National Bus Trader Volume XLIV, No.1

National Bus Trader

The Magazine of Bus Equipment for the United States and Canada Volume XLIV, No. 1

December, 2020

Serving the bus industry since 1977.

Visit us at www.busmag.com.

• Keolis Moves People • Are Mergers the Answer?

• Time to Choose a Strategy • Now is not the Time to Skip on Bus Maintenance

Toward a safer future

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National Bus Trader The Magazine of Bus Equipment for the United States and Canada STAFF Editor & Publisher Business Manager Typesetting/Page Layout Production/Design/Web Photographer

CONTRIBUTORS Safety and Liability

Volume XLIV

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

Number 1

December, 2020

Features Keolis Moves People (by Larry Plachno) . . . . . . . . . . . . . . . . . . . . . .13

Are Mergers the Answer? (by Larry Plachno) . . . . . . . . . . . . . . . . . .18

A Lesson from the Sea – Time to Choose a Strategy (by Dave Millhouser) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22

POSTMASTER: Change of Address: Advertising:

Affiliations and Memberships:

Now is Not the Time to Skip on Bus Maintenance (by Amy Nixon) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24 OTHER ARTICLES

The Small Business Reorganization Act – A New Option in Bankruptcy (by Larry Plachno) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26

Cover Photo

Departments

THE Magazine of Bus Equipment for the United States and Canada.

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National Bus Trader / December, 2020 • 3

Equipment News

MCI’s battery-electric buses have been approved by the California Air Resources Board for a voucher of $150,000 for each of these coaches sold in the State of California. Included are the MCI D45 CRTe, the MCI D45 CRTe LE and the J4500e models. Shown here is the MCI D45 CRTe LE model that offers a lower entry door to easily accommodate mobility devices.

MCI Battery-Electric Coaches Approved in California Motor Coach Industries (MCI), a subsidiary of NFI Group Inc. (NFI), one of the world's largest independent global bus manufacturers, on October 15 announced that MCI battery-electric D45 CRTe, D45 CRTe LE, and J4500e coaches have been approved by the California Air Resources Board (CARB) for the Hybrid and Zero-Emission Truck and Bus Voucher Incentive Project (HVIP). All three models have been approved for the highest allowable voucher of $150,000 for each MCI battery-electric coach sold in the state of California.

The approval adds to the existing NFI zero-emission heavy-duty transit buses eligible for vouchers, including New Flyer’s 35-, 40-, and 60-foot Xcelsior CHARGE™ battery-electric and 40- and 60-foot Xcelsior CHARGE H2™ fuel-cell electric buses.

Vouchers for New Flyer’s heavy-duty transit buses range from $120,000 to $300,000 per bus, depending on the model.

4 • National Bus Trader / December, 2020

The HVIP program was launched in partnership between CARB and CALSTART to help accelerate early market introduction of clean, low-carbon hybrid and electric vehicles, and is accomplishing this by alleviating the higher incremental cost of advanced vehicles with its innovative voucher incentives.

“New Flyer has supported California’s zero-emission adoption for years, and today we expand our mass transit bus offering with HVIP eligible MCI coaches," said Chris Stoddart, president, New Flyer and MCI. “Building on decades of New Flyer’s electric bus design, engineering, supply chain and manufacturing expertise, both the MCI J4500e and all-accessible MCI D45 CRTe LE battery-electric coach models can offer sustainable transportation, eliminating emissions while delivering high-capacity commuter transit through and between urban destinations. MCI electric coaches use high-torque electric drive systems for operation at highway speeds, have long-

distance range applications and deliver plug-in battery charging to 100 percent in less than four hours.”

By alleviating some of the upfront acquisition costs of battery-electric coaches, operators in California can transition their existing fleets faster to fully sustainable propulsion, enabling an exciting step toward a clean air future creating more livable communities and is a win for everyone.

MCI electric coaches are powered by American-made XALT batteries and integrate the design, performance and technology of New Flyer’s zero-emission transit buses, while leveraging New Flyer Infrastructure Solutions™ to deliver smart charging that supports successful electric coach deployment.

CARB is part of the California Environmental Protection Agency and is the clean air agency committed to building a greener future. Through its administration of the HVIP

Equipment News program, CARB has catalyzed electric adoption in the region, with a projected achievement of reducing greenhouse gases in California by 40 percent by 2030. CARB helped deploy more than 4,000 vehicles and low NOx engines from more than 7,000 vouchers that have been funded since 2009.

CALSTART is a member-based national nonprofit focused on building a high-tech clean-transportation industry that creates jobs, cuts air pollution and oil imports, and curbs climate change. It works with the public and private sectors to remove barriers to innovation and drive the industry to a clean and prosperous future.

New Flyer and MCI have been leading innovation in mobility for 90 years, today supporting North American cities with sustainable buses and coaches, technology and infrastructure. Together, they also operate the Vehicle Innovation Center, the first and only innovation lab of its kind dedicated to advancing bus technology and providing workforce development through electric bus training, now available online. New Flyer and MCI are also currently developing automated technology to improve safety in public transit.

In July 2020, NFI announced it was combining the New Flyer transit bus and MCI motorcoach businesses.

With 9,000 team members in 10 countries, NFI is a leading global bus manufacturer of mass mobility solutions under the brands New Flyer® (heavy-duty transit buses), MCI® (motorcoaches), Alexander Dennis Limited (single- and double-deck buses), Plaxton (motorcoaches), ARBOC® (low-floor cutaway and medium-duty buses), and NFI Parts™.

NFI currently offers the widest range of sustainable drive systems available, including zero-emission electric (trolley, battery and fuel cell), natural gas, electric hybrid and clean diesel. In total, NFI supports its installed base of more than 105,000 buses and coaches around the world.

MCI is North America's leading public and private market motorcoach brand, building the J4500 (an industry best-seller for over a decade), the all-new 35-foot J3500 model and the workhorse D-Series including the ADA-accessible MCI D45 CRT LE Commuter Coach and the battery-electric, zeroemission D45 CRTe LE. MCI also provides maintenance, repair, 24-hour roadside assistance, parts and technician training through the industry's only Automotive Service Excellence (ASE) accredited MCI Academy.

CCW Receives Award from Capital Area Transit Complete Coach Works (CCW) announced on October 25 it was recently awarded a contract from Capital Area Transit

CCW has been awarded a contract from Capital Area Transit to rehab 60-foot articulated buses. These longer buses will provide more space for riders and will enhance social distancing. Work includes new driver seats, reupholstered and repainted passenger seats, new interior and exterior LED lighting and ADA-compliant wheelchair ramps.

(CAT) to supply two rehabbed 60-foot articulated New Flyer buses.

In the post COVID-19 world, agencies such as CAT seek ways to mitigate the risk to its passengers and drivers. In doing so, CAT has partnered with CCW to provide them with the utmost protection and deliver a more comfortable passenger and driver experience. The 60-foot articulated vehicles will provide more space for riders to enhance social distancing. The rehabbed buses will also improve the reliability of bus service throughout Harrisburg, Pennsylvania.

“We recently earned the American Public Transit Association’s Health and Safety Commitment seal. It means we are committed to keeping transit safe during COVID-19. Riders rely on us and it is our shared responsibility to assist in protecting them. If we can add any more space to the vehicles to increase distancing between passengers, then that’s the right course of action. We are an essential service and it’s critical that we keep the region moving forward,” states CAT Executive Director Richard H. Farr.

Work will be performed at CCW’s headquarters located in Riverside, California.

The buses will be equipped with Cummins Recon ISL engines and rebuilt Allison transmissions. Upgrades include new driver seats, reupholstered and repainted passenger seats, new interior and exterior LED lighting and ADA-compliant wheelchair ramps.

Additional work includes new brakes and suspensions, steering components and destination signs.

“CCW looks forward to our ongoing partnership with Capital Area Transit,” states

Brad Carson, director of sales and marketing of CCW, “Our top concern is ensuring our customers can provide safe and reliable transportation, in a cost-effective manner, during this unprecedented time. We believe these buses will be a great addition to their fleet. We commend CAT in taking extra precaution for the safety of their riders and the community it serves.”

Complete Coach Works is the largest bus remanufacturing and rehabilitation company in the United States, with more than 30 years in the transportation industry. A pioneer in the field of alternative fuel and hybrid vehicle technology, CCW has always worked to provide clean vehicles through innovative design and engineering, and it unveiled the world’s first remanufactured all-electric, battery-powered bus in 2012. For jobs of any size, CCW’s team of more than 350 experts always provides cutting-edge products and exceptional customer service.

Capital Area Transit (CAT) also known as the Cumberland-Dauphin-Harrisburg Transit Authority, is a regional public transportation agency that operates bus and shared ride/paratransit services in the Harrisburg, Pennsylvania metropolitan area. CAT's shared ride/paratransit operations serve residents throughout Dauphin County.

ZF Takes the Fast Lane to Mobilize Commercial Vehicle Intelligence ZF is poised to be the leading technology partner to the commercial vehicle industry with the addition of WABCO’s capabilities.

The company is playing a pivotal role in the industry’s drive towards a more sustainable, connected and safer future. With a clear focus on reducing CO2 emissions and National Bus Trader / December, 2020 • 5

Equipment News enhancing safety standards, ZF is also at the forefront of delivering the next level of vehicle automation and digital connectivity.

Recent applications and technology advancements were showcased recently by the leading commercial vehicle technology systems supplier at a digital press event in the ZF Forum.

Building on its recent acquisition of WABCO, ZF is accelerating the development of its product and systems portfolio to enable intelligent commercial vehicles. This includes an industry-first autonomous trailer coupling function and energy-saving trucktrailer combination.

