NBT January 2024 Digital Magazine

National Bus Trader

The Magazine of Bus Equipment for the United States and Canada Volume XLVII, No. 2

January, 2024

Serving the bus industry since 1977.

Visit us at www.busmag.com.

• New York City Congestion Pricing • Be Prepared for Patriotism • The Haunted Eagle Bus • We Needed a Ketchup Squirt Bottle

TS45, A DEMANDED PERFECTION We chose to be inspired by you temsanorthamerica

temsa.com

National Bus Trader The Magazine of Bus Equipment for the United States and Canada STAFF Editor & Publisher Larry Plachno

Business Manager Nancy Ann Plachno Typesetting/Page Layout Sherry Mekeel

Production/Design/Web Jake Ron Plaras

CONTRIBUTORS Safety and Liability Ned Einstein Dave Millhouser

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Volume XLVII

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

Number 2

January, 2024

Features New York City Congestion Pricing (by Larry Plachno) . . . . . . . . . .14 The MTA has already approved the new Congestion Pricing tolls that will affect buses traveling in Manhattan south of 60th Street as early as this spring. Here are the details on the plan and the current status of objections and possible law litigation.

Be Prepared for Patriotism (by Larry Plachno) . . . . . . . . . . . . . . . . . .22 This is a “Heads Up” article to make sure readers are aware that we are entering into the 250th anniversary of the founding of our nation. Be prepared for patriotic bus tours and specialized charters in the near future.

The Haunted Eagle Bus (by Larry Plachno) . . . . . . . . . . . . . . . . . . . .24 This is the interesting story of a new Eagle that had people scratching their heads because it started and shut down on its own until someone figured out what the problem was.

We Needed a Ketchup Squire Bottle (by Dave Millhouser) . . . . . .28 Having the right tools helps a lot in getting the job done.

In this particular case, a ketchup squirt bottle would come in handy.

Cover Photo

Departments

New York City Congestion Pricing may be a reality by this coming spring. Several of our readers regularly operate buses into Manhattan and others do so occasionally.

See the article starting on page 14 for the current status of the program and the objections. NBT

Equipment News . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Survival and Prosperity . . . . . . . . . . . . . . . . . . . . . . . . . . 30 Photographs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

Curious Coachowner . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36

Classifieds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40

Advertiser’s Index appears on page 40

National Bus Trader / January, 2024 • 3

Equipment News

MCI recently delivered new J4500 coaches to Idaho, California and Texas.

One recipient was Ebmeyer Charter, a 45-year-old company providing charter service throughout the Southwest states.

Also receiving a new MCI J4500 clean-diesel coach was Teton Stage Lines.

This family-owned company has a history dating back to 1935 and is Idaho’s oldest motorcoach company.

MCI Delivers New J4500 Coaches to Idaho, California and Texas Idaho’s Teston Stage Lines joined other private motorcoach companies across North America that trust MCI with reliable and safe transportation.

of construction, mining, forestry and industrial heavy equipment. The financial terms of the acquisition were not disclosed.

Komatsu is planning to close the acquisition once all necessary procedures for the closing are completed.

Teton Stage Lines welcomed their first new J4500 luxury motorcoach, proudly built

by MCI. Family-owned Teton Stage Lines is Idaho’s oldest motorcoach company, whose long history dates back to 1935. MCI is thrilled to expand its partnership with Teton Stage Lines.

Subhash Dhar, founder and CEO of ABS, said, “We are excited to join the Komatsu family with its global presence.

This partnership will position ABS as a leading partner for electrification of industrial equipment and commercial vehicles globally. We are thankful for the support of our initial investors, KCK Group, and are pleased to enable a successful exit after only 41⁄2 years. Komatsu’s acquisition of ABS is testament to the intellectual and manufacturing assets ABS has developed in the span of four years.”

MCI also proudly delivered a new luxurious J4500 coach, North America’s bestselling touring vehicle, to Ebmeyer Charter, a premier charter bus company providing services throughout the Southwest for nearly 45 years to Frisco Coachline, a Texas-based charter bus company providing transportation services locally and nationwide.

Congratulations, Teton Stage Lines, Ebmeyer Charter and Frisco Coachline, on purchasing a J4500 clean-diesel coach, with best-in-class tech and service support, expansive aftermarket parts selection and award-winning training programs.

American Battery Solutions Announces Agreement to be Acquired by Komatsu American Battery Solutions (ABS), a leader in the design, development and manufacturing of advanced lithium-ion batteries, is excited to announce plans for its acquisition by Komatsu, a leading manufacturer

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“After more than a year of evaluating potential battery partners, ABS stood out because of the depth of the team and their strong technical skill base, breadth of business and battery systems know-how and battery manufacturing expertise for heavyduty markets,” said Taisuke Kusaba, CTO and president, Development Division, Komatsu Ltd. The construction, mining, forestry and industrial heavy equipment markets are experiencing rapid and massive growth in electrification driven by CO2 reduction efforts, regulatory demand, ESG and operational improvement needs. Together, ABS and Komatsu are committed to developing advanced energy storage systems that are optimized to power the next generation of Komatsu’s electrified equipment.

This announcement comes on the heels of launching a new transit bus battery pack for New Flyer Industries. ABS has also secured long-term supply agreements with leaders in key market segments, including the largest last mile delivery vehicle fleet and the largest RV manufacturer. The acquisition agreement signifies another major milestone for ABS and demonstrates the progress and strong positioning that ABS has in the advanced battery market.

While the acquisition will bring new markets to ABS products, ABS will continue to operate as an independent entity, retaining the company’s existing management team; Komatsu is committed to supporting ABS’ existing and new customers.

ABS will continue to develop both custom and off-the-shelf solutions for on- and offroad mobility applications through the company’s Proliance and Alliance brands of products.

ABS will continue to support its current customer base and expand its activities into off-highway, commercial vehicle and industrial electrification efforts, and to position the company to capitalize on the rapidly expanding battery system market globally.

ABS has a team of nearly 200 employees with headquarters and engineering development in Lake Orion, Michigan, and manufacturing in Springboro, Ohio.

Equipment News MCI Academy Graduates Celebrate Their Certificate Course Completion At the beginning of November, three MCI Academy students successfully completed the MCI Master Technician certification course in the academy’s training center in Louisville, Kentucky. The MCI Master Technician Certificate is earned after completion of Level 1, Level 2 and Level 3 MCI Technician programs, as well as MCI Electrical Specialist and MCI HVAC Specialist programs.

Edgar Mares is the first-ever service center technician to complete the program.

Carlos Ponce and Steve Kuhn are from the MCI technical sales managers team. Congratulations on completing the MCI Master Technician certification.

MCI Academy’s 2024 schedule for in-person classes is available now. ASE-accredited, MCI Academy provides the highest quality training available in the motorcoach industry for all levels of technicians.

GoRaleigh Launches North Carolina’s First BRT with New Flyer Buses In early November GoRaleigh launched Wake Bus Rapid Transit (BRT) New Bern Avenue – the first BRT in North Carolina, proudly powered by seven New Flyer Xcelsior® compressed natural gas (NCG) fivedoor, 60-foot buses.

New Flyer joined GoRaleigh’s grand ceremony opening the new FTA-funded BRT line, featuring Dr. Yvette Taylor, FTA regional administrator; Joey Hopkins, secretary of

Early November saw three MCI Academy students successfully complete the MCI Master Technician certification course at the training center in Louisville, Kentucky. On the left is Edgar Mares, the first service center technician to complete the program, with Carlos Ponce and Steve Kuhn from the MCI technical sales managers team.

transportation NCDOT; Mayor Mary Ann Baldwin and Mayor ProTem Corey Branch.

With more than 14,000 CNG buses on the road across North America, NFI is a CNG technology leader in mass mobility.

These new buses emit 90 percent less nitrogen oxide compared to traditional propulsion and immediately reduce greenhouse gas emissions while contributing to a more breathable air in North Carolina.

GoRaleigh launched North Carolina’s first bus rapid transit (BRT) operation. Several political and transportation officials attended the launching. Seven New Flyer CNG-powered 60-foot articulated buses will operate the new service.

Voters Approve Transit Funding Voters around the country on November 7 approved four out of five state and local measures supporting public transportation on the ballot, continuing a strong record of success. Tuesday night’s results add to five other public transit measures already passed by voters this year, bringing this year’s total to nine out of 10 wins for public transit, a 90 percent win rate.

Similar to other off-year elections, this year saw a small number of measures on the ballot, but a continued high level of approval from voters eager to express their support for more transit. This continues a years-long trend: More than 85 percent of ballot measures to fund public transit have passed in the last five years.

“Once again, voters across the country have unequivocally expressed their desire for more investment in public transportation for their communities,” said APTA President and CEO Paul P. Skoutelas.

“These ballot initiative wins are a testament to the importance of local, state and federal partnerships in upgrading our public transit and passenger rail systems, which will enhance mobility options, spur economic growth, promote environmental sustainability and address climate change on a national scale. We’re looking forward to the 2024 elections, where many communities will take advantage of voter enthusiasm in a presidential election year to place measures for public transit on the ballot.”

National Bus Trader / January, 2024 • 5

Equipment News

NFI displayed this Next Generation battery-electric Xcelsior CHARGE NG 60-foot bus at the recent Canadian Urban Transit Association show in Edmonton. This model now offers eight battery strings for increased range.

The measures winning victory on November 7 included: • Kansas City, Missouri: The measure renewed a three-eighths of a cent city sales tax for operation and improvement of the public bus system over a period of 10 years.

The funding will exclusively be used for the Kansas City Area Transportation Authority’s (KCATA) bus system, and would avoid a 30 percent cut to the KCATA budget and reduced routes within the city.

• Fort Collins, Colorado: The measure collects funding through a half-cent sales tax, allocating 25 percent of the revenue specifically to the city’s transit system through 2050. This funding supports various public transit programs and services, including infrastructure improvements, equipment purchases and the expansion and enhancement of transit services.

• Boulder County, Colorado: The measure collects funding by extending the existing property tax mill levy of 1.85 mills for 10 years to facilitate broader access to transportation. Funds will cover the costs of providing a regional transportation district Eco Pass to all district residents while also authorizing an Eco Pass program for non-resident employees of employers in the District without increasing district taxes for residents.

• Perrysburg, Ohio: Voters renewed a 0.8-mill public transportation levy, estimated to generate $539,000 annually for five years, with a $22 yearly cost for the owner of a $100,000 home. The levy aims to sustain Perrysburg Transit – a decade-old service entering its third contract and operated by MTM Transit – ensuring continued accessible and reliable transportation services for Perrysburg residents.

APTA’s Center for Transportation Excellence tracks all of the measures at its Web site and through its Twitter account.

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Also displayed by NFI at the recent Canadian Urban Transit Association show in Edmonton was this Xcelsior CHARGE H2 40-foot bus. It was lettered for Edmonton Transit Service and powered by a hydrogen fuel cell system.

CVSA Announces Dates for 2024 Human Trafficking Awareness Initiative The Commercial Vehicle Safety Alliance (CVSA) has set the dates for the 2024 Human Trafficking Awareness Initiative (HTAI) for each of its three member countries. In the U.S., the initiative is scheduled for January 8-12, 2024. Canada’s HTAI dates are February 19-23, 2024, and Mexico’s HTAI is set for March 11-15, 2024.

CVSA’s annual five-day human trafficking awareness, outreach, identification and prevention initiative aims to educate commercial motor vehicle drivers, motor carriers, law enforcement officers and the general public about the crime of human trafficking, the signs to look for and what to do if you suspect someone is being trafficked.

According to the United Nations, human trafficking is the recruitment, transportation, transfer, harboring or receipt of people through force, fraud or deception with the aim of exploiting them for profit. Men, women and children of all ages and from all backgrounds can become victims of this crime, which occurs in every region of the world, including North America. Human traffickers often use violence, fraudulent employment agencies and fake promises of education and job opportunities to trick and coerce their victims.

In preparation for the 2024 Human Trafficking Awareness Initiative, CVSA is offering human trafficking awareness resources to its membership and working with Truckers Against Trafficking to distribute wallet cards, posters and window decals. Fill out the online form to order complimentary outreach materials.

During the five-day awareness initiative in each country, CVSA jurisdictions will note

human trafficking awareness and outreach efforts and projects and submit that data to the Alliance. The results will be released in summer 2024.

To find out what your jurisdiction is doing to increase human trafficking awareness, contact the agency/department responsible for overseeing commercial motor vehicle safety within your state, province or territory.

The Human Trafficking Awareness Initiative is part of CVSA’s Human Trafficking Prevention Program. The program seeks to reduce human trafficking throughout North America through coordinated enforcement and investigative and educational awareness measures within the commercial motor vehicle industry.

NFI Displays at the CUTA Transit Show in Edmonton, Alberta Teams across NFI came together in Edmonton, Alberta, on November 12-15 for the three-day Canadian Urban Transit Association’s (CUTA) Fall Conference & Transit Show.

Attendees visited bus spaces B6 and B7 to tour NFI’s market-leading EV Display to get firsthand experience of the vehicles, including the Xcelsior CHARGE H2™ 40foot, fuel cell-electric bus, provided by Edmonton Transit, and the Next-generation battery-electric, eight-string Xcelsior CHARGE NG™ 60-foot bus.

During the show attendees could speak with representatives from across NFI, including New Flyer, NFI Connect™, NFI Parts™, NFI Infrastructure Solutions™, ARBOC and Alexander Dennis, to learn about NFI’s latest technology advancements. In addition, during the transit show, attendees could stop by the NFI Parts booths #122 and #124 to

Equipment News learn about NFI Parts, North America’s most comprehensive parts organization.

Following CUTA’s Conference and Transit Show, NFI will join Electric Mobility Canada’s annual conference in Edmonton, Alberta, Canada’s most important electric mobility conference focused on the critical role of EV charging in transitioning to zero-emission fleets.

will deliver a replacement of KRT’s current system for its 24 fixed-route services, includ-

ing onboard components and onboard Infotainment.

Kanawha Valley Regional Transportation Authority recently worked with Equans to implement a new system on its buses. In addition to passenger notifications, the system will also provide automatic vehicle announcements and infotainment screens. Located in Charleston, West Virginia, Kanawha Valley Regional Transportation Authority transports about one million passengers annually.

KRT Deploys New Intelligent Transport Technologies with Equans Kanawha Valley Regional Transportation Authority (KRT), the public transit authority in Charleston, West Virginia, and Equans are currently implementing NAVINEO’s CAD/AVL system on KRT’s fixed-route bus fleet, which transports about one million people every year.

Following a successful factory testing in the summer, the deployment of Equans’ CAD/AVL and real-time passenger information technologies (RTPI) on the 54 buses is nearing completion and will bring major daily improvements for KRT’s staff and passengers.

This project is part of a comprehensive and ambitious technology modernization initiative undertaken by KRT for its public transit service, including mobile ticketing, scheduling and paratransit software. Equans

National Bus Trader / January, 2024 • 7

Equipment News Equans is currently installing and implementing NAVINEO’s CAD/AVL system on KRT’s buses, along with Automatic Vehicle announcements (AVA) and Infotainment screens.

Some of the major improvements will allow KRT riders to benefit from automated service alerts, canceled trip information and detour information all in real-time through multiple medias such as Google Maps, Transit APP and KRT’s own Web site.

“Our passengers are going to benefit greatly from our partnership with Equans.

Passengers will be able to see where their bus is in real-time and receive route notifications if any disruptions occur.

Internally, our operators will also have turnby-turn directions displayed right in front of them and will also receive the re-routes in real-time. The communication between our dispatchers, operators and passengers will only improve going forward,” said Jacob Pitman, KRT director of operations.

