National Bus trader Magazine XLII, No. 10 September, 2019

National Bus Trader

The Magazine of Bus Equipment for the United States and Canada Volume XLII, No. 10

September, 2019

Serving the bus industry since 1977.

Visit us at www.busmag.com.

• The 2019 Spring Fling in Hershey • Congestion Pricing May Affect Bus Operators • The Bus Industry Prior to Deregulation in 1935

KEEP YOUR BUSINESS CRUISING FORWARD WITH A PREVENTIVE SERVICE AGREEMENT. If your business is near one of our 15 service centers across the US and Canada, our factory-trained technicians will provide the expert maintenance you need to keep your coaches running smoothly.

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

Business Manager Nancy Ann Plachno Bookkeeping Dianne Billquist

Typesetting/Page Layout Sherry Mekeel

Production/Design/Web Nick Schleitwiler Photographer J.C. Rebis Jr.

CONTRIBUTORS Safety and Liability Ned Einstein Maintenance First Jacques Gagne

N ATIONAL B US T RADER (ISSN 0194-939X) is published monthly

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Volume XLII

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

Number 10

September, 2019

Features The 2019 Spring Fling in Hershey (by David Millhouser) . . . . . . . . . . . . . .14 The June 1, 2019 Spring Fling at the Museum of Bus Transportation in Hershey, Pennsylvania was regarded by many as the best yet. Thirty-six coaches drove in for the event including Venture Tours from Virginia Beach and the BusBoys from Richfield Bus Company in Minnesota. Activities included displays of museum and visiting buses, a chance to see more buses in the nearby museum annex and a flea market with 40 vendors.

Congestion Pricing May Affect Bus Operators (by Melissa Stanek) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16 Congestion pricing has been suggested for New York City as a way to reduce traffic at key times in key locations. However, it may also reduce the number of buses on the streets. Here is some of the background behind congestion pricing as well as some of the concerns regarding bus operations

In the Beginning – The Bus Industry Prior to Regulation in 1935 (by Larry Plachno) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18 Requested by several readers, this article takes us back to the early days of the bus industry when numerous bus operations ran automobiles on unpaved roads. It explains how bus operations expanded, how state regulation grew and how the federal government finally stepped in to regulate interstate commerce.

Cover Photo

Departments

One of the more popular buses at the Museum of Bus Transportation is this 1959 General Motors suburban bus that was featured in the movie Forrest Gump. The museum has 40 buses in its collection and another 36 showed up for their annual Spring Fling held on June 1, 2019. See the article on page 14 for details and photos of the event.

MUSEUM OF BUS TRANSPORTATION.

Equipment News . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4 Safety and Liability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24 Round Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26 Curious Coachowner . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28

Classifieds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29

Advertiser’s Index appears on page 30

National Bus Trader / September, 2019 • 3

Equipment News Great Canadian Coaches Purchases Three 2019 H3-45s Group tour veterans Larry and Lorna Hundt launched their first coach operation, Travel Ventures, in 1984. Based in Kitchener, Ontario, Travel Ventures is known today as Great Canadian Coaches, a member of the Trailways Transportation System.

Great Canadian Coaches recently added three 2019 Prevost H3-45 models to its fleet bringing their coach count to 60 – including the five H3-45 coaches delivered last year.

“The purchase of the newest model coaches is in accordance with our company’s goal to adjust and modernize the fleet to 50 units while maintaining a strict 10-year model range. This new operating structure will include 42 Prevost H3-45s,” Great American Coaches President Larry Hundt explained.

The Hundt’s longstanding relationship with Prevost dates back to 1990 when they purchased their first H-Series coach to run in southern Ontario. Hundt says he chose the Prevost flagship coach for its large and inviting panoramic windows. “I wanted my customers to have the best scenic views and Prevost was the obvious choice to provide that feature,” said Hundt.

In addition to the Prevost Electric Fan Drive and standard safety systems, the new H3-45 models purchased by Great Canadian offer the surround-view camera system that provides the driver a full view of the areas immediately surrounding the coach.

The company plans to use the video feature to monitor driver performance regarding following distance and handling in tight space, in order to ultimately improve passenger comfort and safety.

Prevost is a leading manufacturer of premium intercity touring coaches and the world leader in the production of conversion coaches for high-end motor home and specialty conversion. As part of the Volvo Group, it has access to the financial strength, research capability and manufacturing expertise of the group. The Volvo Group is one of the world’s leading manufacturers of heavy-duty diesel engines. Prevost has its main manufacturing facilities in Sainte-Claire, Quebec, Canada and has 16 parts and service centers located throughout the United States and Canada.

The striking graphics that dress each Great Canadian coach denote the company’s pride in promoting Canadian unity.

Their patriotism and creativity earned the Hundts the prestigious Meritorious Medal presented by Canada’s Governor General in 2018. The patriotic theme carries into the interior, where each custom-upholstered seat displays Canada’s iconic red maple leaf stitched onto the deep rich blue seating fabric and red piping.

MCI Livery Edition Coaches for Premier Transportation Motor Coach Industries (MCI), a U.S. subsidiary of NFI Group Inc. (NFI), one of the world’s largest independent global bus manufacturers, delivered two new 2019 Livery Edition MCI J4500 coaches to Dallasbased Premier Transportation Services.

Great Canadian Coaches serves a loyal customer base throughout southern Ontario and in U.S. states along the border; providing group travel tours, transportation of inbound international groups, corporate and sports team transport as well as airport transfers and custom charters.

These bestselling J4500s – one delivered in April and another in June – brings the fleet of the leading north Texas ground transportation to 11 MCI J4500 coaches that are 2016 or newer and a total fleet of 97 vehicles that also includes limousines, sedans, Sprinters and mini-buses.

Great Canadian Coaches recently added three new Prevost H3-45 coaches. In addition to striking exterior graphics, the new coaches feature the Prevost Electric Fan Drive and the surround-view camera system. Headquartered in Kitchener, Ontario, Great Canadian Coaches has a history dating back to 1984 and today operates 60 coaches.

The 2019 J4500 coach features industryleading curb appeal and best-in-class legroom, baggage capacity and interior space. MCI’s Livery Edition adds black leather diamond stitch seating for 56 passengers in addition to woodgrain flooring, power outlets with USB ports at every seat and a programmable lighting package to personalize the interior in variable hues of red, green or blue. The 2019 model is also equipped with MCI’s e-fan cooling package and Cummins’ next generation X12 cleandiesel engine, which runs quietly, has fewer parts, uses less fuel and adds to the J4500’s industry-leading low total cost of operation.

Premier’s new coaches also come with satellite TV and Wi-Fi. Premier, founded by president and owner Eric Devlin in 1996 with two vehicles and three employees, grew rapidly by offering a superior level of livery service to the Dallas-Fort Worth market. In 2015, Premier expanded its group transportation strategy with the purchase of its first two J4500 coaches and the debut of Premier Tours Global. The new division opened opportunities for Premier to serve tour operators, the frequent independent traveler (FIT) and

4 • National Bus Trader / September, 2019

Equipment News the college student market while offering tour packages of its own.

“We are all over the country now from Washington, D.C. to Florida to the Grand Canyon,” said Devlin, who noted that the company’s greatest growth is within its minibus and motorcoach tour and charter markets. “We have great relationships with DMCs, churches, schools, VisitDallas (the city’s convention and tourism bureau) and a global network to help our clients with ground transportation solutions anywhere in the world.”

Consistent rapid customer response, a newer luxury fleet and community outreach have been fundamental to Premier’s success – as has its relationship with MCI. “I am happy with MCI; they are very responsive to our service requests and understand that small motorcoach operators need a strong service network to keep all of their coaches rolling,” Devlin enjoys the close proximity of the MCI Service Center in Dallas, where MCI-trained technicians provide routine maintenance and repairs to Premier’s fleet.

When comparing the livery side of his business to group tours, Devlin said he has been pleasantly surprised by how his sleek, all-black signature MCI J500s have become rolling billboards for Premier. “I get calls from business associates and others that say, ‘Hey, I saw your bus at Cowboy stadium and elsewhere downtown.’ We take pride in that,” said Devlin, who regularly blogs about the company’s service offerings and other industry-related topics.

In addition, Devlin is a regular speaker at national livery events and actively gives back to the community. He was recently honored with NorthStar Award Recipient for Entrepreneurism and Philanthropy from the Entrepreneurs Foundation for North Texas.

Premier Transportation was also named the 2017 National Operator of the Year at the LCT International Show in Las Vegas. He and Premier also received the 2018 American Bus Association’s Green Spirit Award sponsored by MCI in the small coach operator category for its paperless office environment, customized smartphone booking apps and its dedication to continuous energy-saving education for drivers and staff.

With more than 8,900 team members operating from more than 50 facilities across 10 countries, NFI is a leading independent global bus manufacturer providing a comprehensive suite of mass transportation solutions under brands: New Flyer® (heavy-duty transit buses), Alexander Dennis Limited (single and double-deck buses), Plaxton (motorcoaches), MCI ® (motorcoaches), ARBOC® (low-floor cutaway and medium-

Two new Livery Edition MCI J4500 coaches were recently delivered to Premier Transportation. The MCI Livery Edition coaches feature black leather diamond stitch seating for 56 passengers, woodgrain flooring, 110-volt power outlets and USB ports at each seat and MCI’s new programmable RGB interior lighting system. Premier Transportation Services is based in Dallas, Texas and operates a fleet of 97 vehicles.

duty buses), and NFI Parts™. NFI Buses and motorcoaches incorporate the widest range of drive systems available including clean diesel, natural gas, diesel-electric hybrid and zero-emission electric (trolley, battery and fuel cell). In total NFI now supports more than 105,000 buses and coaches currently in service around the world.

Motor Coach Industries (MCI) is North America’s public and private market motorcoach leader, building the J4500 (the industry best-seller for 13 consecutive years), the all-new 35-foot J3500 model and the workhorse D-Series including the breakthrough ADA-accessible MCI D45 CRT LE Commuter Coach offering lower dwell times. MCI will add battery-electric propulsion in 2020.

With nearly 30,000 MCI coaches on the road, MCi also provides maintenance, repair, 24-hour roadside assistance, parts supply through NFI Parts and technician training through theindustry’s only Automotive Service Excellence (ASE) accredited MCI Academy. Further information is available at www.mcicoach.com.

Temsa Continues to Expand in the U.S. Temsa, with nearly 15,000 vehicles on the roads in 66 countries around the world, continues to expand its after-sales service and spare parts network in North America with experienced teams in their field.

Temsa, which established its own initiative Temsa North America (TNA) in the U.S.

last year, has managed to double the size of Temsa North America’s After Sales group since January 2019. While including service centers, spare parts and customer service departments in its North American organization, the company continues to serve its customers with teams specialized in their field.

On the other hand, the company aims to provide an excellent customer experience with its spare parts, service and customer service departments and minimizes operating costs with a wide range of motor bus products that understand the needs of its customers in the U.S. Service managers, each with more than 30 years of experience in their respective fields, have a working knowledge of Temsa products and numerous years of experience with other brands.

The company is looking forward to the opening of Online Parts Store in 2019. Additionally, they will soon be introducing their new Concierge Parts Support. This will mean 24/7 parts support and emergency shipping, savings on parts and freight, same day shipping, as well as personalized support.

Temsa NA Parts’ team has a strong background in the Temsa product line and a wide range of experience in the heavy-duty/transportation industry. Their experience includes more than just parts. Some of Temsa NA Parts’ managers have been coach and bus customers themselves. They know the importance of parts availability, accuracy National Bus Trader / September, 2019 • 5

Equipment News and timely delivery. They are here to ensure the best possible experience you can have, and they are committed to keeping your business moving. Temsa’s organization in North America is forging ahead in the leadership of Anilcan Kapucu, after market manager; Marvin Borntrager, customer care

manager; and Edward Wells, warranty manager.

Each manager brings depth and commitment to their department along with a complimenting staff of customer support representatives. This powerful combination

After establishing its own distributor as Temsa North America in the U.S., Temsa continues to expand its after-sales service and spare parts. Temsa’s after sales and service group has doubled in size since January and includes managers with more than 30 years of experience in their fields. Service centers are located in Orlando, Florida; San Francisco, California and Egg Harbor, New Jersey.

has so far taken the market by storm. Each manager is committed to the company’s customers by problem-solving, technical assistance, training/educating them as required and/or requested. The commitment is to be a true 24/7 department that is always available to help its customers out of tough situations. Its network grows stronger every day, reaching customers within its coverage like never before. Company’s success is not measured through its accomplishments but through its customer’s success and level of satisfaction.

The company currently has service centers in Orlando, Florida; San Francisco, California and Egg Harbor, New Jersey. Each location will have a fully stocked warehouse to better serve the Temsa product. All makes will be serviced. Their parts will also be provided soon. The technicians will also be certified to perform warranty repairs on Cummins and Mobile Climate Control systems. The company’s goal is to become a one-stop shop for its customers.

Temsa will be adding a Northwest customer support representative to its North American team by the end of July. The company’s network of warranty and service affiliates continues to grow across the country to support its customers’ business. Its expansion will continue in all areas of business and the company will be seeking alternative opportunities to reach, support and service the industry.