EU requirements for manufacturers to reduce new commercial vehicle CO2 fleet emissions by 15 percent before 2025, increasing to 30 percent by 2030, makes ZF an invaluable partner to the commercial vehicle industry as demand for electric drive trains in buses and trucks grows exponentially. In addition, the EU requires new driver assistance systems approvals from 2022 exponentially. In addition, the EU requires new driver assistance systems approvals from 2022 and, from 2024, for new registrations to include advanced blind spot warning systems.

With the integration of WABCO’s leading advanced driver assistance and fuel-efficiency systems into its existing technology range, ZF is demonstrating the advantages of a complete and unique product portfolio

for trucks, buses and trailer OEMS as well as fleets.

"WABCO is a perfect strategic match for ZF and has enabled us to accelerate our global leadership as a future-oriented, full-range technology supplier and systems integrator serving the commercial vehicle industry,” said Fredrik Staedtler, head of ZF’s Commercial Vehicle Control Systems Division.

“With a clear aim of making mobility and transport cleaner, safer and efficient, we are mobilizing commercial vehicle intelligence to support customers worldwide. Just four months after acquiring WABCO, we have made substantial progress in implementing new development projects bringing together our significant combined system competencies.”

“When it comes to transformative solutions for the next generation of commercial vehicles, we are at full speed," added Andreas Moser, Head of ZF’s Commercial Vehicle Technology Division. “As a result, we can highlight new innovations such as the fuel-saving truck-trailer prototype, designed for energy-efficient driving. It combines a lightweight design and aerodynamics with optimized chassis space offering major benefits for future electrification strategies.”

ZF has also accelerated its successful commercial vehicle electrification program. ZF’s AxTrax AVE electric axle has

ZF’s recent acquisition of WABCO has moved it into the fast lane to mobilize commercial vehicle intelligence. ZF has been providing electric drive trains for buses and trucks to reduce emissions and pollution. Shown here is an Irizar coach with a ZF EcoLife transmission being demonstrated at an event at a ZF test track in Aachen, Germany.

been in daily operation for a number of years and, this year, the Group will start volume production of the CeTrax electric central drive. By 2023, a complete modular electric drive kit, with axle and central drives, will be established for buses and trucks of up to44 tons. As with other ZF electric systems, it will be open to technology, meaning it can be combined with a battery or fuel cell, for example.

ZF can now also extend its electrification expertise to trailers with the eTrailer. This semitrailer, with integrated electric motor, can convert the conventional truck it is coupled with into a hybrid vehicle that consumes up to 16 percent less fuel. In addition, with the e-trailer, traction and acceleration improve while noise level and brake wear decrease.

ZF also demonstrated at today’s event how taking a future-forward approach to enhance commercial vehicle safety. Featured technology included the industry’s first fully automated coupling assistant which enables trucks to find their allocated trailer autonomously and engage automatically. Another innovation, Advanced Reversing Assist, a further enhanced reversing assist function for trucks was also revealed. - Both solutions help to reduce the risk of accidents, offer depots increased operating safety and efficiency while reducing the risk of time delays and repair costs that are typically associated with maneuvering damage.

For automated vehicle operations, advanced vehicle motion control based on WABCO’s ADOPTTM (Autonomous Driving Open Technology) software platform increases safety, efficiency and operational productivity. The ADOPT framework applies ZF’s expertise in Autonomous Driving and Artificial Intelligence to the commercial vehicle world, helping to simplify and accelerate the development of Automated Driving applications for Virtual Drivers (Autonomous Driving Artificial Intelligence). It is specifically designed to support automated driving modes by providing instant, precise maneuvering and stable vehicle control in response to "real world" automated driving.

ZF is also reinforcing its capabilities in digitalization and vehicle connectivity to better serve the commercial vehicle fleets sector. The extended and integrated offering of truck, bus and trailer technologies provides ZF with broad access to a rich reservoir of vehicle systems data, which in technologies provides ZF with broad access to a rich reservoir of vehicle systems data, which in turn power its growing portfolio of cloudbased applications and services to further optimize fleet efficiency and safety.

6 • National Bus Trader / December, 2020

Equipment News New Flyer Buses for Columbus, Ohio New Flyer of America Inc. (New Flyer), a subsidiary of NFI Group Inc. (NFI), one of the world’s leading independent global bus manufacturers, recently announced that the Central Ohio Transit Authority (COTA) has exercised options for two Xcelsior CHARGE™ battery-electric, 40-foot, heavyduty transit buses. The order includes two ABB depot chargers and commissioning by New Flyer Infrastructure Solutions™ to support electric bus deployment and infrastructure development in Columbus, Ohio.

The purchase – part of a two-year contract with options to purchase an additional eight zero-emission Xcelsior CHARGE™ buses and supported by Federal Transit Administration (“FTA”) funds – furthers COTA’s five-year Strategic Plan to improve customer experience, provide mobility options, achieve organizational excellence, and prioritize the use of data and analytics.

“New Flyer has proudly delivered more than 135 transit buses to COTA since 2001,” said Chris Stoddart, president, New Flyer.

“In addition to significantly reducing greenhouse gas emissions, New Flyer’s batteryelectric Xcelsior CHARGE™ buses can save up to $125,000 in maintenance costs and

8 • National Bus Trader / December, 2020

up to $400,000 in fuel costs over its 12-year lifespan.”

COTA is the public transit agency serving the Columbus metropolitan area and operating fixed-route buses, bus rapid transit, micro transit and paratransit services, delivering more than 19 million passenger trips annually. In 2018, COTA received the Outstanding Public Transportation System Achievement Award from the American Public Transportation Association (APTA). The same year, Columbus received a Smart City award from the U.S. Department of Transportation for its vision of reinventing mobility to improve quality of life, growth in the economy, better access to jobs, and greater sustainability.

In 2020, COTA again received APTA’s Outstanding Public Transportation System Achievement Award, securing the recognition twice in three years.

New Flyer has been leading innovation in mobility for nearly 90 years, and today supports growing North American cities with sustainable buses, technology and infrastructure. It also operates the Vehicle Innovation Center, the first and only innovation lab of its kind dedicated to advancing bus technology and providing essential workforce development through

electric bus training. New Flyer was the first bus manufacturer in the world to sign on to the Shared Mobility Principles for Livable Cities and is currently developing automated bus technology to improve safety in public transit.

Keolis Extends Operations in Southern California On October 1, Keolis Transit America (KTA), Keolis North America’s subsidiary, started operating the Victor Valley network in San Bernardino County, Southern California, for which the contract was awarded by Victor Valley Transit Authority (VVTA) on September 13.

The contract, worth approximately $130 million, gives Keolis responsibility to operate and maintain 114 buses, 89 of which run on natural gas, and three of which are electric, for a period of five years with the option to extend it for an additional five years.

With this new contract, Keolis will carry an additional three million passengers per year and welcome 240 new employees to its workforce. Operating buses, commuter rail, on-demand transport, paratransit and autonomous electric vehicles in the U.S. since 2010, the VVTA contract represents

Equipment News another step in the growth of Keolis’ North American footprint.

Victor Valley Transit Executive Director Kevin Kane stated: “Here at VVTA we look forward to a long and successful partnership with Keolis. VVTA is at the forefront of providing innovative mobility options to the High Desert communities and we feel Keolis is at the forefront of providing professional transit services that will meet and exceed our expectations.”

Keolis Group International CEO Bernard Tabary said: “We are pleased to partner with VVTA and contribute our expertise in

bus operations and maintenance from across the United States and Canada, as well as around the world. And we are particularly proud to have managed the handover in a short time of 17 days. Our aim is to provide Victor Valley residents and visitors with a reliable, safe and on-time service whilst introducing innovations which deliver tangible improvements to the passenger experience.”

The bus network of Victor Valley, located in the Mojave Desert in San Bernardino County, covers 590 square miles and features 26 lines and two main transit centres.

Keolis extended its operations in southern California on October 1, 2020. On that day, Keolis Transit America began operating the Victor Valley Network in San Bernardino County. The operation includes 114 buses and a staff of 240. The fleet includes 89 natural gas buses and three electric buses.

It encompasses several southern California towns such as Adelanto, Apple Valley, Barstow, Hesperia and Victorville, which are home to a combined total of 450,000 residents.

Keolis will operate and maintain a fleet of 114 buses and two vans which will carry more than three million passengers per year.

The fleet’s two vans and 47 buses are adapted to the needs of passengers with reduced mobility. The buses will be parked and maintained in two depots, located in Hesperia and Barstow.

Keolis offers VVTA a data-driven approach to performance management that includes transparent reporting through a visualisation room, used to review the status of operations in real time, and a proprietary Dispatch Control System (DCS) for optimal driver scheduling and vehicle readiness.

Winning this contract confirms Keolis' current growth in the U.S., where in June 2020 the group won extensions to its contracts to operate commuter trains serving Boston and Washington D.C. and their surrounding areas, and in July 2020 it won a bus contract in Virginia.

Keolis’ 5,000 employees in the US operate and maintain buses, coaches, vehicles for people with reduced mobility and commuter rail services in 12 cities which carry more than 100 million passengers every year. It operates more than 1,000 buses and coaches in the U.S. including many which run on alternative energy sources, including natural gas, hydrogen and electricity.

October 17 was a workday at the bus museum in Hershey, Pennsylvania. In addition to changing batteries, the recently-donated Ira Steinberg MC-5 (on the left) was moved to the museum. The museum is seeking shelving for their Annex Library.