Among other major operational upgrades, Equans is deploying its Driver clock-in/clock-out kiosk and Yard Management system, supporting on-time pullout by KRT’s bus operators. A Business Intelligence software with the ability to easily retrieve and analyze on-time performance data, Ridership data, daily dispatch and automated NTD reporting across the organization will complete KRT’s new system.

New Flyer joined the ribbon-cutting on November 2 celebrating the opening of the BayoTech Hydrogen Hub. Located in Wentsville, Missouri, northwest of St. Louis, this new facility generates 350 tons of hydrogen annually for fuel cell equipment. At the event, a New Flyer fuel-cell electric bus was refueled using a BayoTech mobile refueler.

“Equans is empowering KRT to provide state-of-the-art technologies to our passengers, operators and administrative team. From the inception of this project, Equans has been a partner. Vendors are easy to come by; partners are much more rare,” said Sean Hill, KRT executive director.

When the members of the California Bus Association gathered for their trade show in Reno, Nevada on November 6, they were able to see the Pacific Bus Museum’s PD4151 Silverside bus on display.

Built in 1948, the bus was one of 2,000 ordered by Greyhound to modernize its aging wartime fleet.

The museum recently acquired the historical bus from the Greyhound historical fleet.

Historic Silverside Bus at California Bus Association Convention The Pacific Bus Museum’s restored GM PD4151 Greyhound Silverside was on display at the recent California Bus Association and Tradeshow in Reno, Nevada on November 6. The bus, acquired from Greyhound’s historic bus collection in January 2023, was staged just outside the Reno Convention Hall adjacent to the Silver Legacy Resort and Casino in downtown Reno along with a group of the latest new motorcoaches from five different bus manufacturers.

The iconic Greyhound from the post WWII era drew the interest of the convention attendees and the public all afternoon. Many people stopped and posed with the bus and alongside a Pacific Bus Museum member dressed in an actual Greyhound Lines uniform from that era.

New Flyer Joins BayoTech to Celebrate the Completion of the First Hydrogen Hub in Missouri On November 2, New Flyer joined partner BayoTech Hydrogen for their ribbon-cutting event on the completion of BayoGaaS™ Hydrogen Hub in Wentzville, Missouri, located northwest of St. Louis. This facility generates 350 tons of hydrogen annually to serve zero-emission fuel cell equipment.

8 • National Bus Trader / January, 2024

BayoTech demonstrated how its cuttingedge hydrogen technology works by filling New Flyer’s fuel cell-electric Xcelsior CHARGE H2™ 60-foot bus via BayoTech’s mobile refueler.

National Bus Trader / January, 2024 • 9

Equipment News Congratulations, BayoTech, on this milestone in making sustainable hydrogen fuel reliable and locally available.

Alexander Dennis and Partners Scoop Top Honor at Self-Driving Industry Awards Alexander Dennis, a subsidiary of NFI Group Inc., one of the world’s leading independent global bus manufacturers on Noveber 20 announced that its Enviro200AV autonomous bus for the CAVForth project has been recognized as Vehicle of the Year at the UK’s first dedicated awards for connected and autonomous vehicles.

Winners of the Self-Driving Industry Awards 2023 were announced by Cars of the Future at a ceremony at the Turner Contemporary art gallery in Margate on November 17, 2023.

In a collaborative achievement, bus manufacturer Alexander Dennis, autonomous system provider Fusion Processing and public transport operator Stagecoach, clinched the prestigious Vehicle of the Year award. The recognition highlights the importance of public transport when considering what the future of mobility could look like and honors the partners’ effort in launching the UK’s first full-size autonomous bus service.

The award-winning bus is a standard Alexander Dennis single-decker that has been fitted with cutting-edge technology and an eye-catching livery. Five of these autonomous buses have been in service in

Scotland since May 2023 as part of the CAVForth project, carrying thousands of passengers and covering more than 70,000 miles in autonomous mode.

Matthew Lawrence, fleet sales director at Alexander Dennis, accepted the award on behalf of the engineering team and said: “We are honored to receive the Vehicle of the Year award at the inaugural Self-Driving Industry Awards for our first fleet of Enviro200AV. This achievement is a testament to the dedication and hard work of our engineering team and partners. Together, we are driving the future of autonomous transportation, setting new benchmarks for passenger experience, safety, efficiency and sustainability.”

Policy and External Affairs Director for Stagecoach Peter Stephens said: “We are proud to have provided the first autonomous bus fleet to the UK and the first service to our local communities in East Scotland. This Self-Driving Industry Award stands as a testament to the belief of our partners, our staff and our customers, who have all put their trust in our vision. The service is live, and we invite anyone to come experience AB1, autonomous bus number 1 for themselves.

The Self-Driving Industry Awards are presented by Cars of the Future (www.carsofthefuture.co.uk). They recognize outstanding contributions to developing and implementing self-driving technology across various sectors. The partners’ success shows their leadership in driving innovation and fostering

Alexander Dennis won the Vehicle of the Year award at the UK’s first dedicated awards for connected and autonomous vehicles. The winning bus was an Alexander Dennis Enviro200V used on the CAVForth project. Five of these buses have been in service in Scotland on an autonomous route regarded as the UK’s first full-size autonomous bus service.

10 • National Bus Trader / January, 2024

a future where autonomous transportation is a reality.

The mayor of Margate, Cllr Rob Yates, presented the Vehicle of the Year award to Peter Stephens of Stagecoach and Matthew Lawrence of Alexander Dennis.

CAVForth is a collaborative project partfunded by the UK Government’s Center for Connected and Autonomous Vehicles. Led

by Fusion Processing Ltd., it involved Stagecoach, Alexander Dennis, Transport Scotland, Edinburgh Napier University, Bristol Robotics Lab and the University of the West of England. The 14-mile CAVForth service from Fife into Edinburgh across the Forth Road Bridge was launched to the public in May 2023. It will continue to be developed with the follow-up CAVForth2 project, which will extend the route into Dunfermline city center and add an electric Alexander Dennis Enviro100AEV small bus to the fleet.

VDL Bus & Coach Achieves “MaxiMile” Result with New Generation Citea In a test entitled “the MaxiMile Challenge,” VDL Bus & Coach’s new generation Citea achieved a stunning result. The objective of the challenge is to provide evidence of the promises made with the new generation Citea: a best-in-class, energy efficient, 100 percent electric city bus with a maximum efficiency/range ratio. The targets set for this test were more than 24 hours of continuous driving, covering a distance of more than 500 kilometers and creating realistic operating conditions in line with a SORT-2 deployment. These targets were amply achieved.

VDL Bus & Coach deployed one of the new generation Citea demo vehicles for this test. The LF-122, with a 490 kWh battery pack, was loaded to 16,500 kilograms to simulate a realistic number of passengers.

Guido Weijers, product manager public transport, said: “The question the market always asks is what distance is feasible in reality. That is one of the reasons why we conduct this test; to build confidence prior to purchase and to show that we carry out trials and share the findings. And, of course, we want to achieve the best possible result.

But there is no added value for the operator of our vehicles if we deliver a result for which the scope does not paint a realistic picture.

Instead, we want to prove that in deployment, in the way our customers use the vehicle, our new generation Citea does what it promises. Hence, among other things, the weighting of the vehicle; also important, are the number of stops per kilometers and the most realistic speed possible. The faster a vehicle travels with as few stops as possible, the more efficient its consumption. But that is not the objective.”

Equipment News To further achieve a realistic result, VDL Bus & Coach deployed the vehicle on several bus routes in Eindhoven and the surrounding area. The UITPP SORT routes each represent a different speed regime: SORT-1 concerns the urban center with an average speed of 12 km/h; SORT-2 concerns urban routes with an average speed of 18 km/h; SORT-3 concerns the urban periphery with an average speed of 25 km/h.

Most routes of “the MaxiMile Challenge” were run on a SORT-2 deployment and some routes on SORT-1 and SORT-3, to arrive at an average SORT-2 deployment. The vehicle stopped at all bus stops along the routes.

The test also specifies driver changeovers at Eindhoven Station after four consecutive hours of driving. These were the warmest days of late summer on September 10 and 11; it was around 30 degrees Celsius during the day, dropping to 21 degrees Celsius at night. The test started at VDL Bus & Coach at De Vest in Valkenswaard, where the new generation Citea with a fully charged battery took on the challenge at 1 p.m. on September 10.

At the first driver changeover at 5 p.m. on September 10, the new generation Citea had covered a distance of 74 kilometers, and had a battery status of 87 percent. At 9 p.m., this was 146 kilometers driven at a battery capacity of 72 percent. At 1 a.m. on September 11, the distance was 222 kilometers and a residual battery charge of 57 percent. The next driver change was performed at 5 a.m. with 302 kilometers on the odometer and a battery charge of 44 percent; at 9 a.m., the battery capacity was at 30 percent with 374 kilometers driven. At 1 p.m., the 24-hour target was met, with the last driver changeover taking place with 12

percent remaining battery charge and a distance of 471 kilometers. At around 3 p.m., the new generation Citea drove onto the premises of VDL Bus & Coach in Valkenswaard with just three percent left in the battery.

By the time the test ended at 3:14 p.m., the vehicle had covered a distance of 546.7 kilometers over a total of 26 hours and 14 minutes. This involved a total average of 1.4 stops per kilometer and an average speed of 20.84 kilometers per hour.

Achieving a distance of nearly 550 kilometers, without interim charging, on tropical late summer days and with a simulated load, shows that the new generation Citea does what it promises. What matters most within the parameters of the test and the outcomes is the length of the ride combined with the average speed. VDL Bus & Coach made a conscious decision to aim for a realistic scenario based on its customers’ operating requirements; therefore, achieving more than 26 hours of driving time, an average speed of less than 21 kilometers per hour, the number of stops per kilometer and the 546.7 kilometers travelled as a result is a stunning achievement.

“Even beyond the expectations of VDL Bus & Coach’s Product Management,” says Weijers with satisfaction. “A battery pack of such size on our test, combined with our level of efficiency, shows that a very high distance can be achieved. This sometimes even allows a customer to choose a smaller battery pack with our products, which then results in a price and weight reduction. Also, the high efficiency from these test results ensures that customers no longer have to

VDL recently tested their new generation Citea on the “MaxiMile” Challenge. Over a 26-hour period, the bus was able to cover 546.7 kilometers on a single charge. The test was done on a late summer day with a simulated load and making stops along the route.

rely only on quick-charging sessions and limited connections. It offers customers the option of ‘slow’ or overnight charging. This provides confidence in the robustness of the operation.”

20 Alexander Dennis Enviro100EV Headed for Stagecoach Alexander Dennis, a subsidiary of NFI Group Inc., one of the world’s leading independent global bus manufacturers, on November 30 confirmed Stagecoach as the launch customer for its recently-launched Enviro100EV small zero-emission bus. The purchase has been supported by the Scottish Zero-Emission Bus Challenge Fund (ScotZEB).

The Enviro100EV was unveiled earlier this month as part of the manufacturer’s next generation of battery-electric buses. Highly maneuverable at just 8.5 meters in length and 2.35 meters in width, the Enviro100EV seats up to 25 passengers in the same comfort and style as larger buses with a bright and spacious interior and generous 2+2 seating.

Powered by the Voith Electric Drive System, the energy stored in its 354kWh batteries gives it a class-leading range of up to 285 miles, making it a versatile performer even on longer, rural routes.

The battery system was developed for Alexander Dennis by its partner Impact Clean Power Technology. Particular attention has been paid to making it future-proof by allowing easy battery replacement with newer batteries in later life without a need for vehicle modifications.

Stagecoach placed its order for 20 Enviro100EV ahead of the type’s launch, and production is now underway with deliveries expected in the first half of 2024. The purchase has been supported by the Scottish government’s ScotZEB challenge fund, and the vehicles are expected to be allocated to operating companies in Scotland.

Chief Operating Officer for Stagecoach Sam Green said: “Acquiring the new Enviro100EV reaffirms our commitment to our customers’ experience while also bringing us a step closer to realizing our goal of being fully Net Zero by 2050. As a part of the fabric of daily life in the UK, we will continue to build on our work to tackle climate change and become more energy efficient.

Having been involved with these batteryelectric buses from the concept phase, we are sure they will establish themselves as a long-serving staple of the Stagecoach fleet.”

Alexander Denis President and Managing Director Paul Davies said: “We’re delighted to have Stagecoach on board as the launch National Bus Trader / January, 2024 • 11

Equipment News customer for our Enviro100EV ‘big small bus.’

We really valued their input as we worked closely with them through the concept phase.

These next-generation electric buses will be versatile assets for Stagecoach, their expansive range and diminutive road footprint making them equally suited to narrow town streets as winding country lanes.

“It’s a significant technical challenge packaging 354kWh of battery capacity and up to 285 miles of range into such a small vehicle, but our engineers have pulled out the top trump card once again. The Enviro100EV is best-in-class by some distance and with its future-proof battery system and the next generaiton of aftermarket support from AD24, this new fleet of small buses is destined to enjoy long, production working lives in the Stagecoach fleet.”

Ebusco Achieves First Commercial Success in Italy Ebusco, a pioneer and frontrunner in the development of electric buses, charging systems and energy storage, has been selected by Italian central purchasing organization Consip in the category “suburban buses in Class I.” Under this selection, Ebusco will offer the Ebusco 2.2 to Italian authorities and operators without the need to issue a European tender.

Consip is the National Public Administration Procurement Center of Italy which enables local governments to perform public purchases while stimulating a competitive participation of bidders in public tenders. The Italian Ministry of Economy and Finance (MEF) is the sole shareholder of Consip.

Through an extensive tender process, Ebusco was selected as a supplier for electric suburban buses. Operators can order a pre-defined Ebusco 2.2 low-floor bus with a battery pack of more than 400 kWh through the Consip system. If operators want to deviate from the standardized configuration, they can issue a mini tender to the selected OEMs. The total number of buses rewarded under the suburban lot for the selected group of six suppliers is 250 buses over the next 18 months with a possible extension of six months. This framework agreement allows Ebusco to enter the Italian market in an efficient way with the Ebusco 2.2.

Peter Bijvelds, CEO of Ebusco, comments: “We are proud and honored to be selected by Consip, and it is clearly a next step to expand our footprint in Europe. With the Ebusco 2.2, we continue to have a modern electric bus with excellent energy consumption performance leading to a competitive total cost of ownership. We are happy to see that we have now taken a first 12 • National Bus Trader / January, 2024

Stagecoach is the fist customer for the new Alexander Dennis Enviro100EV small zero-emission bus.

This new model was recently unveiled and offers a length of about 28 feet with seating for 25 passengers.

The Stagecoach order for 20 buses was supported by the Scottish government.

step in Italy and look forward to working with the Italian authorities to reduce the carbon footprint through the deployment of zeroemission public transport.

United Nations Establishes New World Sustainable Transport Day Starting this year, November 26 was marked as UN World Sustainable Transport Day. The UN General Assembly, the main policy-making organ of the United Nations, adopted the resolution to designate a UN

World Sustainable Transport Day at its 77th session.

The resolution, put forward by the government of Turkmenistan, follows IRU and its Presidential Executive’s initial proposal to have a dedicated World Transit Day. Asli Çalik, IRU’s vice president and head of Transport and Logistics Solution Department of the Union of Chambers and Commodity Exchanges of Turkey (TOBB), was also instrumental in ensuring Türkiye’s cosponsorship of the resolution.