ABC Companies recently completed a full overhaul of 23 MCI D4500 coaches for OmniRide in Virginia.

The project included structural repairs, exterior paint and graphics as well as electrical, mechanical and interior restoration. ABC Companies had previously restored 65 vehicles for OmniRide in 2015.

6 • National Bus Trader / September, 2019

ABC Companies Extends Fleet Life for OmniRide ABC Companies, a recognized leader in the sales, service and support of advanced transport solutions, has recently completed a major bus overhaul contract for OmniRide headquartered in Woodbridge, Virginia, about 25 miles southwest of Washington, D.C. OmniRide is the operating name for the mobility services offered by the Potomac and Rappahannock Transportation Commission (PRTC). OmniRide’s goal is to provide safe, reliable and flexible transportation options while helping to reduce congestion and pollution in one of the region’s fastest growing areas. OmniRide operates express and local bus services in neighborhoods surrounded by the busy Interstate 95 and I66 corridors, and in 2018, had more than 150 buses in its active fleet making more than 2.5 million passenger trips. ABC Companies completed an earlier contract with the company, having successfully restored 65 vehicles for OmniRide/PRTC in 2015.

On this most recent project, ABC was selected via OmniRide’s extensive RFP bid process in 2017. The scope of work to be completed encompassed a full overhaul of 23 MCI D4500 model year 2008/2009 buses. The contract was managed, coor-

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Equipment News dinated and conducted at ABC Companies Winter Garden, Florida facility over a two-year period. From structural repairs and exterior paint and graphics, to electrical, mechanical and interior restoration, the project refurbished the vehicles to extend their fleet life according to Ed Harmon, ABC Companies national director of operations, Southeast region. “If you’ve ever been to a vintage car show and examined the condition of those beautifully restored vehicles, that’s pretty much what we’ve accomplished with the OmniRide restoration project.� From inside the engine compartment to the bus interior and exterior, these vehicles have been rebuilt, restored and detailed.

Throughout the project, strict quality guidelines were followed in order to meet or exceed quality standards. An in-house inspector contracted by OmniRide conducted on-site inspections at the ABC Florida facility on a daily basis throughout the entire project. ABC’s service department utilized high-tech equipment throughout the restoration including, for example, laser alignment technology, which compensates for environmental variances and ensures proper axle alignment by greatly reducing the margin for error.

Even after the buses are delivered, the follow-through continues, according to Harmon. “After sale support, a commitment to quality and responsive customer service are the priorities,� he says. “It has been a rewarding process that matches well with ABC’s work ethic and quality standards,� notes Harmon. “We enjoy a great relationship with OmniRide and look foward to supporting their fleet via future contracts.�

ABC Companies is a leading provider to the transportation industry with diverse product and service offerings that cover a full spectrum of operational needs including new and pre-owned, full-size highway coach equipment along with transit specialty vehicles. ABC supports customers with a comprehensive after sale service network for service and repairs, collision services, extensive OEM and quality aftermarket parts needs for transit, motorcoach and heavyduty equipment from 10 strategically placed locations throughout the U.S. and Canada.

Additionally, private and municipal financing and leasing options are available through the company’s financial services group – one of the largest financial service providers within the industry. For more information contact ABC Companies at (800) 222-2871 or visit the company Web site at www. abc-companies.com.

Complete Coach Works Shows Off its Electric Bus Complete Coach Works (CCW) announced it showcased a fully electric bus, built for TransIT Services of Frederick County, on Capitol Hill in honor of the Bus Coalition’s event – “This is Not Your Parents Bus.�

In response to the industry’s increased emphasis on sustainability, CCW has developed a cost-effective and viable alternative to fossil fuel through its ZEPS (Zero Emissions Propulsion System) technology. ZEPS is a remanufactured transit bus containing an all-electric drivetrain system. ZEPS buses are rebuilt to include lightweight flooring, seats and windows. Each unit also includes energy-efficient heating and cooling systems. The improvements offer a significantly longer operating range while maintaining battery life. ZEPS provides enhanced passenger comfort, proven reliability and increased safety. Currently, there are more than 50 ZEPs buses deployed in service across the nation with more than three million revenue miles. These deployments have been proven to perform successfully in all types of weather conditions.

On July 17, CCW partnered with the Bus Coalition and TransIT to display a ZEPS bus

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Equipment News at the Congressional Bus Caucus event.

Members of Congress, FTA officials, union representatives and other transit stakeholders were invited to attend and participate.

“We are excited to show the Caucus the innovative technology currently being implemented by forward-thinking agencies like TransIT,” said Brad Carson, director of sales and marketing. In 2016, TransIT purchased five of CCW’s ZEPS buses to expand the depth and impact of its environmentallyfriendly fleet. “We look forward to the exhibition and thank TransIT for its contributions toward making it a success,” Carson said.

Two New Nova Electric Buses for Brampton Nova Bus, a leading North American transit bus manufacturer, has announced a new order for two fully electric Nova Bus LFSe vehicles by the City of Brampton as part of the Canadian Consortium for Urban Transportation Research and Innovation (CUTRIC) Canada-wide Interchangeability Project.

The announcement completes the first phase of this ambitious plan to deploy electric buses in several Canadian cities. Including Brampton, Vancouver and York Region.

It was made in the presence of the Honorable Catherine McKenna, minister of the environment and climate change; Patrick Brown, mayor of Brampton, several MPs and Michael Coote, regional sales manager of Nova Bus. Nova Bus has been working with CUTRIC since 2016 on the Canada-wide project to integrate electric buses and the charging infrastructure of different manufacturers into

public transit systems. The goal of this project is to help municipalities make the most of the major investments required for electric transit, including making electric buses and manufacturers’ charging stations compatible with each other. The standardization of infrastructure and equipment gives more flexibility to transport companies, to the great benefit of our planet.

“This partnership confirms Nova Bus’ leading role in the Canadian electromobility market. We are very proud to be part of this program, the first of its kind in the world. This will help making Canada and its metropolitan networks, world leaders in sustainable urban transportation. We are pleased that our expertise is recognized and, above all, that we can contribute to the multiple efforts put in place with the goal of reducing greenhouse gases, while offering passengers quality, reliable, safe and environmentallyfriendly buses,” said Martin Larose, vicepresident and general manager, Nova Bus. “The Pan-Canadian Electric Bus Demonstration and Integration Trial is a unique partnership model involving multiple levels of government, bus manufacturers, system integrators and funding partners collaborating in an unprecedented way on breakthrough technology to improve the environment. We are proud to be the lead transit agency in the planning and execution of this trial in partnership with Canadian Urban Transit Research and Innovation Consortium (CUTRIC). This project positions the City of Brampton to establish the largest single global deployment of standardized and fully interoperable battery-electric buses and high powered, overhead on-route charging

Nova Bus recently announced that it will provide two electric Nova Bus LFSe vehicles for the City of Brampton. This is in conjunction with the Canadian Consortium for Urban Transportation Research and Innovation (CUTRIC) Canada-wide Interchangeability Project. These new electric buses offer reduced maintenance costs as well as reduced greenhouse gas emissions.

systems,” said Alex Milojevic, general manger, Brampton Transit.

It should be noted that Nova Bus LFSe buses offer reduced maintenance costs and greenhouse gas emissions, thanks to their electric motor system, powered by an integrated battery system. In addition, integrated systems such as doors, air-conditioning systems as well as power steering are electric.

Designed on the proven LFS platform, the Nova Bus LFSe features a propulsion system that emits no GHG emissions and offers a better user experience through quieter and smoother driving. The fast and fully automatic recharging components of the batteries maintains a high level of efficiency. The Nova Bus LFSe has distinguished itself in all circumstances and events with all possible weather conditions in North America.

Nova Bus is a leading provider of sustainable transportation solutions in North America. Its portfolio includes hybrid electric buses, high-capacity vehicles and integrated intelligent transport systems. As part of its Electro Mobility strategy, Nova Bus is moving forward with the electrification of key vehicle components to reduce fuel con-

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Equipment News sumption and emissions. Nova Bus is part of the Volvo Group. For more information regarding Nova Bus products and services, visit www.novabus.com.

New Prevost H3-45 Coaches for All Aboard America!

Headquartered in Mesa, Arizona, with operations in Texas and New Mexico, All Aboard America! offers coach charters, scheduled daily route and express service in rural communities, as well as contracted coach services for park and ride facilities, casino runs, employee shuttles and custom contracts.

All Aboard America! has enjoyed an enduring relationship with Prevost since the company began purchasing coaches from the Canadian bus builder in the late 1990s.

Promising superior service, All Aboard America! remains steadfast in its commitment to continuously add to and replenish its coach fleet. In keeping with that plan, the company is acquiring four 2019 H3-45s this year to add to their predominantly Prevost fleet.

All Aboard America! takes pride in its original and unique graphic design plans that ensure no two coaches will look exactly alike. “The most striking feature of these newest Prevosts is their vibrant color schemes,” says General Manager Eugene Thomas. “One is painted neon Lamborghini yellow; the other a rich metallic copper with

our trademark flourishes that really add spice to our branding.” In addition to the head-turning colors, Thomas says the allnew black wheel rims add to the “hot rod” look. “This touch is creating a lot of buzz,” he says. “We are just trying features we think no one has seen to this point.”

The new H3-45s feature the standard Prevost Electric Fan Drive. All Aboard America! was the first operator to demo the fan drive system prior to production. The company was so impressed, based on their technicians’ feedback, they decided to retrofit the fan assembly on a 2013 model H345. All Aboard America! selected the new Sigma seat from Amaya as an option on the newly delivered coaches. “These seats are absolutely beautiful,” says Thomas.

Henry Page launched All Aboard America! in 1936 as Potash Mines Transportation Company to transport miners to and from their job sites in southeast New Mexico. Miners rode in truck-towed trailers outfitted with pot belly stoves, vented by smokestacks inserted through the trailer roof, to keep them warm.

The next era saw Page’s daughter, Coradene, and her husband, Jack L. Wigley, form Industrial Bus Lines and expand operations into west Texas and Arizona. The two companies formally merged in 1971 and feeling a need for a fresh identity for its

All Aboard America! is getting four new Prevost H3-45 coaches. The coaches feature black wheel rims, the new Prevost Electric Fan Drive and attractive colorful exteriors. Based in Mesa, Arizona, All Aboard America! was originally founded in 1936 as Potash Mines Transportation Company.

expanding array of services, they became All Aboard America! in 1989.

Third-generation owner Jack D. Wigley served as president and CEO and raised All Aboard America! to new heights. His announcement of his pending retirement in 2017 initiated the transition to the next generation, which has included All Aboard America! becoming a member organization in a consortium of six major motorcoach carriers strategically located in California, Arizona, Colorado, New Mexico, Texas and Louisiana.

Wigley’s retirement also saw the changing of the guard when Thomas stepped up in 2017 to transition into the role of general manager. Thomas joined All Aboard America! in 2007 as director of maintenance. “I have worked in this industry for 22 years and have enjoyed working with Prevost every step of the way,” Thomas says. “Coming from the maintenance side of operations, I have always been impressed and appreciative of the dedication Prevost displays for product support after the sale – our downtime is minimal.”

Riley Bus & Tours Gets New MCI J4500 Motor Coach Industries (MCI), a U.S. subsidiary of NFI Group Inc. (NFI), one of the world’s largest independent global bus manufacturers, builds reliability and luxury amenities into its J4500 model so that operators like Riley Bus & Tours can pamper its passengers with every ride. The Murdock, Minnesota-based, family-owned company recently took delivery of a 2019 MCI J4500, bringing its fleet to four J4500 coaches no older than model year 2015.

The 2019 MCI J4500 features industryleading legroom and a maximum 60-seat passenger configuration following its interior redesign in 2018. “In the past, we’ve ordered our J4500s with seating for 50 or 52 passengers since we need the legroom on charters for our local university that includes its athletic programs,” said owner Kevin Riley, who represents the third generation of the family to run the business.

10 • National Bus Trader / September, 2019

On his new 2019 J4500 coach, Riley went with a 56-passenger configuration because of the model’s more spacious cabin. He also added the model’s new optional rear window and RGS variable lighting packages that light up the interior in a variety of hues “for a coach that offers our passengers a topof-the-line good looking interior,” he said.

Riley also added MCI’s high-tech optional Advanced Driver Assistance Systems (ADAS) available with Bendix Fusion. It is a collision mitigation system that adds a windshield-mounted, forward-facing camera and object recognition software to further identify

Equipment News moving and stationary objects, lane markings, road signs in addition to a 360-degree camera that provides a bird’s-eye view around the entire coach to assist with small maneuvers.

“All four of our coaches go from coast to coast,” said Riley. “Having new coaches helps assure safety and reliability out on the road. We also do quarterly safety training for our 15 drivers. Many are retired but still want to tour the United States and they are very patient and road sensible. You’ve got to do things right when you name is on the side of the coach.”