Keolis provides transport for people with reduced mobility in Greensboro, Fresno and Los Angeles.

Museum Workday and Need for Shelving Randy Wilcox reports that October 17 was a work day at the George Sage bus annex in Hershey, Pennsylvania with plenty to do before winter. With the help of Dave Okraska, the work day supervisor, Frank Duncan Sr., along a new recruit Frank’s son Frank Duncan Jr. and Wilcox, work was done to start getting things ready for winter.

Batteries were changed in three coaches, antifreeze was checked in all units at the annex and some work was completed on the future maintenance book library. The recently donated Ira Steinberg MC-5 was moved to the museum, getting it ready for its day view on the museum floor.

Speaking of the library, any type of shelving could be donated for use in the annex library. Reach out to Randy Wilcox at National Bus Trader / December, 2020 • 9

Equipment News randyewilcox@hotmail.com with any donations or questions you may have.

Beverly, Massachusetts Unveils its First Battery-Electric School Bus The City of Beverly and Beverly Public Schools on October 8 unveiled its first allelectric school bus, marking a signifiicant milestone as the community transitions its fleet of school buses from diesel to batteryelectric.

The new Thomas Built Buses Inc’s SafT-Liner® C2 Jouley electric school bus is powered by Proterra® electric vehicle technology. The project represents the first allelectric school bus in Beverly and the first Thomas Built all-electric school bus in New England.

Beverly is a leader in sustainability efforts and has a long history of supporting and adopting green and sustainable initiatives.

Among the community’s sustainability goals, Beverly Public Schools intends to convert its entire fleet of 27 school buses from diesel to battery-electric.

“Beverly is incredibly thrilled to have our first all-electric school bus. We are proud to be one of the first communities in Massachusetts to acquire an electric school bus and to begin transitioning our fleet from diesel to electric. This bus produces zero emissions which creates a healthier environment for the students and residents,” stated Beverly Mayor Michael Cahill who also serves as a Beverly School Committee member. Mayor Cahill is a member of the Climate Mayors Steering Committee, a group of more than 20 mayors who will serve as a leading voice in efforts to further climate action across the U.S. making up the Climate Mayors coalition.

Transitioning to electric school buses in Beverly offers multiple benefits to students and the community. In addition to providing a zero-emission transportation solution that will reduce emissions harmful to human health and the environment, battery-electric vehicles offer greater efficiency with fuel cost savings as well as lower maintenance and operating costs. For students returning to school, these buses offer additional safety features, such as interior and rear back-up cameras, Wi-Fi and ventilation systems to help mitigate the spread of harmful viruses and bacteria.

Dana Cruikshank, Beverly Public Schools director of transportation said, “I’ve been in the pupil transportation business for many years and last week was one of the most exciting days in my career to see the first all-electric school bus drive into our bus depot. We’re thrilled to have the electric 10 • National Bus Trader / December, 2020

Beverly Public Schools in Beverly, Massachusetts recently unveiled its first all-electric school bus.

The new Thomas Built Buses Saf-T-Liner C2 Jouley electric school bus is powered by Proterra electric vehicle technology. It is the first all-electric school bus in Beverly and the first Thomas Built all-electric school bus in New England.

school bus in our fleet and to start retiring the diesel buses.”

In January 2019, the Massachusetts Department of Environmental Protection (MassDEP) announced the availability of five VW SeHlement Trust-funded open grant programs aimed at reducing emissions of nitrogen oxide (NOx) and greenhouse gas (GHG) across Massachusetts, while supporting electrification of the state's transportation network.

Beverly issued a request for proposal (RFP) in summer 2019 to lease its first electric school bus and the winning bidder was Highland Electric Transportation of Hamilton, Massachusetts. In addition, in September 2020, Beverly issued a request for proposal for a second electric bus and again the bid was awarded to Highland Electric Transportation. The second electric school bus will arrive in early 2021.

Thomas Built Buses and Proterra offer school bus operators a comprehensive, turn-key electric vehicle program that includes electric school buses, charging systems and charging infrastructure design and installation. The Saf-T-Liner C2 Jouley couples 220 kWh of total energy capacity, the highest battery capacity in the industry, with the Proterra drivetrain to offer unparalleled energy efficiency and up to 134 miles of drive range to meet the needs of school bus fleets. Additionally, the Saf-T-Liner C2 Jouley electric school bus can fast charge in about three hours with the Proterra DC charging system. Thomas’ authorized dealer, New England Transit Sales, Inc., is

the selling dealer for the bus. New England Transit Sales, located in Tyngsborough, Massachusetts, will provide ongoing training and support for the new bus.

Proterra Unveils the Proterra ZS5™ Proterra, a leading innovator in heavyduty electric transportation, recently introduced its newest battery-electric transit vehicle, the Proterra ZX5™ electric bus. The ZX5 bus, Proterra’s fifth-generation, batteryelectric transit vehicle, features a new streamlined vehicle design and maximizes the amount of energy that can be stored onboard the vehicle to increase power and range.

The 40-foot Proterra ZX5 can be equipped with 660 kWh of energy storage to deliver up to 329 miles of drive range, which represents the most energy storage and longest drive range of any 40-foot electric bus available in the market today. The ZX5 is available to customers as a 35- and 40-foot bus and in models featuring 440 kWh and 220 kWh of energy storage capacity.

“A decade ago, Proterra delivered its first battery-electric transit bus. We were at the start of the transportation electrification revolution in North America. As more cities and states make the commitment to 100 percent zero-emission fleets, Proterra is introducing new vehicle and battery technology to meet the needs of our customers. Today, we are excited to unveil our fifth generation electric transit vehicle, the Proterra ZX5, which is designed to tackle the toughest routes and terrains across North America,” said Jack Allen, Proterra CEO and chairman.

Equipment News As communities move to electrifying their entire transit fleets, Proterra’s new ZX5 battery-electric transit bus is designed for full fleet electrification, manufactured for scale, and built from the ground-up with a refined composite bus body design and an emphasis on safety, durability, and performance.

The new ZX5 features a more streamlined body design, a lower vehicle height that enables greater route access, as well as new shocks and enhanced ergonomics to provide riders and drivers with a smoother riding experience. The ZX5 is also equipped with an additional front port for vehicle charging, offering greater flexibility and optionality for transit customers.

The ZX5 also offers faster acceleration and greater horsepower than earlier Proterra electric vehicle models, and industry leading hill-climbing abilities to tackle steep terrain.

The ZX5 can be configured with Proterra’s standard ProDrive drivetrain or a DuoPower™ drivetrain. The DuoPower drivetrain delivers nearly twice the horsepower and five times better fuel efficiency than a standard diesel engine. The DuoPower drivetrain features two electric motors that deliver an impressive 550 horsepower, accelerating a ZX5 bus from 0-20 m.p.h. in under six seconds. In addition, the DuoPower drivetrain can propel a bus up a 25 percent grade, making it an ideal option for routes with steep hills.

The Proterra ZX5 features Proterra battery systems, which have been proven on the road through more than 13 million miles

Proterra recently celebrated the 10th anniversary of delivering its first battery-electric transit bus with a new model. The new Proterra ZX5 model is available in 35- and 40-foot lengths and has a driving range of up to 329 miles. Improved features of this new model include a more streamlined body, less vehicle weight, new shocks and enhanced ergonomics for both the driver and passenger.

in service for mass transit. Designed and manufactured in Proterra’s California battery manufacturing facility, Proterra battery systems are safe, durable and efficient.

Proterra batteries are manufactured with safety mechanisms built directly into the battery architecture and have undergone rigorous testing to ensure they can withstand a full service life under the toughest conditions.

With more than 120 customers throughout North America, Proterra has sold and

Metro in St. Louis is launching its first battery-electric buses in 2021. Included are 14 60-foot articulated buses and four 40-foot buses built by Gillig. The buses will operate smoother and quieter while also reducing greenhouse gas emissions. Funding is provided by FTA grants and local sales tax.

delivered more battery-electric buses in North America than any other manufacturer.

Electric Buses for St. Louis Metro Transit is preparing for the 2021 launch of its first battery-electric vehicles into MetroBus service thanks to the help of several partners including Ameren Missouri, the Federal Transit Administration (FTA), New Flyer, GILLIG and the Center for Transportation and the Environment (CTE). The first two of a total of 14 battery-electric articulated buses have arrived in St. Louis. The 60-foot, heavy-duty buses are manufactured

by New Flyer of America Inc. Four 40-foot, battery-electric buses made by GILLIG are scheduled to be delivered early next year.

All 18 of the zero-emission electric buses are funded through a combination of FTA grants (80 percent) and local sales tax sources (20 percent).

“The introduction of these battery-electric buses into the MetroBus fleet next year represents our commitment to providing economically and environmentally sustainable mobility options as well as an excellent transit experience for our riders,” said Jessica Mefford-Miller, Metro Transit executive director.

“We will be leaner and greener by introducing this battery electric bus technology, not just with the buses but also through the charging infrastructure and operating facilities.”

Since the articulated battery-electric buses do not have combustion engines or transmission systems, they will offer substantial savings for taxpayers over the life of the buses, which is about 15 years. Metro Transit estimates a savings of about $105,000 in diesel fuel and another $125,000 in maintenance costs over the life of the buses.

National Bus Trader / December, 2020 • 11

Equipment News “These buses deliver incredible benefits for the St. Louis region. In addition to the potential cost-savings they offer taxpayers, they are also zero emissions, and each year they will provide a reduction of 100 to 160 tons of greenhouse gas emissions when compared to a diesel bus,” said Taulby Roach, president and chief executive officer at Bi-State Development, which operates the Metro Transit system in the City of St. Louis and in St. Louis County in Missouri, and in St. Clair County in Illinois.