Ebusco was recently selected as a supplier for electric suburban buses in Italy with its Ebusco 2.2 model. This could amount to 250 buses over the next 18 months. Ebusco buses already operate in several European countries.

Equipment News IRU Secretary General Umberto de Pretto said, “IRU and the road transport community are delighted that the UN has acted so quickly on the IRU initiative and very much welcome a UN World Sustainable Transport Day recognizing transport’s indispensable role in society, economic development and environmental protection.”

“A World Sustainable Transport Day will be a special opportunity for every citizen on this planet to stop, reflect and recognize just how crucial transport, and road transport in particular, is in every aspect of our daily lives,” he added.

In its resolution, the UN General Assembly invited all UN member states and organiza-

The United Nations recently established a new World Sustainable Transport Day. November 26 was the date selected. This annual day will allow people to stop, reflect and recognize just how critical transport is in every aspect of our daily lives.

tions, international and regional organizations and civil society to mark World Sustainable Transport Day by educating and holding events aimed at enhancing the public’s knowledge of sustainable transport issues.

It also encourages the UN and international organizations, regional institutions and the private sector to further coordinate their efforts and collaborate in mobilizing financial and technical assistance to countries, particularly developing countries, to strengthen links between all modes of transport.

Alexander Dennis Supplies Electric Double-Deck Buses for Hong Kong Alexander Dennis, a subsidiary of NFI Group Inc., one of the world’s leading independent global bus manufacturers, recently announced that it has been chosen in a competitive tender by Hong Kong’s MTR Corporation to supply 35 battery-electric Enviro500EV double-deck buses.

MTR Corporation provides Hong Kong’s Mass Transit Railway urban rail system including a network of feeder bus services, for which it operate a fleet of 172 buses.

Most of them have been supplied by Alexander Dennis from its Enviro200, Enviro400 and Enviro500 vehicle ranges.

MTR Corporation’s new fleet of zero-emission buses will be delivered throughout 2025 and 2026.

MTR Corporate in Hong Kong recently selected Alexander Dennis to supply 35 battery-electric Enviro500EV double-deck buses. Double-deck buses are popular in Hong Kong as they have been in London. Alexander Dennis is the world’s leading supplier of double-deck buses.

The Enviro500EV has been fully designed in-house by Alexander Dennis’s engineering team as part of the manufacturer’s next generation of zero-emission buses. The new fleet can substantially reduce the carbon footprint compared with traditional diesel buses, contributing to a greener environment.

Its 472kWh batteries are supplied by Impact Clean Power Technology to a futureproof design that allows for upgrades to benefit from advances in battery technology without structural modifications. Power is transmitted through the heavy-duty Voith Electrical Drive System, which at 410kW peak and 310kW continuous output has ample reserves to cope with Hong Kong’s topography.

Managing Director Asia Pacific for Alexander Dennis Andy Boulton said: “We are delighted to have been chosen by the MTR Corporation as partner for the transition to zero-emission bus services.

Our Enviro500EV has been designed from the ground up for the demands of Hong Kong’s world-class transport system, ensuring that this transformational investment in cleaner transport will deliver for the MTR Corporation.” q National Bus Trader / January, 2024 • 13

New York City Congestion Pricing

by Larry Plachno

N

Many of the most popular New York City tour attractions are located inside the new congestion pricing area. Shown here is Times Square which is usually included on bus tours of the Big Apple. This is also the location of the New Year’s Eve gathering that is televised nationally. MBT.

ew York’s Congestion Program has been a major news item for months.

Some of our readers run buses into New York City daily, others are concerned about charter and tour buses while those who never drive a bus to the Big Apple are still interested. The program has now been finalized and is headed towards a review period and implementation. Hence, we will try to present a review of what has happened and what is going on.

Since many of our readers are not that familiar with the New York City area, we 14 • National Bus Trader / January, 2024

will try to explain some of the geography and background behind all of this. There are a few things that are noteworthy. While this is the first example of congestion pricing in the United States, similar programs have been implemented in London, Stockholm and Milan. Another is that the program now goes through a 60-day review with four public hearings in late February and early March. There appears to be substantial opposition (mentioned later) that could change or delay things. We will try to keep NATIONAL BUS TRADER readers informed of future developments.

Unique Situation The situation in Manhattan is very different from most major cities. Since many of our readers may not be familiar with all of this, it might be a good idea to point out a few things. New York City consists of five boroughs: Manhattan, Bronx, Brooklyn, Queens and Staten Island, each of which is also a county in New York State. The name “borough” comes from Britain through the early settlers and is apparently not used much elsewhere.

Manhattan is probably the best known of the boroughs since it contains several popular

This simple map of the New York City area includes places mentioned in the article. Manhattan is towards the center with Bronx to the north, Brooklyn and Queens to the south and east and the more isolated Staten Island to the southwest. New Jersey is located to the west, across the Hudson River. Central Park is shown as a green rectangle in Manhattan. The new congestion pricing area starts at the south end of Central Park and extends to the south end of Manhattan. NBT.

sites including Central Park, the World Trade Center, Rockefeller Center, the Empire State Building, Grand Central Station, Penn Station and the Port Authority Bus Terminal. North of Manhattan is the Bronx. South and southeast is Brooklyn, which is on the western tip

of Long Island and the second-largest borough with 71 square miles. Queens is located north and east of Brooklyn on Long Island and is the largest borough at 109 square miles.

Staten Island is southwest of Manhattan, across what is called the Upper Bay.

Although Manhattan is essentially an island, it is connected to the Bronx, Brooklyn and Queens by tunnels or bridges. There is no direct connection between Manhattan and Staten Island other than regular ferry boat service. In spite of this, Manhattan does National Bus Trader / January, 2024 • 15

A substantial number of commuters live in New Jersey and commute to Manhattan to work. While there are some commuter trains and ferries that cross the Hudson River, the majority of them drive or ride the extensive New Jersey Transit commuter bus network.

There are also private bus companies that cross New Jersey and continue into Pennsylvania.

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enjoy some good public transportation. Both buses as well as rapid transit lines connect Manhattan with Bronx, Brooklyn and Queens. Amtrak’s main Northeast corridor comes through from Washington, Baltimore and Philadelphia in the south to Connecticut and Boston going northeast. There are commuter trains coming into Manhattan as well as numerous commuter bus lines, particularly from New Jersey to the west.

Driving and parking in Manhattan is expensive. Several people have commented that it is not cheap to be an automobile commuter into Manhattan. In addition to paying a toll to drive through a tunnel or over a bridge to reach Manhattan, you have parking fees. These vary from location to location but are among the highest in the United States.

One source said that daily parking fees could go as high as $90 per day. In spite of these charges, a huge number of vehicles enter Manhattan on a weekday. While the bulk of these are commuters, there are also delivery trucks, buses, taxis and Uber drivers.

Background While I am sure that there were several things that prompted the move to congestion pricing, the most important ones would be congestion, pollution and the MTA local transit system. Prior to the pandemic, the New York MTA was doing better than most transit agencies because their fare box revenue was pulling in about 35 percent of operating costs. Like most transit operations, it suffered a decline in passengers and revenue 16 • National Bus Trader / January, 2024

Staten Island is relatively isolated as far as public transportation goes. The only public transportation link between Staten Island and Manhattan is the Staten Island Ferries. However, this surface rapid transit operation connects with the ferries and continues south along the eastern side of the island.

THOMAS PLUNKETT CREATIVE COMMONS 4.0.

following the pandemic. This, combined with concerns about pollution and congestion in Manhattan, developed into a plan to charge vehicles for entering lower Manhattan and use that money to subsidize the MTA’s transit operations.

The people targeted were those vehicles that enter Manhattan. Planners suggested that the congestion pricing program could provide a substantial amount annually for the MTA while reducing vehicular traffic and thus eliminating a major part of congestion and pollution. From the beginning the area to be covered started on the north at 60th Street, effectively the south end of Central Park, and continued south to the southern tip of Manhattan sometimes called the Battery. It was named after Battery Park with its great views of the Statue of Liberty. The initial planning suggested a daily fee for automobiles of as much as $23 to enter this area.

Expectedly, there was some immediate negative reaction to the plan. Individuals protested that paying $23 a day ($115 a week, $460 a month) was prohibitively expensive for some people and effectively hit the poorest the hardest. Others suggested that the program was simply a money grab to tax people for breathing the air in southern Manhattan. Others suggested that “MTA” stood for Money Thrown Away. Several of the protesters pointed out that they had to drive because the MTA and other public transportation available did not meet their travel needs. Several government agencies also had a negative reaction.

Governor Phil Murphy of New Jersey threatened litigation because he felt that

New Jersey residents would be disappropriately hurt by the new plan. It is interesting to note that while both St. Louis and Kansas City have bi-state transit agencies, the New York MTA only has subways and rapid transit in New York State. None of the MTA subways cross the Hudson River to serve New Jersey. There are some commuter trains. A big help is the Port Authority Trans Hudson (PATH) line that connects Newark in New Jersey with the World Trade center in New York by diving under the Hudson River.

Apparently originally part of the Pennsylvania Railroad, this line also has branches going a little further north in Manhattan.

Many of the New Jersey commuters depend on an extensive commuter bus network, much of it operated by the state. There are also private bus companies that cross New Jersey and continue west into Pennsylvania. Hence, New Jersey commuters do not have the same options as most New York City residents. In addition, New Jersey also brought up the traditional American complaint of “Taxation without Representation” since New Jersey had no say in the congestion pricing program.

Following the move by New Jersey, Staten Island Borough President Vito Fossella suggested that Staten Island might also file a suit.

Staten Island is easily the most isolated of the boroughs – moreso than New Jersey. At least partially because of the distance, there are no bridges or tunnels between Manhattan and Staten Island. What they do have is the Staten Island Rapid Transit, effectively a surface rapid transit line running on the east side of the island north to St. George where you can transfer to the Staten Island Ferry to ride to

Many of Manhattan’s popular tour attractions are located in the new congestion pricing area. Located on Fifth Avenue, the Flatiron building is named for its unique shape and is included in many tours. NBT.

Manhattan. From there you again need to get on public transportation to get to your destination. Hence, this route requires commuters to ride on at least three different types of public transportation.

It is possible to drive from Staten Island using bridges to either New Jersey or Brooklyn and then crossing over into Manhattan.

Essentially, this is the only alternative to the Staten Island Ferry. Hence, commuters from Staten Island are certainly in a worse situation than commuters from Bronx, Brooklyn or Queens.

The most recent government agency to protest the congestion pricing program is Long Island. Senator Steve Rhoads from Long Island said, “This isn’t about cleaner air, this isn’t about less traffic, this is about nothing more than money, money that is being thrown into the black hole that is the MTA.” Both Brooklyn and Queens are located on the eastern end of Long Island and parts of the MTA rapid transit system do serve both Brooklyn and Queens. Long Island is also served by several branches of the Long Island

Located on 34th Street, the Empire State Building was built in 1930-31.

Observatories are located on the 80th, 86th and 102nd floors that provide visitors an impressive view of the New York City area. NBT.

Railroad, partially electrified, that does bring commuters into Manhattan.

Beyond this, there are several organizations that have expressed concern in one way or another. These include the bus operators, taxi operators and numerous others that would be impacted by the new congestion pricing fees.

Dates and Rates The program went to the Transportation Mobility Review Board who were charged with developing rates and regulations for congestion pricing. They issued their recommended tolling structure on November 30, 2023, which then went to the MTA for approval. On December 6, 2023, the MTA board approved the rates and regulations suggested by the Transportation Mobility Review Board. Only one of the 10 MTA board members opposed the plan. Board Member David Mack said, “$24 – that is what it will be to go in and see a son or daughter, or to see a show or to have dinner. I cannot vote for it I am sorry to say.”

Proponents of the plan suggested that it would eliminate 17 percent of the traffic in the congesting pricing area, about 153,000 fewer cars. This would decrease both congestion and pollution. It would also generate nearly $15 billion for the MTA. It was also suggested that the new congestion pricing plan might increase ridership on the MTA. However, many of the commuters said that the reason they were forced to drive was because public transportation did not exist or did not meet their needs.

At this point the program goes into a 60day response period which will include four public hearings in late February and early March. It is possible that the new tolls could go into effect as early as late spring.

We have received word that overhead scanners were already being installed south of 60th Street and would presumably interact with E-Z Passes on the vehicles. However, there are several government bodies opposed to the plan as well as individual groups looking for exemptions for taxis and buses. Hence, there is a possibility of some of the rates and procedures being changed prior to implementation.

National Bus Trader / January, 2024 • 17

Here is a list of some of the proposed rates.

This is not an all-inclusive list since the overall list of rates and regulations is fairly long and complex; it will probably keep a bunch of computer programmers busy for a while. We will try to provide the highlights and cover the items of more interest to our readers.

• Timing – Regular daytime rates would be in effect from 5 a.m. to 9 p.m. on weekdays and from 9 a.m. to 9 p.m. on weekends. At other times it was suggested that tolls should be reduced by about 75 percent.

• Exemptions – There are several exemptions to the basic program. Two roadways are

exempted: the Franklin D. Roosevelt Drive on the east side of Manhattan adjacent to the East River, and the West Side Highway on the west side of Manhattan adjacent to the Hudson River. Presumably, these exemptions would allow drivers to come in on a tunnel or bridge, circle the extreme edge of the island, and leave on another tunnel or bridge without having to pay a toll.

Expectedly, government vehicles such as fire trucks, police cars and city transit buses would be exempted. There are other categories that may be given an exemption.

These might include public sector employees, transit workers, people who have med-

Since Manhattan is an island, the only ways on or off are through tunnels and bridges. Shown here is the famous Brooklyn Bridge that connects Manhattan with Brooklyn. The only borough not connected to Manhattan is Staten Island. 12019 CREATIVE COMMONS 4.0.

ical appointments and electric cars. It will be interesting to see how they differentiate these groups.

• Passenger Cars – The toll for passenger cars would be $15 per day to enter this area. This fee would only be charged once each day. Passenger cars could come and go several times during the day but would only be charged once each day. Low-income drivers who earn less than $50,000 annually and live in the area where congestion pricing applied could apply for a half price discount on the day toll but only after the first 10 trips each month.

While not an exemption, there is a provision for “crossing credits” for drivers who use the tunnels to enter Manhattan. These people who already pay a toll to use one of the tunnels would get a credit towards their congestion toll. This would apply to automobiles, motorcycles and even trucks.

• Buses – Right now it appears that the only buses exempt are city transit buses and commuter buses. All other buses would pay a toll. The rate would be $24 for intercity and charter buses but $36 for tour buses. I am not sure how the overhead scanner would know the difference.

Eric Adams, the mayor of New York City, suggested that both yellow school buses and yellow taxis should be exempt. He commented, “We’re really focusing on our two yellows: school buses and yellow taxi cabs.

We want the process to take them into consideration.” So far the people involved have failed to exempt the school buses because they suggest that school buses are also used for charters during the day.

The only buses exempt from the congestion pricing tolls are city transit buses and commuter buses.

There are people trying to get an exemption for school buses. Many also feel that charter and tour buses should be exempt since they reduce pollution and congestion. NBT.

Meanwhile, the bus people have asked that all buses be exempted. In addition to providing transportation that the MTA does not, the buses are a major positive move in reducing congestion and pollution. Again, there is a suggestion that the congestion pricing program is more geared to funding the MTA than to reducing congestion and pollution.

• Taxis and TNCs – Mayor Adams did at least get part of his request in regard to the yellow taxis and limos. They would only be charged $1.25 per ride that presumably could be added into the passenger fare. Several sources were fighting for the yellow cabs because they do provide a public service and have yet to recover to pre-pandemic ridership levels.