Another desirable service for the Twin Cities’ big baby boom population are Riley’s tour packages to seasonal destinations such as Florida and Arizona during the winter months and summer trips to Alaska that come with Travel Insured’s Group Deluxe Protection Plan for each traveler on most tours. Plus, Riley will even pick up a traveler at their homes if it is too difficult to meet the scheduled departure location and the company offers a five percent discount on their first booked tour.

In 1939 Riley’s grandparents started the businesses with school buses to serve the Murdock School District 7. In the 1970s, their daughter and son-in-law, Helen and Glenn Riley, purchased the business with their son Kevin who became a partner in the 1980s and purchased the company in 1996. MCI’s relationship with the company dates to their first MC-7s in 1981 with many more MCIs to follow.

Today, in addition to its four J4500 coaches, Riley operates one modern, luxurious mini-coach and continues to serve its district with six school buses.

Complete Coach Works Rebuilds Electric Buses for Josephine Complete Coach Works (CCW) announced its contract to provide two remanufactured Zero Emission Propulsion System (ZEPS) buses for Josephine Community Transit in Grants Pass, Oregon.

Each ZEPS vehicle will include a stateof-the-art, all-electric drive system with 373 kWH battery pack, a battery management system and inverters. The system will feature a new high-efficiency, electrically driven air compressor, an electrically driven power steering pump and a new electric-optimized, lightweight roof-mounted HVAC system with a heat pump.

The ZEPS buses’ propulsion 373 kWH batteries are specifically designed for large vehicles. The onboard charter, an integral part of the propulsion system, will provide a full charge in less than six hours using a 480-volt, 100-amp service. In addition to the 12 • National Bus Trader / September, 2019

Kevin Riley, who represents the third generation family member to run Riley Bus & Tours, takes delivery of a brand new 2019 MCI J4500 coach at the Des Plaines, Illinois MCI Sales and Service Center. The 56-passenger coach features an optional rear window, RGB programmable lighting and the Advanced Driver Assistance Systems from Bendix Fusion. Based in Murdock, Minnesota, Riley Bus & Tours was founded in 1939 as a school bus operation.

remanufactured ZEPS buses, CCW will provide maintenance and diagnostic training, operator training and emergency response personnel training to Josephine Community Transit’s staff.

“CCW looks forward to this opportunity to deliver the first all-electric buses to the Josephine Community Transit fleet. We strive to provide agencies with the best sustainable transportation solutions and remanufactured ZEPS vehicles are a great example of our ‘reduce, reuse, recycle’ philosophy in action,” says Jim Paul, Northwest regional sales manager.

CCW is a widely recognized leader in the development of new technologies for the transportation industry. More than 50 ZEPS buses are deployed in service across the nation. ZEPS is a proven technology that has been tested for more than 2.5 million miles of revenue service.

Developed exclusively by CCW, ZEPS is an integrated technology that provides customers an affordable route to eco-friendly transportation. CCW takes previously owned diesel engine buses and remanufactures them into like-new vehicles containing ZEPS all-electric drivetrain systems. The remanufacturing process extends the service life of the buses and reduces material waste. In addition, the process decreases the costs and environmental impacts of bus manufacturing. CCW also offers a range of alternative fuel vehicle conversions, such as compressed natural gas, liquid natural gas and liquid propane gas.

Other alternative fuel options available include hybrid propulsion systems, hydrogen and clean diesel.

100 Electric Double-Deckers from ADL and BYD Alexander Dennis Limited (ADL) and BYD Europe jointed announced that the companies’ electric vehicle partnership, which delivers the leading UK electric bus, has already topped 100 double-deck bus sales. ADL is a subsidiary of NFI Group Inc. (NFI), one of the world’s largest independent global bus manufacturers. BYD is a global leader in new energy vehicles, with more than 50,000 pure electric buses and coaches delivered, together with associated battery and other technology.

The news comes as BYD ADL receives another significant fleet order for its 100 percent emissions-free, electric double-deck Enviro400EV with National Express confirming 19 vehicles for its West Midlands bus operation in Birmingham.

These impressive figures for BYD ADL’s double-deck include significant fleet deals with some of the UK’s major bus operators including Metroline, Stagecoach, National Express and RATP Dev London. The BYD ADL partnership has been the move to electric mobility within the passenger transport sector gathering pace over the past 12 months as more and more operators realize the operational benefits of combining ADL’s stylish and comfortable bus design with 100 percent emissions-free, pure-electric operation. Importantly, BYD designs and installs charging infrastructure systems, to provide its customers with a complete one-stopshop solution to fleet electrification.

“This is a notable achievement by the BYD ADL team in the UK, underlining the strength and depth of the partnership,” said

Equipment News Arthur Whiteside, managing director, UK sales at ADL. â&#x20AC;&#x153;We have achieved significant market penetration in just three years, while the uptake for the Enviro400EV has been extremely encouraging since we started production in February. The move to electrification is well underway and weâ&#x20AC;&#x2122;re pleased to be leading the charge. Operators applicate the significant benefits the Enviro400EV offers â&#x20AC;&#x201C; which combines 100 percent emission-free operations with the comfort, style and safety that make the Enviro 400 the UKâ&#x20AC;&#x2122;s favorite double-deck bus.â&#x20AC;?

operators right across Europe. We look forward to engaging further with UK operators

in our mission to bring 100 percent emissions-free mobility to our streets.â&#x20AC;? â?&#x2018;

Alexander Dennis Limited and BYDâ&#x20AC;&#x2C6;Europe recently announced their electric vehicle partnership recently topped 100 double-deck bus sales. The Enviro400EVâ&#x20AC;&#x2C6;electric double-deck by ADLâ&#x20AC;&#x2C6;and BYD has been ordered by several leading British operators including Metroline, Stagecoach Manchester, RATP for Transport for London and National Express West Midlands. Alexander Dennis is now part of NFI Group.

â&#x20AC;&#x153;We see the demand for full electric mobility only increasing,â&#x20AC;? added Frank Thorpe, managing director at BYD (UK), â&#x20AC;&#x153;and for two good reasons â&#x20AC;&#x201C; public demand and fleet productivity. An increasingly welleducated public is calling for a sustainable future and zero-emissions public transport can play a key role in helping people switch to an energy-saving mindset. Pure electric operation is having a truly dramatic impact on air quality in our towns and cities, and thatâ&#x20AC;&#x2122;s good news for everyone. â&#x20AC;&#x153;For operators,â&#x20AC;? he went on, â&#x20AC;&#x153;electric mobility offers long-term productivity gains for scheduled-service bus fleets, regardless of their size, as proven by public transport

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The 2019 Spring Fling in Hershey

Article and photos by David Millhouser

Hundreds of bus people and numerous visiting buses showed up in Hershey, Pennsylvania on June 1, 2019 for the annual Spring Fling at the Museum of Bus Transportation. Most of the buses were open for inspection by the public. The 1980 “New Look” GMC transit from Richfield Bus Co. drove all the way from Minnesota and captured both the Best Classic Coach award as well as Longest Distance Travelled.

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ore than 500 bus enthusiasts and industry veterans from as far away as California showed up at the Museum of Bus Transportation in Hershey, Pennsylvania on June 1 for the first Spring Fling dedicated to the transit portion of the industry. This represents the largest turnout ever in the 20+ year history of the Fling, an event that has become a sort of “homecoming” for the bus industry.

2019 is the 60th anniversary of the introduction of the iconic GM New Look “Fishbowl” transit bus and many examples were present, but a highlight of the weekend was Proterra’s Senior Director of North American Sales Michael Hennessy’s presentation of the first modern U.S. built electric bus to the museum. It was a sort of “back to the future” moment when he presented the title to MBT Chairman John Oakman. The futuristic 35-foot electric bus was used as a demonstrator for a number of years, before being retired.

The MBT now boasts a fleet of 40 historical buses ranging in age from 1908 to the futuristic 2009 Proterra. Two of the most popular with the public are the 1959 GM Suburban featured in Forrest Gump and a 14 • National Bus Trader / September, 2019

GM “Fishbowl” that was one of the survivors of the filming of Speed.

Visitors were able ride a shuttle to visit the museum’s Annex, where buses that aren’t currently on exhibit are stored. As they have for many years, Wolf’s Bus Line provided the bus and driver. The Annex is only available to the public a few days a year, and Spring Fling offers the opportunity to see the MBT’s whole collection.

One of Spring Fling’s most popular features is a “flea market” in the bus exhibition area. Forty vendors offered memorabilia and bus models and even rare parts for antique buses.

For many repeat attendees, one Fling highlight is each year’s unique commemorative T shirt. The 2019 shirt was designed

by Connor Hall of Venture Bus Tours, and the shirts were all donated to the museum by his dad, Jimmy Hall, who owns the historic Virginia Beach-based company. Venture is well known for the variety of its fleet, operating everything from Model 15 Eagles to double-deck Van Hools. The Halls traveled to Hershey in their H5-60 articulated Prevost.

MBT Board Chair Oakman said “This was the best Spring Fling we’ve had. We’re delighted to honor the transit industry and all it contributes, and grateful that so many of their people turned out. This was a real team effort by our museum volunteers and the Antique Automobile Club of America Museum staff, and I can’t thank them enough.

“A number of bus manufacturers brought demonstrator coaches and helped out financially. ABC/Van Hool, MCI and Prevost/Volvo all had their people involved. We really appreciate their participation. My hope is that next year’s Fling will be even better.”

Thirty-six visiting coaches were also on display, and attendees voted on the best in several categories. Dan and Stan Holter, of Richfield Bus Company won two categories with their 1980 GMC New Look . . .

Best Classic Coach and Longest Distance Traveled. They more than earned the prizes, as their group traveled the entire round trip to Minneapolis in this classic Fishbowl Transit.

One of the more interesting of the visiting buses was this Prevost articulated H5-60. It was driven in by father Jimmy Hall and son Connor Hall from Venture Tours in Virginia Beach, Virginia.

Connor Hall designed this year’s commemorative shirt while they were donated by Jimmy.

In addition to operating a highly regarded bus line, the Holters are the prime movers in the BusBoy’s Collection ( www.busboyscollection.org).They own a substantial collection of classic buses and participate in historic bus events regularly, including the upcoming “Antique Bus Homecoming” scheduled for September 27-29 in Blytheville, Arkansas.

The Museum of Bus Transportation currently rents exhibit space from the nationally respected Antique Automobile Club of America Museum (www.aacamuseum.org ), with the rest of the fleet being stored in an Annex several miles away. Most are parked outside. The MBT membership has voted on a plan to merge with the AACAM. Results are pending, but if passed, the hope is to move the buses not currently on exhibit

to a new storage facility on the museum campus that would be available to the public whenever the museum was open.

The museum is located in the middle of Pennsylvania’s Amish country, with lots of non-automotive attractions nearby including the world famous Hershey Park and Chocolate World. For more information at www.busmuseum.org, ❑

A highlight of the Spring Fling is the flea market held on the lower level of the museum between the historic buses. A wide range of items is available including models, photos, publications, bus parts and other bus collectibles. More than 40 vendors set up tables during the event.

National Bus Trader / September, 2019 • 15

It is not surprising that New York City is looking at congestion pricing for vehicles entering the busiest parts of the city. Several other major cities around the world including Stockholm and London have already implemented congestion pricing with grater or lesser success. This photo shows Times Square which would be located in the proposed new congestion district.

Congestion Pricing May Affect Bus Operators

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n March 31, 2019, New York City approved its $175,000 2020 budget including a plan to implement congestion pricing below 60th Street in Manhattan. While details continue to be finalized, congestion pricing is expected to begin as early as 2021. This future rulemaking has sent private buses, truck owners and more into a race for exemption from this daily fee.

Congestion pricing is a form of demandside economy that turns an eye towards controlling street equity in the hopes of paying for the estimated $40 billion needed to improve and repair the “death spiral” of New York City’s public transport systems, including their notorious subways and buses. The fee is daily and is expected to be $11.50 per car and $25 per truck. There is yet no information on the charge for private buses. These efforts should limit traffic con16 • National Bus Trader / September, 2019

by Melissa Stanek Photos from NBT Archives gestion and finance the city’s hefty pubic transport repairs, while also limiting greenhouse emissions.

Like any move of the government, congestion pricing has its advocates and naysayers. Everyone wants better public transportation, but no one wants to pay for it. Those already planned to be exempt are emergency vehicles, vehicles carrying the disabled, drivers who live in the congestion zone and drivers who use the West Side Highway and Franklin D. Roosevelt Drive to pass through Manhattan. Those who still seek exemptions include the police, motorcycle riders, commercial truckers, New Jerseyans, private bus operators and more.

The arguments for the hopeful are obvious. People do not want to be charged for going where their job takes them. Still, it

does not appear any exemptions will fall in favor of private bus operators. One of New York City’s inspirations is Stockholm, Sweden, which accomplished clearer streets and air by implementing congestion pricing in 2007. Stockholm exempted too many vehicles and fell short in reaching its projected budget by 14 percent. Congestion pricing for New York City has projected a revenue of $1.5 billion, a far cry less than the city’s repair bill, which means every penny counts.

Seeing this financial failure overseas may create tightfistedness in Governor Andrew Cuomo, the man in control of exemptions and the Metropolitan Transportation Authority.