The 60-foot, battery-electric buses have 320 kilowatts of battery storage on each bus.

That is enough power to support about 10 2,000-square-foot houses for an entire day.

They will operate exclusively on the #70 Grand MetroBus route, which is Metro’s busiest route and carries about 10 percent of Metro’s customers on a daily basis.

“The New Flyer buses will provide a smoother, quieter and cleaner ride for our #70 Grand route customers. Not only will it be more enjoyable for our riders inside the bus, but also for our neighbors on Grand Boulevard outside the bus,” Mefford-Miller said. “The current 60-foot diesel buses operating on the #70 Grand are due to be retired, so adding these battery-electric buses to this high-volume route is a win for everyone.”

The battery-electric bus program builds on the commitment of Ameren Missouri and Metro Transit to continually find innovative ways to reduce greenhouse gas emissions.

ADL Electric Buses for Scotland Alexander Dennis Limited (ADL), a subsidiary of NFI Group Inc. (NFI), one of the world’s largest independent global bus manufacturers, recently welcomed the Scottish Government’s announcement of the award of £7.4 million in funding to bus operators through the first round of the Scottish UltraLow Emission Bus Scheme.

The initiative helps bus companies invest in electric vehicles and associated infrastructure, supporting a green recovery out of the coronavirus pandemic, improving air quality and furthering Scotland’s ambitions for a net-zero economy.

Funding has been awarded following a competitive bidding process. Three of the winning proposals were made with ADL as the intended supplier and the company will now work with successful bidders First Glasgow, Xplore Dundee and McGill’s Buses to finalise contracts for these 35 zero-emission buses.

ADL President & Managing Director Paul Davies commented: “As Britain’s leading manufacturer of clean buses, we welcome the Scottish Government’s award

12 • National Bus Trader / December, 2020

of funding for ultra-low emission buses, which will contribute to Scotland’s green recovery.

“This is a much appreciated first step in stimulating urgently needed demand for new buses and we look forward to building 35 electric buses here in Scotland. Delivering cleaner air and reducing carbon emissions, they will set a great example for further investment in a better future for all. At ADL, we have the capacity, skilled team and commitment to build the many more low, ultra low and zero emission buses which our nation needs now.”

ADL will manufacture the buses locally in Scotland, supporting skilled jobs and apprenticeships as well as its wider Scottish supply chain which will also benefit from Lothian Buses’ separate confirmation of its intent to continue with an order originally placed in 2019 for the purchase of 98 Euro 6 double deck buses which ADL will build in Falkirk on Volvo chassis.

Ohio Indictment in Unusual Bus Case U.S. Attorney Justin Herdman recently announced that a federal grand jury in Cleveland, Ohio has returned an 11-count indictment in what appears to be a very unusual bus case.

Derrick Lamont Jones, 56, and Kelly Marie Thomas, 50, were charged with conspiracy to transport stolen vehicles, possession of stolen vehicles, operating a chop shop, violation of Federal Motor Carrier Safety Administration (FMCSA) regulations plus conspiracy to commit wire fraud.

The two defendants, both from Toledo, are accused of a range of activities including

stealing motorcoaches, disguising and altering them to avoid detection and running commercial bus trips, thus avoiding the need to legitimately obtain charter coaches.

They are charged with allegedly purporting to own several motorcoach companies that were never incorporated under the laws of any state, were not registered with FMCSA and had no operating authority form FMCSA. Names mentioned included Destiny Tours, Kelly Tours, Marie’s Tour and Travel, Elite Tours and GT Tours. They offered and provided charter bus service in Ohio under these names.

The indictment goes on to mention that the defendants defaced, disguised the coaches by painting over the names, logos and marking of the bus owners. They then used these coaches to offer charter service on the Internet, social media and in local newspapers.

It should be noted that an indictment is not evidence of guilt but is only a charge. The government must prove evidence of guilt beyond a reasonable doubt at a fair trial.

Noteworthy are the number of agencies involved in the investigation leading up to the indictment. These included the U.S. Department of Transportation – Office of Inspector General, Midwestern Region with the help of the U.S. Department of Transportation – Federal Motor Carrier Safety Administration, Ohio Division plus the Ohio State Highway Patrol, the Toledo Police Department and the Michigan State Police. ❑

The Scottish Government has provided funding for 35 new ultra-low emission electric buses. Three of the winning proposals were made with Alexander Dennis as the intended supplier who will finalize contracts for these 35 zero-emission buses. ADL will manufacture the buses locally in Scotland.

Keolis Moves People

by Larry Plachno

Photos courtesy of Keolis unless otherwise indicated

Keolis is an international company that manages and operates transportation systems of all types. In addition to rail and bus, the company is also involved with a variety of other transportation modes including coaches, trolley buses, river shuttles and cable cars. This scenic photo shows the RTC Ride service in Reno, Nevada.

I

n common with several previous articles, this one originated with questions to our “Curious Coachowner” column.

Presumably due to increasing contracts and operations in North America, readers have been asking about Keolis. Since it was not possible to adequately respond in one or two paragraphs, we did the research for this article.

A simple answer is that Keolis is an international company headquartered in Paris, France that manages and runs transportation systems. While they own some systems, they also operate and manage operations for government and private companies. This can include virtually all aspects of the operation including labor negotiations and coordination with planning agencies.

The company can trace its roots back more than a century to earlier companies.

What was probably the first was organized in 1908 as the Société des transports automobiles. Another was founded in 1911; an electric company named Lesexel that helped to develop tramways. In addition to creating

subsidiaries, other companies were acquired or merged and reorganized. This led to the creation of two companies: Cariane that concentrated on interurban service and VIAGTA that concentrated on city service.

SNCF became the leading shareholder in VIA-GTI in 1999 and then merged this with Cariane in 2001 to create Keolis. Since someone will ask, we can say that research so far has not turned up the origin or meaning of the Keolis name. By 2005 the company was already active with a rail franchise in the United Kingdom. In the following years, Keolis took control or began managing bus and rail companies around the world.

Keolis is owned (70 percent) by SNCF (Société national des chemins de fer français), the French National Railway Company and (30 percent) by Caisse de dépôt et placement du Québec (Quebec Deposit and Investment Fund).

SNCF is a major European rail operator owned by France. It has a staff of about 260,000 and operates throughout France

and a few neighboring countries. It is probably best known for its high-speed TGV trains that operate on several routes. My wife Nancy and I have ridden on a number of them and have been impressed with the fast and comfortable service. The newer cars are double deck and have a refreshment bar in each trainset. SNCF also has a 70 percent holding in Thalys International that runs international trains and 55 percent of Eurostar International that operates rail service through the Channel Tunnel to England.

The National Assembly of Québec created Caisse in 1965 to manage the funds of the Québec Pension Plan. It is basically a pension plan management and investment operation and has subsequently been entrusted with other pension and insurance funds. It has investments all over the world including Keolis.

Today, Keolis operates public transport networks for 300 transport authorities in 16 countries on four continents. The company’s operations include 10 modes of transporta-

National Bus Trader / December, 2020 • 13

At the cutting edge of technology is the Keolis operation in Pau, France. It includes a six-kilometer Bus Rapid Transit (BRT) line serving 14 stations. The buses are 18-meter articulated tram buses using hydrogen-electric power systems.

While its roots go back as far as 1908, Keolis is a modern company operating the newest rail and bus equipment in many areas. The major owner of Keolis is SNCF, the French National Railways.

Shown here are two SNCF trains at Garde du Nord station in Paris.

14 • National Bus Trader / December, 2020

company provides intercity, charter, airport, urban, school and paratransit services with a fleet of 392 vehicles including 62 coaches. Keolis is the second largest intercity operator in Canada. Keolis also is a partner in the operations of the Ion rapid transit system in the Waterloo Region of Ontario.

Keolis has numerous operations in the United States. In California, it operates paratransit service in Van Nuys, Lancaster and Fresno. Noteworthy is that Keolis operates local and express routes for Foothill Transit in Southern California with a fleet of 139 vehicles including 14 Proterra electric buses.

This includes express bus service to Pasadena and downtown Los Angeles.

In addition to bus operations, Keolis also runs several rail services. This photo by George Tenney shows trains of the Virginia Rail Express. The trains connect Northern Virginia suburbs with Washington, D.C.

Foothill Transit is known for their pioneering electric bus operations using the Proterra buses.

In Nevada, Keolis operates fixed route local and express transit routes in Las Vegas for the Regional Transportation Commission of Southern Nevada. This service includes the resort corridor of Las Vegas Boulevard as well as the Deuce on the Strip and the Strip and Downtown Express routes. Weekday ridership on these routes is nearly 120,000 with 87,000 riders on Saturday and 76,000 on Sunday. It might be noted that in 2017, Keolis partnered in the launching of a self-driving autonomous shuttle project in downtown Las Vegas.

Further north, in the Reno area of Nevada, Keolis has been operating and maintaining the RTC Ride fixed route bus service in Ashoe County since July 2019. This operation serves more than seven million annual passengers on 56 peak-operated vehicles operated on 27 routes.

In Florida, Keolis provides several services at the Fort Lauderdale-Hollywood International Airport including the employee shuttle, terminal connector, transport to car rental services and remote parking shuttle connector. Partnering with Broward County Transit, Keolis operates Pompano Beach’s fixed-route bus service.

