peter Pantuso, the American Bus Association Foundation was formed with the mission of supporting industry families with scholarship programs to help them achieve the goal of a college education. “He was very interested in creating educational opportunities for people,” Pantuso says of Snyder. “We decided a foundation was a good way to honor him.” Six categories with 20 separate scholarships became available for students. Since 1997 the George T. Snyder, Jr. Endowment Fund has helped more than 200 students with approximately $500,000 in scholarship money. Out of the 20 scholarships, 11 require a major relating to transportation and tourism. An objective third-party vetting process reviews individual merits and decides who receives the scholarships. About six years ago the foundation began to think of itself as a research tool for the motorcoach/intercity bus industry. In collaboration with research partners, the foundation compiles and publishes a wide range of research findings, reports, comparison studies, and industry census data uniquely focused on the group travel industry. The large resource of information enables users to enhance their competitive strengths and leverage fact-based knowledge of the group travel industry to retain and attract new market segments, anticipate market changes, refine best practice policies and more. “Our focus on the research side really came into existence as a function of necessity,” says Daniel Hoff, policy manager and director of the ABA Foundation. “It was
hard to talk to people about how important the industry is. This is a $112 billion industry with a million jobs in the supply chain. On average there are 745 million passenger trips. Until we had the foundation’s time, effort and money behind all of these questions, there was really nothing for us to say.”
Marketplace in Grapevine
ABA Marketplace 2012 convenes Jan. 6-10 in Grapevine, TX. Marketplace is the premier business event for the group travel industry that brings buyers and sellers face-to-face in prescheduled seven-minute appointments. In addition to this quality time, Marketplace offers professional education seminars to update more than 320 operator companies on the latest issues, developments and best practices within the motorcoach and travel tour industries. Buyers have a maximum of 174 appointments throughout the week with each of the Seller groups. Sellers have a maximum of 58 appointments scheduled in two of the six available sessions. Marketplace kicks off with “Kick It Up In Cowtown,” an evening event at the Fort Worth Stockyards sponsored by the Fort Worth CVB, Stockyard Station and Championship Rodeo at Cowntown Coliseum. Education seminars, luncheons, city tours, opening and closing celebrations and other evening events are on-going throughout Marketplace week and open to all registered delegates. “We are very excited about having Marketplace 2012 in Grapevine, Texas,” says Pantuso. “This is our second Marketplace in the Dallas/Fort Worth Metroplex and everyone we have worked with has been very supportive and we always appreciate the fine Texas hospitality. We look forward to meeting many of our longtime friends at Marketplace and making new ones, especially as the motorcoach and travel industry is expanding.” During the event the ABA Foundation will honor 18-year-old Abigail Denke with a $10,000 scholarship. Denke is now in her first year at Villanova University pursuing a liberal arts degree. BR
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