If New York City allows any exemptions, the likelihood of private bus and truck operators finding leniency is slim to none. The FixNYC study, one of the studies used to

help guide New York City’s traffic project, cites privately-owned buses as “detrimental” to street equity, especially in targeted Lower Manhattan. The study alleges that the number of tour buses in New York City has exploded. Many believe the high number of charter and tour buses is a problem because (due to limited parking opportunities) drivers are forced to lap around town waiting for a space, thus creating more traffic congestion. Others complain that private buses distract from public buses – a recipient of the foreseen revenue.

Those in favor of allowing private buses exemption, like the Bus Association of New York (BANY) or Bus4NYC, believe that buses are an easy scapegoat. Due to their size, they only appear to clog the streets.

BANY also believes making buses pay a daily fee would only force bus operators to raise fares, discouraging new patrons. This would prevent a reduction in traffic congestion as would-be bus users remain in their cars.

New Jersey politicians threaten to make the situation increasingly bleak. Seeming to take the plan personally, they vow to fight a system they view as tolling commuters twice. Steven Fulop, mayor of Jersey City, has even suggested that New Yorkers traveling to New Jersey should face a fee as well.

New Jersey Representative Josh Gottheimer described congestion pricing as New York physically beating up New Jersey.

Congestion pricing, however, is not targeting New Jersey commuters, but rather anyone who wants to drive a private vehicle into Lower Manhattan. Knowledge of

This photo looks east from the New Jersey side of the Hudson River to Manhattan. Commuters from New Jersey are understandably not happy with the proposed congestion pricing. The southern tip of Manhattan , to the right in the photo, is known as The Battery and hosts a park as well as terminals for ferry boats to Staten Island, the Statue of Liberty and Ellis Island.

congestion pricing’s objectivity, however, does not make it an easier pill to swallow.

Some New Jersey citizens online have even vowed to never return to Manhattan. The power is clearly in New York’s hands, as the rage and sworn abstinence still achieves what congestion pricing is meant to do – clear the roads. The cry from New Jerseyans may as well fall on deaf ears. The same can be said of other groups hoping for exemption. Unless, they can prove they

A pair of buses photographed adjacent to Central Park. Many of the bus companies operating into New York are seeking an exception from the proposed congestion pricing. If 60th Street were picked as the boundary, the congestion area would effectively start at the southern edge of Central Park and continue south down Manhattan to the Battery.

are of more worth to New York City present than absent, it is unlikely they will achieve exception.

If congestion pricing can be done smoothly, New York may need to look towards London’s example. London, another inspiration for New York City, has used congestion pricing since 2003 to great success. Over the first three years, nitrous oxide declined 17 percent and air particulates dropped 24 percent. Street congestion fell 25 percent, and collision numbers plummeted 40 percent over a decade. Government officials in London drafted exemptions for emergency and military vehicles, motorcycles and mopeds, public-service vehicles, vehicles operated by disabled people, ultra low-emission vehicles and vehicles containing nine or more seats. This means that nearly every special interest group hoping for exemptions in New York City would have found it in London. Still, this hope for private commercial vehicles remains intangible and uncertain. How congestion pricing will affect private bus operators is yet to be seen.

Soon, New York City’s coveted Lower Manhattan area may have clearer roads, a public transport system on the mend and cleaner air. Perhaps just as likely, the number of private buses and trucks in Lower Manhattan will dwindle as professional private drivers are forced to find ways to balance new daily fees. What congestion pricing has in store for private buses in New York City can only be speculated upon at this time. Until Governor Cuomo decides who will be exempt, planners can only watch and wait. ❑ National Bus Trader / September, 2019 • 17

things stood in those years before trying to tell the bus industry story. Here is some basic information on various things that had an impact on the bus industry during these beginning years.

• Railroads – At the turn of the century in 1900, railroads dominated intercity travel.

There were few if any paved roads outside of cities and commercial aviation was years in the future. There were some scheduled boats on lakes and rivers, but their routes were limited. If you needed to travel to another city, you took a train.

As bus and truck operations developed, the railroads understandably saw them as competition and were in favor of regulating them. Hence, the railroads pushed for regulation of buses and trucks on both the state and federal levels. It is somewhat interesting that at this early date the railroads fought to retain passenger business although that would change in the decades ahead.

In the Beginning The Bus Industry Prior to Regulation in 1935

by Larry Plachno Photos from NBT archives unless indicated The earliest years of the bus industry took place in a previous era when roads, vehicles, other forms of transportation and regulations were different. Many bus companies started out by operating sedans on roads that were little more than dust and dirt. Shown here is a 1927 Flxible built in a limo design with multiple doors on the sides.

L

et me start out with an acknowledgement to St. John for borrowing the first words of his gospel for the title of this article. While he wrote it first, it did seem appropriate for this topic.

Back in November of 2016 we published an article titled “The Years of Interstate Bus Regulation.” It provided a simplified review of how regulations affected the intercity bus industry and operations from the passage of the Motor Carrier Act of 1935 to Deregulation in 1982. It is still available as a PDF file for free download on our www.busmag.com Web site in the PDF archives section. The article was well received and one organization even related that it was used for training new staff.

18 • National Bus Trader / September, 2019

Perhaps it was expected that several people in the industry would ask about the period in the early days of the bus industry prior to regulation. This turned out to be a little more difficult to deal with because your editor was not around during those years.

As we got into research, it also became obvious that many things were vastly different 100 years ago.

Background and Developments

Many of the decisions and developments during this earlier era were based on the technology and state-of-the art in transportation, roads and regulatory atmosphere at that time. As a result, it seems appropriate to “set the stage” with information on where

• Bus Developments – In these early years, the development of the intercity bus industry was mainly based on the development of the vehicles and good roads. Many of the earliest bus operations started with automobiles. They first appeared in the cities where unregulated auto owners competed with the streetcar lines. Many charged a jitney (five cents) for a ride which is why the cars came to be called jitneys. This same thing began to happen in the second decade of the 1900s when autos started being used for trips between cities and towns. Even Greyhound Lines traces its roots back to a Hupmobile, put into service in 1914 between Hibbing and Alice, Minnesota by Carl Eric Wickman, Andrew Anderson and C.A.A. Heed.

From the orignal cars, the vehicles soon grew larger. Some used longer cars with limousine-type doors while others moved up to smaller buses with a center aisle. Early buses were of “conventional” design with the engine in front and luggage carried on the roof. The front engines were a necessity on those early dusty roads where a rear engine would have gotten clogged with dust. It was not until the mid-1930s, when roads had begun to improve, that buses started moving to underfloor luggage compartments and rear engines.

• Roads – While paved roads made operations easier, many if not most of the earliest intercity bus operations did not wait for pavement and got started on dirt roads.

In 1900, more people used horses for transportation than horsepower. In those years only the very rich could afford to own cars.

I would like to say that roads were built for buses, but the actual fact is that the earliest push for intercity roads came from the bicycle and auto organizations as well as auto and tire makers. Henry Ford introduced his Model T in 1908 and the following year more than 100,000 cars were built in the United

States. Clearly, automobile ownership was no longer limited to the very rich.

While more and more people owned cars, there was no place beyond the local city to drive them. By 1910 there still were almost no paved roads outside of cities and larger towns. Some states, particularly the heavierpopulated eastern states, did build some roads between cities. As late as 1920 there was very little pavement outside of cities between

Illinois and Nevada. Eventually the states got interested in paving rural roads and then the federal government stepped in.

To some extent, pavement was power. In those early years, drivers were more likely to follow pavement over dirt roads. Cedar Rapids, Iowa reportedly built a paved road leading into town that captured business as well as the county seat from nearby Marion.

Cities would fight to have new roads pass

Railroads were originally regulated by the Interstate Commerce Act in 1887. As a general rule, the railroads were in favor of regulating trucks and buses although many of them started bus operations of their own. This Wilmington & Western train continues to offer rides that reflect on earlier days.

WILMINGTON & WESTERN.

through their town. Some roads, such as U.S. 66, ended up developing a reputation and a following.

• Interurbans – The electric interurban railways east of Illinois were primarily built for passenger service and express shipments.

They provided more of a local service than the railroads and usually ran on more frequent schedules. The interurbans offered a valuable service before autos became popular and before roads were built. The explosion in auto ownership and building of paved roads substantially reduced their passengers and revenue. To a large extent, the early intercity bus lines were the replacement for the interurbans.

• Aviation – Commercial aviation was not a factor in intercity transportation in these early years. To risk a pun, the industry took off with Wilbur and Orville Wright at Kitty Hawk in 1903 but, like intercity buses, aviation also needed vehicles and roadways to become commercially viable. Early air routes carried the mail and slowly began carrying passengers as the planes became larger.

However, the single biggest aviation problem in these early years was the lack of guidance for flying at night or on cloudy days. All of this started to change in the 1930s with the development of the Douglas DC-2 and DC-3 as well as radio beacons, but the commercial end of the business had to be set aside during the War.

The electric interurban railways looked upon buses as major competitors. Most of the interurban lines were relatively short and those in the East primarily carried passengers. This particular car operated on two different lines in Iowa.

• Regulation – Obviously, state and federal regulation plays a big part in this story.

As a general rule, when the first intercity buses and commercial trucks appeared on the primitive roads, they were unregulated other than traffic laws and standard vehicle restrictions and sizes. Much to the dismay of some people in the bus industry, buses tended to fall under the same regulations as trucks.

In retrospect, it appears as if both the states and federal government were reluctant to step in and regulate trucks and buses any sooner than was necessary. While some states began to regulate trucks and buses at an earlier date, many did not get started until 1919. Threequarters of the states had some regulation in place by 1925 when a series of Supreme Court Decisions made it obvious that regulation of interstate commerce was reserved for the federal government. It took Washington 10 years before it finally passed a law regulating interstate bus and truck operations.

The Journey to Regulation

It should be remembered that when the new century arrived in 1900, it was less than 30 years since Americans drove covered wagons to the West Coast on dirt trails. The completion of the Transcontinental Railroad in 1869 effectively gave the railroads a monopoly on intercity land travel with the exception of some limited boat service on lakes and rivers. Railroads were regulated in 1887 by the Interstate National Bus Trader / September, 2019 • 19

Minnesota was a leader in early bus activity. Shown is a 1922 White operating on a route to St. Cloud. While this bus had a center aisle, it was not that much larger than the early sedans.

Commerce Act, but it was several years into the new century before most states got around to regulating trucks and buses.

In 1900, more people used horses rather than vehicles to travel. During the first years of the century, the early motor cars were expensive and only owned by the rich.

Henry Ford’s economical Model T was put into production in 1908 and automobile sales expanded substantially in the following years. However, most rural roads, particularly in the western states, were not paved.

Historians suggest that the intercity bus industry got its start in the second decade of the century when entrepreneurs began charging fares to transport passengers in automobiles run between nearly towns and cities. During these early years, most states had yet to regulate trucks and buses other than the usual traffic laws and vehicle limitations. It should also be noted that many if not most of these early bus pioneers started out running on unpaved dirt roads.

Moving towards the end of that second decade, these pioneer bus operations began to merge and expand into longer and regional carriers. They also began to operate real buses with center aisles, but the front engine would remain “conventional” until paved roads reduced the dust problem. In these early days some of the bus companies had their own snowplows to clear the roads so their buses could get through. Many bus companies also kept spare tires at terminals and stops to replace those damaged along the way. Yes, the bus drivers in those early years did replace their own tires.

Meanwhile, the number of automobiles sold kept increasing. With very few paved roads outside of cities, automobile outings could be an adventure. Those goggles and scarves you see on early drivers were a necessity because of the road dust. Automobile owners as well as auto and tire makers 20 • National Bus Trader / September, 2019

This 1927 White is owned by O.D. Anderson/Anderson Bus Lines in Greenville, Pennsylvania. It offers several improvements over the earlier buses of previous years.

began asking for paved roads through rural areas. One group was formed to support a transcontinental road that became known at the Lincoln Highway.

One of the more noteworthy events of this era was The First Continental Motor Train, a post-war military effort to drive across the United States to evaluate roads following the planned route of the Lincoln Highway. Two miles long, the convoy included 81 vehicles, 39 officers and 258 enlisted men. They left the White House in Washington, D.C. on July 7, 1919 and arrived in San Francisco on September 6, averaging about five miles per hour over mainly dirt roads. It is interesting that one of the young officers was a man named Dwight D. Eisenhower who would create the Eisenhower Interstate Highway System when he was elected president many years later.

State regulation of motor carriers, both truck and bus, was minimal until 1919. One reason is that this was somewhat uncharted territory and the states had never done something like this previously. Another reason is that several people had fears that the railroads, because of their size and financial strength, would dominate over the small truck and bus companies. Expectedly, the railroads were demanding regulation of truck and bus lines to curtail competition. The truck lines were often opposed to regulation, at least in part because they were not highly concerned with competition. Bus operators were somewhat in the middle since they were dealing with unrestrained competition from other bus companies. They selectively supported some measures but opposed others.