Keolis operates the local and express fixed route transit operations for the Regional Transportation Commission of Southern Nevada. In addition to local residents, the operations on Las Vegas Boulevard and Strip routes carry many visitors to Las Vegas. Weekday ridership is 120,000 and less but still impressive on weekends.

Keolis has been active in North Carolina operating the Greensboro Transit Authority’s fixed route and paratransit services since January of 2019. This service includes 16 routes plus five Higher Education Area Transit routes that provide approximately 3.8 million passenger trips annually. Since November of 2018, Proterra electric buses have been included in the 43-bus fleet.

Since 2010, Keolis Rail Services Virginia has operated the Virginia Rail Express (VRE) serving the Northern Virginia suburbs of Washington, D.C. Keolis is credited with increasing ridership, improving customer service scores and improving ontime performance. The newest Keolis operation in Virginia is the OmniRide bus service of the Potomac and Rappahannock Transportation Commission. Keolis was awarded a five-year contract that starts on November 1, 2020.

The largest rail operation managed by Keolis is in the Boston area. Since July 1, 2014, Keolis has been operating the 14 commuter rail lines of the Massachusetts Bay Transportation Authority. Credited with being the fifth busiest in the nation, MBTA commuter rail serves 127,000 passengers daily with 14 lines, 138 stations and 500 daily trains serving Greater Boston and Rhode Island. Future plans propose a commuter rail extension to New Hampshire. Keolis introduced the MBTA Commuter Rail app. to help plan travels. An enhanced version National Bus Trader / December, 2020 • 15

will provide additional features including commuter rail travel times.

Keolis calls itself an expert in multimodal transportation. They partner with public policymakers, transportation leaders, technology companies and community organizations who want the highest level of service and the most innovative transportation

systems for their cities. Keolis says that it is dedicated to passengers’ individual needs and works to provide more enjoyable, and more sustainable commute options for all of the passengers they transport around the world. It is perhaps noteworthy that the mantra of the Keolis organization is “Thinking Like a Passenger.� �

Keolis operates numerous different transportation systems at many locations in both the United States and Canada. Shown here is the fixed-route bus service in Pompano Beach, Florida that is operated through a partnership with Broward County Transit. Just south of here, Keolis provides several services at the Fort Lauderdale-Hollywood International Airport.

2005 MCI J4500 Detroit / Allison - 515,817 miles - $45,000 OBO • Well maintained 56-pass coach • Comfortable high-back reclining seats • Large tinted windows • Enclosed overhead interior compartments • Restroom • Power outlets and USB ports • Large underbody luggage compartments • TV Monitors/DVD/Stereo • Interior PA system • Located in St. Louis Contact Lynn at (314) 750-6172 or LSansone9@gmailcom

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Are Mergers the Answer?

by Larry Plachno Do bigger bus companies survive better than smaller bus companies? Is there additional strength in size and numbers? In the “new normal,” will bigger bus operations have an advantage? Hence, the question on whether mergers might be an answer. Shown here is a group of new Temsa coaches.

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A

re mergers the answer to dealing with the “new normal” in the bus industry? Is there strength in numbers? Are bigger bus operations better able than smaller bus operations to cope and survive as the industry changes?

The experts are telling us that the bus industry will not come back the same after the pandemic eases. Bus companies have been encouraged to review their operations and plan ahead to deal with these changes.

As a result, bus operators have been working with their accountants, staff and lenders to make appropriate decisions. In addition to the obvious thought of changing and improving operating plans, other alternatives include quitting, sale and merger.

We have had inquiries from people in the industry asking whether merging smaller companies into larger ones would be a good idea. Unfortunately, there is no simple answer since every circumstance is different.

However, we can provide some background information that might be of help if you are considering a merger.

18 • National Bus Trader / December, 2020

A good place to start is with the basics.

Two things should be prime considerations. Our first priority right now is getting people back into buses. There are numerous products and systems that will make your buses safer for passengers and your driver. However, even after we have a vaccine and a cure, people will still hold off because they are used to social distancing.

Hence, we may need to do some marketing and information programs to combat this.

The second consideration is that the experts say that the industry will not come back the same way it was. Two things are of importance. One is that the survivors will be those companies that operate more profitably. The second is that you will have to depend less on used coach residual value.

In previous articles I have suggested that operators consider competing less for cheap charters and put more effort into moving into other types of operations that could be more profitable including contracts, scheduled service, casino runs as well as planning and running bus tours.

Some people in the industry have chided me because planning and running tours is not easy for everyone. You can always hire someone knowledgeable to run tours for you, but you can also look for other ways to increase profitability. Since the experts predict an increase in autos on the road following the pandemic, you might find that major cities may work with bus companies to reduce the traffic jams. I also suspect that if the highways get crowded, you may find an increasing number of larger private companies willing to provide commuter transportation for their staff.

As this is being written, we see many people in the industry pushing for CERTS funding to maintain current operations. A word of caution should apply. In the long run, the survivors are more likely to be those companies that make changes to deal with the “new normal” rather than those seeking funding to continue as things have been in the past.

Coming back to the question of mergers, we can look at current trends in bus company size. Statistically, the average bus company size has been increasing, at least until

the pandemic hit. Part of the reason is that there are fewer companies. Another factor is that there are fewer start-ups.

In recent years, some of the established companies have been expanding through acquisitions and additional locations or operations. At the same time we have seen some larger companies reluctant to increase their fleet size to cope with peak demand.

For as long as I can remember, Greyhound has depended on help from other carriers

during heavy traffic seasons. There are now other operators reluctant to increase their fleet size to handle peak business and instead farm out some trips when equipment needs get tight.

What is a major factor in increasing the average company size lately has been the lack of new, start-up companies. These are traditionally smaller in size. Different reasons have been put forward for this lack of new companies coming into the industry.

Some of the larger bus operations have been reluctant to increase their fleets to meet peak demands.

Instead, they turn to other bus operators to help out when business is unusually high. Shown here is a Prevost X3-45. Greyhound has typically looked for help from other bus companies in peak periods. GREYHOUND.

What may be the most important is the increasing amount of regulations and paperwork you need to run a bus company today.

Years ago, a bus driver with some interest could buy a used bus and start his own company. Today, it is not that simple because of the drug testing, regulations and paperwork.

In addition to knowing how to drive and maintain a bus, a new company also needs staff to handle all of this.

Putting this another way, the knowledge and skill needed to run a bus company today has moved beyond driving and mechanics to include compliance with regulations and possibly even dealing with legislation and politics. Among other things, our service people have traded in their wrenches for laptops as their work has moved away from pure mechanics. Today it may be more important for a company manager to deal with elected officials and legislation than to fill in as an extra driver.

It has also been noted that in the past, recessionary times have prompted people without jobs to move into new areas including running buses. However, our current situation is not seeing this because the problems caused by COVID-19 are making the bus industry less attractive for new enterprise.

One of the current problems faced by the bus industry is that residual value on pre-owned coaches was low, even before the virus hit. There are several reasons for this including the lack of new startup companies that typically begin operations with older coaches. As a result, operations in the immediate future will not be able to depend on residual value to help with profitability. This line of pre-owned coaches was photographed at the Setra facility in Winter Garden, Florida. NBT.

An interesting side note to all of this is that the lack of new start-up companies has impacted the bus industry in the areas of preowned bus inventory and residual values.

Even before the virus hit, yards were full of pre-owned buses and their prices were falling.

Several bus company owners have been surprised in recent months when they found out what their fleet was worth when it came time trade in on new coaches. Since the virus hit, this situation has only gotten worse. Hence, the experts are suggesting that the successful bus operations in the “new normal” will depend less on residual coach value. In fact, I expect that some bus manufacturers and dealers will be less inclined to take trade-ins.

This brings us to what might be called the meat of the question as to whether larger operations will have the edge in the “new normal.” Statistics and past experience seem to show that the major advantages that the larger companies have are less in operations and more in the office and support areas.

Looking at safety and accident statistics, we cannot say that larger or smaller companies are more or less safe. Larger companies have more accidents than smaller companies, but this is because they have more buses and run more miles. This is why insurance companies typically charge insurance on a per-bus basis. Nor can we say that larger companies are generically more profitable on a per-bus basis. A great deal of profitability depends more on what the company does rather than the number of buses operated.

If larger companies have higher revenues, it is only because they run more buses.

National Bus Trader / December, 2020 • 19

One possible way to increase bus options profitability is to run more tours and fewer competitive charters. However, a great deal depends upon your ability to plan and operate the tours. This group was on a bus tour of New York City when they took a walking tour of Times Square.

Historical information and records seem to indicate that larger companies may have advantages in some areas over smaller companies. Which is why the question of mergers has come up. However, some people in the industry suggest that having good local management is a major factor in success.

NBT COLLECTION.

20 â&#x20AC;˘ National Bus Trader / December, 2020

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National Bus Trader / December, 2020 â&#x20AC;˘ 21

A Lesson From the Sea Time to Choose a Strategy

by Dave Millhouser

Like the crews of the ships mentioned in the article, bus company managements are faced with making decisions to deal with the current pandemic.

Since no two bus operations are alike, it is highly advised that you consult with your accountant, staff, customers and lenders to determine what direction is best for your company. Here, an MCI D model coach and a Chicago Transit Authority bus pass under an arch in Chicago’s Chinatown, south of the city’s Loop. MCI.

I

n mid-February of 1952 a howling Nor’easter struck the New England coast.

Seventy-foot waves struck and ultimately snapped the backs of not one, but two, tankers.

The ships were close enough together that their “Maydays” created confusion for the Coast Guard, who were initially uncer22 • National Bus Trader / December, 2020

tain as to how many ships were foundering, and how many chunks of hull were being tossed about by the storm.