Uber, Lyft and other app-based operations would charge $2.50 per ride. There are people still working to exempt the taxis entirely from fees.

18 • National Bus Trader / January, 2024

• Trucks, Motorcycles, etc. – The toll fee for small trucks would be $24, while trucks with trailers would pay $36. Motorcycles would pay $7.50 during the day. Other

Two Staten Island ferries pass each other midway between Staten Island and Manhattan. This is the only direct public transportation link connecting Manhattan and Staten Island. Hence, Staten Island can easily be said to be the most isolated and car-dependent of the boroughs. NBT.

than the taxis and TNC fees, most tolls would be substantially reduced at night.

Where we go from here is a 60-day response period that is supposed to include four public hearings in late February or early March. How much of the toll fees and procedures will be changed remains to be seen.

Opposition New York Governor Kathy Hochul, who had been a vocal supporter of the congestion pricing program from the start, hailed the board’s approval. It also appears that the MTA Board, plus individuals and groups opposed to congestion and pollu-

tion, were much in favor of the plan with the one exception mentioned earlier. Janno Lieber, MTA chair and CEO, said that he was grateful for the panel that has produced an incredibly thoughtful, detailed and balanced report that points the way forward for the implementation of congestion pricing. He said, “Congestion Pricing will mean less traffic, cleaner air, safer streets and better transit.”

However, moving beyond to others, there seems to be a huge number of people not pleased with congestion pricing. Included are some governments, organizations representing various drivers and others. As we

Under congestion pricing, taxis wll charge $1.25 per ride. This is somewhat of a special deal since the taxi business has not regained pre-pandemic ridership levels. TNCs llike Uber and Lyft will charge $2.50 per ride. MIKE FROM PIXABAY.

go to press we have been told that several lawsuits have been filed. In addition, there is even talk about pushing legislation through congress to prohibit congestion pricing. More than one person has suggested that congestion pricing may not work well in Manhattan because of its unique situation and that of the surrounding communities.

Although mentioned earlier, here is some information on those who are not in favor of congestion pricing.

The State of New Jersey appears to be at the head of the list of those opposed. New Jersey Governor Phil Murphy called the proposed tolls “wholly inadequate” and said that the state is “left with no choice than to continue addressing our concerns through litigation.” While there are some commuter trains from New Jersey into Manhattan as well as a few ferry boats across the Hudson River, other New Jersey commuters travel by bus or automobile.

The state has their own commuter bus routes into Manhattan that are augmented by private carriers, some of which come from Pennsylvania. None of the MTA rapid transit lines cross over the Hudson River to serve New Jersey residents. Hence, New Jersey had no say in the congestion pricing program and would not benefit from the money going to the MTA. Congestion pricing has been overwhelmingly opposed by Staten Islanders who call it “One of the worst things to ever happen to Staten Island.” Borough President Vito Fossella said, “The recently reported $15 toll to enter Manhattan below 60th Street is nothing short of complete highway robbery for the people of Staten Island.”

Among other things, local residents are up in arms that residents of New Jersey

National Bus Trader / January, 2024 • 19

would get “crossing credits” for using the tunnels under the Hudson River but residents of Staten Island would not get credit for using the bridges to Brooklyn and Manhattan.There was also concern that low income residents in the congestion pricing area would be given a special program, but low income residents elsewhere would not.

Representative Nicole Malliotakis said, “It is unconscionable that New York Governor Hochul, Mayor Adams and their political appointees would give a congestion pricing toll discount to New Jersey’s commuters and not their own residents.”

Many of those opposed argue that Staten Island is the most car-dependent borough. There are no direct roads, bridges, tunnels or rapid transit connecting Staten Island with Manhattan. The only direct connection is the Staten Island Ferry.

Staten Island is the only borough that does not have direct road and rapid transit connections with Manhattan. Automobile drivers tend to drive across the Verrazzano Narrows Bridge to Brooklyn and then must use another bridge or tunnel to cross over to Manhattan. Like New Jersey, the residents of Staten Island may not see any return on the money going to the MTA. Assemblyman Charles Fall stressed that Staten Islanders rely heavily on their personal vehicles due to the borough’s lack of a connecting subway line. He said, “This toll presents a substantial financial challenge for my constituents, especially for those commuting from Staten Island and for residents in lower Manhattan traveling below 60th Street. He urged a reevaluation of this proposal to ensure a fair and equitable approach.

The recipient of the congestion pricing tolls will be the New York MTA. Many of those opposed to the congestion pricing plan note that the MTA rapid transit system does not extend to either New Jersey or Staten Island from Manhattan. Hence, residents of Staten Island and New Jersey may not see any benefit from their tolls.

MTA TRAIN.

20 • National Bus Trader / January, 2024

If you want to drive an automobile from Staten Island to Manhattan, the best route is to start here by crossing over the Verrazzano-Narrows bridge to Brooklyn. Then you can drive north through Brooklyn and take either the Hugh L. Carey Tunnel or the Brooklyn Bridge into Manhattan. There is no direct route for automobiles. LITTLE BOULDER.

Others expressing concern include Long Island officials, some of whom have called the plan “Highway Robbery.” There are numerous organizations expressing concern.

The bus people have suggested that school buses should be exempted from the toll. Others have commented that if the plan is to reduce congestion and pollution, then all buses should be exempted because they replace a large number of cars and their pollution. Although taxis were given a break compared with TNCs, there are some asking

that taxis be exempted because they are still struggling with the impact of the pandemic.

As we go to press, it does seem as if the issue is somewhat up in the air. Proponents of congestion pricing suggest that the tolls could go into effect as early as spring. However, there are numerous groups looking for modifications to the plan to make it more fair or to eliminate it entirely. This will be an interesting topic to watch in the weeks ahead. q

Be Prepared for Patriotism

by Larry Plachno

The historic North Bridge in Concord still stands and is now part of an historical site. It was here on April 19, 1775 that the American Patriots faced the British troops and started the War of Independence that led to the formation of the United States of America. If you look across the bridge, you can see the famous Minute Man statue. NBT ARCHIVES.

F

or those people in the bus industry who have not yet become aware, you need to prepare for increased patriotism in the years ahead as the United States of America starts to commemorate its 250th birthday. It started late in 2023 when we celebrated the anniversary of the Boston Tea Party on December 16, 1773.

The big starting date will probably be April 19, 2025 which commemorates the start of the War of Independence at Lexington and Concord.

Relationships between the American colonists and the British had been deteriorating for years. Cries of “Taxation without Representation” developed into the Boston Tea Party where the Sons of Liberty and followers threw chests of tea from East India

22 • National Bus Trader / January, 2024

Company ships into Boston Harbor. The British vowed to punish the colonists for deeds of defiance against the king.

Thomas Gage, the Royal Governor of Massachusetts, found himself facing threats of outright rebellion. His plan was to prevent violence by ordering the seizure of weapons and gunpower the colonists had stored at the Barrett Farm at Concord, Massachusetts, approximately 20 miles northwest of Boston.

He underestimated the colonists.

Patriot spies found out about Gage’s plan in advance and set about warning the colonists and the minute men (those men who offered to support the patriots in a minute). On the evening of April 18, 1775 two lanterns were hung from the steeple of

the Old North Church (one if by land, two if by sea).

Paul Revere went across Boston Harbor to Charleston where he mounted a horse and rode to Lexington passing through Somerville, Medford and what is now Arlington shouting “The British are Coming.” Church bells rang out as the minute men took their weapons and headed for the towns followed by the militia. By the time the British actually crossed the water, word of their coming had already reached Lexington.

The British marched to Lexington and arrived there at 5 a.m. to find themselves facing 70 patriots and minute men led by Captain John Parker. The patriots had already

made the decision that any government that wants to confiscate firearms was no longer their government. Without warning a shot rang out. no one is sure who fired it, but the nervous british fired a volley that killed eight of the patriots. the british moved on to concord at 8 a.m. with about 220 troops where they were given the order to secure the north bridge across the concord river and then continue to the barret Farm to confiscate the stored arms and gunpowder. close to 400 minute men and militia came down the hill at the british who then retreated back across the river to set up a line of defense. both sides opened fire and both british and patriots were killed. the british elected to return to boston but were followed by the minute men.

that visited battle sites and other locations that were of interest. if you can find interest among your passengers, you might want to start thinking of planning tours or offering charters around the War of independence or including various key locations. a major date will be July 4, 2026 which marks the anniversary of the adoption of the Declaration of independence. it was signed by 56 delegates of the second continental congress who then became known as the founding fathers. there are numerous dates and locations that will be important in anniversary events.

One of the most noteable dates will be December 26, 2026 when George Washington crossed the Delaware river with his troops to attack the british at trenton. this event is remembered because of popular paintings showing George Washington in a boat.

soon afterwards a militia numbering 20,000 arrived in boston to fight for liberty. the resulting War of independence would continue for several years. it is noteworthy that when the concord Monument was completed on april 19, 1836, ralph Waldo emerson wrote the Concord Hymm calling this “the shot heard round the World.”

Following the american independence, numerous other colonies sought their own independence.

George Washington became the first president (and the only one to be elected unanimously) and took office on april 30, 1789. this suggests that some of this patriotism may continue as late as 2039. however, we suspect that the major impact will be in 2025 and 2026.

bus operators should take note that as our nation becomes more aware of the anniversary of the War of independence and its various events and facets, it will grow to be increasingly important as a theme for bus tours and charters. We went through a similar situation not too long ago when our nation passed through the 150th anniversary of the civil War. there were numerous buses

We here at natiOnal bus traDer welcome reader suggestions on areas, events and dates that we can cover in our pages to help bus operators plan ahead for this patriotic interest among bus passengers. While the War of independence locations are all in the northeastern states, bus operators in the West may be able to find locations to offer a patriotic theme. q

The Minute Man statue stands next to the North Bridge. Commissioned by the Town of Concord and created by Daniel Cheter French, it depicts a seven-foot tall Minute Man holding a plow with one hand and a long gun in the other. It was unveiled on April 19, 1875 and stands on a base inscribed with the first stanza of Ralph Waldo Emerson’s “Concord Hymn.”

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Several historians would suggest that the earliest beginning of the War of Independence took place on December 16, 1773 at what became known as the Boston Tea Party. The Sons of Liberty and their followers, many disguised as Native Americans, threw chests of tea from East India Company ships into Boston Harbor in protest of taxation without representation. As a result, the British vowed to punish the colonists. nbt archives.

National Bus Trader / January, 2024 • 23

T

his is a true story relayed to us by Bob Hoehn who was a well-known figure at the Eagle manufacturing plant for many years. We found it so interesting that we decided to write it up and publish it. It originally ran in NATIONAL B US T RADER about 20 years ago, but we have had readers ask so we decided to run it again. We would very much welcome similar interesting or unusual bus stories from other readers.

The Haunted Eagle Bus

Those of us who have been in the bus industry for many years recall that the old Eagle plant was located on the edge of the airport in Brownsville, Texas and just a short distance from the international boundary. It was only a short walk from the commercial aviation terminal to Eagle main's office.

Hoehn’s story takes place during the period of time when he served as customer service manager for the Eagle manufacturing plant. After what was an uneventful week, Friday arrived. Friday was also uneventful other than a new Eagle was delivered to a customer from Tulsa, Oklahoma. A driver arrived in Brownsville from that company. Since he was already familiar with Eagle coaches, the inspection and turnover procedure went quickly and smoothly. He had soon driven out of the Eagle facility and had headed north to bring the coach back home.

Hoehn had completely forgotten about the bus when he received a telephone call on Saturday night from the bus company owner in Tulsa. The owner of the new Eagle coach said that it had arrived safely in Tulsa but was doing something very strange. He indicated that the new Eagle was starting up on its own, running for a while and then shutting down on its own.

In response to the obvious question, the owner insisted that no one was near or around the bus when this happened.

Never having heard of something like this before, Hoehn did not have an answer.

However, he told the coach owner that if this happened again, to phone and he would come to Tulsa personally to look into the situation.

On Sunday, Hoehn received another call from the coach owner in Tulsa indicating that his new Eagle had again started up, run for a while and then shut down on its own.

Hoehn had no choice but to book space on a flight to Tulsa.

On Monday, Hoehn arrived in Tulsa and discovered that the local weather had included high winds for several days. He immediately went to the bus yard and found the new Eagle parked outside adjacent to the office. After working on the bus all day, Hoehn could find nothing wrong or unusual. At this point he was convinced that someone had to have been 24 • National Bus Trader / January, 2024

by Larry Plachno

Built on the edge of the airport in Brownsville, Texas, the Eagle was originally designed in Europe for Trailways. For many years the Eagle was associated with Trailways while MCI was associated with Greyhound. The Torsilastic suspension on the Eagles made it popular with entertainers. NBT ARCHIVES.

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playing around with the bus and the owner.

Tuesday morning found Hoehn meeting with the company owner in the office. They were discussing the coach over a cup of coffee and could see the coach itself through the office window. Suddenly, a puff of smoke appeared at the back of the bus. It had again started up on its own and no one was around. Hoehn put down his coffee and started for the bus. He admits later that he still did not believe what had happened even though he saw it with his own eyes. However as Hoehn approached the bus, it suddenly shut itself off.

At this point, Hoehn was not quite sure what to do next. However, luck was with him. The driver who had brought the bus up from the factory in Brownsville was off on Monday. However, he showed up on the garage on Tuesday because he was scheduled to take out a charter. Hoehn spoke with him and asked if anything unusual had happened in driving the bus up from Brownsville. The driver mentioned that the only unusual thing was that the starter would "motor" on him. He ended up hitting it with a tire bumper to get it to stop.

With this information, Hoehn was finally able to figure out what was happening. It was obvious that under the right circumstances, a short in the electrical system would cause the starter to run on its own. The heavy winds in Tulsa were apparently enough to rock the bus and

eventually cause this short circuit. This, in turn, would cause the starter to engage which would start the engine. The engine would then run for a few minutes and build up air pressure. However, since the ignition was off, the air pressure would eventually be enough to activate the "kill" switch and turn the engine off. When the air pressure ran down, the wind could rock the bus to activate the starter and the procedure would start all over again.

Hoehn changed the starter and fixed the air leak. After that the bus never again

started by itself and the mystery of the "haunted bus" was solved. q

The staff at the factory in Brownsville were good about supporting Eagle coaches around the country. It was not unusual for them to pull parts from the assembly line to keep a customer’s Eagle running. This story shows that the Eagle staff went out of their way to help Eagle operators.

26 • National Bus Trader / January, 2024

ĭȦȦΈ͊ͅ​ͅӞ͈́ͅЗ͂͊͂͆ to schedule your free quote!

ʣ ʅɾʂʴɿɿɽʴʄʀʅʃ ˶ cčÕ VĔÑëÕ V²čÕʨ cëĆÕĴÊŘʞ EV ˶ Ĵļ²İŕÕÑİĔËăĆĔÑëÕʣËĔČ National Bus Trader / January, 2024 • 27

We Needed a Ketchup Squirt Bottle

by Dave Millhouser

Getting an Eagle sitting at the side of the road moving again might be easy if you have the right tools. In this particular case, the Eagle was not started because the proper tools were not available. It is interesting that the one thing that might have helped was a ketchup squeeze bottle. NBT ARCHIVES.

W

e had a load of skiers aboard, heading from Dallas to the Colorado slopes when my boss, Joe, found me (I can not remember how in those pre-cell phone days – but he was a gifted tracker). Joe said that we had an empty Eagle sitting on the shoulder near Guymon, Oklahoma. It had run out of fuel, and would we grab that puppy on our way through – and bring it home?