During the next few years, more and more states began regulating truck and bus motor

Greyhound Lines traces its founding to a small operation between Hibbing and Alice, Minnesota in 1914 using a Hupmobile. Numerous other bus lines also started with sedans and smaller vehicles.

This photo shows a Hupmobile on display at the Greyhound Museum in Hibbing, Minnesota.

carriers. By 1925, about three-quarters of the states had some type of regulation in place including most of the more heavily populated states. Most of the states followed the lead of the Interstate Commerce Commission’s regulation on railroads. Truck and bus operators were required to comply with some minimal standards of conduct and entry was somewhat based on a controlled monopoly. Hence, if a given route was already adequately served, entry would be denied to new applicants.

This seemingly appropriate solution to the problem lasted only briefly. In 1925, the Supreme Court handed down at least three decisions that effectively restricted the states from interfering in interstate commerce.

While the individual states could control safety and road maintenance on a state level, the federal government had authority over economic issues, quality of service and fares in regard to interstate commerce.

One of the more noteworthy cases was Buck v. Kuykendall where Buck wanted to operate buses for passengers and express between Seattle, Washington and Portland, Oregon.

Oregon had no problem with the application, but Washington denied it. The Supreme Court held that the state of Washington could not require a certificate of public convenience and necessity to operate in interstate commerce.

George W. Bush & Sons v. Malloy (no relation to the president by that name) was decided on the same day as Buck v. Kuykendall, March 2, 1925. Bush operated a truck line between points in Delaware and eastern Maryland. The Public Service Commission of Maryland directed Bush to apply for a certificate and then denied him. The Supreme

By the early 1930s, the “conventional” bus design with a front engine had evolved into larger vehicles with a more modern appearance. Shown here is a 1931 Mack BK that operated for Greyhound Lines and is in their historic fleet. This model even had a little “observation railing” at the rear.

Court sided with Bush because the service provided was interstate.

A third Supreme Court decision was Michigan Public Utilities Commission v. Duke where Duke was an established trucker with a staff of 75 people and 47 trucks hauling car bodies from Detroit to Toledo for assembly.

Duke had not filed an indemnity bond with the State of Michigan. The decision was with Duke since he was a contract carrier in interstate commerce.

These Supreme Court decisions had several results and ramifications, but I will mention three that are appropriate in regard to bus regulation.

This 1917 Packard was owned by Pickwick Stages, a company that grew into a major bus operator with longer routes. What makes this bus different is that it was converted into a house car for use in scouting new bus routes. In addition to a bedroom, small kitchen area, restroom and living area, it could communicate through telegraph wires.

The first is that it became obvious that intrastate operating authority and interstate operating authority were two different things. Intrastate authority allows a bus company to transport passengers between two points within one state while interstate operating authority allows a bus company to transport passengers between points in two different states. Years later, when both types of authority were available, the larger and longer bus companies typically had both intrastate and interstate authority on the same routes.

There were examples of a second bus company on a route (typically a Trailways member or smaller company competing with Greyhound) being given interstate operating authority from Washington but being unable to obtain intrastate authority for all or part of the route. Hence, the company was unable to pick up and discharge local passengers on this portion of the route but could carry interstate passengers. There are also some rare examples of one company holding intrastate authority on a route while a different company held the interstate authority on that same route.

The second thing that developed from these Supreme Court decisions was the need for interstate regulation. For the most part, no one denied that the federal government should regulate interstate commerce. However, there was no federal regulation of truck and bus interstate commerce in 1925, although the Interstate Commerce Commission did regulate railroads. What transpired was 10 years of suggestions and false starts until the federal government finally stepped in and took charge.

The third thing that came about is that several bus operations began to use these Supreme Court decisions to their advantage.

Some existing bus companies expanded their route or routes to cross a state line so National Bus Trader / September, 2019 • 21

Even in later years, some operations that became major bus lines started with sedans and limos. Peter Pan Bus Lines started service between Springfield and Boston in 1933 with four sedans.

they could claim exemption from state regulation. New bus companies started up with interstate routes for the same reason. In some places this caused some consternation and suggestions that things were regressing back to the pre-regulation era.

An interesting development at this time was the expansion of railroads into bus operations. In January of 1925 only three steam railroads operated buses. By the end of 1929, there were 62 railroads running 1,256 buses on 16,793 miles of route.

While the railroads began operating buses, Pickwick Stages, a major bus operator, began moving to aviation. Because radio guidance systems had yet to be developed, the early commercial airlines were often reluctant to fly at night. This is where the phrase “fly by night” airlines originated. At least in part, the Pickwick Nitecoach was developed to replace airplanes at night. Passengers could fly by plane during daylight hours and then transfer to the Pickwick Nitecoach at night and sleep while driving. The system proved to be workable but essentially fell apart when the Depression hit.

The 1925 Supreme Court decisions put the federal government on notice that it was responsible to regulate interstate commerce for trucks and buses, but it took 10 years for anything meaningful to happen. What was probably the first proposal came from Senator Cummins of Iowa with a bill introduced in the 69th Congress in 1925 that provided for the regulation of both common carrier trucks and buses in interstate commerce. State regulatory commissions were to administer the law but nothing developed from this.

Increased truck and bus competition encouraged regulation, but the arrival of the Depression and deteriorating economic conditions prompted suggestions of coordinating transportation in the public interest. The Interstate Commerce Commission had two 22 • National Bus Trader / September, 2019

This 1936 Chevrolet with a limousine design helped get Capitol Trailways started between Pottsville, Pinegrove and Harrisburg. It is now preserved in the Museum of Bus Transportation.

investigations looking into the motor carrier industry with resulting reports in 1928 and 1932 that made suggestions for legislation.

Joseph Eastman, the federal coordinator of transportation, recommended regulation of interstate motor carriers.

Things began moving along when Franklin D. Roosevelt became president and started his New Deal in 1933. The Motor Carrier Act passed on August 9, 1935. Almost expectedly, it was substantially patterned after the Interstate Commerce Commission’s regulation of the railroads. It attempted to make carriers stable and responsible through rate stabilization and restrictive entry.

John Eastman, who had been appointed the new coordinator of transportation in 1933, was appointed chairman of the new Division Five of the ICC that would handle

motor carrier work. The new director was John L. Rodgers who had previously served at an assistant examiner at the ICC and then became the executive assistant to the federal coordinator of transportation.

It took more than two years to establish rules, regulations and the framework for this new division.

Motor carriers who could show that they were operating in interstate commerce on June 1, 1935 were “grandfathered” to receive permits applicable to their operation. By November of 1936, the ICC had received 85,636 applications for certificates of convenience and necessity. Hearings were necessary for both contested applications and for new carriers who had started in operation after June of 1935. As you might suspect, it did take a while for all of this to be completed.

While many of the railroads moved into bus operations, Pickwick Stages began moving towards aviation. At least part of the reason for their Pickwick Nite Coach was to transport passengers at night when the airlines were reluctant to fly. While the idea worked, the operation failed to survive the Depression years.

V

As mentioned earlier, information on the intercity bus industry during the years of regulation after 1935 can be found in an earlier article titled “The Years of Interstate Bus Regulation,” that is available as a PDF in the PDF Archive section of the www.busmag.com Web site. ❑ While there apparently was no direct connection, buses started moving to rear engines and underfloor luggage in the mid-1930s when industry regulation started. Noteworthy were the Yellow Coach Model 719 and following 743 models. A more likely reason for this change was improved roadways where a front engine was no longer necessary to avoid ingesting dust and dirt. Shown here is a 1937 Yellow Coach Model 743 that is in the Greyhound historic fleet.

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Phone: (815) 946-2341 www.busmag.com National Bus Trader / September, 2019 • 23

Safety and Liability

by Ned Einstein Drivers v. Robots Part 2: The Nature of Modern Travel

We are only a few years away from the complete consolidation of fixed route transportation (transit, motorcoach and school bus) and the complete consolidation of demandresponsive transportation (paratransit, taxi, limousine, NEMT and special education).

The opportunities for motorcoach operators to benefit from these changes are once-in-alifetime.

Future installments in this series will explain why. This installment will lay the groundwork by comparing modern travel with travel 30 years ago. The opportunities for motorcoach operators to benefit from these changes are once-in-a-lifetime.

Travel in Yesteryear Thirty years ago, I coordinated intercontinental travel from several U.S. cities to Slovenia with a handful of one-sentence-long faxes: “Meet me in Maribor next Tuesday.” The various consultants simply called my travel agent, who knew their origins, destinations, sleep cycles and travel preferences. She made all the arrangements, occasionally clarifying choices with a quick phone call.

Travel to and from U.S. airports was effortless. Taxi companies answered their phones. Taxis pulled up and dropped off in front of airport terminals. For motorists, parking was available within hundreds of feet of the terminals. For less money, one could take shuttles to the terminal of choice.

I limited air travel to Lufthansa, Swiss Air and Air France. Connecting flights through Frankfurt were flawless. The airport had every amenity possible. Everyone arrived in Maribor within a few hours of one another. No baggage fees. Few delays.

Relentless reliability. Abundant knowledgeable staff. Baggage lost or stolen was compensated for, no questions asked and no documentation needed, with a single phone call to a live staff person in fewer than two rings.

Long before it was needed here, scrupulous but efficient security.

24 • National Bus Trader / September, 2019

A Day of Modern Travel This past July 17, 2019, my return flight from Cincinnati to New York City was cancelled, allegedly due to weather (the corridor was calm and dry). The flight onto which I was bumped was then cancelled due to alleged maintenance problems (the lack of spare aircraft and no requirements for them).

Being stranded is a holocaust at the hotel level. Stranding a thousand passengers overnight quickly fills up all the surrounding rooms. A traveler unfamiliar with the various suburbs cannot find a hotel online. One must spend hours doing this by phone, since about 10 companies own all the hotels and all employ layers of robots. Cabbies know all the back-up hotels; you can jump in a taxi and ask. It is harder and harder to find a taxi.

TNC drivers know nothing about hotels.

They are using their phones while driving, just to find their way. TNC drivers will not pull over to help. With no meters, they are not paid when the vehicle is not moving.

Driving a TNC is already a side-hustle. As Uber claims, “Everyone needs a side-hustle.”

After several hours, I finally found a hotel and commuted to it. The following morning I commuted back to the airport to spend the entire day getting bumped from stand-by lists. I finally boarded a flight in the early evening. After a 90-minute take-off delay, it arrived at La Guardia, late that night.

When I arrived at La Guardia, I found the former taxi pick-up and drop-off area flooded with Ubers. I had to take a shuttle bus to get to a taxi stand. I asked some crossing guards for information about the shuttle. I lumbered several blocks toward it, dragging and carrying luggage behind me. I boarded the next shuttle bus with seating capacity, joining The Sleepy Poor living in their phones. When we finally got to the destination, I leaped over the gray zone to reach the sidewalk. I then dragged and carried my luggage several more blocks to a well-lit taxi stand, which had no vehicles when I arrived. The lines were not too long, as it was now nearing midnight. I eventually got a taxi. Relying on his navigator, the driver got lost near the destination. I directed him the last 30 or so blocks. I arrived at my NYC Office/weekday home to find the elevator not working. Trudging uphill through the parking garage with my bags, I finally caught an auxiliary elevator to my doorway. This was an asterisk compared the trip. The welcome mat was a joy.

A better and cheaper alternative would have been an express bus, at a fourth of the taxi or Uber fare. I just had no time to learn the routes. There was no coherent information about them available. This was impossible by phone, as the route numbers were not displayed, nor was the pickup point identified. One cannot reach the New York City Transit Authority providing this service.

Mode Split As the reader may sense, I will be making my next trip to the Midwest by motorcoach.

I am certain the airlines are fine with this.

With the casual nature of flight delays, schedules padded to (30 minutes for heartland flights, 60 minutes for coast-to-coast flights), consolidation at will and no spares, airlines do much better hauling only longdistance passengers. With these tricks, the profits can be enormous. Customer inconvenience is irrelevant.

In contrast, I can get a motorcoach from NYC to Cincinnati for 50 bucks. I could get a better one for 80 bucks. I can hop on a subway and get to the Port Authority Terminal in less than an hour – even with the increasingly-broken down subway. If I must, I can take an Uber. For at least a few more years, I can take a taxi – although a shuttle bus to the Port Authority building is on the horizon (see La Guardia). Regardless, intermediatedistance travel by motorcoach is making a lot more sense.

Intermediate-distance travel by motorcoach is making a lot more sense.

Making More Money Frankly, motorcoach carriers can do better. In particular, motorcoach operators have spares – even if one has to call a fellow company to provide one. Do not think for a moment that passengers do not notice or care. The breakdown of public transportation, across most modes, provides extraordinary opportunities for creative motorcoach operators.

Years ago, I wrote 10 articles for NATIONAL BUS TRADER on this subject (see “Making More Money,” January, 2012 to

Safety and Liability December, 2012). Even then, airline travel was not nearly as treacherous. The TNC’s had not yet decimated the taxi industry, and the fight through the robots was not nearly as time-consuming. Intermediate-length trips are far more promising today. Vehicles and services could be dramatically updated.

They would provide a haven for travelers.