Ultimately they solved the math, and conducted two successful, but very different, rescues – immortalized in the book and movie The Finest Hours.

When the 523-foot Fort Mercer broke in two, 38 of the 43-man crew were stranded in the stern section where they still had power and radio communication. The stern remained buoyant and as the storm subsided the Cutters Yakutat and Acushnet took them off.

Fort Mercer’s sailors had decided jumping into small lifeboats would be a mistake, when

the stern section seemed to be remaining afloat. They had shelter, and while they took a pounding – staying in place saved them.

Aboard the 504-foot Pendleton it was different, and ugly. Once the stern was located, their only chance was “36500” a Coast Guard Motor Lifeboat launched out of Chatham, Massachusetts. About to be pounded to pieces in shoal waters, Pendleton’s crew chose to abandon ship.

The tiny, 36-foot boat made repeated approaches to the heaving hulk, risking being crushed, in order for the tanker’s crew to, one at a time, descend a ladder and jump. All but one of the men on the stern were saved, and the small, now overloaded, boat managed to make it back to Cape Cod in the raging seas, arguably the most heroic rescue in the US Coast Guard’s distinguished history.

Confronted with similar (but not identical) situations, the tanker crews chose different strategies as they struggled to survive.

Our industry is taking a similar pummeling. Some day we can discuss how we got there, but right now it is about survival.

The folks on Fort Mercer made the judgment that, painful as things were, their best chance was to ride it out, while the Pendleton guys figured that abandoning ship (even into a tiny boat) was their only chance.

The ugly secret is that a year from now a significant part of the charter bus industry is going to changed forever. Some operators are going to end up filing Chapter 11 or Chapter 7 bankruptcy, while others will successfully ride it out.

The emotional “heroic” part of us believes that if we just try hard enough, we can survive. The trouble with that scenario is that if things do not work out, it may be too late to do anything to mitigate the situation. You can jump off a building and flap really hard, but landing will be ugly if you do not have a parachute.

The top goal of most bus operations at this time is getting people back into bus seats. There are all kinds of equipment and systems to help social distancing and make buses safer for your passengers and driver. This situation should improve as we move closer to a vaccine and cure. MCI.

lenders to honestly assess where you are, and set some financial trigger points to help with decision making. Make choices before the outcome is dictated by circumstances you can not control. What actions now give you the best chance of emerging as a viable entity?

The history of our industry is full of bankruptcies, some leading to great operators or manufacturers rising from the ashes.

Many owners are personally signed on debt, which complicates things. Thinking

things through and making a plan with benchmarks may help, and can not hurt.

Writing this sort of thing is painful, but hopefully helpful. Everybody is hurting, and there is no “one size fits all” solution. Choose wisely – but choose.

For what it is worth, Fort Mercer’s stern section was outfitted with a new bow, rechristened San Jacinto and lived to split again. Rebuilt as the Pasadena, she sailed happily until retiring in 1983. Maybe they should have named her Henry Ford. ❑

While there are most likely several directions and alternatives each bus operation can take, it is best to review the information and options to see what is best for you. While changing your operating strategy and operations may be high on your list, other options include quitting, sale, merger and even bankruptcy. Shown here is Prevost’s popular X3-45 model. PREVOST.

We see bankruptcy as failure, but consider that Henry Ford failed twice before becoming the richest man in his world. When you hear a story like that, think less about his eventual success than how he recognized an ugly situation, and dealt with it in a way that helped him succeed in the future.

Most ultimately successful people have failures in their history. The smart ones are brutally honest with themselves when things are going badly, and make rational, rather than emotional, choices.

If you are in a hole, stop digging.

I am not advocating either bankruptcy or “hanging in,” but rather that you work with your accountant, employees, customers and

National Bus Trader / December, 2020 • 23

Y

our business slowed down – or even shut down – during the COVID-19 pandemic, which means your buses sat aimlessly for months. You are probably worried about finances, your drivers, your staff. All these things are understandable.

Now is not the time to neglect maintenance of your buses. While it may mean spending more up front than you would like, you will most certainly save money in the long run.

Rodney Preusse, a diesel mechanic consultant with On Your Mark Transportation, said businesses who took their buses for short drives and checked all the systems during the shutdown are ahead of the curve.

Simply put, “When vehicles sit, they break down,” Preusse said. Vehicles, he explained, are designed to be on the road, so when they sit idly in different weather, they tend to shut down.

If you were not able to run your buses during the shutdown, there are some things you can do now to ensure your equipment runs smoothly once back on the road.

“Now that we’re here and businesses are starting to get back into service, if they were my busses, I’d do a full PMI (preventive maintenance inspection) that would exceed what the DOT looks at,” Preusse said. “Send in an oil analysis. Inspect every bus like its due for an inspection.”

Not doing these things now will only mean bigger problems later, Preusse said.

“Freon leaks out when busses sit. Seals on air conditioning compressors dry out. Batteries die, and electrical systems corrode.

Nature will just tear down the bus. If you don’t inspect them now, there’s a good chance you’ll be driving a bus on a hot fall day and realize you don’t have air conditioning. Things like that.”

One problem can quickly escalate to several more problems, Preusse explained. “A penny spent wisely in maintenance will save you money down the road,” he said.

Used buses for sale Another ripple effect of the pandemic is an influx of used buses on the market. And while purchasing a used vehicle may seem the most cost-effective idea given these times, be careful as you go through the purchasing process, Preusse said.

On Your Mark Transportation President and CEO Mark Szyperski said that while a business owner can buy a used bus sight unseen, it is smart have someone with a strong mechanical background inspect them first.

“They can send their own mechanic if they have one, but then they are taking a

24 • National Bus Trader / December, 2020

N ow is No t the Tim e t o Skip on Bu s Ma i n ten a n c e

by Amy Nixon Photos courtesy of On Your Mark Transportation With many buses sitting unused during the pandemic, it is a good time to continue ongoing maintenance programs. Buses that are sitting can sometimes develop more problems than those that are running. If your insurance coverage has been reduced because of inactivity, make sure you are properly covered if you drive coaches around during maintenance procedures.

mechanic out of their own shop – when they are especially needed right now – to travel and see a bus possibly across the country,” Szyperski said. “Or they can hire a consultant with experience like Rodney who can travel and inspect the bus and give a written report. That will allow the owner to keep their own mechanic at home, and still have trained eyes looking at the bus.”

Many smaller companies do not have their own mechanic, Preusse explained, and

if they do, they might not have the experience or qualifications to know what to look out for when purchasing a used bus.

“There’s nothing worse than going out and listening to a slick salesman and coming back with a piece of junk,” he said.

Preusse compared shopping for a bus to purchasing a home. You would not buy a house without a proper inspection, right?

“You’d pay for an inspector to come through and warn you of any problems beforehand,” he said. “Then you’d talk to

Keeping coaches properly maintained, even when idle and sitting, could end up saving you money in the long run. It is always better to replace a part while the bus is in the shop rather than when it is sitting along the road hundreds of miles away with a load of passengers. This photo looks into the engine compartment and shows an alternator on the left and the compressor on the right driven by the engine belt system.

On Your Mark Transportation LLC is a consulting firm to the ground passenger transportation industry. Rodney Preusse has an extensive background in diesel mechanics. He was a senior mechanic for FedEx, and spent years with St. Cloud Trailways and ABC Companies and Van Hool. This article was written

by Amy Nixon, who writes press releases and blog content for their clients. With experience in transit, school bus, luxury transportation and motorcoaches, OYMT can bring a full range of extra services to an organization. Contact them at OnYourMarkTransportation.com or 615.669.0107. â?&#x2018;

Buses that are maintained properly are ready to hit the road when you need them.

If you can, send one of your own service staff to inspect a bus prior to buying it. If you cannot spare someone from your own staff, it is a good idea to get someone with experience to look at that bus before you buy it.

National Bus Trader / December, 2020 â&#x20AC;˘ 25

B

ankruptcy is a bad word in many places. Unfortunately, we have heard it more often since the arrival of COVID-19. If you or anyone you know with a small business is thinking about bankruptcy, have them read this before taking action.

Let me start out with a heavy-duty disclaimer. This is being provided for informational and not legal purposes. Since every case is different and courts have varying opinions, you need to consult with your attorney before making decisions. The following information is relatively new and is worth considering by anyone looking at options.

In the past, there were attempts to provide better bankruptcy options for small businesses, but most did not go far enough. For example, the Bankruptcy Abuse and Consumer Protection Act in 2005 was put forward to simplify bankruptcy for smaller businesses.

However, it also increased burdens that made it less useful than many desired.

On February 19, 2020, the Small Business Reorganization Act became available. It creates a new Subchapter V of Chapter 11 of the United States Bankruptcy Code. What makes it interesting is that it combines some of the features of Chapter 7 and Chapter 11 geared to small businesses. In particular, it makes it possible for small businesses to retain control of their operations while also being positive for the economy and creditors.

This new law is designed for small businesses that owe total debts of $2,725,625 or less. Do not ask me where they came up with that number. At least 50 percent of the debt must have come from commercial or business operations. However, the recent CARES Act extended this amount up to $7.5 million until March 29, 2021.

Major advantages under Subchapter V are that unlike Chapter 7, it permits the small business to stay in operation. Yet, it allows the debtor to take advantages of less costly requirements required by Chapter 11. Under SBRA, the debtor can retain ownership even if unsecured creditors are not paid in full.