Darn right it had run out of fuel, in the middle of a blizzard, and the driver had sucked the battery dry in a futile attempt to start it, before slinking home, cushioning in another coach.

He had pumped diesel into it, so all I had to do was prime and jump start it. Yeah – right.

As far as I know, that bus is still there, because I did not have the proper tools to get it going. After trying to fill filters, blow fuel into lines, and sucking on the return line, all I got was cold and a bad case of diesel breath.

It is nice to improvise when the right equipment is not available, but consistent

28 • National Bus Trader / January, 2024

success comes when you have good people and tools (clearly poor Joe had neither).

For years the motorcoach business has not done well at selling itself. That is at least part of the reason we can not command the kind of revenue we deserve, and the industry seems to be shrinking. There are clearly exceptions – companies that have mastered the art of earning good margins by identifying, and serving discreet markets. However, we all suffer from the public's poor perception of buses. We have good people, but may not be using the right tools.

A friend who runs a scuba operation once said “I do not sell equipment or even dive trips – I sell adventure.” He is right on two counts. He knows what his customers actually want, and he knows how to express it in how he offers his services.

We think we are in the transportation business, but for the most part we are selling ourselves short. Lest you think I suddenly grew a brain, let me admit that these juices started stirring after I met a really bright young guy representing a bus organization at a manufacturer’s open house.

Chris made the same point my scuba friend had stumbled onto. Communicate what you are really capable of – the big picture – and how it fits a specific customer's actual needs. One of his concepts (which I am shamelessly stealing) is that even gifted and motivated sales people need the right tools to win business.

Their organization’s program has divided the market into distinct segments, and identified what each is looking for and how to let them know you can supply it.

Few are looking for a bus, but lots of folks want to do things that a coach can make possible or better.

He made several points before I abandoned him in favor of the open house's free food.

Citing a company whose inside sales person turned down a request for a “party bus” because “we do not run that kind of bus,” he pointed out that the vast majority of “party” requests really do want a regular coach – to get them folks safely and efficiently to an event. You probably DO operate what they want, but only get the business when your people are trained to recognize that.

Among other concepts, Chris mentioned the fact that sales people need to understand the specific desires and needs of the group they are approaching. He went on to name a number of unique markets that you can “specialize” in. The motorcoach itself may be a minor part of the service package you are providing (at least in the eyes of the customer).

There was a ton more to be learned – tools to be acquired and used, but I became buffet boy and waddled off. I am retired, but you might want to see the whole range of what he, and folks like him, have to offer.

Our varied skills may be camouflaged in ways that professionals can expose and help us use. Whether you acquire the expertise from a national organization or other marketing professionals, successfully selling the variety of services our industry can provide requires some tools.

Years after I abandoned that Eagle in Guymon, a friend mentioned that you can trim the end of a ketchup squirt bottle and cram it against an opening on the fuel filter.

Fill it full of diesel and squeeze repeatedly until you have forced fuel through the heads of an 8V-71 – and voila – the engine is primed and ready to start.

Sometimes the staff requires the right tools to help with their sales job. Expertise is often available from the national bus organizations or from marketing professionals. Learning to use that expertise and tools can make a difference in your sales. PIXABAY.

A tool as simple as a ketchup container would have made me a hero that wintry day.

Instead my career spiraled downhill – and I became a bus salesman. q

Selling has always been a big part of the bus business. We certainly can do more in selling the bus industry to the public. We also need to know how to sell our own services to our customers. DAIMLER/SETRA.

National Bus Trader / January, 2024 • 29

Survival and Prosperity

by Ned Einstein Danger Signs Ahead for U.S. Transit and Motorcoach Sectors Part 2

In Part 1 of this two-installment series, I cited numbers representing the decline in automobile and, more radically, public transportation ridership from 2019 to 2022. These figures were initially cited in an extraordinary New York Times article on November 6, 2023 (https://www.nytimes.com/interactive/2023/11/06/business/economy/commuting-change-covid.html) that provided figures for this decline in roughly 17 U.S. cities. As NATIONAL BUS TRADER readers may recall, the slightest decline among these cities occurred in New York City (25 percent) with the largest in Detroit (91 percent).

Because motorcoach ridership (obviously mostly in commuter/express service) is more affected by the same reasons as transit ridership compared with other modes – taxis, limousines, NEMT service, paratransit, school bus service, special needs transportation, commercial airline service, intercity rail, the problems discussed below (particularly the numbers) should be of reasonable concern to members of the motorcoach community.

Putting these figures in perspective, one should keep in mind that the percentage of operating costs that were covered by fare box revenue in New York City’s transit system (bus and subway) was the nation’s highest two years before COVID (roughly 35 percent). During that same period, ridership in Los Angeles County declined by only 35 percent in L.A. during this same three-year period (again, compared to only 25 percent in New York City. For perspective, one should note that, in 2019, farebox revenues covered only nine percent of operating costs in Los Angeles County.

A coarser summary I mentioned in several previous NATIONAL BUS TRADER articles was that, in the two years prior to the emergence of COVID-19, transit ridership declined by roughly 10 percent a year nationwide. Since then, several transit systems abandoned fares altogether. Kansas City was the first, in 2019, as their fares covered only eight percent of the system’s operating costs – i.e., it would cost almost as much to collect the fares than the percentage of operating costs they covered. One can understand why Kansas City chose to simply not bother.

30 • National Bus Trader / January, 2024

Figures and Futility The November 8, 2023 New York Times article, and a few others that echoed that piece the same day, also cited figures that illustrated how trivial U.S. transit is in the scheme of things. The finest example – actually cited by the U.S. Census Bureau – noted that in 2019, the share of people using transit was roughly five percent, while it dipped to 3.1 percent by 2022. In terms of the consequences of this fall-off, the Census Bureau noted that in 2006, the average commute took roughly 25 minutes, while it had risen to only 27.6 minutes by 2019. In simple terms, this 62 percent drop in transit ridership only increased commuting time by an average of 2.6 minutes (a 10.6 percent increase). In truth, this increase in commuting time would have been far greater had personal vehicle ridership not also dropped off considerable during this same three year period – ranging, for example, from a dropoff of 17 percent in Boston to a drop-off of 27 percent in Detroit. While I will expand on this theme further below, these preliminary figures suggest that the benefits of transit ridership are trivial – despite the need and the cost.

Transit produces almost no benefits.

Recharacterizing the concepts revealed by these sets of figures – an extraordinary decline in ridership in recent years yet almost no increase in commuting time during a much greater span of time – can lead to only one conclusion: For all the tens of billions of dollars spent on transit each year, transit produces almost no benefits.

City dwellers and freeway commuters can visually corroborate this reality by the fact that, despite this decline in transit ridership, plus the significant decline in automobile ridership cited in Part 1 of this short series, traffic levels have not noticeably decreased. As noted in Part 1, some cities (New York City in particular) have been forced to reintroduce “traffic cops” into their spending equation in at least three of its five bureaus to keep the traffic from practically coming to a standstill in certain parts of the city during the AM and PM rush hours.

Transit does not matter and is not worth a fraction of what we are spending on it.

What can these numerical contradictions possibly mean? The numbers by themselves clearly suggest that transit does not matter, and is not worth a fraction of what we are spending on it. Yet we also know that every adult in America does not own a personal vehicle, and even if so, does not drive it to work. Drilling down further into these facts: • A huge and growing percentage of our population is poor.

• A greater percentage of poor people cannot work remotely, and further, must travel to and from their jobs in the inner cities to and from their homes in the suburbs (or even rural areas), because they cannot afford housing costs close to where they work.

• At least for this part of our population, no other mode of transportation is picking up the slack.

Yet, as noted, we still have traffic. One hypothesis for this enigma might suggest that traffic is moving more quickly. Yet, as noted above, the U.S. Census found this to not be the case.

Then there are the quantitative realities embedded in these trends: • The IRS allows motorists to deduct 58 cents a mile for their business-related automobile travel – suggesting that this is the cost per mile of travel (mostly comprising fuel and maintenance, with licensing, registration, inspection and a few other fees sprinkled in).

• Many commuters must pay tolls for freeway usage, bridge and tunnel tolls, and soon (at least in Manhattan), congestion pricing fees. Using New York City as an example, a New Jersey commuter could pay several dollars to travel on the Garden State Parkway or New Jersey Turnpike to the nearest bridge or tunnel, $16 (per round trip) to travel through or over one of the city’s seven bridges or tunnels, and soon, either another $15 to travel into Manhattan below 60th Street (if that motorist uses EZPass) or another $22.50 if he or she pays in cash.

• Then there is parking – where one can even find it. It costs roughly $90 a day

Survival and Prosperity to park in most parts of Manhattan below 60th Street. It costs about $70 to park for more than 90 minutes in these same structures.

How can a low-income motorist afford these costs? Yet few of them ride transit.

During the peak periods, a reasonable percentage of subway riders, in particularly, are not lower-income visitors or residents.

Even fewer low-income passengers travel by transit.

Corruption and Discrimination The fact is that it will cost $7.50 more to pass through a toll both manned by a live Earthling than through a booth “managed” by EZPass – which could perhaps involve 30 seconds more time if the toll booth attendant has to fumble to make change – illustrates the rampant corruption of the U.S. transportation system in a way nothing else does. Surely the combination of one toll both attendant and whatever “counting and processing fees” are involved cannot possibly cost $900/hour.

Yet the motorist without a computer or good cell-phone skills cannot pay his or her tolls through EZPass. In simple terms, they are preyed upon by a Federal tax structure that does not even tax those with significant amounts of money. As a footnote, the New York State income tax rates range from 4 to 10.9 percent. The city’s rate ranges from 3.078 to 3.876 percent. The city’s low income EZPass riders – all paying the same fee for passage into Mid-and Lower Manhattan – are being fleeced.

Then there is the cross-subsidy issue.

Outer-borough motorists – particularly those lowest-income New York City residents residing in Brooklyn, Queens and Staten Island, and motorists from New Jersey and Connecticut – are infuriated by the latest episode of triple taxation, since their average earnings are far less than those residing in the congestion pricing zone itself (i.e., Manhattan, below 60th Street). Only Bronx residents are being spared. This inequity is further compounded by the fact that travel alternatives – subway and bus coverage and frequencies, and the density of taxis and TNCs – are more available in Mid- and Lower Manhattan. Plus the proximity of origins and destinations are much closer within this zone.

Should anyone reasonably blame these outsiders for their rage? Further, this fiasco will raise merely $1 billion a year for the NYCTA. (Had they paid the 2015 rate for taxi medallions, Uber drivers alone would have added roughly $66 billion to the city’s coffers; I personally know an Uber driver who earns about $180,000 a year.)

Waste, Failure and More Corruption Before even reiterating (in summary form) the decades of transit failure cited at greater length in Part 1 of this series, it may be helpful to take a quick peak at a handful of examples of how public funds are grossly misspent on transportation-related roadways and facilities in U.S. cities – again using New York City as the principle example: • A few years after 9-1-1, the Port Authority of New York and New Jersey spent $4 billion “upgrading” the World Trade Center PATH station (connecting only New Jerseyites with Lower Manhattan – mostly the stock market area or “Financial District”). It now takes eight minutes for a PATH commuter to reach his or her transit platform from the sidewalk outside instead of the two minutes it took before this “upgrade.” Around the same period, for roughly $5.7 billion, China built several hundred miles of heavy rail, countless rail spurs and all the stations, through much of six countries.

• Two or three years ago, the Port Authority spend $12 billion widening the lanes leading to the Holland Tunnel – on the New Jersey side – which did not add a single vehicle’s additional capacity to the tunnel itself, or increase the travel speed of any vehicle using it. (While there will be no statistics, the merging stemming from this increased span of toll booths will unavoidable create more collisions, even if most of them will only be fender benders. When they occur, movement through the tunnel will be even slower for a number of vehicles at the tunnel’s New Jersey mouth.)

• Last year, President Biden tried to dedicate $66 billion of the Instructure Bill to AMTRAK – although, in fairness, much of it would be expended to fix nearly a century of neglect in bridges and tunnels. That freight rail companies (subsidized by the Federal Railway Administration) own the tracks, while Federal Transit Administration funds subsidize AMTRAK operations is only an administrative footnote about this spending.) Merely a few decades ago, AMTRAK received roughly $1.5 billion a year in subsidies.

• All the waste and corruption is not an East Coast phenomenon. On December 5, 2023, President Biden announced the commitment of $3 billion in Federal funds to help finance part of an estimated $12 billion private railroad between Los Angeles and Las Vegas. (It is a reasonable certainty that few of Los Angeles’ 75,000 homeless residents will be using this train to make the two-hour, 10-minute one-way commute to or from their jobs as hotel custodians and chambermaids on this mode, whose fares are projected to be roughly $100 per one-way trip (in the cheapest seats).

• Of these funds, the Frederick Douglass Tunnel in Maryland will receive $4.7 billion

to upgrade the tunnel, which officials said will increase the speed of the trains passing through it from 30 mph to 110 m.p.h. Has our infrastructure crumbled to the point where travel speeds through tunnels have diminished to nearly a fourth of the mediocre “modern” capacity – limited, in fairness, by curvatures in, approaching and exiting the tunnel, as well as less-modern roadbeds, tracks, locomotives and rail cars.

NATIONAL BUS TRADER readers may recall that Japan’s Tokaido Line, when opened in 1964, began operating at speeds of 130 mph, and now operate at top speeds of 177 m.p.h.

How will transit hold up during this financial carnage?

Down on the Farm Now that fares are being eliminated, how will transit hold up during this financial carnage? One clue was recently provided by Aimee Lee, the deputy executive director of transportation at the Chicago Metropolitan Agency for Planning. That agency projects an annual shortfall of $730 million for Chicago’s Regional Transit Authority beginning in 2026.

Another clue seemed to spring forth from the world of “urban planning” at least 50 years before anyone even conceived of the profession. As though Henry Ford incarnate was speaking during one of his earlier promotional presentations shortly after his first plant opened in 1903, a Georgia Tech professor (Patricia Mokhtarian) voiced the concern that, “Once you taste the freedom and flexibility of a personal automobile, how are you going to put them back on the farm, so to speak?” The problem, of course, is that Mokhtarian voiced this concern recently.

Never mind that the first U.S. passenger train begin operations in 1827 – 76 years before the first “tin Lizzy” rolled off Henry’s assembly line. Are we just questioning this mode split now?

In 1919, Walter Donaldson wrote, “How Ya Gonna Keep Em Down on the Farm,” the last lyrics of which ended with, “After They’ve See Paree.” Having lived in Paris for three years (without a car), I think it would be a stretch to compare Paris to any car I have ever seen. At the other extreme, buses do not have dirt floors and limit their livestock to an occasional seeing eye dog. I think Mokhtarian’s comparison is stupid to the point of being preposterous. Instead, one might do well to speed-read through a snapshot summary of the failures the transit National Bus Trader / January, 2024 • 31

Survival and Prosperity industry (and its funding bodies) have made in the past 55 years. I suggest reading (or rereading) the slightly-more detailed mostly NATIONAL BUS TRADER blurbs about these failures and ignored opportunities in the last, December, 2023 installment. For those serious transportation professionals, I suggest clicking on a few links and reading or skimming the articles – again, mostly published previously in NATIONAL BUS TRADER. As a truncated overview: • Our hierarchy of modes has morphed into a wasteful mess that is outrightly stupid – other than perhaps for those whom it made rich (see https://transalt.com/article/ expanding-the-mode-split-dividingline-part-1-exponential-airline-industrycorruption/).