How much money one could make on a venture like this is limited only by one’s imagination and the SEO skills of one’s Web designer.

Did you know that a subscription to National Bus Trader makes a great gift?

Bus drivers, mechanics, weekend “bus fan” friends and converted coach owners will appreciate your thoughtfulness when they begin receiving their copies of NATIONAL BUS TRADER. A gift note will also be sent. An annual U.S. subscription is only $30 for 12 issues. Informative issues, relevant articles and photos of great buses keep our readers coming back year after year.

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Money and Choices Without naming it, one airline available mostly out West is still great. No consolidation. Few cancellations. Spare aircraft. Miss a flight and that airline will simply put you on the next one. Arrive early, that airline will put you on an earlier one. No change fees.

No baggage fees. Many fares remarkably inexpensive. No first-class or business-class seats. The earlier one reserves the flight, the earlier in the queue he or she boards. Most travelers in the West and Southwest are well aware of this airline, so the motorcoach business model is not nearly as good where this airline flies. Even so, there is only so much room at airports. The promise of substituting communications for transportation was The Big Lie. Long distance commutes are swelling. Less travel is an illusion (see airports). The Big Lie only helped eliminate jobs (see airports).

Motorcoach travel will soon not be for only those with no money. Motorcoach travel will soon become a mode of choice for those with no time. Providing far better service than airlines could at a fraction of the cost is only the frosting. This is true for short trips, medium-length trips and, especially, for intermediate-length trips which one might otherwise take on airplanes.

Motorcoach travel will soon become a mode of choice for those with no time.

What to do as a motorcoach operator is clear. The laggards will disappear. The survivors may be able to sell their operations to Uber, but only before your density is too thin. Witness the disappearance of taxis.

The opinions expressed in this article are that of the author and do not necessarily represent the opinions of NATIONAL BUS TRADER, Inc. or its staff and management. ❑ Ned Einstein is the president of Transportation Alternatives (www.transalt.com), a consulting firm specializing in system and vehicle design, operations, performance evaluation and forensic accident analysis.

He may be reached at einstein@transalt.com.

Moving from Kor trijk to Brussels

THE OTHER BUSWORLD EXHIBITIONS

EUROPE BRUSSELS 18-23 OCTOBER 2019 www.busworldeurope.org

TURKEY ISTANBUL | 5-7 MAR 2020 CHINA SHANGHAI | 17-19 MAR 2020 LATIN AMERICA BOGOTÁ | 2020 INDIA BANGALORE | 2020 RUSSIA MOSCOW | 26-28 OCT 2020 SOUTHEAST ASIA JAKARTA | 24-26 MAR 2021 CENTRAL ASIA ALMATY | JUN 2021 National Bus Trader / September, 2019 • 25

Round Up

The National Bus Trader “Round Up” is not an offer to buy or sell nor is it involved in any supply or brokerage of used bus equipment.

National Bus Trader’s Round Up of used bus equipment

In alternate issues, space and time permit ting, NATIONAL BUS TRADER prints this special department as an aid to subscribers. This is a listing of “asking” prices on used bus equipment for sale. Where two prices are shown they represent the extreme range of highest and lowest asking prices for that particular model that we were able to document.

This data is combined from several different sources and might be considered a very rough guide to what one might expect to ask for or pay for a particular model of used bus. These figures are current through July, 2019. Figures which are not annotated are considered “current” and essentially cover the period from August, 2018 through July, 2019. Figures with an asterisk ( ) will date from January, 2017 through January, 2018. Figures with a center dot (•) are more than two years old.

Caution is advised as pricing on used equipment will vary substantially with several factors including, but not limited to, body condition, miles on components, condition and type of interior, options such as restrooms, and factors such as rebuilding or possible guarantee. Hence, it would not be unusual to find some buses selling for a greater or lesser figure than indicated here.

Coaches

BCI Bus & Coach America BCA (’15) . . . . . . . . . . . . . . . . . . . . . . . . . . .198,000

CAIO G3400 (’09) . . . . . . . . . . . . . . . . . . . . . . . . .80,000 S3436 (’15) . . . . . . . . . . . . . . . . . . . . . . . . .199,900

DINA Viaggio 1000 (’95)• . . . . . . . . . . . . . . . . . . . . . .7,000

EAGLE Eagle Model 15/40 (’94)• . . . . . . . . . . . . . . . . 18,000 Eagle Model 15/45 (’95)• . . . . . . . . . . . . . . . . 35,000 Eagle Model 15/40 (’96)• . . . . . . . . . . . . . . . . 19,000 Eagle Model 15/45 (’96) . . . . . . . . . . . . . . . . 37,000 Eagle Model 15/40 (’97) . . . . . . . . . . . . . . . . . 30,000 Eagle Model 15/40 (’98) . . . . . . . . . . . . . . . . 19,000

MOTOR COACH INDUSTRIES MC-5A (’69) . . . . . . . . . . . . . . . . . . . . . . . . . 3,500 MC-8 (’76)• . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,000 MC-9 (’82) . . . . . . . . . . . . . . . . . . . . . . . . . . .7,500 MC-9 (’84) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7,900 MC-9 (’85)• . . . . . . . . . . . . . . . . . . . . . . . . . . . .5,000 MC-9 (‘87)• . . . . . . . . . . . . . . . . . . . . . . . . . . .12,500 MC-9 (‘89) Special Edition . . . . . . . . . . . . . . . .9,500 MC-12 (‘94)• . . . . . . . . . . . . . . . . . . . . . . . . . .96,000 96A3 (’85)• . . . . . . . . . . . . . . . . . . . . . . . . . . .12,000 96A3 (’87) . . . . . . . . . . . . . . . . . . . . . . . . . . . 16,000 96A3 (’88) . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,500 96A3 (’89)• . . . . . . . . . . . . . . . . . . . . . . 3,500-5,995 96A3 (’90• . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,500 102A2 (’86) . . . . . . . . . . . . . . . . . . . . . . . . . 12,000 102A3 (’85)• . . . . . . . . . . . . . . . . . . . . . 4,995-6,500 102A3 (’86) . . . . . . . . . . . . . . . . . . . . . . . . . . .12,000 102A3 (’88)• . . . . . . . . . . . . . . . . . . . . .4,995-12,000 102A3 (’89) . . . . . . . . . . . . . . . . . . . . . . . . . .19,000 102C3 (’88)• . . . . . . . . . . . . . . . . . . . . . . . . . . 5,000 102C3 (’90) . . . . . . . . . . . . . . . . . . . . . . . . .10,000 102C3 (’91)• . . . . . . . . . . . . . . . . . . . . .9,800-15,000

26 • National Bus Trader / September, 2019

Motor Coach Industries (Continued) 102C3 (’92) . . . . . . . . . . . . . . . . . . . . . . . . . .18,000 102C3 (’93)• . . . . . . . . . . . . . . . . . . . . 8,000-20,000 102D3 (’93) . . . . . . . . . . . . . . . . . . . .18,000-20,000 102D3 (’94)• . . . . . . . . . . . . . . . . . . . . .9,800-38,000 102D3 (’95) . . . . . . . . . . . . . . . . . . . . . . . . . .19,900 102D3 (’96)• . . . . . . . . . . . . . . . . . . . . 8,500-45,000 102D3 (’97)• . . . . . . . . . . . . . . . . . . . .12,000-84,900 102D3 (’98)• . . . . . . . . . . . . . . . . . . . .18,000-55,000 D4000 (’01) . . . . . . . . . . . . . . . . . . . . . . . . . 58,885 D4000 (’03) . . . . . . . . . . . . . . . . . . . . . . . . . 29,995 D4005 (’06) . . . . . . . . . . . . . . . . . . . 69,000-124,000 D4005 (’07) . . . . . . . . . . . . . . . . . . . 79,000-129,000 D4005 (’10) . . . . . . . . . . . . . . . . . . . . . . . . . 149,000 102DL3 (’92)• . . . . . . . . . . . . . . . . . . 25,000-30,000 102DL3 (’93))• . . . . . . . . . . . . . . . . . . . . . . . . 22,000 102DL3 (’94) . . . . . . . . . . . . . . . . . . .18,000-25,000 102DL3 (’95) . . . . . . . . . . . . . . . . . . .13,000-18,000 102DL3 (’96) . . . . . . . . . . . . . . . . . . . . . . . . .15,000 102DL3 (’97) . . . . . . . . . . . . . . . . . . . . . . . . 10,000 102DL3 (’98) . . . . . . . . . . . . . . . . . . . .9,995-26,000 102DL3 (’99) . . . . . . . . . . . . . . . . . . .19,500-29,000 102DL3 (’00) . . . . . . . . . . . . . . . . . . . . . . . . .70,000 D4500 (’01) . . . . . . . . . . . . . . . . . . . .23,500-35,000 D4500 (’02) . . . . . . . . . . . . . . . . . . . 75,000-99,000 D4500 (’03) . . . . . . . . . . . . . . . . .100,000-135,000 D4500 (’04) . . . . . . . . . . . . . . . . . . . . . . . . . .28,000 D4500 (’07) . . . . . . . . . . . . . . . . . . . . . . . . .107,000 D4505 (’06) . . . . . . . . . . . . . . . . . . .25,000-225,000 D4505 (’07) . . . . . . . . . . . . . . . . . . . 38,000-180,000 D4505 (’08) . . . . . . . . . . . . . . . . . . . 41,600-225,000 D4505 (’09) . . . . . . . . . . . . . . . . . . . . . . . . .285,000 D4505 (’10) . . . . . . . . . . . . . . . . . . . . . . . .200,0000 D4505 (’12) . . . . . . . . . . . . . . . . . . . . . . . .225,0000 D4505 (’13) . . . . . . . . . . . . . . . . . . . . . . . . .230,000 D4505 (’14) . . . . . . . . . . . . . . . . . . . . . . . . .159,000 102EL3 (’98) . . . . . . . . . . . . . . . . . . . .25,000-69,300 102EL3 (’99) . . . . . . . . . . . . . . . . . . . 27,000-50,000 102EL3 (’00) . . . . . . . . . . . . . . . . . . . .30,000-70,000 E4500 (’01) . . . . . . . . . . . . . . . . . . . . .45,000-75,000 E4500 (’02) . . . . . . . . . . . . . . . . . . . . . . . . . . .71,000 E4500 (’03) . . . . . . . . . . . . . . . . . . . . .59,500-74,995 E4500 (’05) . . . . . . . . . . . . . . . . . . . . . . . . . .165,000 E4500 (’06) . . . . . . . . . . . . . . . . . . . .99,000-149,000 E4500 (’07) . . . . . . . . . . . . . . . . . . .109,000-262,000 E4500 (’08) . . . . . . . . . . . . . . . . . . . . . . . . . .169,000 E4500 (’09) . . . . . . . . . . . . . . . . . . .170,000-190,000 E4500 (’11) . . . . . . . . . . . . . . . . . . .230,000-260,000 F3500 (’01) . . . . . . . . . . . . . . . . . . . . . . . . . .35,000 F3500 (’02)• . . . . . . . . . . . . . . . . . . . . . . . . . .29,999 F3500 (’03) . . . . . . . . . . . . . . . . . . . . . . . . . . .54,995 J4500 (’01) . . . . . . . . . . . . . . . . . . . .52,400-135,000 J4500 (’02) . . . . . . . . . . . . . . . . . . . . . . . . . .99,995 J4500 (’03) . . . . . . . . . . . . . . . . . . . .32,500-126,000 J4500 (’04) . . . . . . . . . . . . . . . . . . . .35,000-140,700 J4500 (’05) . . . . . . . . . . . . . . . . . . . .30,000-150,000 J4500 (’06) . . . . . . . . . . . . . . . . . . . .49,000-175,000 J4500 (’07) . . . . . . . . . . . . . . . . . . . .71,250-260,000 J4500 (’08) . . . . . . . . . . . . . . . . . . .119,000-290,000 J4500 (’09) . . . . . . . . . . . . . . . . . . .129,000-275,000 J4500 (’10) . . . . . . . . . . . . . . . . . . .139,000-214,000 J4500 (’11) . . . . . . . . . . . . . . . . . . . . . . . . . .189,000 J4500 (’12) . . . . . . . . . . . . . . . . . . .199,000-350,000 J4500 (’13) . . . . . . . . . . . . . . . . . . .249,000-310,000 J4500 (’14) . . . . . . . . . . . . . . . . . . .319,500-325,000 J4500 (’15) . . . . . . . . . . . . . . . . . . .335,000-419,500 J4500 (’16) . . . . . . . . . . . . . . . . . . . . . . . . . .388,000

NEOPLAN Cityliner AN116/3 (’89)• . . . . . . . . . . . . . . . . .4,995 Cityliner AN116/3 45 ft. (’97)• . . . . . . . . . . . .18,000 Cityliner AN116/3 45 ft. (’98) . . . . . . . . . . . .18,000 Cityliner AN116/3 45 ft. (’99) . . . . . . . . . . . .18,000 PREVOST CAR LeMirage (’81) . . . . . . . . . . . . . . . . . . . . . . .15,000 LeMirage XL (’92)• . . . . . . . . . . . . . . . .9,000-17,995