But it does require a plan where the payment of all expected “disposable” income to over a period of three years, which the court can extend to five years. It also allows for the modification for the loan on a residence if that was used for security.

In Chapter 11, a committee of creditors with unsecured claims is usually appointed.

A major advantage to the small business with Subchapter V is that the court will appoint a committee of creditors holding unsecured claims only if there is a cause, which would normally be the exception rather than the rule. Under Subchapter V, a trustee is appointed by the Department of Justice. The trustee is not an operating trustee and the small business remains a debtor in posses26 • National Bus Trader / December, 2020

The Small Business Reorganization Act A New Option in Bankruptcy

by Larry Plachno sion. Instead, the trustee works as an intermediary between the debtor and creditors.

Also in Chapter 11, creditors can vote to reject the plan. Under Subchapter V, the debtor proposes a plan within 90 days of filing. This plan can be confirmed without creditor support if it satisfies the requirements. Major requirements are that the plan be fair and equitable and that it include expected disposable income for the next three to five years as payments.

Another advantage of the Subchapter V plan is that it is expected to roll through the court system quickly. Disclosures by the debtor are minimal. These include a history of the business operations, a liquidation

analysis, and the ability of the debtor to make payments under the plan. Debtors can spread their debt out over three to five years.

The debtor must complete the plan payments in order to discharge the debt.

Initial court actions on the SBRA have generally been favorable to debtors. There are even situations where a debtor originally filed under Chapter 11 or another chapter was allowed to move to using the SBRA at a later date. Again, each individual case is different and courts may not look at things the same way. In addition, since this law is relatively new, there may be changes. Hence, we disclaim any responsibility and ask that you contact your attorney to guide you in your decisions. Ë

The Curious Coachowner Number 279 of a Series “The Curious Coachowner” is a question and answer column that provides simple answers to simple questions that are too short to warrant a full article or inclusion in one of our regular columns. We will accept reasonably simple technical or historical questions on commercial coaches or converted coach shells by letter, fax, e-mail or phone. If our staff is unable to answer them, we will call upon our panel of experts.

Names and addresses should be submitted with your questions, but we will withhold names from publication on request. We reserve the right to modify questions to make them more useful to our readers.

Q. What are Equivalent Units? I have seen that term used on documents from transit bus builders and it was not explained.

–– Reader in Canada A. It is used to provide a better understanding of bus production volume. So far we have only seen it used in the transit industry.

What it means is that one articulated bus with two units is considered two “Equivalent Units” for production totals. Presumably, a three-unit articulated bus would then be considered three “Equivalent Units” for production totals. I have not seen this used for double-deck buses.

Q. Kudos to Larry on a truly great article on how to create tours in the June, 2020 National Bus Trader. On a scale of 1 to 10, with 10 being the best, Larry it is a 20.

–– Bob Davison A. Thank you. It is always nice to hear good comments. The reason behind this article is that we need to make bus company owners understand that they need to change the way they do things in order to survive in the “new normal.”

What with reduced residual value on coaches and increased operating costs, it would be best if bus operations could improve their profitability. One way of doing this is to run fewer low-paying charters and more tours. Some readers have suggested that going into tour operations is not easy for those without experience. Hence, this article was intended to help those interested by providing them with some suggestions on how to get started.

Q. What happened to Setra after they left MCI? –– Several Readers A. For a few years, MCI provided sales support and service on Setra coaches. After leaving MCI, Setra worked with another distributor for a while and decided to do things on their own.

While we have not received any official communications, numerous industry sources say that a new Setra is being developed that will have a stainless steel frame, will be built at the Mercedes plant in Turkey and will carry the Mercedes name.

Q. I would like to know what causes a runaway on a diesel engine. Since 1980, I drove MCI and Eagle coaches. I knew about the “toggle switch” with the red guard over it. I never had to use one. It was reset from the engine compartment.

The owners of the company said remember how the old buses had a cut-off switch that cut oxygen to the firing chamber? This led me to believe that some coaches did not have one.

–– Len Zimmerman, Newark, NJ A. I think that there are two questions here depending on how you define terms.

A true “runaway” would most likely be described as an engine that was no longer responding to driver controls, particularly the accelerator pedal. In most cases this could be caused either by a sticking accelerator cable or problems with the linkage.

Does this kind of thing happen a lot? I would say no, particularly if a coach is well maintained. It only happened to me once and that was with a gasoline-powered transit bus. However, I do remember greasing cables on older coaches when they seemed to respond slowly.

The toggle on the side dash covered by the red guard was simply the emergency shut off when everything else failed. What this did was to activate a device that cut off the air to the engine. Hence, if there was a runaway engine or similar problem, the driver could still cause the engine to shut down by depriving it of air.

I do not ever remember that I or one of my drivers actually used this for what it was intended. On those rare occasions that I had

to reset one, it was usually a novice driver who used this switch without realizing what was involved.

Q. How important is a stainless steel underframe in coaches?

–– Eastern bus operator

A. This is actually a fairly complex question involving several factors including mileage, usage and residual value.

A good place to start is by saying that while stainless steel is popular in the United States and Canada, it is not often used on buses elsewhere.

For example, it is not typical to find stainless steel on European coaches. Since it is only 1,000 miles from London to Rome, European coaches do not, on average, travel as many miles as coaches in North America. The typical European coach is expected to run a million miles and then be replaced. There is less concern about residual value.

It would also be rare to find stainless steel in mini-buses, cutaways and school buses for much the same reason. They are expected to have a finite life and not expected to have much residual value.

However, bus operators in the United States and Canada have expected buses to run more miles and have residual value, which explains why stainless steel is more popular.

Bear in mind that some of the Scenicruisers ran three million miles for Greyhound before they were sold to other companies.

The advantage of having stainless steel would depend to some extent on usage and longevity. If a coach will run a million miles in 10 years and then be discarded, stainless steel is probably of little value. However, if you plan to run the coach for 20 years and two million miles, then the stainless could be a substantial advantage.

With our current situation with reduced residual value because of the pandemic and less bus usage, stainless steel may become less important. There might also be a question of the situation changing if some of the newer electronic components have a shorter useful life than the coach structure itself.

Answers not credited to other individuals are provided by Larry Plachno. ❑ National Bus Trader / December 2020 • 27

Safety and Liability

by Ned Einstein COVID-19, Shenanigans and Liability Part 1: Wheelchair Securement

A ancient cliché declares that a chain is only as strong as its weakest link. Such things matter most when things are their worst. In the best of times, the public transportation industry’s weakest link is wheelchair securement. In the worst of times, this link is crumbling.

Seventy-one percent of wheelchairs transported on fixed route transit vehicles are not secured.

The Best of Times Before COVID-19 arrived, a study found that 71 percent of wheelchairs transported on fixed route transit vehicles are not secured.

Back then, securing a wheelchair simply made the vehicles run further behind. Without committing other safety compromises to offset the time squandered, drivers risked reprimands by performing this task. Now, with COVID-19, securing a wheelchair compromises social distancing from our mostvulnerable passengers (those most likely to get really sick or die from COVID-19). Affixing a lap belt and shoulder harness brings drivers and wheelchair users practically faceto-face with them.

Presumably for such reasons, when COVID-19 struck, it did not take the transit industry long to invent new shenanigans to avoid securing wheelchairs. First, transit officials began “mode splitting” wheelchair users to paratransit – a flagrant violation of the Americans with Disabilities Act (ADA), even while a sensible deviation from it given the circumstances. Paratransit members of APTA’s Access Committee suggested that, on paratransit services, wheelchairs should not be secured at all (and along with it, obviously, these passengers secured into their wheelchairs – a similarly-disregarded practice in the best of times). Regrettably, there are no studies comparing the risks of ignoring inertial and centrifugal forces to the risks of COVID-19. Of course, no study is needed to ensure a driver’s safety by dressing and outfitting him or her properly. There is no comparable protection to wheelchair users whose chairs are not secured.

28 • National Bus Trader / December, 2020

Interestingly, the ADA does not actually require wheelchair securement. In real life, of course, stupid and reckless policies fare poorly. In a 2002 lawsuit (Borja v. Santa Clara Valley Transit Authority) against a transit agency allowing passengers to decline their chairs’ securement, I helped the plaintiff win $2.1 million, the defendant’s counsel was verily laughed out of court. Two months later, the transit agency fired him (while it would have been more appropriate to fire the system’s general manager). I have now testified at trial in more than 100 wheelchair securement-related cases since.

downs are commonly immovable – often rusted in place in securement tracks. As an expert witness, I have not merely examined many vehicles on which no wheelchair had ever been secured during that vehicle’s entire life span. In a few cases, I have found entire fleets in which not a single wheelchair had ever been secured in any of its vehicles.

Danger And Donations Compared to the practices of non-emergency medical transportation (NEMT) service – pre-COVID-19 or otherwise – transit service is stellar. Part of this stems from the fact that transit services are paid for whether or not the vehicle is moving. In the NEMT sector, the services (provided mostly by contractors) are paid only when the vehicle is moving. In other words, wheelchair and passenger securement is effectively a donation by the service provider and its funding agency or (increasingly) its broker. In the era of COVID19, it is a donation compounded by a risk: If only 73 percent of wheelchairs were secured on transit during the pre-COVID-era, what percentage of these chairs are likely secured on NEMT service during the COVID-19 pandemic?

Prudence and Priorities To my knowledge, no such shenanigans are occurring in school bus and special needs transportation. Regrettably, the school bus industry is awash in confusion about COVID19 transportation in general, notwithstanding my own plan for returning all students to physical school by this coming March (see “Getting Students back to School During COVID-19” in N ATIONAL B US T RADER ’ S online October, 2020 edition) – advice being completely disregarded. Despite the chaos, special needs students and, particularly wheelchair users, are not being sacrificed.