• We failed to optimize the features of many large transportation vehicles that induced many of their otherwise riders into countless single- or low-occupancy personal vehicles (see https://transalt.com/ article/survival-and-prosperity-part-1magic-corridors/ and https://transalt.com/ article/survival-and-prosperity-part-2-themagic-coach/).

• We introduced unbridled corruption and waste into the non-emergency medical transportation (NEMT) service sector (see https://transalt.com/article/uber-and-lyfteven-worse-than-expected/ and https:// transalt.com/article/defending-contractorspart-3-the-whistleblowers-song/).

• To lower costs at the expense of decreasing service quality, public agencies increasingly contracted out service to private companies and, more recently, to brokers (see https://transalt.com/article/defending-contractors-part-1-lead-agencies-andbrokers/; https://transalt.com/article/ defending-contractors-part-6-contractingfixed-route-transit/ and https:// transalt.com/article/defending-contractorspart-2-the-history-of-contracting-andbrokerage/).

• We allowed corrupt new services (TNCs, like Uber and Lyft) to decimate grossly-underutilized services (like taxi service) that could have contributed greatly to a seamless hierarchy of modes (see https://transalt.com/article/bad-regulations-and-worse-responses-part-1-introduction/; https://transalt.com/article/badregulations-and-worse-responses-part-2-the -rise-fall-and-transformation-of-supershuttle/; https://transalt.com/article/bad-regulations-and-worse-responses-part-3-invasion-of-the-tncs/; https://transalt.com/ article/bad-regulations-and-worseresponses-part-4-judicial-heroism/; https://transalt.com/article/bad-regulations-and-worse-responses-part-5-executive-branch-responses/; https://transalt. com/article/bad-regulations-and-worseresponses-part-6-industry-and-association32 • National Bus Trader / January, 2024

responses/ and https://transalt.com/article/bad-regulations-and-worse-responsespart-7-conclusions/) .

• We squandered enormous resources on a poorly-structured, nationwide rail system (see https://transalt.com/article/ covid-19shenanigans-and-liability-part-2-makingmoney-by-compromising-health/ ).

• We allowed the backbone of our transportation system – fixed route transit and passenger rail – to absorb and waste extraordinary amounts of subsidy funds • We failed to spread peak service demand over a broader number of hours (see https://transalt.com/article/makingpublic-transportation-work-part-1-alternative-work-schedules/).

• We failed to electrify numerous modes (the exceptions being AMTRAK and many passenger rail services).

• We allowed the operation of extraordinarily-wasteful, costly and energy-inefficient modes like electric VTOL taxis.

• We subjected passengers to extraordinary risk by legitimizing dangerous services, like “party buses” (see https:// transalt.com/article/the-party-bus/).

• We totally ignored any efforts to match our drivers’ sleep/wakefulness cycles to the hours to which they choose to operate on the basis of seniority – ignoring fundamental principles of safety (see https:// transalt.com/article/bio-sensitive-driverassignment-part-i/ and https:// transalt.com/article/bio-sensitive-driverassignment-part-ii/), subjecting them to what I coined as “bus lag” (see https:// transalt.com/article/bus-lag-part-1-nondriving-off-duty-and-awake-the-wholetime-on-hos-requirements/; https:// transalt.com/article/bus-lag-part-2-onduty-driving-and-sound-asleep-the-limitsof-hos-requirements/; https://transalt. com/article/bus-lag-part-3-the-invisiblelog/; https://transalt.com/article/bus-lagpart-4-the-invisible-log-redux-logs-blackboxes-and-spoliation/ and https:// transalt.com/article/bus-lag-part-5-skipping-the-in-between/).

• We continue to subject our most vulnerable passengers to the greatest risks (see https://transalt.com/article/safety-compromises-part-11-wheelchair-and-passenger-securement/ -- as well as fail to perform safety-related tasks that a seeing eye dog would recognize as dangerous (see https://transalt.com/article/safety-compromises-part-8-boarding-and-alighting/ and https://transalt.com/article/safetycompromises-part-5-failing-to-kneel-thebus-or-coach/).

• We postponed improvements to the infrastructure needed to support these services and permit them to operating efficiently, including those which could have operated safely at significantly higher speeds.

• We continue to make efforts to eliminate drivers altogether (see https:// transalt.com/article/autonomous-andinevitable-part-1-what-is-to-come-andwhat-is-already-here/; https://transalt. com/article/autonomous-and-inevitablepart-2-invasion-by-mode-small-vehicles/; https://transalt.com/article/autonomousand-inevitable-part-3-extraordinary-developments-and-tough-choices/; https:// transalt.com/article/autonomous-andinevitable-part-4-invasion-by-mode-largevehicles/; https://transalt.com/article/ autonomous-and-inevitable-part-5-the-regulatory-environment-initial-thoughts/; https://transalt.com/article/autonomousand-inevitable-part-6-the-transition-to-complete-autonomy/; https://transalt.com/ article/autonomous-inevitable-part-7-cameras-and-sensors/; https://transalt.com/ article/autonomous-and-inevitable-part-8access-and-accountability/ and https:// transalt.com/article/autonomous-andinevitable-part-9-conclusion-the-best-ofboth-worlds/).

Dim Past, Tenuous Future, Curious Opportunities The world of failure is saturated with cliches. You reap what you sow. Do not put off until tomorrow what you should do today. On and on.

Transit is accomplishing almost nothing but squandering large sums of public funds.

I repeated (in abbreviated form) the litany of criticisms from Part 1 of this installment in this one for a reason. The numbers about ridership, traffic, travel time, etc. do not make sense. They do not add up. Consistent travel times and traffic remain basically the same despite astonishing drops in transit and automobile ridership levels (see Part 1 for more details). A major reason for these peculiarities is unavoidable. In its pathetic current state, transit is accomplishing almost nothing but squandering large sums of public funds. As noted above, enormous sums are being wasted on often crooked, and clearly stupid, transportation projects that accomplish nothing but enriching selected companies and individuals.

The unfortunate reality of our public transportation services is that we have failed to do the things that make transit work, and have done almost everything to make it not work. (I did not get into tight schedules, missed connections, rude drivers, crooked

Survival and Prosperity If we fail to reverse these failures, much of transit will be gone in a few years. union officials who help retain the “bad apples,” and other points covered in Part 1.)

The reality is that if we fail to reverse these failures, much of transit will be gone in a few years. Increasingly rich conservatives are not going to pay enormous sums to enable a handful of poor minorities to ride costly transit for free.

I am not suggesting that all this has been a plot. We are not that clever, but we already do not tax people with money. Many wish to cut back Social Security and Medicare funding levels. In this environment, the combination of free transit and low ridership do not stand a chance of being funded in many parts of the country – traffic be damned.

These po’ folks can waste their time in traffic.

The rich ones can accomplish a lot in modern limousines. The richest can whisk through town in electrified helicopters. Certainly, drivers are on their way out – with all the problems that their robot replacements will cause.

Pilots are next.

The majority of “ambulance chasers” get more stupid, lazy, cheap and crooked seemingly by the day. Yet they are the only force in the loop to hold unsafe public transportation accountable. They will not remotely do so. For this, many regulatory agencies perform the same minimalist roles they have performed for decades. Many – like highway patrols and traffic cops – have been thinned out, and in many places, are so sparce they seem invisible. As a consequence, they provide little deterrence to carnage. U.S. motorcoach drivers can operate whenever they want as long as the hours are theoretically limited. This is not true in Canada, Europe or Australia. A U.S. motorist must carry $15,000/$30,000 of insurance coverage in most states. Canadian motorists must carry $1,000,000 worth. Why would anyone expect safe transportation in America?

Lemmings and Opportunists I would not bet on it materializing, but this set of circumstances opens up an enormous range of opportunities for innovative motorcoach operators willing to invest their time and money. More and more service is contracted out – usually to save money, and eliminate lead agencies’ needs to monitor or manage service. If contractors can insist on correcting the principles that many members of the public transportation industry aban-

doned – like insisting on having enough buses to keep the schedules on time, applying the quality of customer service motorcoach operators are know for to transit service, and displaying safety practices visible to all or most passengers (like securing wheelchairs and eliminating safety compromises (see https://safetycompromises. com/) – transit riders will return.

This need not happen nationally. One transit agency’s noticeable improvements will regain ridership in that service area.

More ridership will translate into more revenue and lower subsidies. If savvy operators can teach transit agencies how to write effective RFPs and hold lead agencies accountable, even more is possible. The negative dynamics noted above are happening in the context of poorer and poorer riders, and much greater transit dependence. The improvements noted should have much greater impacts, and ridership levels should increase noticeably. Only a few savvy operators need effect these changes. Their businesses and territories will explode, and they will become large and rich. If they fail, TNCs will quickly fill the vacuum – as they are already doing is almost every mode, including motorcoach and even NEMT and school bus service.

The transit industry has been a dismal failure and is flirting with elimination for the second time in its history.

The transit industry had been a dismal failure and is flirting with elimination for the second time in its history. Taxpayers will not continue to provide fare-free transit for low ridership. Both trends must be reversed.

We we are dreaming if we think that this can happen without subsidies. Taxpayers should not have to pay for almost every penny of service. They did not do so in the past, when riders were not nearly as poor or desperate.

The ideas and innovations were far superior.

Regardless, to provide what subsidies are needed, the taxpayers at the local and state levels must see some progress. Much of it can come from the motorcoach industry, which until the emergence of COVID-19, was rolling along – even while it was not growing, and even while many owners did not brandish gold pinky rings.

Recent trends like automotive industry strikes that produced a doubling of wages are promising. Of course, Americans need cars. To have sane cities and freeways, they

also need transit. If we expect transit to survive, we will have to earn the riders back.

NATIONAL BUS TRADER has devoted scores of articles about how to do this, including many new roles and how to restore the missing pieces to traditional roles. Most of them are accessible via the links above and described in greater length in Part 1 of this series.

A few sharp operators can seize the opportunities and make great strides.

If you wish to see much transit disappear – altogether in many cities, or fade to a skeleton of service in others – continue to do nothing. A few sharp operators can seize the opportunities, city by city, and make great strides. It costs taxpayers nothing to allow music to be free. They will not continue to pay for the combination of fare-free transit and low ridership, particularly as costs increase and ridership continues to shrink.

We can become an international embarrassment in this field. Or a handful of clever, dedicated operators can provide examples of success – and possibly take over more and more turf such that transit restores itself to at least a portion of its former self – at least in many places. If this does not happen, do not blame the government, The public sector has shown it cannot perform. Making public transportation work and helping make life in our urban and suburban areas sane is up to you.

The opinions expressed in this article are that of the author and do not necessarily represent the opinions of National Bus Trader, Inc. or its staff and management. q 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.

Advertising works!

NATIONAL BUS TRADER (815) 946-2341 National Bus Trader / January, 2024 • 33

Photographs

Readers and advertisers are encouraged to send in photographs or slides of buses or equipment that may be of special interest to our readers. Please, include a list explaining what makes the pictured item different, unusual or interesting.

Photos should be sent to N ATIONAL B US TRADER, 9698 West Judson Road, Polo, Illinois 61064. Please indicate if you would like your picture returned. Picture usage is dependent on the quality of the photo and space available.

We could not resist using this photo that came from Alexander Dennis and shows a driver of an Enviro200AV crossing the Forth Bridge on the new autonomous bus route.

The 14-mile route in Scotland runs from the Ferrytoll Park and Ride Lot in Fife to Edinburg Park, crossing the Forth Road Bridge. Operating at AV Level 4, with a trained safety driver not touching the controls, the operation is proving successful and is carrying about 10,000 passengers each week.

Mentioned in this month’s news, MCI recently delivered this clean diesel J4500 coach for Frisco Coachline. Based in Texas, this charter bus company provides service both locally and nationwide. The J4500 continues to be the most popular new coach model.

34 • National Bus Trader / January, 2024

ARE YOU IN TUNE WITH YOUR BUSINESS NEEDS? ABA’s Marketplace Gives You VIP Access: Appointments Exhibits | Education Networking

The Curious Coachowner Number 301 of a Series “The Curious Coachowner” is a question and answer column that provides simple answers to simple questions that are too short to warrant a full article or inclusion in one of our regular columns. We will accept reasonably simple technical or historical questions on coaches, buses or even converted coach shells by letter, fax, e-mail or phone. If our staff is unable to answer them, we will call upon our panel of experts. Names and addresses should be submitted with your questions, but we will withhold names from publication on request. We reserve the right to modify questions to make them more useful to our readers.

Q. Is it true that an American company recently purchased a London bus company?

–– Southeast Bus Operator

A. You are probably referring to Arriva, based in Sunderland, England. The company has a staff of more than 34,000. It operates bus and rail services in 10 European countries. In the UK it runs a fleet of 4,700 buses including some traditional red doubledeck buses in London.

It is also one of the largest train operators in the UK and runs the London Overground rail network as well as the Chiltern Railways and CrossCountry franchises. It has a staff of more than 18,800 in the UK. Arriva had been owned by Deutsche Bahn, the German National Railways, who purchased it in 2010 for 2.7 billion Euros. Those involved have suggested that Deutsche Bahn has been in a bad financial situation and elected to put Arriva up for sale in 2019 to generate money to offset its own debts.

The new owner will be I Squared, an American company headquartered in Miami.

While terms were not disclosed, it was suggested that I Squared paid about 1.6 billion Euros, including debt, suggesting that Deutsche Bahn took a loss on the sale. The transaction is expected to be completed in 2024. I Squared said they would invest in Arriva and electrify its bus fleet.

I Squared has been investing in European operations. Included are Aggreko and Conrad Energy, two UK power generating companies. In 2022, I Squared bid £1.2 billion for First Group but the offer was rejected because it was considered too low.

36 • National Bus Trader / January, 2024

Q. Why are so many Greyhound bus stations closing?

–– Several Readers A. There may be several reasons for this.

One is that many of the old stations are now too large and costly for today’s smaller ridership. A second reason is that with today’s increased emphasis on fast schedules, Greyhound would prefer stops along the interstate rather than drive downtown to a terminal.

However, there is another interesting reason that came to light recently. First Group sold Greyhound Lines to FlixBus in 2021 for $172 million. However, they retained ownership of more than 30 Greyhound stations. Many of these stations were located on prime property in or near business districts that were well situated for new development.

In 2022, First Group sold 33 of these Greyhound stations to Twenty Lake Holdings, LLC, a subsidiary of Alden Global Capital. As a result, the old Greyhound stations closed and were slated to be torn down for redevelopment. As a result, Greyhound began moving stations to other locations, some of which were little more than curbsides.

While there may be several reasons for this, one of the more obvious is that an increasing number of electric vehicle owners are not paying motor fuel tax because they are not buying gasoline or diesel fuel. It was also noted that because of battery weight, the EV’s were heavier an hence more likely to damage roadways than vehicles with internal combustion engines.

Four U.S.Senators recently introduced S. 2882 – the Stop EV Freeloading Act. The sponsor of the act was Senator Deb Fischer (R-NE), with cosponsors including Cynthia M. Lummis (R-WY), John Cornyn (R-TX) and Pete Ricketts (R-NE).

If passed, the law provides for a $550 tax on battery modules that weight more than 1,000 pounds. Several people have noted that such a tax would reduce the sales of EVs that are already more expensive than cars with internal combustion engines.

Q. I thoroughly enjoyed reading your article about the first “National” bus museum. It somewhat echos my early days when I joined the Pacific Bus Museum in 1992.