Prevost Car (Continued) LeMirage XL (’93) . . . . . . . . . . . . . . . . . . . . .75,000 LeMirage XL (’95)• . . . . . . . . . . . . . . .12,000-14,500 LeMirage XL 45-foot (’97)• . . . . . . . .15,000-20,000 LeMirage XL 45-foot (’98)• . . . . . . . . . . . . . .40,000 LeMirage XL 45-foot (’99)• . . . . . . . . . . . . . .22,900 LeMirage XLII (’00) . . . . . . . . . . . . . . . . . . . .35,000 LeMirage XLII (’01) . . . . . . . . . . . . . . . . . . . . .45,000 LeMirage XLII (’02)• . . . . . . . . . . . . . . . . . . . .62,000 LeMirage XLII (’06) . . . . . . . . . . . . .65,000-85,000 X3-45 (’07) . . . . . . . . . . . . . . . . . . . . .69,850-79,000 X3-45 (’08) . . . . . . . . . . . . . . . . . . .105,000-119,999 Prestige (’81)• . . . . . . . . . . . . . . . . . . . . . . . . .28,000 H3-40 (’94) . . . . . . . . . . . . . . . . . . . . . . . . . .11,000 H3-41 (’95) . . . . . . . . . . . . . . . . . . . . . . . . . .17,000 H3-41 (’97) . . . . . . . . . . . . . . . . . . . . . . . . . .22,000 H3-41 (’98) . . . . . . . . . . . . . . . . . . . . . . . . . . .39,000 H3-41 (’01) . . . . . . . . . . . . . . . . . . . . . . . . . . .57,500 H3-41 (’07) . . . . . . . . . . . . . . . . . . . . . . . . . .85,000 H3-41 (’13) . . . . . . . . . . . . . . . . . . .255,000-270,000 H3-41 (’14) . . . . . . . . . . . . . . . . . . . . . . . . . .255,000 H3-45 (’94) . . . . . . . . . . . . . . . . . . . . . . . . . . .35,000 H3-45 (’95) . . . . . . . . . . . . . . . . . . . . . . . . . . .19,995 H3-45 (’96)• . . . . . . . . . . . . . . . . . . . .22,500-52,500 H3-45 (’97) . . . . . . . . . . . . . . . . . . . . . . . . . . .40,000 H3-45 (’98) . . . . . . . . . . . . . . . . . . . . .29,995-50,000 H3-45 (’99) . . . . . . . . . . . . . . . . . . . . .34,995-49,995 H3-45 (’00) . . . . . . . . . . . . . . . . . . . . .37,900-65,000 H3-45 (’02) . . . . . . . . . . . . . . . . . . . . .58,000-65,000 H3-45 (’04) . . . . . . . . . . . . . . . . . . . . .60,000-97,500 H3-45 (’05) . . . . . . . . . . . . . . . . . . . .72,050-150,000 H3-45 (’06) . . . . . . . . . . . . . . . . . . . .87,500-110,000 H3-45 (’07) . . . . . . . . . . . . . . . . . . . .90,000-120,000 H3-45 (’08) . . . . . . . . . . . . . . . . . . . .85,000-140,000 H3-45 (’09) . . . . . . . . . . . . . . . . . . .157,200-290,000 H3-45 (’10) . . . . . . . . . . . . . . . . . . .199,000-250,000 H3-45 (’11) . . . . . . . . . . . . . . . . . . . . . . . . . .219,000 H3-45 (’12) . . . . . . . . . . . . . . . . . . .229,000-375,000 H3-45 (’13) . . . . . . . . . . . . . . . . . . .249,000-335,000 H3-45 (’14) . . . . . . . . . . . . . . . . . . .249,000-385,000 H3-45 (’15) . . . . . . . . . . . . . . . . . . .330,000-375,000 H3-45 (’16) . . . . . . . . . . . . . . . . . . . . . . . . .439,000 H3-45 (’17) . . . . . . . . . . . . . . . . . .508,000-508,900

SETRA Setra S-215HDH (’89)• . . . . . . . . . . . . . . . . . .3,000 Setra S-215HDH (’95) . . . . . . . . . . . . . . . . . .5,999 Setra S-215HDH (’98) . . . . . . . . . . . . . . . . . .2,500 Setra S-417 (’04) . . . . . . . . . . . . . . . . .39,480-54,810 Setra S-417 (’05) . . . . . . . . . . . . . . . . .30,000-55,320 Setra S-417 (’06) . . . . . . . . . . . . . . . . .50,000-69,930 Setra S-417 (’07) . . . . . . . . . . . . . . . .30,000-140,000 Setra S-417 (’08) . . . . . . . . . . . . . . . .52,000-139,750 Setra S-417 (’09) . . . . . . . . . . . . . . . .61,000-185,000 Setra S-417 (’10) . . . . . . . . . . . . . . . . . . . . .175,000 Setra S-417 (’11) . . . . . . . . . . . . . . .101,360-134,000 Setra S-417 (’12) . . . . . . . . . . . . . . .154,995-199,995 Setra S-417 (’13) . . . . . . . . . . . . . . . . . . . . . .209,995 Setra S-417 (’14) . . . . . . . . . . . . . . . . . . . . . .240,000 Setra S-407 (’12) . . . . . . . . . . . . . . . .85,500-116,751 Setra S-407 (’13) . . . . . . . . . . . . . . .110,500-156,310 Setra S-407 (’14) . . . . . . . . . . . . . . .119,500-169,050

TEMSA TS-35 (’10) . . . . . . . . . . . . . . . . . 115,000-120,000 TS-35 (’11) . . . . . . . . . . . . . . . . . . . . . . . . . 105,000 TS-35 (’12) . . . . . . . . . . . . . . . . . . . .84,000-168,000 TS-35 (’13) . . . . . . . . . . . . . . . . . . 105,000-195,000 TS-35 (’14) . . . . . . . . . . . . . . . . . . . . . . . . . . 124,995 TS-35 (’15) . . . . . . . . . . . . . . . . . . . . . . . . . .179,000 TS-35E (’16) . . . . . . . . . . . . . . . . . . . . . . . . .299,000 TS-30 (’13) . . . . . . . . . . . . . . . . . . . 89,000-119,000 TS-30 (’15) . . . . . . . . . . . . . . . . . . . . . . . . . . 150,000 TS-45 (’15) . . . . . . . . . . . . . . . . . . 249,000-295,000 TS-45 (’16) . . . . . . . . . . . . . . . . . . . . . . . . . . 250,000 TS-45 (’17) . . . . . . . . . . . . . . . . . . 275,000-410,000 TS-45 (’18) . . . . . . . . . . . . . . . . . . . . . . . . . . 435,000

Round Up VAN HOOL T-800 (’92)• . . . . . . . . . . . . . . . . . . . . . 5,000-10,000 T-800 (’93)• . . . . . . . . . . . . . . . . . . . . . 6,000-15,000 T-800/40 (’94)• . . . . . . . . . . . . . . . . . . 5,000-15,000 T-800/40 (’95)• . . . . . . . . . . . . . . . . . . . . . . . .15,000 T-800/40 (’96)• . . . . . . . . . . . . . . . . . . 6,000-20,000 T-800/35 (’95) . . . . . . . . . . . . . . . . . . . . . . . . .25,000 T-800/35 (’98) . . . . . . . . . . . . . . . . . . . . . . . . .35,000 T-800/45 (’95) . . . . . . . . . . . . . . . . . . . . . . . .15,000 T-800/45 (’96) . . . . . . . . . . . . . . . . . . . . . . . .15,995 T-815 (’96)• . . . . . . . . . . . . . . . . . . . . . . . . . . 55,000 T-940 (’97)• . . . . . . . . . . . . . . . . . . . . . .9,995-20,000 T-940 (’98)• . . . . . . . . . . . . . . . . . . . . . 7,995-38,500 T-945 (’97) . . . . . . . . . . . . . . . . . . . . . . . . . . .24,480 T-945 (’99) . . . . . . . . . . . . . . . . . . . . . . . . . . .30,000 C-2045 (’01)• . . . . . . . . . . . . . . . . . . .55,000-99,000 C-2045 (’02) . . . . . . . . . . . . . . . . . . . . . . . . .60,000 C-2045 (’03) . . . . . . . . . . . . . . . . . . . . . . . . . .99,000 C-2045 (’04) . . . . . . . . . . . . . . . . . . . .58,995-68,995 C-2045 (’05) . . . . . . . . . . . . . . . . . . . . . . . . .174,500 C-2045 (’06) . . . . . . . . . . . . . . . . . . .65,000-110,000 C-2045 (’07) . . . . . . . . . . . . . . . . . . .74,000-297,000 C-2045 (’08) . . . . . . . . . . . . . . . . . . .75,000-275,000 C-2045 (’09) . . . . . . . . . . . . . . . . . .125,000-129,000 C-2045 (’10) . . . . . . . . . . . . . . . . .205,000-290,000 C-2045 (’11) . . . . . . . . . . . . . . . . . . . . . . . .315,000 C-2045 (’12) . . . . . . . . . . . . . . . . . .195,000-265,000 C-2045 ’13) . . . . . . . . . . . . . . . . . .170,000-270,000 CX ’14) . . . . . . . . . . . . . . . . . . .265,000-270,000 T-2140 (’99) . . . . . . . . . . . . . . . . . . .28,500-35,500 T-2140 (’06) . . . . . . . . . . . . . . . . . . . .65,000-87,000 T-2145 (’98) . . . . . . . . . . . . . . . . . . . . . . . . . .21,250 T-2145 (’99) . . . . . . . . . . . . . . . . . . . .35,000-70,000 T-2145 (’00) . . . . . . . . . . . . . . . . . . . . . . . . . .21,250 T-2145 (’01) . . . . . . . . . . . . . . . . . . . . . . . . . .45,000 T-2145 (’03) . . . . . . . . . . . . . . . . . . . . . . . . . .65,000 T-2145 (’04) . . . . . . . . . . . . . . . . . . . . . . . . . .68,995 T-2145 (’05) . . . . . . . . . . . . . . . . . . .64,999-100,000 T-2145 (’06) . . . . . . . . . . . . . . . . . . .65,000-109,999

Van Hool (Continued) T-2145 (’07) . . . . . . . . . . . . . . . . . . .55,000-110,000 T-2145 (’08) . . . . . . . . . . . . . . . . . . .85,000-120,000 T-2145 (’09) . . . . . . . . . . . . . . . . . . . . . . . . .170,000 T-2145 (’11) . . . . . . . . . . . . . . . . . .180,000-249,000 T-2145 (’13) . . . . . . . . . . . . . . . . . .299,000-309,000 TX45 (’14) . . . . . . . . . . . . . . . . . .325,000-349,000 TX45 (’15) . . . . . . . . . . . . . . . . . . . . . . . . . .369,000 TD-925 (’08) . . . . . . . . . . . . . . . . . . . . . . . .100,000 TD-925 (’09) . . . . . . . . . . . . . . . . .100,000-149,000 Volvo 9700 (’10) Volvo 9700 (’13) Volvo 9700 (’15) Volvo 9700 (’16) Volvo 9700 (’17)

VOLVO . . . . . . . . . . . . . . . . . . . . . . .79,000 . . . . . . . . . . . . . . . . . . . . .245,100 . . . . . . . . . . . . . . . . . . . . . .329,000 . . . . . . . . . . . . . . . . . . . . . .279,000 . . . . . . . . . . . . . . . . . . . . . .315,000

Transit & Suburban M1035 (’06) M1235 (’10) M1235 (’12) 3035RE (’08) 3035RE (’09)

ABC COMPANIES . . . . . . . . . . . . . . . . . . . . . . . . . .15,000 . . . . . . . . . . . . . . . . . . . . . . . . . .57,000 . . . . . . . . . . . . . . . . . . . . . . . . . .67,000 . . . . . . . . . . . . . . . . . . . . . . . .49,995 . . . . . . . . . . . . . . . . . . . . . . . . .35,000

FLXIBLE Grumman Flxible 870 (’85)• . . . . . . . . . . . . . .12,995

SPRINTER Sprinter (’08) . . . . . . . . . . . . . . . . . . . . . . . . .19,995 Sprinter 3500 (’09) . . . . . . . . . . . . . .19,000-27,995 Sprinter 3500 (’09) . . . . . . . . . . . . . . . . . . . . .24,995 Sprinter 3500 (’14) . . . . . . . . . . . . . . .34,500-49,995

National Bus Trader / September, 2019 • 27

The Curious Coachowner Number 272 of a Series “The Curious Coachowner” is a question and answer column that provides simple answers to simple questions that are too short to warrant a full article or inclusion in one of our regular columns. We will accept reasonably simple technical or historical questions on commercial coaches or converted coach shells by letter, fax, e-mail or phone. If our staff is unable to answer them, we will call upon our panel of experts.

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

Q. Regarding the Trailways bus photo on page 27 of the June, 2019 NATIONAL BUS TRADER: 1. PD4106s were built in the 1960s. 2. PD4104s and a few PD4106s had an emergency door on the left side. 3. The bus in the photo is a PD4104.