Many wheelchair using schoolchildren who had previously been mainstreamed (a requirement known as the “least restrictive environment” in the Individuals with Disabilities Education Act [IDEA]) are now being transported separately on smaller vehicles – much like fixed route transit has mode split most wheelchair users to paratransit.

Shenanigans are not the answer and they can incur serious penalties. Taking responsible actions and making reasonable interpretations of regulations are.

I have found entire fleets in which not a single wheelchair had ever been secured in any of its vehicles.

The pre-COVID practices in this area are stunning to those unfamiliar with them.

Frankly, many NEMT providers deliberately do not allow their drivers to secure wheelchairs, or make it impossible for them to do so in numerous ways: Pieces of ADArequired equipment are often missing. Often they are mismatched and do not fit together.

Many devices are broken. Wheelchair tie-

As an asterisk, almost every one of these cases is a civil rights case. However, they are very different than most civil rights cases.

Before her revolt in 1955, when Rosa Parks was forced to sit at the rear of the bus, at least her seat was bolted to the floor. This is not the case when one’s seat has three or four tires, and its frame is not tied to the vehicle – essentially a moving floor. A rolling chair on a moving floor is a sure formula for carnage.

The taxi and limousine sectors are also doing better in the COVID-19 environment largely from a few factors: (a) Plexiglas shields, (b) the mode split from transit now thickening their densities and (c) school transportation (especially transporting special needs students). The taxi sector’s abilities were hamstrung as this sector was decimated by the invasion of TNCs (i.e., Uber, Lyft), and compounded by questionable policy decisions (e.g., New York City initially assigned 11,000 taxis to deliver meals and other packages). Those rare taxis that are wheelchair accessible have come in handy, and savvy drivers protected with PPE are serving wheelchair users nobly. Plus, in these vehicles’ smaller passenger compartments, failing to

Safety and Liability secure a wheelchair is not as dangerous as it is in a bus, van- or minivan-conversion, with more room for a wheelchair to tip completely over.

Listening and Learning Like school buses, motorcoaches are not known for wheelchair securement failures.

Of course, most of this reflects so few wheelchair users riding motorcoaches (most exceptions occur in commuter/express service operated by or for transit agencies – which, again, rarely secure these passengers’ chairs). As I have noted occasionally in the pages of NATIONAL BUS TRADER, this trend is slowly changing. Some securement equipment is making it faster and easier to secure wheelchairs (even while some new equipment is confusing, dangerous, pointless and poorly-designed, and many drivers cannot figure out how to operate it). Some models even help a subset of wheelchair users secure their own chairs and themselves into them.

These innovations have emerged largely on a handful of transit buses. They are virtually unknown to the motorcoach sector.

With the emergence of the MCI D45 CRT LE, we now have motorcoaches designed to facilitate wheelchair boarding and alighting.

More importantly, with the emergence of the MCI D45 CRT LE, we now have motorcoaches designed to facilitate wheelchair boarding and alighting. Further – and of critical importance in the era of COVID-19 – more-vulnerable wheelchair users can ride in a vestibule separated from the remainder of the passengers by seven steps and an entire floor.

The Worst of Times Hopefully, motorcoaches will be deployed to supplement our nation’s school bus fleet as schools begin to reopen, and where social distancing limits the utilization of vehicle capacity to only one fourth of the seats in the nation’s finitesized school bus fleet. I hope the motorcoach community embraces its opportunities to diversify into the provision of numerous other services where there is considerable need, and where motorcoaches would have ideal characteristics (see Drivers v. Robots, Parts 1, 2 and 4: Motorcoach Survival in the Era of COVID19 in N ATIONAL B US T RADER , May, June and August, 2020). At the moment, however, only about 15 percent of motor-

coaches are in operation. The industry is quite simply squandering its opportunities to contribute to our current needs and survive financially, as some other sectors (taxis and limousines are the best examples) have done.

Like other modes where well-trained and well-protected drivers face few risks securing wheelchairs, the same would be true of motorcoach drivers. This is especially true since, with vehicles not filled to capacity, wheelchair users would be socially distanced from other riders. The safety risks to these riders, other passengers and drivers would be miniscule. The liability risks associated with failing to secure these passengers’ wheelchairs can be considerable.

This is only the tip of the iceberg. Under the ADA, a transit system is forbidden to deny service to a wheelchair user (Liberty Resources v. SEPTA, PA, 2001). Copy-cat lawsuits have dotted the transit landscape.

God help the motorcoach company committing this violation when a similar class action lawsuit is extended to this sector. Beyond possibly destroying that defendant’s business, such a suit will radically alter the motorcoach transportation landscape.

Most motorcoaches on the road have a wheelchair lift and two securement positions. Most of them have restrooms and countless other amenities that render motorcoaches our most versatile vehicles. Yet they are the least used while their provincial owners sit around, lobbying for bail-out funds.

Motorcoach operators would do well to chase the positive opportunities rather than wish for the negative ones.

There is a saying among the jaded political veterans in Washington, D.C. that, with elections, “You deserve what you get, and you get what you deserve.” Doing the worst job in the worst of times will yield the results

GENERATORS FOR THE MANY ROADS AHEAD.

We even have a name for such people. We call them heroes. one should expect it to. The opposite is likely to accrue to those doing the best they can in the worst of times. This is even more true when one helps those most in need during the worst of times. We even have a name for such people. We call them heroes.

The opinions expressed in this article are that of the author and do not necessarily represent the opinions of NATIONAL BUS TRADER, Inc. or its staff and management. ❑

Ned Einstein is the president of Transportation Alternatives (www.transalt.com [1]), a public transportation witness firm.

Einstein (einstein@transit.com) specializes in catastrophic motorcoach accidents.

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

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

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

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

5C – MISCELLANEOUS BUSES 1982 BBC/GMC HR150G trolley bus. Brown-Bovari controls, running condition. Must dispose due to space limitation. Make offer. Contact Dale@trams.ca or ✩ phone (604) 325-9990 in Vancouver.

6 – MOTOR HOMES FOR SALE MCI MC5A ’67 (shell). 8V-71, 4-speed. For sale to highest bidder. Call (928) 358-6415 or (505) 713-9242 in AZ. ✩

6 – MOTOR HOMES FOR SALE 1994 Prevost Liberty conversion. 8V-92 Twin Turbo w/Eco Boost, Webasto heat. All electric. New tires, batteries (bus), bus air. Interior – teal, rose, mirrors. Excellent condition. $95,000. Phone (276) 466-7325 in VA. ✩ 1956 Flxible coach – old conversion. Phone (802) 948✩ 2886 in VT for details. ’67 Flxible. Converted, 6V-92, 10-spd./OD, diesel generator. Recent $10,000 rebuilt – rebushed. Don’t see well; can’t drive and enjoy. Best offer over $17,500.

Needs TLC. Phone Chet at (269) 445-0641 in MI. ✩ 10 – PARTS AND EQUIPMENT 6V-92T Detroit Diesel engine. Fresh overhaul. In storage. Spent $4,700. Make offer. Phone (815) 262-0587 in IL. Setra parts – S215/217 windshields, upper windshields, shades, ballasts, compressor amd A/C/ parts.

Seats by Sardo, body and trim parts. Contact Dennis at Great River Bus Lines at (217) 430-9933 in IL. 14 – NOTICES Visit our 35+ vintage buses at Lakewood NJ Bus Terminal Saturdays. Join Friends NJ Transport Heritage Center. www.friendsnjthc.org. Annual dues $30. Call Tom at (732) 833-1213. ✩ 15 – MISCELLANEOUS Wanted: Original upholstery for AC Transit 800-900 Series Fishbowl. Gold and blue striped pattern used on bucketstyle seats. Used seat covers acceptable. Contact Ed at enapiwoc@aol.com.

Advertiser’s Index

15 – MISCELLANEOUS Bay area (northern California) bus slides for sale. Original and dupes. $1.50 ea. Contact kimojim123@msn.com in CA. ✩ 16 - MEMORABILIA & COLLECTIBLES Toy collection 900+ pieces like Buddy L, Ertl, Nylint, Doepke, Tonka, Toosie, Dinky, Corgi, Solido plus Military, Hess, Texaco collection. All toys displayed. Call for appointment at (914) 234-9362 in NY or ✩ chuckschroedel@gmail.com.

MOVING?

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Down The Road March 3-7, 2021. UMA Motorcoach Expo 2021. . MCA's 102nd International Convention and RV Expo.

March 14-17, 2021. American Public Transportation Association (APTA) EXPO 2017.

June 18-22, 2021. Busworld North America.

June 18-22, 2021. American Bus Association Marketplace.

30 • National Bus Trader / December, 2020

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Preparing for a better tomorrow, today.

The country is moving closer to recovery, and MCI is dedicated to making sure you’re ready to move forward too. We have taken a close look at what we need to do today—including offering guidance, products and parts to help with cleaning, disinfecting and physical distancing. Meanwhile, our model line continues to evolve, with battery electric models on the way, and other innovations to keep your passengers happy and your total cost of operation low. As ever, our service and support network remains committed to keeping your equipment road-ready, with emergency roadside assistance and technical support available 24/7 at 800-241-2947. And just in case your drivers or technicians need to hone their skills, our online, ASE-accredited MCI Academy offers 550 courses, with certifications and special COVID-19 coursework available.

Together, we will stand strong—today, and down the road.

Visit mcicoach.com to learn more.

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