–– Ron Medaglia, Pacific Bus Museum A. It is somewhat of a shame that many of today’s bus industry people did not have the advantage of working in the industry in the old days. While things have become more professional today, there is something to be said for the way we were.

Noteworthy moves include replacing the old terminal in Oakland, California with a strip of land next to a BART station. The station in Louisville was closed with little notice and replaced by a stop in a strip mall. In Cincinnati, the downtown station was replaced by a new location 10 miles away in the suburbs.

The old location is expected to be used for retail or residental purposes.

Q. What is the CARS Act? –– Reader in Illinois

The former station in Cleveland may soon suffer the same fate. In Chicago, the existing station location is being looked at as a site for twin towers. What basically happened is that the old property became too valuable to continue its use as a bus station.

A. In early December the U.S. House of Representatives passed the Choice in Automobile Retail Sales Act (CARS Act). If subsequently approved by the U.S. Senate, it would effectively strike down a Biden administration initiative requiring two out of every three new vehicles be electrically powered by 2032.

Q. What is the Stop EV Freeloading Act? –– Reader in California

A. Traditionally, our nation’s highways are financed by the ongoing federal fuel tax that is applied at gas and diesel fuel pumps. In recent years the amount of money coming in for the Highway Trust Fund has been less than what is being paid out. Instead of increasing the motor fuel tax, Congress has been using general funds to cover the shortfall.

The bill was supported by numerous rural organizations and farmers who said that the new law would harm the ethanol industry and that electric cars were not popular in rural areas. It was also noted that many automobile dealers report that there is limited demand among consumers for electric cars, which is holding sales down.

Answers not credited to other individuals are provided by Larry Plachno. q

Jim Dykes New York City Step On Guide

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• 5 Stars on Trip Advisor • Friendly & Easy to Work With • Half-day Rate $375.00 Call 917-576-7170 jimdykesnyc@gmail.com www.jimdykesnyc.com

National Bus Trader / January, 2024 • 37

BACK ISSUES EVERY ISSUE IS NEW UNTIL YOU HAVE READ IT!

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

While they last, the following back issues are available. Issues beginning with June, 1979 thru current are $3 – US, $4.50 – Canada and $5 – International (US) each postpaid.

Several issues are already “out of print,” hence we suggest that you indicate second choices. We reserve the right to refund money if issues requested are no longer available. q Vol. II, No. 7 — June, 1979 q Vol. II, No. 10 — September, 1979 q Vol. III, No. 4 — March, 1980 q Vol. III, No. 5 — April, 1980 q Vol. III, No. 6 — May, 1980 q Vol. III, No. 9 — August, 1980 q Vol. III, No. 10 — September, 1980 q Vol. III, No. 12 — November, 1980 q Vol. IV, No. 5 — April, 1981 q Vol. IV, No. 6 — May, 1981 q Vol. IV, No. 7 — June, 1981 q Vol. IV, No. 9 — August, 1981 q Vol. IV, No. 10 — September, 1981 q Vol. IV, No. 11 — October, 1981 q Vol. V, No. 2 — January, 1982 q Vol. V, No. 3 — February, 1982 q Vol. V, No. 6 — May, 1982 q Vol. V, No. 11 — October, 1982 q Vol. V, No. 12 — November, 1982 q Vol. VI, No. 2 — January, 1983 q Vol. VI, No. 5 — April, 1983 q Vol. VI, No. 7 — June, 1983 q Vol. VI, No. 9 — August, 1983 q Vol. VI, No. 10 — September, 1983 q Vol. VI, No. 11 — October, 1983 q Vol. VI, No. 12 — November, 1983 q Vol. VII, No. 5 — April, 1984 q Vol. VII, No. 9 — August, 1984 q Vol. VII, No. 10 — September, 1984 q Vol. VII, No. 11 — October, 1984 q Vol. VII, No. 12 — November, 1984 q Vol. VIII, No. 2 — January, 1985 q Vol. VIII, No. 4 — March, 1985 q Vol. VIII, No. 6 — May, 1985 q Vol. VIII, No. 7 — June, 1985 q Vol. VIII, No. 8 — July, 1985 q Vol. VIII, No. 10 — September, 1985 q Vol. IX, No. 5 — April, 1986 q Vol. IX, No. 6 — May, 1986 q Vol. IX, No. 8 — July, 1986 q Vol. IX, No. 9 — August, 1986 q Vol. IX, No. 10 — September, 1986 q Vol. IX, No. 12 — November, 1986 q Vol. X, No. 2 — January, 1987 q Vol. X, No. 4 — March, 1987 q Vol. X, No. 5 — April, 1987 q Vol. X, No. 6 — May, 1987 q Vol. X, No. 9 — August, 1987 q Vol. XI, No. 2 — January, 1988 q Vol. XI, No. 3 — February, 1988 q Vol. XI, No. 4 — March, 1988 q Vol. XI, No. 5 — April, 1988 q Vol. XI, No. 6 — May, 1988 q Vol. XI, No. 11 — October, 1988 q Vol. XI, No. 12 — November, 1988 q Vol. XII, No. 2 — January, 1989 q Vol. XII, No. 3 — February, 1989 q Vol. XII, No. 4 — March, 1989 q Vol. XII, No. 5 — April, 1989 q Vol. XII, No. 6 — May, 1989 q Vol. XII, No. 7 — June, 1989 q Vol. XII, No. 10 — September, 1989 q Vol. XII, No. 11 — October, 1989 q Vol. XIII, No. 2 — January, 1990 q Vol. XIII, No. 4 — March, 1990 q Vol. XIII, No. 6 — May, 1990 q Vol. XIII, No. 7 — June, 1990 q Vol. XIII, No. 8 — July, 1990 q Vol. XIV, No. 2 — January, 1991 q Vol. XIV, No. 4 — March, 1991 q Vol. XIV, No. 7 — June, 1991 q Vol. XIV, No. 10 — September, 1991 q Vol. XIV, No. 11 — October, 1991 q Vol. XIV, No. 12 — November, 1991

q Vol. XV, No. 2 — January, 1992 q Vol. XV, No. 3 — February, 1992 q Vol. XV, No. 4 — March, 1992 q Vol. XV, No. 6 — May, 1992 q Vol. XV, No. 7 — June, 1992 q Vol. XV, No. 8 — July, 1992 q Vol. XV, No. 9 — August, 1992 q Vol. XV, No. 10 — September, 1992 q Vol. XVI, No. 7 — June, 1993 q Vol. XVI, No. 11 — October, 1993 q Vol. XVI, No. 12 — November, 1993 q Vol. XVII, No. 2 — January, 1994 q Vol. XVII, No. 3 — February, 1994 q Vol. XVII, No. 4 — March, 1994 q Vol. XVII, No. 6 — May, 1994 q Vol. XVII, No. 7 — June, 1994 q Vol. XVII, No. 10 — September, 1994 q Vol. XVII, No. 11 — October, 1994 q Vol. XVII, No. 12 — November, 1994 q Vol. XVIII, No. 2 — January, 1995 q Vol. XVIII, No. 3 — February, 1995 q Vol. XVIII, No. 4 — March, 1995 q Vol. XVIII, No. 6 — May, 1995 q Vol. XVIII, No. 8 — July, 1995 q Vol. XIX, No. 2 — January, 1996 q Vol. XIX, No. 3 — February, 1996 q Vol. XIX, No. 4 — March, 1996 q Vol. XIX, No. 8 — July, 1996 q Vol. XIX, No. 11 — October, 1996 q Vol. XIX, No. 12 — November, 1996 q Vol. XX, No. 6 — May, 1997 q Vol. XX, No. 6 — May, 1997 q Vol. XX, No. 7 — June, 1997 q Vol. XX, No. 8 — July, 1997 q Vol. XX, No. 9 — August, 1997 q Vol. XX, No. 10 — September, 1997 q Vol. XX, No. 12 — November, 1997 q Vol. XXI, No. 2 — January, 1998 q Vol. XXI, No. 3 — February, 1998 q Vol. XXI, No. 5 — April, 1998 q Vol. XXI, No. 7 — June, 1998 q Vol. XXI, No. 8 — July, 1998 q Vol. XXI, No. 9 — August, 1998 q Vol. XXI, No. 10 — September, 1998 q Vol. XXII, No. 8 — July, 1999 q Vol. XXII, No. 9 — August, 1999 q Vol. XXII, No. 10 — September, 1999 q Vol. XXII, No. 11 — October, 1999 q Vol. XXII, No. 12 — November, 1999 q Vol. XXIII, No. 2 — January, 2000 q Vol. XXIII, No. 3 — February, 2000 q Vol. XXIII, No. 4 — March, 2000 q Vol. XXIII, No. 5 — April, 2000 q Vol. XXIII, No.6 — May, 2000 q Vol. XXIII, No.8 — July, 2000 q Vol. XXIII, No.9 — August, 2000 q Vol. XXIII, No.10 — September, 2000 q Vol. XXIII, No.11 — October, 2000 q Vol. XXIII, No.12 — November, 2000 q Vol. XXIV, No.3 — February, 2001 q Vol. XXIV, No.4 — March, 2001 q Vol. XXIV, No.5 — April, 2001 q Vol. XXIV, No.6 — May, 2001 q Vol. XXIV, No.7 — June, 2001 q Vol. XXIV, No.9 — August, 2001 q Vol. XXIV, No.10 — September, 2001 q Vol. XXIV, No. 11 — October, 2001 q Vol. XXIV, No. 12 — November, 2001 q Vol. XXV, No. 2 — January, 2002 q Vol. XXV, No. 3 —February, 2002 q Vol. XXV, No. 4 —March, 2002 q Vol. XXV, No. 5 —April, 2002 q Vol. XXV, No. 6 —May, 2002 q Vol. XXV, No. 8 —July, 2002 q Vol. XXV, No. 9 —August, 2002 q Vol. XXV, No. 11 —October, 2002 q Vol. XXVI, No. 4 —March, 2003 q Vol. XXVI, No. 6 —May, 2003 q Vol. XXVI, No. 7 —June, 2003 q Vol. XXVI, No. 8 —July, 2003 q Vol. XXVI, No. 9 —August, 2003 q Vol. XXVI, No. 10 —September, 2003 q Vol. XXVI, No. 11 —October, 2003 q Vol. XXVI, No. 12 —November, 2003 q Vol. XXVII, No. 2 —January, 2004 q Vol. XXVII, No. 3 —February, 2004 q Vol. XXVII, No. 4 —March, 2004 q Vol. XXVII, No. 5 —April, 2004 q Vol. XXVII, No. 8 —July, 2004 q Vol. XXVII, No. 9 —August, 2004 q Vol. XXVII, No. 10 —September, 2004 q Vol. XXVII, No. 11 —October, 2004 q Vol. XXVII, No. 12 —November, 2004 q Vol. XXVIII, No. 2 —January, 2005 q Vol. XXVIII, No. 3 —February, 2005 q Vol. XXVIII, No. 4 —March, 2005 q Vol. XXVIII, No. 5 —April, 2005 q Vol. XXVIII, No. 6 —May, 2005

q Vol. XXVIII, No. 7 —June, 2005 q Vol. XXVIII, No. 9 —August, 2005 q Vol. XXVIII, No.10 — September, 2005 q Vol. XXVIII, No. 11 — October, 2005 q Vol. XXVIII, No. 12 — November, 2005 q Vol. XXVIV, No. 2 — January, 2006 q Vol. XXVIV, No. 3 — February, 2006 q Vol. XXVIV, No. 4 — March, 2006 q Vol. XXVIV, No. 5 — April, 2006 q Vol. XXVIV, No. 6 — May, 2006 q Vol. XXVIV, No. 7 — June, 2006 q Vol. XXVIV, No. 8 — July, 2006 q Vol. XXVIV, No. 9 — August, 2006 q Vol. XXVIV, No. 10 — September, 2006 q Vol. XXVIV, No. 11 — October, 2006 q Vol. XXVIV, No. 12 — November, 2006 q Vol. XXX, No. 1 — December, 2006 q Vol. XXX, No. 2 — January, 2007 q Vol. XXX, No. 3 — February, 2007 q Vol. XXX, No. 4 — March, 2007 q Vol. XXX, No. 5 — April, 2007 q Vol. XXX, No. 6 — May, 2007 q Vol. XXX, No. 7 — June, 2007 q Vol. XXX, No. 8 — July, 2007 q Vol. XXX, No. 9 — August, 2007 q Vol. XXX, No. 10 — September, 2007 q Vol. XXX No. 11 — October, 2007 q Vol. XXX, No. 12 — November, 2007 q Vol. XXXI, No. 1 — December, 2007 q Vol. XXXI, No. 2 — January, 2008 q Vol. XXXI, No. 3 — February, 2008 q Vol. XXXI, No. 4 — March, 2008 q Vol. XXXI, No. 5 — April, 2008 q Vol. XXXI, No. 6 — May, 2008 q Vol. XXXI, No. 7 — June, 2008 q Vol. XXXI, No. 8 — July, 2008 q Vol. XXXI, No. 9 — August, 2008 q Vol. XXXI, No. 10 — September, 2008 q Vol. XXXI, No. 11 — October, 2008 q Vol. XXXI, No. 12 — November, 2008 q Vol. XXXII, No. 1 — December, 2008 q Vol. XXXII, No. 2 — January, 2009 q Vol. XXXII, No. 3 — February, 2009 q Vol. XXXII, No. 4 — March, 2009 q Vol. XXXII, No. 5 —April, 2009 q Vol. XXXII, No. 6 —May, 2009 q Vol. XXXII, No. 7 —June, 2009 q Vol. XXXII, No. 8 —July, 2009 q Vol. XXXII, No. 9 —August, 2009 q Vol. XXXII, No. 10 —September, 2009 q Vol. XXXII, No. 11 —October, 2009 q Vol. XXXII, No. 12 —November, 2009 q Vol. XXXIII, No. 1 —December, 2009 q Vol. XXXIII, No. 2 —January, 2010 q Vol. XXXIII, No. 3 —February, 2010 q Vol. XXXIII, No. 4 —March, 2010 q Vol. XXXIII, No. 5 — April, 2010 q Vol. XXXIII, No. 6 — May, 2010 q Vol. XXXIII, No. 7 — June, 2010 q Vol. XXXIII, No. 8 — July, 2010 q Vol. XXXIII, No. 9 — August, 2010 q Vol. XXXIII, No. 10 — September, 2010 q Vol. XXXIII, No. 11 — October, 2010 q Vol. XXXIII, No. 12 — November, 2010 q Vol. XXXIV, No. 1 — December, 2010 q Vol. XXXIV, No. 2— January, 2011 q Vol. XXXIV, No. 3— February, 2011 q Vol. XXXIV, No. 4— March, 2011 q Vol. XXXIV, No. 5— April, 2011 q Vol. XXXIV, No. 6— May, 2011 q Vol. XXXIV, No. 7 June, 2011 q Vol. XXXIV, No. 8 July, 2011 q Vol. XXXIV, No. 9 August, 2011 q Vol. XXXIV, No. 10 September, 2011 q Vol. XXXIV, No. 11 October, 2011 q Vol. XXXIV, No. 12 November, 2011 q Vol. XXXV, No. 1 December, 2011 q Vol. XXXV, No. 2 January, 2012 q Vol. XXXV, No. 3 February, 2012 q Vol. XXXV, No. 4 March, 2012 q Vol. XXXV, No. 5 April, 2012 q Vol. XXXV, No. 6 May, 2012 q Vol. XXXV, No. 7 June, 2012 q Vol. XXXV, No. 8 July, 2012 q Vol. XXXV, No. 9 August, 2012 q Vol. XXXV, No. 10 September, 2012 q Vol. XXXV, No. 11 October, 2012 q Vol. XXXV, No. 12 November, 2012 q Vol. XXXVI, No. 1 December, 2012 q Vol. XXXVI, No. 2 January, 2013 q Vol. XXXVI, No. 3 February, 2013 q Vol. XXXVI, No. 4 March, 2013 q Vol. XXXVI, No. 5 April, 2013 q Vol. XXXVI, No. 6 May, 2013 q Vol. XXXVI, No. 7 June, 2013 q Vol. XXXVI, No. 8 July, 2013 q Vol. XXXVI, No. 9 August, 2013 q Vol. XXXVI, No. 10 September, 2013 q Vol. XXXVI, No. 11 October, 2013 q Vol. XXXVI, No. 12 November, 2013