–– Harry Peat

A. Yes, you are correct. This may have been a typographical error since your editor not only drove both models but also did driver training in both.

Q. On page 22 of the August, 2019 issue of NATIONAL BUS TRADER, you talk about the joint venture between Ikarus and Crown Coach building and selling articulated transit buses in the United States. For some reason, I remember that they also built articulated trolley buses. Is that true?

–– Reader in California A. What actually happened is that Crown and Ikarus introduced their 286 high-floor, articulated bus and got their first order in late 1979. Bear in mind that this was one of the first articulated buses to show up in the U.S. and was before the low-floor era. Ikarus was to build the body while Crown would finish the buses in California. However, it is known that on a few of the first buses, Ikarus installed the power trains.

Ikarus and Crown hoped to also sell a trolleybus version of the 286 in the United States, but a demo was never built. Instead, Ikarus shipped over one of their model 280T3 articulated trolley buses built in Hungary as a demonstrator. This was demonstrated in Mexico City, San Francisco and Seattle, but no orders were forthcoming and hence no 286 trolley buses were ever built.

28 • National Bus Trader / September, 2019

Q. Does Canada have federal laws requiring drivers to log electronically like in the United States?

–– Bus Operator in Georgia A. Not currently, but they are coming. In June, Canadian Transport Minister Marc Garneau indicated that on June 12, 2021, the new electronic devices will replace paper daily logbooks.

Q. We have received inquiries about government action and pending legislation.

We will try our best to provide simple answers on what we can find.

–– Several Readers A. Readers have asked about the proposed U.S. legislation that would block federal transit dollars to Chinese statesponsored companies and possibly provide a fine for any agency that uses nonfederal money for this.

This has apparently become part of the Defense Authorization Act. It was approved by the Senate on June 27 and by the House on July 12. The major difference is that the Senate version includes buses while the House version only mentions railcars. As of press time, we have not seen any final wording.

What about the new Federal Motor Carrier Safety Administration (FMCSA) Hours-ofService (HOS) laws?

This was originally planned for release on June 7 but was delayed. Word is that the delay resulted from questions from the Office of Management and Budget at the White House. Most of the questions and changes pertain to trucks and may not significantly impact bus operations.

Where is the legislation on increasing bus insurance?

Matt Cartwright (D-Pa) and Jesus Garcia (D-IL) have introduced an insurance bill in the House carrying number 3781. It proposes increased insurance for commercial vehicles, but we have not seen any real action yet.

Presumably, this kind of thing gets started because of litigation from an accident combined with medical inflation. In fact, there is a provision that would tie future insurance to increases in medical costs.

This is starting to get to be a “Catch 22” situation. Many bus operators might not be able to afford the increased costs while smaller insurance companies may not be able to handle these risks. The result could be fewer buses on the road causing people to use personal vehicles and putting more pollution into the air.

The “Curious Coachowner” column in the May, 2019 NATIONAL BUS TRADER mentioned the Canadian Federal Carbon Pollution Pricing System. Has there been some opposition to this?

Our Canadian readers probably know more about this than we do. From what information we can find, it appears that Saskatchewan has filed a challenge in the Supreme Court of Canada against the federal carbon tax. Several other provinces have filed notices of intervention or registered as interveners in the Saskatchewan challenge although not all of them are necessarily opposed to the law. These include Ontario, Alberta, Manitoba, New Brunswick, British Columbia, Quebec and Prince Edward Island.

Q. Is it true that pedestrian deaths in the U.S. are at the highest level in decades?

– Eastern Bus Operator

A. Yes, the highest level in almost 30 years.

One source says that only five states, Arizona, California, Florida, Georgia and Texas were responsible for nearly half (46 percent) of all deaths.

Several reasons are given for this increase.

Most fatal pedestrian accidents take place after dark. From 2008 to 2017, nighttime pedestrian fatalities increased by 45 percent while daytime fatalities increased by only 11 percent.

One source credits GPS for some of the increase. They supposedly direct cars and trucks to roads where they increase traffic or where they normally would not go. Another source points to the increase in electric scooters in major cities. They are difficult to see from larger vehicles.

It was also noted that increased population in larger cities may be a major factor.

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

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

1 – BUSES WANTED 1940s White Model 788 or 798 wanted. 12 cylinder engine mounted under floor midship. Would like a complete original bus, but like to hear about parts buses. Contact Howard Lane, Hardwick MA 01037 at (413) 477-8790 or howard.lane@comcast.net. ✩ Seeking 102D3 converted by Custom Coach. Prefer motor home interior with side aisle or semi-side aisle.

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

2 – COACHES FOR SALE MCI bus for sale: MC-5C 1980 seated coach. 8V-71 Detroit, 4-speed manual, power steering. Located in ✩ Missouri. Contact Mark at (816) 223-6171.

2005 MCI J4500 – Cat/ZF, new silver paint, 55passenger, 590,000 miles, $55,000; 2006 MCI J4500 – Cat/ZF, new silver paint, 55-passenger, 692,000 miles, $55,000. Phone (317) 296-4953 in IN. Next Deadline – Oct. 15 for Decemberissue

5B – COACHES FOR SALE 1947 CCF IC-41 highway coach, 6-cylinder Hall-Scott, 4-speed Spicer manual. Still a coach, restorable. Make offer. Contact Dale@trams.ca or phone (604) 325-9990 ✩ in Vancouver.

1958 GM PD4104. Good condition, several new tires.

See at Blytheville (AR) Bus Gathering, September 28-29. Best offer over 10K by October 7, 2019. Send bid to: American Association of Railroaders, 9600 Tesson Ferry Road, St. Louis MO 63123. Phone (314) ✩ 631-3131.

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

6 – MOTOR HOMES FOR SALE 1993 Prevost Liberty conversion. 168K miles. All usual amenities. Bus located in central Florida. $85,000.

Priced to sell! Phone (802) 698-7074 or e-mail ✩ ronanderson5741@gmail.com.

1963 – 4106 RV body in mint condition, beautiful conversion, Wabasto heat, Gen Set, new tires; 1980 – 4905 RV without seats, excellent runner. $6,500 OBO. Phone ✩ (952) 657-2140 in MN. ’67 Flxible. Converted, 6V-92, 10-spd./OD, diesel generator. Recent $10,000 rebuilt – rebushed. Don’t see well; can’t drive and enjoy. Best offer over $17,500.

Needs TLC. Phone Chet at (269) 445-0641 in MI. ✩

6 – MOTOR HOMES FOR SALE 1999 MCI 102DL3 Bruce Coach conversion. One owner, 45-foot. 59,000 original miles Usual equipment.

New batteries, tires, inverter.No slides. $125,000.

E-mail roddesz@aol.com for pictures. Phone (480) ✩ 488-2210 in AZ. 1994 Prevost Liberty conversion. 8V-92 Twin Turbo w/Eco Boost. All electric. Excellent condition. $95,000. ✩ Phone (276) 466-7325 in VA. PD4106-1963 RV motor home, mint condition. Professionally converted. New 12.5 Diesel generator. Low time engine and 730 auto. transmission. New tires & aluminum wheels. Turn key and travel. Phone in MN ✩ at (952) 657-2140.

MCI MC5A ’67 (shell). 8V-71, 4-speed. For sale to highest bidder. Call (928) 358-6415 or (505) 713-9242 in ✩ AZ. 1948 Silverside, PD4151 No. 068 of 357; 1956 Flxible coach, both old conversions. Phone (802) 948-2886 in VT for details. ✩ 10 – PARTS AND EQUIPMENT MAN engines offers bus axles, chassis components and transfer cases. MAN quality, competitively priced and reduced life cycle costs provide reliable long-life and maintenance-free components. View at www. man-mec.com or e-mail mecinfo@man-mec.com. ❑ Misc. bus parts for sale. 8V-71 engine transmission manual & auto. Too many parts to list. Phone for info at (952) 657-2140 in MN. ✩

National Bus Trader / September, 2019 • 29

Classified 10 – PARTS AND EQUIPMENT Series 40, 50 & 60 original Detroit Diesel engine parts.

Also large inventory of bus chassis parts & accessories. Contact Vernon Ulmo, parts manager Miami, at V.Ulmo@ssss.com or phone (305) 637-1502 in FL. Detroit Diesel engines, parts and service. Series 53, 71, 92, 60. New and used parts. Contact Leid Diesel Service, 2952 W Carson City Rd., Sheridan MI 48884 at (616) 754-5871. ❑ Need a NOS or mint 1970s GM deck white steering wheel for my Military Police 1974 PD4108A. Contact Chuck Schroedel at (914) 234-9362 in Bedford NY 10506 or by email at chuckschroedel@gmail.com. ✩ 6V-92T Detroit Diesel engine. Fresh overhaul. In storage. Spent $4,700. Make offer. Phone (815) 738-2950 ✩ in IL. Prevost H3-45. Parting out several H model Prevosts 1998 to 2007. Doors, side windows, wheels, seats, shades, engine, transmission, rear and electrical components. Contact Don at (402) 371-1202 in NE or ✩ Don@Navigator Bus.com.

14 – NOTICES Capitol Trailways (PA) retirees will host a reunion on Saturday, September 7, 2019 in Hummelstown, Pennsylvania. For further information contact Walter Earl ✩ at catlover747@comcast.net.

15 – MISCELLANEOUS Bay area (northern California) bus slides for sale. Original and dupes. $1.50 ea. Contact kimojim123@msn.com in CA. ✩ Former owner-operator wishes to restart. Needs info on current insurance rates, available equipment with no down payment. Phone George at (302) 652-6596 ✩ in DE.

16 - MEMORABILIA & COLLECTIBLES Visit our 35+ vintage buses at Lakewood NJ Garage, Saturdays. Join Friends of the NJ Transportation Heritage Center. View at www.friendsnjthc.org. Dues – ✩ $30. Call Tom at (732) 833-1213.

MOVING?

Please let us know at least 60 days in advance to ensure that your next issue of NATIONAL BUS TRADER reaches your new address.

GENERATORS FOR THE MANY ROADS AHEAD.

Please mention National Bus Trader when answering advertisers

³ Commercial quality and competitively priced. ³ 7KW to 100KW generators, powered by a rugged Kubota or Cummins diesel engine. ³ Highly-experienced staff to help guide you. ³ RVIA models and multiple options available. ³ Roll out and enclosed models. ³ Generator service in the Charlotte area on most makes and models. Convenient interstate access. Mobile service available!

Call for details: 1-800-374-7522 enginepowersource.com

Advertiser’s Index ABC Companies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7

Bitimec International . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

Bus World . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25

Complete Coach Works . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8

Dupree . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Engine Power Source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 Family Motor Coach Association . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

Leisure Time Express . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Midwest Bus Corporation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29

Motor Coach Industries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32

Prevost . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2

Royal Star . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

Temsa Global . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31

Vulcan Coach Corp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23 Welch Industries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8

Wrico International . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27

ZF Sales and Service North America LLC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11 30 • National Bus Trader / September, 2019

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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.

December 8-12, 2019. NTA Travel Exchange. Ft, Worth, Texas.

January 10-14, 2020. American Bus Association Marketplace. Omaha, Nebraska.

January 19-23, 2020. UMA Motorcoach Expo 2020. Nashville, Tennessee.

February 12-13, 2020. Motorhome Expo. South Florida Fairground Expo Center, West Palm Beach, Florida.

February 27-March 1, 2020. Heartland Travel Showcase 2020. Lansing, Michicgan.

October 12-14, 2020. American Public Transportation Association (APTA) EXPO 2017. Anaheim, California. For information visit www.aptaexpo.com.

COMFORT WITH AGILITY?

CHALLENGE ACCEPTED. A COACH YOU ALWAYS DREAMED OF: THE NEW TEMSA TS30 IS COMING TO BUSCON 2019.

YOU ARE INVITED TO WITNESS THE CHALLENGE!

SEPTEMBER 23-25, 2019 INDIANA CONVENTION CENTER -BOOTH #701 (833) 628 36 72 | temsa.com

Itâ&#x20AC;&#x2122;s Go Time!

MCI D45 CRT LE

MCI J4500

MCI J3500

Reimagining accessibility

Leading with luxury

J-Series style for smaller groups

Leading innovation that puts you first.

MCI models keep you moving ahead, starting with our industry-leading J-Series, now featuring two great models: the J4500 and the compact new J3500. Both offer best-in-class interiors, trim, lighting, and available passenger space, plus design improvements including electric cooling fans and swing-out radiators. Welcoming a new era of accessibility, the all-new D45 CRT LE features a patented Low Entry Vestibule that more easily accommodates multiple passengers with mobility devices.

Other MCI innovations include ADAS (Advanced Driver Assistance Systems) featuring collision mitigation upgrades to detect and stop for stationary objects and more; along with a new optional 360-degree camera. And looking to 2020, our CHARGE long-range battery-electric models are already setting benchmarks in testing. Plus, you can count on MCIâ&#x20AC;&#x2122;s leadership in parts, service, support and training.

From the tried and true to the bold and new, we are Reliability Driven.

mcicoach.com

CHARGE electric models, coming in 2020