q Vol. XXXVII, No. 1 December, 2013 q Vol. XXXVII, No. 2 January, 2014 q Vol. XXXVII, No. 3 February, 2014 q Vol. XXXVII, No. 4 March, 2014 q Vol. XXXVII, No. 5 April, 2014 q Vol. XXXVII, No. 6 May, 2014 q Vol. XXXVII, No. 7 June, 2014 q Vol. XXXVII, No. 8 July, 2014 q Vol. XXXVII, No. 9 August, 2014 q Vol. XXXVII, No. 10 September, 2014 q Vol. XXXVII, No. 11 October, 2014 q Vol. XXXVII, No. 12 November, 2014 q Vol. XXXVIII, No. 1 December, 2014 q Vol. XXXVIII, No. 2 January, 2015 q Vol. XXXVIII, No. 3 February, 2015 q Vol. XXXVIII, No. 4 March, 2015 q Vol. XXXVIII, No. 5 April, 2015 q Vol. XXXVIII, No. 6 May, 2015 q Vol. XXXVIII, No. 7 June, 2015 q Vol. XXXVIII, No. 8 July, 2015 q Vol. XXXVIII, No. 9 August, 2015 q Vol. XXXVIII, No. 10 September, 2015 q Vol. XXXVIII, No. 11 October, 2015 q Vol. XXXVIII, No. 12 November, 2015 q Vol. XXXIX, No. 1 December, 2015 q Vol. XXXIX, No. 2 January, 2016 q Vol. XXXIX, No. 3 February, 2016 q Vol. XXXIX, No. 4 March, 2016 q Vol. XXXIX, No. 5 April, 2016 q Vol. XXXIX, No. 6 May, 2016 q Vol. XXXIX, No. 7 June, 2016 q Vol. XXXIX, No. 8 July, 2016 q Vol. XXXIX, No. 9 August, 2016 q Vol. XXXIX, No. 10 September, 2016 q Vol. XXXIX, No. 11 October, 2016 q Vol. XXXIX, No. 12 November, 2016 q Vol. XL, No. 1 December, 2016 q Vol. XL, No. 2 January, 2017 q Vol. XL, No. 3 February, 2017 q Vol. XL, No. 4 March, 2017 q Vol. XXXX, No. 5 April, 2017 q Vol. XXXX, No. 6 May, 2017 • UMA Motorcoach Expo in St. Louis • The Prize-Winning Aerocoach at the Museum of Bus Transportation • Rochester City Lines Still Making, Preserving and Celebrating History q Vol. XXXX, No. 7 June, 2017 • Industry History From UMA Shows – Installment I • Extended Service Protection on Your Bus Fleet • Bus History on a Wall q Vol. XXXX, No. 8 July, 2017 • Vicinity – A Mid-Size Bus Success Story • Prevost Conversion Shells for All Types of Coaches • The Bus Accident in Red Lion, Delaware q Vol. XXXX, No. 9 August, 2017 • “J” is for Jackpot with the 2018 J4500 • Industry History from UMA Shows – Installment II • Book Review q Vol. XXXX, No. 10 September, 2017 • Propane Continues to be Clean and Economical • H&L Charter – The Best Comes in Small Packages • Industry History from UMA Shows – Installment III q Vol. XXXX, No. 11 October, 2017 • ABC & Van Hool Celebrate 30 Years • Taking a Venture in Norfolk •The Five “No’s” You Must Overcome to Sell Your Bus Business q Vol. XXXX, No. 12 November, 2017 • MCI Reliability Rally 2017 • BusCon 2017 in Indianapolis • Exit Planning Becoming More Complicated for Family-Owned Bus Businesses q Vol. XXXXI, No. 1 December, 2017 • Complete Coach Works and the Carson Heritage • The Busboys Vintage Bus Rally in Evansville, Indiana • Virginia’s Commonwealth Coach and Trolley Museum Ravaged by Fire • Re-Energizing the North American Diecast Model Bus Scene q Vol. XXXXI, No. 2 January, 2018 • Prevost Again Moves Ahead in Support, Service and Parts • New 2018 J4500 Highlights Busy Season for MCI • Common Rail Technology and the GHG17 Volvo Engine q Vol. XXXXI, No. 3 February, 2018 • Walking the Irizar Assembly Line in Ormaiztegi • Busworld 2017 in Belgium q Vol. XXXXI, No. 4 March, 2018 • UMA Motorcoach Expo 2018i • Van Hool to Build Buses in Eastern Tennessee • The New MCI D45 CRT LE q Vol. XXXXI, No. 5 April, 2018 • Charging Ahead with Electric Buses

• Holiday Tours Puts Customers First • How Chicago’s “Party Bus” Ordinance is Affecting Bus Tourism q Vol. XXXXI, No. 6 May, 2018 • The CHTC HT45 amd HT35 Coaches • The Pacific Bus Museum – From Hobby to Formal Museum • Twenty Tips on Hiring Bus Drivers • Van Hool Builds Bus Factoryin Morristown, Tennessee q Vol. XXXXI, No. 7 June, 2018 • MCI Academy Wins Fans Across Industry • Where are the Buses Built? #1 • The Campaign Bus for the President of the Philippines • The Penn Highway Transit Company q Vol. XXXXI, No. 8 July, 2018 • Farber Continues Custom Coach Traditions • Prevost’s New Flat Floor Slide-Outs • Liberty Coach Busch Bus q Vol. XXXXI, No. 9 August, 2018 • ZF Components for Electric Buses • Museum of Bus Transportation Spring Fling Open House Success • “Friends” of the NJ Heritage Center Takes Eight Vintage Coaches to the 2018 MOBT Spring Fling q Vol. XXXXI, No. 10 September, 2018 • Van Hool’s CX35 – Small in Size, Big in Quality • Diecast Model Buses Impress in a Big Way • Master’s Transportation – Where to go to increase your fleet quickly or temporarily q Vol. XXXXI, No. 11 October, 2018 • ZF Technology Day in Friedrichshafen • MCI’s 2018 Reliability Rally • How Will Autonomous Cars Impact the Bus Industry? q Vol. XXXXI, No. 12 November, 2018 • Peter Pan Celebrates 85 Years on the Road • Clean Up Your Fleet with a Bitimec Wash-Bot q Vol. XXXXII, No. 1 December, 2018 • Prevost Unveils New Features and New Possibility on the Volvo 9700 at UMA Expo • MCI’s New J3500 – Small in Size, Big in Features • The e.GO Mover – Filling a Gap in Transportation with ZF Technology • Giving Buses a Second Life at Complete Coach Works q Vol. XXXXII, No. 2 January, 2019 • BusCon 2018 in Indianapolis • Panorama Tours Keeps Things in the Family • How Will Demand or Congestion Toll Pricing Impact Bus Operations? q Vol. XXXXII, No. 3 February, 2019 • Test Driving the New Electric MCI J4500e CHARGE • Stagecoach Group Sells Coach USA and Coach Canada • The Story of the Australian Scenicruiser q Vol. XXXXII, No. 4 March, 2019 • UMA 2019 Motorcoach Expo in Fort Lauderdale • Angel Tours Celebrates 20 Years • The Saga of #5496, a 1937 Yellow Coach Model 733 q Vol. XXXXII, No. 5 April, 2019 • Buses at the 2019 ABA Marketplace in Louisville • Are Pre-Owned Coach Sales Declining?

• The Six Levels of Autonomous Vehicles q Vol. XXXXII, No. 6 May, 2019 • Temsa North America Inc. – Temsa’s Increased Support for the American Market • MCI Launches Motorcoach Technician Apprenticeship Program • 2019 Spring Fling Announced q Vol. XXXXII, No. 7 June, 2019 • Looking Beyond the Driver Shortage to Demography and the Global Economy • Are the Reasons for Coach Seat Belts Changing?

• The Passengers Left Behind – Take the Accessible Information Test q Vol. XXXXII, No. 8 July, 2019 • Prevost Motorhome Expo • Featherlite Luxury Coaches • Emerald Luxury Coaches Unveils First H3-45 Conversions • Ten Things to Consider When Choosing a Luxury RV q Vol. XXXXII, No. 9 August, 2019 • NFI Group Acquires Alexander Dennis • Getting the Glow – Take a look inside the “New Look” of Liberty • Book Review – Chicago Motor Coach q Vol. XXXXII, No. 10 September, 2019 • The 2019 Spring Fling in Hershey • Congestion Pricing May Affect Bus Operators • In the Beginning – The Bus Industry Prior to Regulation in 1935 q Vol. XXXXII, No. 11 October, 2019 • Proterra Launches Proterra Powered™ Vehicle Electrification Solutions for Commercial Fleets • Bendix Tech Tips: Avoiding the “Gotchas”

• The “Shorty” Flxibles of Pikes Peak q Vol. XXXXII, No. 12 November, 2019 • 30 Years of Foxy Travel & FTI Coach • Fleet Graphics is an Art at ABC Companies • MCI debuts 2020 model line-up with a SNEAK PREVIEW of the battery-electric D45 CRTe LE CHARGE at Bay Area Reliability Symposium on October 1 q Vol. XXXXIII, No. 1 December, 2019 • Temsa’s Redesigned TS 30 • BusCon 2019 in Indianapolis • Hammond Transportation q Vol. XXXXIII, No. 2 January, 2020 • Anchor Transportation – 30 Years and Counting in a Growing Nashville • David Thomas Tours and Their Short Temsa Coaches • Museum of Bus Transportation to Merge with Antique Automobile Club of America Museum q Vol. XXXXIII, No. 3 February, 2020 • Busworld 2019 in Brussels, Part I • Heroes’ Honeymoon • Philadelphia to New York Every Half Hour q Vol. XXXXIII, No. 4 March, 2020 • Busworld 2019 in Brussels, Part II • The Changing Bus Industry q Vol. XXXXIII, No. 5 April, 2020 • ABA Marketplace 2020 in Omaha • Procedure and Liability After a Collision with an Automated Vehicle • Impaired Drivers q Vol. XXXXIII, No. 6 May, 2020 • Bringing Back the Bus Industry • Bus Industry Suggestions from Shriver Insurance • What Can Bus Companies Do To Reduce Insurance Costs During COVID-19?

• UMA Motorcoach Expo 2020 in Nashville • Bus Preservation After the Merger q Vol. XXXXIII, No. 7 June, 2020 • Grants, Loans and Programs to Help Transportation Companies Survive COVID-19 Business Disruption • Time to Think Tours • Motorcoaches Rolling for Awareness q Vol. XXXXIII, No. 8 July, 2020 • What the IATR and Transportation Regulators are Doing to Respond to the COVID-19 Pandemic • A Tribute to Kirwan Elmers and Custom Coach Corporation • RiverLandings Motorcoach Resort, Where True Luxury Reaches New Heights q Vol. XXXXIII, No. 9 August, 2020 • The Evolving MCI Product Line • The Impact of COVID-19 on the Transportation Ecosystem • Marijuana and Drivers q Vol. XXXXIII, No. 10 September, 2020 • New Coach Review • Seven Simple Steps to Show Your Customers You Are Open for Business • Can Bus Operators Change to Survive? q Vol. XXXXIII, No. 11 October, 2020 • Getting People Back on the Buses • 10 Easy Ways to Update Your Web Site During COVID-19 • Didn’t See That Coming • The Eucharistic Congress in Chicago q Vol. XXXXIII, No. 12 November, 2020 • How Temsa Developed Their Programmable Electric Bus • Can Bus Companies Get to and Survive in the “New Normal?”

• Talk’s Cheap – Let’s Play q Vol. XXXXIV, No. 1 December, 2020 • Keolis Moves People • Are Mergers the Answer?

• A Lesson from the Sea – Time to Choose a Strategy • Now is Not the Time to Skip on Bus Maintenance • The Small Business Reorganization Act – A New Option in Bankruptcy

Classified 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 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.

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. I 1991 Hawkins motorcoach. 3208T CAT, 35 ft. with all awnings. Alcoa wheels, landing/docking lights, heated mirrors, ducted heat, levelers, two air conditioners, propane generator, exhaust brake. Always stored indoors.

Asking $15,000. Contact Dallas in MI at (269) 591-2564.I 1956 Flxible coach – old conversion. Phone (802) 9482886 in VT for details.

I

10 – PARTS AND EQUIPMENT 6V-92T Detroit Diesel engine. Fresh overhaul. In storage. Spent $4,700. Make offer. Phone (815) 262-0587 I in IL. 14 – NOTICES Visit our 45+ vintage bus collection most Saturday mornings at Lakewood NJ Bus Terminal. Join: Friends NJ Transport Heritage Center ($30 annually). See/learn: I www.friendsnjthc.org.

LL

DUPREE PRODUCTS LL L LL L Phone: (888) 668-4288 Fax: (905) 374-3796 www.dupreeproducts.com

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Advertising works!

National Bus Trader (815) 946-2341

Please mention National Bus Trader when answering advertisers

Advertiser’s Index

American Bus Association . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35

Bus Conversion Magazine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

Clinton, Iowa CVB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37

Conway Scenic Railroad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

Dunkirk Lighthouse & Veterans Park Museum . . . . . . . . . . . . . . . . . . . . . . . 40

Dupree . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40

FMCA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

Ford’s Theater Society . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

Generac . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

Heartland Travel Showcase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

Jim Dykes – NYC Guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37

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

Motor Coach Industries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42

Sanford Lab Homestake Visitor Center . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

Starved Rock Lodge & Conference Center . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27

Temsa . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

Yosemite Mountain Sugar Pine Railroad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37

40 • National Bus Trader / January, 2024

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Down The Road

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

March 20-23, 2024. FMCA's 108th International Convention and RV Expo.

Pima County Fairgrounds, Tucson, Arizona. Visit FMCA.com or phone (513) 474-3622 for more information.

March 25-26, 2024. Pennsylvania Bus Association Marketplace. Nittany Valley Sports Centre, State College, Pennsylvania.

May 31-June 1, 2024. Museum of Bus Transportation/AACA Museum Spring Fling 2024. For more information view www.aacamuseum/org/ event/musuem-of-bus-transportationspring-fling./

August 14-17, 2024. FMCA's 109th International Convention and RV Expo. Deschutes County Fair & Expo Center, Redmong, Oregon. Visit FMCA.com or phone (513) 474-3622 for more information.

50

th

ANNIVERSARY 1974 - 2024

Celebrating 50 years of railroad excursions

All Aboard!

All trains depart from our 1874 station in the center of North Conway Village.

The Mountaineer offers a supremely scenic journey over Crawford Notch.

A Choice of Train Rides!

1-hr, 2-hr & 5-hr excursions • Tour groups welcome!

One way group fares available • Train charter options

• VIP Tour & Charter Bus Company is now part of the Conway Scenic family!

Call or Book online - ConwayScenic.com • (603) 356-5251

38 Norcross Circle | North Conway, NH